CIVIL AVIATION AUTHORITY OF BANGLADESHcaab.gov.bd/ano/awhbook.pdf · CIVIL AVIATION AUTHORITY OF BANGLADESH AIRWORTHINESS INSPECTOR HAND BOOK 28-02-2011 PREFACE This volume of the

CIVIL AVIATION AUTHORITY OF BANGLADESH

AIRWORTHINESS INSPECTOR HAND BOOK

28-02-2011

PREFACE This volume of the manual has been prepared for the use and guidance of Airworthiness Inspectors in the performance of their duties.

It is emphasized that all matters pertaining to an inspector’s duties and responsibilities cannot be covered in this manual. Inspectors are expected to use good judgement in matters where specific guidance has not been given. Changes in aviation technology, legislation and within the industry will necessitate changes to requirements. Comments and recommendations for revision/amendment action to this publication should be forwarded to the Director of Flight Safety and Regulation for the Chairman, Civil Aviation Authority of Bangladesh.

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Air Commodore Mahmud Hussain ndu,psc Chairman Civil Aviation Authority of Bangladesh

CONTENTS LIST SL. No. Topics Page No. 1. Concept of Continuing Airworthiness 1-1 2. Air Operator Administration 2-1 3. Extended Range Operations With Two-Engine Aircraft (Etops) 3-1 4. Issue And Renewal of Certificate of Airworthiness 4-1 5. Approval of Reliability Programme 5-1 6. Maintenance Programme 6-1 7. Continuing Analysis & Auditing Program 7-1 8. Facilities and Equipment 8-1 9. Approval of a weight and Balance Program 9-1 10. Certificate of registration and Mode “S” Code for aircraft 10-1 11. Maintenance Record Keeping 11-1 12. Leasing of Aircraft 12-1 13. Inspect Operator Main Facility Base 13-1 14. Conduct Spot Inspection of Operator’s Aircraft 14-1 Undergoing Maintenance 15. Aircraft Ramp Inspection 15-1

16. Cabin Enroute Inspection 16-1 17. Airworthiness Auditing 17-1

18. Maintenance Training Program Record 18-1

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SL. No. Topics Page No. 19. Evaluate Category I/II/IIIA Maintenance/Inspection Requirement 19-1 20. Approval of Maintenance Organisation 20-1 21. Type Acceptance Certificates For Aircraft 21-1 22. Mandatory Airworthiness Information 22-1 23. Short Term Escalation & Life Development Program Procedures 23-1 24. Parts Pooling & Borrowing 24-1 25. Flight Permits – Ferry Flights 25-1 26. Type Certificates For Imported Aircraft 26-1 27. Aircraft Airworthiness Certification and Categories Explained 27-1 28. Standard Certificate of Airworthiness 28-1 29. Computer Generated & Store Record Control 29-1 30. Aircraft Fueling 30-1

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CAAB AIRWORTHINESS INSPECTOR HANDBOOK

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Issue - 1 Page 1-1 30 March 2011

VOLUME 2. AIR OPERATOR ADMINISTRATION

CHAPTER 1. CONCEPT OF CONTINUING AIRWORTHINESS

Note: General information on the continuing airworthiness procedures followed in individual ICAO Contracting States is published in ICAO Circular 95 -The Continuing Airworthiness of Aircraft in Service.

1.1 INTRODUCTION 1.1.1 Continuing airworthiness covers the processes that require all aircraft to comply with the

airworthiness requirements in their type certification basis or imposed as part of the State of Registry’s requirements and are in a condition for safe operation, at any time during their operating life.

1.2 SCOPE 1.2.1 Under the control of the respective CAAs of the State of Design, the State of Registry and,

when appropriate, the State of the Operator, continuing airworthiness includes the following:

(a) Design criteria which provide the necessary accessibility for inspection and permit

the use of established processes and practices for the accomplishment of maintenance;

(b) Information that identifies the specifications, methods, and procedures necessary to

perform the continuing airworthiness tasks identified for the aircraft and the tasks Necessary to maintain the aircraft, as developed, by the type design organization; and publication of this information in a format that can be readily adapted for use by an operator;

(c) Adoption by the operator into its maintenance programme, the specifications,

methods, and procedures necessary to perform the continuing airworthiness tasks identified for the aircraft and the tasks necessary to maintain the aircraft, using the information provided by the type design organization;

(d) The reporting of faults, malfunctions, and defects and other significant maintenance

and operational information by the operator to the type design organization in accordance with the requirements of the State of Registry and the State of the Operator;

(e) The reporting of faults, malfunctions, and defects and other significant maintenance

Information by the maintenance organization to the type design organization in


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accordance with the requirements of the State having jurisdiction on the maintenance organization;

(f) The analysis of faults, malfunctions, defects, accidents and other significant

maintenance and operational information by the type design organization, the State of Design and the State of Registry and the initiation and transmission of information and recommended or mandatory action to be taken in response to that analysis;

(g) Consideration of the information provided by the type design organization and

action on the information as deemed appropriate by the operator or the State of Registry, with particular emphasis on action designated as “mandatory”;

(h) Adoption and accomplishment by the operator of all mandatory requirements with

particular emphasis on fatigue life limits and any special tests or inspections required by the airworthiness requirements of the type design of the aircraft or subsequently found necessary to ensure structural integrity;

(i) Adoption by the operator into its maintenance programme, supplemental structural

inspection programmes and subsequent structural integrity programme requirements, taking into consideration the structural integrity programme for aeroplanes recommended by the type design organization; and

(k) Compliance with structural integrity programmes for aeroplanes. 1.3 STRUCTURAL INTEGRITY PROGRAMME 1.3.1 As a minimum the continuing structural integrity programme for aeroplanes (sometimes

referred to as the ageing aeroplane programme) should include, dependent upon the structural design criteria:

(a) Supplementary structural inspection programme,

(b) Corrosion prevention and control programme;

(c) Service bulletin review and mandatory modification programme;

(d) Repairs review for damage tolerance; and/or

(e) Widespread fatigue damage (WFD) review.

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CHAPTER 2. MODIFICATIONS AND REPAIRS

2.1 INTRODUCTION 2.1.1 The objective of this chapter is to (i) assist Airworthiness Officials of the CAAB to provide

guidance to aircraft operators, organizations responsible for the type design and modification and repair organizations by setting out acceptable means for showing that modifications and repairs to aircraft comply with appropriate airworthiness requirements and (ii) acceptable procedures for retention of substantiating data supporting compliance with the airworthiness requirements.

2.1.2 The Annex 6, Part 1, Section 8.6 titled Modification and Repairs, states that "All

modifications and repairs shall comply with airworthiness requirements acceptable to the State of Registry. Procedures shall be established to ensure that the substantiating data supporting compliance with the airworthiness requirements are retained”.

2.1.3 The information in this chapter is intended to apply to all types of aircraft and includes all

components of the aircraft (i.e. engines, propellers and equipment). 2.2 ANO (AW) REFERENCE 2.2.1 The ANO (AW) A.7 titled Modification and Repair Design Data Approval issued by

the Chairman CAAB. 2.3 BASIC CONSIDERATIONS 2.3.1 The Airworthiness Inspectors should understand clearly as to what constitutes Approved

Data. A major modification or repair to an aircraft should be accomplished in accordance with design data approved by, or on behalf of, or accepted by the Chairman (in case of leased aircraft, airworthiness authority of the State of Registry) such that the modification or repair design conforms to applicable standards of airworthiness.

2.3.2 A person or organization (holder) to whom a Type Certificate was issued for an aircraft,

engine or propeller can apply for an amendment of their Type Certificate. The holder is responsible for the type design of the complete aeronautical product, and is entitled under the privileges of their Type Certificate to introduce modifications to their type design, while still maintaining full responsibility for he complete product. It is also the privilege of a holder to request approval of their modification through a supplemental approval (described in 2.3.3 below) instead of an amendment of their Type Certificate. The decision to purse an amendment or supplemental approval is usually made by the holder.


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2.3.3 A person or organization (non-holder) who does not hold the Type Certificate for the

product can only apply for approval of their modification as a supplement to a Type Certificate, commonly referred to as an approval under a Supplemental Type Certificate (STC). An STC is an approval of only those aspects or areas of the aircraft, engine, or propeller that were modified. This is the primary reason why a non-holder of a Type Certificate is not eligible to apply for an amendment of a Type Certificate.

2.3.4 The AELD requires an individual or organization in Bangladesh shall incorporate only

those modifications which are based on approved data. Alternately, the CAAB may approve incorporation of modification on Bangladesh registered aircraft, if the proposed modification is based on Engineering Order prepared by an approved design specialist (known in some States as an approved design organization or individual, or of an equivalent status) acceptable to the Chairman.

2.3.5 The design of major modifications or repairs to aircraft should not be attempted unless the

applicant has a sound knowledge of the design principles embodied in the aircraft type being modified or repaired. In many cases access to the analysis and test reports from the original type certification of the aeronautical product will be required. For this reason participation in, or review of, the modification or repair design by qualified representatives of the organization responsible for the type design is recommended. Where such co-operation is not available, the responsible Airworthiness Inspector shall not recommend approval of the modification or repair design unless it is confident that the applicant has:

(a) Comprehensive knowledge, experience and capabilities in the applicable

technologies, such that in-depth analyses going back to first principles have been performed where required; and

(b) Sufficient information on the type design of the aircraft involved. If there is any

doubt, consultation is suggested with the airworthiness authority of the State of Design.

2.3.6 Terminology: Throughout this chapter "alteration" and "modification" are intended to be

synonymous. Guidance is provided in the ANO (AW) A.7 to assist in determining whether a particular modification or repair is major or minor.

2.4 APPROVED DATA 2.4.1 Data that can be used to substantiate major repairs/major modifications are mentioned in

the ANO (AW) A.7. However, it is mentioned that data are derived from (but not limited to) the following:


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(a) Type Certificate Data Sheets; (b) Supplemental Type Certificate (STC) data provided that it specifically applies to

the item being repaired/altered;

(c) Airworthiness Directives (AD);

(d) Airframe, engine, and propeller manufacturer's "CAA-approved" maintenance manuals or instructions;

(e) Component manufacturer's manuals or instruction, unless specifically not approved by the Director or resulting in an alteration to the airframe, engine, and/or propeller;

(f) Major Repair or Modification/Alteration form, when the specified data has been previously approved;

(g) Structural Repair Manuals (SRM), only as a source of approved data for a major repair, when it is a State of Design-approved document. Data that is contained in an SRM that is not approved can be used on a case-by-case basis if prior CAA approval is granted for that repair;

(h) Repair data, issued by a CAAB delegated DAR engineering authority holder;

(i) Foreign bulletins, for use on locally certificated foreign aircraft, when approved by

the foreign authority;

(j) Service bulletins and letters or similar documents which are specifically approved by the Chairman (under a TSO, PMA, or other type-certificated basis);

(k) Foreign bulletins as applied to use on a locally.-certificated product made by a

foreign manufacturer who is located within a country with whom a Bilateral Agreement is in place and by letter of specific authorization issued by the foreign civil air authority;

(l) Other data approved by the Chairman;

(m) FAA Advisory Circular 43.13-1, Acceptable Methods, Techniques, and Practices -

Aircraft Inspection and Repair, as amended, may be used as approved data, only if the following three prerequisites are met:

(i) the user has determined that it is appropriate to the product being

repaired/altered;


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(ii) the user has determined that it is directly applicable to the repair/alteration being made; and

(iii) the user has determined that it is not contrary to manufacturer's data. 2.5 APPROVAL BASIS 2.5.1 It is recommended that the approval basis for a major modification or major repair should

be the design standard in effect on the date of application; however, in certain circumstances discussed below, the Chairman may accept an earlier amendment of the applicable design standard. In such cases the minimum acceptable approval basis would be that recorded in the type certification data sheet or equivalent document issued or accepted by the Chairman for the aeronautical product being modified or repaired.

2.5.2 The applicant should be required to comply with the applicable design standards in effect

on the date of application for any design change that the airworthiness authority classifies as being significant. Examples of aircraft modifications that would normally be considered as being in the significant classification include changes in the length of the fuselage or the number of flight crew. The introduction of a cargo door on an existing aircraft or the installation of skis or floats would also be regarded as significant changes. Similarly, the replacement of reciprocating engines with the same number of turbo-propeller engines would normally be classified as significant changes. On the other hand, the installation in an aircraft of an alternative engine, using the same principle of propulsion with minimal change in thrust, would be an example of a modification that would not usually be considered a significant change. Examples of avionic changes which typically would be regarded as being in the significant classification include a major flight deck upgrade or installation of avionic equipment where operational credit is to be taken for its presence in the aircraft. A general avionic equipment change would not usually be considered significant, nor would the installation of new equipment such as a global positioning system for information purposes, where no credit is taken for it as an aid.

2.5.3 The Airworthiness Inspectors shall recommend for approval of only those Major

Modifications and Major Repairs which have been determined to be based on the Approved Technical Data. Applications for approval are required to be submitted on the duly completed form CA-186 and form AWS -13 titled Certification for Major Repair and / or Modification.

2.6 RETENTION OF SUBSTANTIATING DATA 2.6.1 To show that the modified or repaired aeronautical product complies with the appropriate

design standards, reports on analyses and tests should be prepared. The holder of the approval (Operator or AMO) is required to:


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(a) Retain the records of the analyses and tests performed to demonstrate compliance until the aircraft modified or repaired in conformity with the approved modification or repair are permanently withdrawn from service;

(b) Make the records available to it upon request; and

(c) Ensure that no person destroys or otherwise disposes of any record refereed to

above without its prior permission. 2.7 RESPONSIBILITIES OF HOLDERS OF APPROVALS 2.7.1 The person or organization responsible for incorporating the design of the modification or

repair on Bangladesh registered aircraft is required to:

(a) Furnish at least 1 (one) set of any amendment or supplement to a flight manual, maintenance manual or instructions for continuing airworthiness produced in obtaining approval of the design to each intended user and make available to any user subsequent changes to such documents;

(b) If service experience shows a safety deficiency in the modification or repair:

(i) advise the Chairman of the deficiency immediately; (ii) prepare appropriate design changes and make them available to the

authority for mandatory continuing airworthiness action; and (iii) make available the descriptive data concerning the changes to all operators

of products affected by the mandatory action. 2.7.2 Descriptive data concerning changes to a modification or repair would normally be

published in the form of a service bulletin. The approval holder's responsibility includes the need to advise operators of any vendor bulletins for equipment included in a modification.

2.7.3 Flight manual changes: The flight manual often needs to be amended as part of a

modification approval. Typically, a supplement is produced which includes changes or additions to the basic flight manual information that result from the modification. A flight manual supplement, flight manual amendment or new flight manual is normally required if any of the following conditions are met:

(a) Testing or analysis has shown that operating limitations for the modified aircraft

are changed. Examples in this category are:

(i) reduction in maximum operating airspeeds; (ii) changes to the mass and balance limits; (iii) changes to engine operating limitations;


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(iv) reduction in maximum operating altitude; (v) the modified aircraft can only be operated in a restricted role (e.g. day VFR,

no icing); and (vi) changes to system limitations (e.g. minimum autopilot engage altitude is

increased);

(b) Flight testing has shown a need for, or system changes have necessitated, changes to normal, abnormal or emergency procedures; or

(c) Performance characteristics have been changed by the modification. Some

examples are.

(i) pitot static system calibrations; (ii) stall speeds; (iii) take-off or landing performance or both; or (iv) climb performance.

2.7.4 Documentation: The applicant for the modification approval must prepare all necessary

documentation. This may include:

(a) A master documentation list detailing the individual drawings and specifications which define the design change;

(b) Drawings and instructions necessary for the installation of the design change in the

product; (c) Compliance programme;

(d) Engineering reports which contain the analyses, calculations and test results used to

make the determination that the modified product complies with the approval basis;

(e) A record of the change in mass and moment arm when the design change is installed in the aeronautical product;

(f) A record of the change in electrical load when the design change is installed in an

aircraft;

(g) A supplement to the approved flight manual; and

(h) Supplements to:

(i) maintenance instructions; (ii) instructions for continuing airworthiness; and (iii) repair instructions.


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2.7.5 Issue of approval: The Chairman may approve the modification or authorize approval on

its behalf when:

(a) The applicant satisfies the authority that the aeronautical product, with the design change installed, complies with:

(i) the approval basis; and (ii) the requirements of the authority for the provision of engineering data and

documentation; and

(b) In the opinion of the Chairman the design has no unsafe features. 2.8. APPROVAL PROCEDURES - REPAIRS 2.8.1 General: 2.8.1.1 A repair is intended to restore an aeronautical product to an airworthy condition after it has been damaged or subjected to wear. The repair must be appropriately designed and installed to ensure restoration of the type design characteristics. 2.8.1.2 Where a repair design is intended to correct damage to an aeronautical product, the design is generally unique to the specific unit damaged. Approval may be granted for a number of units where the damage to each is such that a common repair design is applicable. A repair design may be approved for all units of a given type of aeronautical product where the repair is suitable for repeated incorporation during overhaul and maintenance activities. Such repairs usually correct the effects of normal usage. 2.8.1.3 Compliance must be shown with the approval basis of the aeronautical product established in accordance with the paragraph 2.4 i.e. Approved Data. To ensure compliance with the approval basis, all applicable factors included in the original approval of the product must be addressed. This may require reference to the original type design holder. The following lists some areas to be considered:

(a) Static and fatigue strength of structure;

(b) Whether structure is safe-life, fail-safe or damage tolerant; (c) Corrosion protection; (d) Mass and balance (for the aircraft over-all or for balanced flight control surfaces); (e) Flammability standards;


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(f) Access and inspectability requirements;

(g) Electromagnetic interference (EMI) protection; (h) Electrical conductivity (lightning strike); (i)) Colour and reflectance (i.e. ultraviolet absorption, thermal radiation); (j) Process specifications (nitriding, etc.); (k) Environmental standards (noise, smoke and gaseous emissions); and (l) Failure modes and effects analysis.

2.8.2 Procedures 2.8.2.1 A major repair to an aeronautical product should be accomplished in accordance with design data approved by, or on behalf of, or acceptable to the Chairman. In this regard the structural repair manual (SRM) of the manufacturer of the aeronautical product is usually accepted, provided that it has been approved by the airworthiness authority of the State of Design directly or by delegation. Repairs incorporated in accordance with such a manual may be deemed to be in accordance with approved data. 2.8.2.2 In the case where a repair is not already approved or accepted, the following activities are required to be performed by, or on behalf of, the applicant:

(a) Conduct all analyses, calculations and tests necessary to demonstrate compliance

with the applicable airworthiness and environmental standards;

(b) Prepare all necessary documentation;

(c) Determine that the design can be installed in the product in conformity with the drawings and instructions; and

(d) Ensure that adequate instructions are provided for the continuing airworthiness of

the repair, e.g. inspection programme amendments. 2.8.3 Documentation: The required documentation may include:

(a) Compliance programme; (b) Master drawing or drawing list, production drawings, and installation instructions;

(c) Engineering reports (static strength, fatigue, damage tolerance, fault analysis, etc.);


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(d) Flight test programme and results;

(e) Mass and moment change data;

(f) Maintenance and repair manual supplements;

(g) Instructions for continuing airworthiness; and

(h) Flight manual supplement.

2.8.4 Structural repairs 2.8.4.1 The design of repairs for structural components must take into consideration the nature of the structure involved. Three different structural philosophies have been used in the design of aircraft structures which are in service at present. These are discussed in the following sections. 2.8.4.2 Safe-life is a term applied to a structure that has been evaluated as being able to withstand the repeated loads of variable magnitude expected during its service life without detectable cracks. Safe-life structure often has a non-redundant arrangement of load carrying members. Because failures of elements of this type of structure can be critical to the safety of the aircraft, fatigue life limits are carefully determined and it is mandatory to remove safe-life components from service when the life limits are reached. Because configuration changes can drastically affect fatigue life, the repair of a safe-life component necessitates that the remaining life be re-established and approved by, or on behalf of, the airworthiness authority. In most cases this task should not be attempted without the assistance of the organization having responsibility for the type design. 2.8.4.3 Fail-safe is a term applied to a structure that has been evaluated to ensure that catastrophic

failure is not probable after fatigue failure or obvious partial failure of a single, principal structural element. A fail-safe structure is characterized by multiple or redundant load paths. Considerations which should be addressed in the design and substantiation of repairs to fail-safe structure include:

(a) The static strength must be shown to be adequate after failure of single neighboring

structural elements, i.e. fail-safe design cases must be considered;

(b) Fail-safe design features must not be compromised, e.g. integrity of crack stoppers must be maintained;

(c) Inspectability must be maintained or, alternatively, appropriate nondestructive

inspection procedures introduced;


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(d) Good detail design should be employed to reduce, to the extent possible, the introduction of stress raisers leading to premature fatigue cracking of the repair or the surrounding area; and

(e) The structural inspection intervals for the area repaired should be re-assessed to

determine whether they should be shortened to account for possible fatigue life reduction resulting from the repair.

2.8.4.4 Damage tolerant is a term applied to a structure that has been evaluated to ensure that

should serious fatigue, corrosion, or accidental damage occurs within the operational life of the aircraft, the remaining structure can withstand reasonable loads without failure or excessive structural deformation until the damage is detected. Characteristics often, but not always, found in a damage tolerant structure include multiple or redundant load paths, materials with slow crack growth rates, ability to withstand relatively long cracks before unstable crack growth occurs and design for good inspectability. An effective structural inspection programme is an essential element of damage tolerant design and must be developed to permit adequate opportunity to detect damage in principal structural elements before such damage becomes critical.

2.8.4.5 Substantiation of a repair to a damage tolerant structure requires that a damage tolerance

evaluation be performed in addition to static strength substantiation. The damage tolerance evaluation requires a determination of the probable location and modes of damage due to fatigue, corrosion and accidental damage. Fatigue initiation threshold and crack propagation rates must be established. Inspection methods, thresholds and frequencies must be defined such that the residual strength of the repaired structure at any time during the operational life of the aircraft is sufficient to withstand the damage tolerance load cases listed in the applicable design requirements. The aircraft damage tolerance documentation must be revised to reflect new inspection methods, thresholds and frequencies established for the repaired structure and the revisions approved by, or on behalf of, the airworthiness authority. A damage tolerance assessment should not normally be attempted without the assistance of the organization having responsibility for the type design.

2.8.5 Service limitations for repairs 2.8.5.1 Pending the completion of a permanent repair, it is occasionally necessary to restore a

damaged aeronautical product. Such a repair may be permissible under controlled operating conditions, subject to the approval of the airworthiness authority. Two categories where service limitations apply are described below.

2.8.5.2 Interim repairs are deemed to comply with applicable design standards at the time of their

implementation and for a limited time thereafter. However, they may be subject to long-term effects which in time would compromise their compliance with regulatory requirements. An example of an interim repair is a structural repair which has been shown


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to have adequate static strength, but which has not been substantiated for damage tolerance requirements. In such a case a two-stage evaluation may be acceptable, as follows:

(a) A static structural strength evaluation is made prior to release of the aircraft into

service with a stated time for completion of the damage tolerance evaluation; and

(b) A damage tolerance evaluation of the repair is made within the prescribed time period after this interim release.

2.8.5.3 Temporary repairs do not fully restore damaged components to compliance with applicable regulatory requirements, but instead restore the aircraft to a condition acceptable for ferry flight, with appropriate restrictions, to a maintenance base for permanent repair. 2.8.6 Assessment of Temporary Repair: The Airworthiness Officials must ensure that damage

tolerance assessment of each temporary repair to Principal Structural Elements (refer to the current FAA AC 25.571) must be made in accordance with the FAR 25.571 by an Authorised Representative (AR) approved by the FAA or by an Designated Engineering Representative (DER).

2.9 RESPONSIBILITIES OF AIRCRAFT OPERATORS 2.9.1 The Airworthiness Inspector shall ensure through surveillance inspection that the aircraft

operator retain records identifying any modification or repair incorporated on the aircraft, together with records of design approval and return-to-service approval. Retention of the records is required so that the modification and repair status of the aircraft may be readily established at any time. This may be necessary if an airworthiness deficiency is detected with a modification or repair requiring corrective measures or inspections and to ensure compatibility when making additional design changes to the aircraft.

2.9.2 The records required will vary with the complexity of the design change. In addition to the

records of design approval and return-to-service approval, the following lists the kind of data that may be included, as applicable:

(a) A master drawing list and the individual drawings, photographs, specifications and

records which identify the design change and locate it on the aeroplane;

(b) Mass and moment change records; and

(c) A record of any change in electrical load caused by incorporation of the design change. Part of the records should include a Supplemental Type Certificate (STC) or equivalent document, or service bulletin or structural repair manual reference, if applicable.

2.9.3 Annex 6, Part I, 8.4.2 and Part III, Section II, 6.4.2 require that the details of modifications


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and repairs to an aeroplane and its major components are retained for a minimum period of 90 days after the unit to which they refer has been permanently withdrawn from service. Annex 6, Part I, 8.4.3 and Part III, Section II, 6.4.3 require that in the event of a temporary change of operator, the records shall be made available to the new operator; and, in the event of any permanent change of operator, the records shall be transferred to the new operator.

2.9.4 Supplements to the approved flight manual, maintenance instructions, instructions for

continuing airworthiness and repair instructions pertaining to a modification or repair are operating data that the operator should incorporate into the existing operating data for the aeroplane. Since these supplements become a permanent part of the operator’s operating instructions or instructions for continuing airworthiness, they need not be retained as part of the records required by Annex 6, Part I, 8.4.1c) and Part III, Section II, 6.4.1c). The operator should record the incorporation of the required supplements in the appropriate revision logs.

2.9.5 The record retention requirements for minor modifications and repairs are much simplified.

It is nevertheless necessary for the aeroplane operator to retain sufficient records to:

(a) Identify the modification or repair and record that it has been classified as minor; (b) Record its location on the aeroplane; (c) Record mass and moment change, if significant; and (d) Record the return-to-service approval.

2.10 REPAIR CATEGORIES 2.10.1 Depending on the civil aviation activity within a State, approving all repair designs could

overwhelm a CAA and, require extensive technical resources to execute the approval process in a timely manner. For this reason, the ANO (AW) A.7 shall be referred for categorizing repairs as either a major repair or minor repair.

2.10.2 The general intent behind the categories is to optimize the CAA’s resources by identifying

those repair designs that require their direct participation in the approval process. The repair categories also help an aircraft operator in deciding the kind of data needed to accomplish a repair.

2.10.3 Major Repair: A major repair is usually considered a repair that might appreciably affect

mass, balance, structural strength, performance, power plant operation, flight characteristics, or other qualities affecting airworthiness. A repair in this category normally requires some form of engineering analysis or assessment and shall only be accomplished


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on Bangladesh registered aircraft as may be approved by the manufacturer of the aircraft. The threshold or level that distinguishes a major from a minor repair may vary from State to State. For the purposes of illustration, the following are examples that can be used to categorize a major repair:

(a) Repairs involving a principal component of the aircraft structure, such as a frame,

stringer, rib, spar of stressed skin;

(b) Repairs to structural elements that were approved using damage tolerance or fail-safe evaluation;

(c) Repairs to pressurized areas;

(d) Repairs involving the installation of an item of mass necessitating structural re-

evaluation;

(e) Repairs to structural attach points intended for the stowage or retention of significant mass;

(f) Repairs to load bearing structure of aircraft seats, harnesses, or to occupant restraint

equipment; (g) Repairs involving substitution of materials, or use of a different repair process or

technique; or

(h) Repairs to components, parts, appliances where form, fit, and function may be affected.

2.10.4 Minor repair category: A minor repair involves any repair that does not fall under the

major repair category, meaning the repair has a negligible effect on the airworthiness of the affected product.

2.10.5 The ANO (AW) A.7 shall be referred for further details in respect of Major Modifications

and Repairs and Minor Modifications and Repairs. 2.11 RESPONSIBILITY OF HOLDER OF MODIFICATION AND REPAIR DESIGN

APPROVAL 2.11.1 The Type Certificate holder (i.e. approval holder) remains responsible for the (i) continued

integrity of the design changes to approved type design and (ii) for the continued integrity repair design and it or its representative must continue to be the aircraft operator’s contact point for resolving continuing airworthiness issues related to the design. To fulfill this responsibility, the holder should have the continued capability, or access to a capability, of providing technical solutions when service difficulties warrant it, or when the Chairman


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requires mandatory corrective action. In all cases (i.e. as the approval holder is outside the jurisdiction of the Bangladesh) when corrective action is needed, assistance should be requested from the CAA of the Type Certificate holder (i.e. approval holder).

2.12 ADDITIONAL REFERENCES: Further information on multi-national approaches to the

topics covered in this Chapter may be obtained from the following documents: 2.12.1 United States of America FAA Advisory Circular AC No. 25-1529, Instruction for

Continued Airworthiness of Structural Repairs on Transport Airplanes. 2.12.2 United States of America FAA Advisory Circular AC No. 43.13-1B, Acceptable

Methods, Techniques, and Practices – Aircraft Inspection and Repair. 2.10.3 United States of America FAA Advisory Circular AC No. 43.13-2B, Acceptable

Methods, Techniques, and Practices – Aircraft Alterations.

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CHAPTER 3. EXTENDED RANGE OPERATIONS WITH TWO-ENGINE AIRCRAFT (ETOPS)

3.1. INTRODUCTION. 3.1.1 The material in this chapter provides guidance on the continuing airworthiness approval

for extended range operations (ETOPS) by aeroplanes with a maximum certificated take-off mass exceeding 5700 kg and powered by two turbine power-units.

3.1.2 ICAO Standards containing the basic requirements for the approval of extended diversion

time operations are contained in Annex 6, Part I, 4.7. Attachment E of the Annex contains guidance on the setting of a threshold time and on the means of achieving the required level of safety.

3.2 REFERENCE TO CARs AND ANO 3.2.1 The rule 123 (20) of the CARs 1984 and the Air Navigation Order (Airworthiness

Requirements) Chapter E.5 titled Airworthiness and Operations Requirements for Extended Range Operations with Twin Engine Aeroplanes are referred.

3.3 CONTINUING AIRWORTHINESS CONSIDERATIONS 3.3.1 General 3.3.1.1 In considering an application from an operator to conduct extended diversion time

operations, an assessment should be made of the operator’s over-all safety record, past performance, training and maintenance programmes. The data provided with the request should substantiate the operator’s ability and competence to safely conduct and support these operations and should include the means used to satisfy the considerations outlined in this paragraph. Any reliability assessment obtained, either through analysis or service experience, should be used as guidance in support of operational judgments regarding the suitability of the intended operation.

3.3.1.2 Operators without such experience should establish a programme that results in a high

degree of confidence that the operator is able to safely conduct and support these operations and should include the means used to satisfy the considerations outlined in this paragraph.

3.3.2 Assessment of the Operator’s Propulsion System Reliability 3.3.2.1 A determination should be made of the operator’s capability to achieve and maintain an

acceptable level of propulsion system reliability based on operators past experience or a process review.


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3.3.2.2 For operators with past experience, this determination should include trend comparisons of

the operator’s data with other operators as well as the world fleet average values and the application of a qualitative judgment that considers all of the relevant factors. The operator’s past record of propulsion system reliability with related types of engines should be reviewed, as well as its record of achieved systems reliability with the airframe-engine combination for which authorization is sought to conduct extended diversion time operations.

3.3.2.3 Operators without such experience should establish a programme that results in a high

degree of confidence that the propulsion system reliability appropriate to the extended diversion time operations would be maintained.

3.3.3 Engineering modifications and maintenance programme considerations 3.3.3.1 Although these considerations are normally part of the operator’s continuing airworthiness

programme, the maintenance and reliability programme may need to be supplemented in consideration of the special requirements of extended diversion time operations (see Sections 3.5.7 and 3.6 of this Chapter). The following items, as part of the operator’s programme, should be reviewed to ensure that they are adequate for extended diversion time operations.

(a) Engineering modification: The operator should provide to the State of Registry

and, where applicable, to the State of the Operator the titles and numbers of all modifications, additions and changes which were made in order to substantiate the incorporation of the configuration maintenance and procedures (CMP) standard in the aeroplanes used in extended diversion time operations. As provided by Section 4.7.2 of Annex 6, Part 1, since the aeroplanes with more than two engines, for which an application for type certification was submitted prior to [applicability date of the pending Annex 6 standard], need not comply with the requirements of Annex 8, Part IIIB, G.2.8, there will be no requirement for engineering modification for configuration changes except for installation of cargo fire suppression system as required by Section 4.7.6 of Annex 6, Part 1.

(b) Maintenance procedures: If changes to established maintenance and training

procedures, practices or limitations are required in order to qualify for extended diversion time operations, then these changes should be submitted to the State of the Operator and, where applicable, to the State of Registry, before such changes may be adopted.

(c) Reliability reporting: The reliability reporting programme, supplemented as

appropriate and approved should be implemented prior to and continued after approval of extended diversion time operations. Data from this process should result in a suitable summary of problem events, reliability trends and corrective actions and should be provided regularly to the State of the Operator and to the concerned airframe and engine manufacturers.


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(d) Modifications and inspections implementation: Approved modifications and inspections that would maintain the reliability objective for the propulsion system and airframe systems as a consequence of AD actions and revised CMP standards should be promptly implemented. Other recommendations made by the engine and airframe manufacturers should also be considered for prompt implementation. This would apply to both installed and spare parts.

(e) Aeroplane dispatch and verification procedures: Procedures and centralized

control processes should be established which would preclude an aeroplane’s being dispatched for extended diversion time operations after propulsion system shutdown or primary airframe system failure on a previous flight, or significant adverse trends in system performance, without appropriate corrective action having been taken. Confirmation of such action as being appropriate may, in some cases, require successful completion of verification in a flight. Such verification may be accomplished in a non-revenue flight or a revenue flight with non-extended diversion time operations. If such verification is to be conducted on a regular scheduled revenue flight with extended diversion time operations, then the verification of the affected system should be satisfactorily completed prior to reaching the extended diversion time entry point. The operator should establish verification flight procedures.

(f) Maintenance programme: The operator’s maintenance programme should ensure

that the airframe and propulsion systems will continue to be maintained at the level of performance and reliability necessary for extended diversion time operations. This includes such programmes as an engine condition monitoring programme and an engine oil consumption monitoring programme and, if appropriate, an APU in flight start monitoring programme.

(g) Considerations affecting sub-contracted maintenance: Maintenance personnel

involved in extended diversion time operations should be aware of any potential additional requirements of the maintenance programme associated with extended diversion time operations. When maintenance is sub-contracted, the operator should ensure that the maintenance and all airworthiness flight dispatch procedures are performed to the standard as defined in the operator’s approved maintenance programme.

3.3.4 Airworthiness flight dispatch considerations 3.3.4.1 Although many of the airworthiness flight dispatch considerations may already be

incorporated into approved programmes for other aeroplanes or non-extended diversion time operations, the nature of extended diversion time operations necessitates a re-examination of these programmes to ensure that they are adequate for this purpose. Systems redundancy levels appropriate to extended diversion time operations should be reflected in the master minimum equipment List (MMEL). An operator’s minimum equipment list (MEL) may be more restrictive than the MMEL considering the kind of extended diversion time operations proposed and equipment and service problems unique


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to the operator. Systems considered to have a fundamental influence on flight safety may include, but are not limited to:

(a) Electrical, including battery;

(b) Hydraulic;

(c) Pneumatic;

(d) Flight instrumentation;

(e) Fuel;

(f) Flight control;

(g) Ice protection;

(h) Engine start and ignition;

(i) Propulsion system instruments;

(j) Navigation and communications;

(k) Auxiliary power-units (APU);

(l) Air conditioning and pressurization;

(m) Cargo fire suppression;

(n) Engine fire protection;

(o) Emergency equipment; and

(p) Any other equipment required for extended diversion time operations.

3.4 CONTINUING SURVEILLANCE 3.4.1 The State of the Operator should monitor all aspects of the operation it has authorized to

ensure that the level of reliability achieved in extended diversion time operations remains at the necessary level and that the operation continues to be conducted safely. In the event that an acceptable level of reliability is not maintained that significant adverse trends exist, or that significant deficiencies are detected in the design or the conduct of the operation, the State of the Operator should initiate a special evaluation, impose operational restrictions, if necessary, and stipulate corrective action for the operator to adopt to resolve the problems in a timely manner.

3.4.2 Causes of engine in-flight shutdown or other engine/propulsion system problems may be

associated with design problems, and/or maintenance and operation procedures applied to the aeroplane. It is important to identify the root cause of events so that the appropriate corrective action is implemented. An operator should not be considered responsible for the occurrence of a design related event in its fleet. However, maintenance or operational problems may be wholly, or partially, the responsibility of the Operator. If an Operator has


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an unacceptable engine in-flight shutdown rate attributed to maintenance or operational practices, then action tailored to that operator may be required by the State of the Operator.

3.4.3 A high rate of engine in-flight shutdowns for a small fleet may be due to the limited

number of engine operating hours and may not be indicative of an unacceptable rate. The underlying causes for such a jump in the rate will have to be considered by the State.

3.4.4 The State of the Operator should alert the State of Design when a special evaluation is

initiated and provide for its participation independent of the determined cause.

3.5 MAINTENANCE REQUIREMENTS 3.5.1 Introduction 3.5.1.1 The operator’s maintenance programme should include the standards, guidance and

direction necessary to support the intended extended diversion time operations. Maintenance personnel involved should be made aware of the special nature of extended diversion time operations and have the knowledge, skills and ability to accomplish the requirements of the programme.

3.5.2 Maintenance programme 3.5.2.1 The basic maintenance programme for the aircraft being considered for extended diversion

time operations should be the continuing airworthiness maintenance programme currently approved for that operator, for the make and model airframe-engine combination. This programme should be reviewed to ensure that it provides an adequate basis for development of extended diversion time operations maintenance requirements. These should include maintenance procedures to preclude common cause human failures without proper verification processes or operational testing prior to extended diversion time operations. For two engine aeroplanes, the same person should not perform maintenance action on the same element of identical but separate maintenance significant systems during the same routine or non-routine visit. For aeroplanes with more than two engines, the same person should not perform maintenance action on the same element of identical but separate maintenance significant systems on two engines of a three engine aeroplane, or more than one engine per side of a four engine aeroplane during the same routine or non-routine visit. If such dual maintenance actions cannot be avoided, the State of the Operator may allow use of adequate ground tests, inspection procedures, a verification flight or other approved maintenance procedures to preclude common cause human failure modes.

3.5.2.2 If extended diversion time operations-related tasks are identified, then these tasks should

be included on the operator’s routine work forms and related instructions. 3.5.2.3 Extended diversion time operations-related procedures, such as involvement of centralized

maintenance control should be clearly defined in the operator’s programme


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3.5.2.4 A service check should include verification that the status of the aircraft and certain critical items are acceptable for extended diversion time operations. This check should be accomplished and signed off by an adequately trained maintenance person prior to an extended diversion time operations flight.

3.5.2.5 Log books should be reviewed and documented as appropriate to ensure proper MEL

procedures, deferred items and maintenance checks and that system verification procedure have been performed.

3.5.3 Extended diversion time operations manual 3.5.3.1 The operator should develop a manual for use by personnel involved in extended diversion

time operations. This manual need not include, but should at least refer to, the maintenance programme and other requirements described by this Chapter and clearly indicate where they are located in the operator’s manual system. All extended diversion time operations requirements, including supportive programme procedures, duties and responsibilities, should be identified and be subject to revision control. Alternatively the operator may include this information in existing manuals used by personnel involved in extended diversion time operations.

3.5.4 Oil consumption programme 3.5.4.1 The operator’s oil consumption programme should reflect the manufacturer’s

recommendations and be sensitive to oil consumption trends. It should consider the amount of oil added at all stations with reference to the running average consumption, i.e., the monitoring should be continuous up to, and including, oil added at the departure station. If oil analysis is relevant to this make and model, it should be included in the programme. If the auxiliary power-unit (APU) is required for extended diversion time operations, it should be included in the oil consumption programme.

3.5.5 Engine condition monitoring 3.5.5.1 This programme should describe the parameters to be monitored, method of data collection

and corrective action process. The programme should reflect manufacturer’s instructions and industry practice. This trend monitoring should be used to detect deterioration at an early stage to allow for corrective action before safe operation is affected.

3.5.5.2 The programme should ensure that engine limit margins are maintained so that a prolonged

one-engine inoperative diversion may be conducted without exceeding approved engine limits (e.g., rotor speeds, exhaust gas temperatures) at all approved power levels and expected environmental conditions. Engine margins preserved through this programme should account for the effects of additional engine loading demands (e.g., anti-ice, electrical, etc.) which may be required during the one-engine inoperative flight phase associated with a diversion.


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3.5.6 Verification programme 3.5.6.1 The operator should develop a verification programme, or procedures should be

established, to ensure corrective action following an engine shut-down, primary system failure, adverse trends or any prescribed events which require verification flight or other action and should establish means to assure their accomplishment. A clear description of who should initiate verification actions and the section or group responsible for the determination of what action is necessary should be identified in the programme. Primary systems or conditions requiring verification actions should be described in the operator’s extended diversion time operations manual.

3.5.7 Reliability programme 3.5.7.1 An extended diversion time operations reliability programme should be developed or the

existing reliability programme supplemented, if appropriate. This programme should be designed with early identification and prevention of extended diversion time operations-related problems as the primary goal. The programme should be event-orientated and incorporate reporting procedures for significant events detrimental to extended diversion time operations flights. This information should be readily available for use by the operator and the State of the Operator to help establish that the reliability level is adequate and to assess the operator’s competence and capability to safely continue extended diversion time operations. Regardless of the reliability level, it is possible that a particular event may also warrant corrective action implementation even though the required engine in-flight shutdown rate is not being exceeded. It is recommended that the State of the Operator should be notified within a short time (usually 96 hours) of events reportable through this programme.

3.5.7.2 In addition to the items required to be reported by the State of the Operator, the following items should be included:

(a) In-flight shut-downs;

(b) Diversion or turn-back;

(c) Uncommanded power changes or surges;

(d) Inability to control the engine or obtain desired power;

(e) Problems with systems critical to extended diversion time operations; and

(f) Any other event detrimental to extended diversion time operations.

3.5.7.3 The report should also identify the following:

(a) Aircraft identification (make and serial number);

(b) Engine identification (make and serial number);


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(c) Total time, cycles and time since last shop visit;

(d) For systems and engines, time since overhaul or last inspection of the defective unit;

(e) Phase of flight; and

(f) Corrective action. 3.5.8 Propulsion system monitoring 3.5.8.1 The operator’s assessment of propulsion systems reliability for the extended diversion time

operations fleet should be made available to the State of the Operator (with the supporting data) on at least a monthly basis to ensure that the approved maintenance programme continues to maintain the level of reliability necessary for the operator’s extended diversion time operational authority. The assessment should include, as a minimum, engine hours flown in the period, in-flight shut-down rate for all causes and engine removal rate computed on a 12-month rolling average basis. Any adverse sustained trend would require an immediate evaluation to be accomplished by the operator in consultation with the State of the Operator. The evaluation may result in corrective action or operational restriction being applied.

3.5.9 Maintenance training 3.5.9.1 Maintenance training should take into account the requirements of extended diversion time

operations. These requirements should be included in normal maintenance training. The goal of this programme is to ensure that all personnel involved in extended diversion time operations are provided with the necessary training so that the extended diversion time operations maintenance tasks are properly accomplished and to emphasize the special nature of extended diversion time operations maintenance requirements. Qualified maintenance personnel are those that have completed the operator’s or manufacturer’s training programme which includes the requirements identified above.

3.5.10 Parts control 3.5.10.1 The operator should develop a parts control programme that ensures the proper parts and

configuration are maintained for extended diversion time operations. The programme includes verification that parts placed on extended diversion time operations aircraft during parts borrowing or pooling arrangements, as well as those parts used after repair or overhaul, maintain the necessary extended diversion time operations configuration for that aircraft. As provided by Chapter 4.7.2 of Annex 6 Part I, since the aeroplanes with more than two engines, and for which an application for type certification was submitted prior to [applicability date of this Standard], need not comply with the requirements of Annex 8, Part IIIB, G.2.8, there will be no requirement for engineering modification for configuration changes except for installation of cargo fire suppression as required by 4.7.6 of Annex 6, Part I; and therefore may not have a need to develop a specific parts control programme.


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3.6 REQUIREMENTS FOR SYSTEMS PERFORMANCE AND RELIABILITY ASSESSMENT

3.6.1 Introduction 3.6.1.1 The following material provides guidance to the State of Design for the assessment of the

level of performance and reliability of aeroplane systems and associated equipment required by the Standard of Annex 6, Part I, 4.7.2 and Attachment E of for extended diversion time operations.

3.6.1.2 The probability of a failure condition to happen and the maximum consequences of that

failure conditions accepted for aircraft certification are as follows:

(a) Probable Failure Conditions are those failure conditions that are anticipated to occur one or more times during the entire operational life of an aircraft. The maximum consequences acceptable are classified as Minor. These failure conditions would not significantly reduce aircraft safety and involve flight crew actions that are well within their capabilities but

(i) a slight reduction in safety margins or functional capabilities, (ii) a slight increase in flight crew workload, or (iii) some physical discomfort to passengers or cabin crew may occur.

(b) Remote Failure Conditions are those failure conditions that are unlikely to occur

to each aircraft during its total life, but which may occur several times when considering the total operational life of a number of aircraft of the same type. The maximum consequences acceptable are classified as Major: These failure conditions would reduce the capability of the airplane or the ability of the flight crew to cope with adverse operating conditions to the extent that:

(i) a significant reduction in safety margins or functional capabilities, (ii) a significant increase in flight crew workload or in conditions impairing

flight crew efficiency, or (iii) a discomfort to the flight crew or physical distress to passengers or cabin

crew, possibly including injuries would occur.

(c) Extremely Remote Failure Conditions are those failure conditions that are not anticipated to occur to each aircraft during its total life but which may occur a few times when considering the total operational life of all aircraft of the same type. The maximum consequences acceptable are classified as Hazardous. These failure conditions would reduce the capability of the airplane or the ability of the flight crew to cope with adverse operating conditions to the extent that:

(i) a large reduction in safety margins or functional capabilities, (ii) physical distress or a excessive workload such that the flight crew cannot be

relied upon to perform their tasks accurately or completely, or


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(iii) serious or fatal injury to some occupant other than the flight crew would occur.

(d) Extremely Improbable Failure Conditions are those failure conditions that are so

unlikely that they are not anticipated to occur during the entire operational life of all aircraft of the same type. The maximum consequences acceptable are classified as Catastrophic: The Failure Conditions would result in: (i) multiple fatalities of the occupants, or (ii) incapacitation or fatal injury to a flight crewmember normally with the loss

of the aircraft 3.6.2 Reliability requirements 3.6.2.1 Aeroplane system failure or failure combinations which could result in the loss of safe

flight and landing capability should be extremely improbable. 3.6.2.2 The risk of failure of any aeroplane system essential to continued safe flight and landing at

an aerodrome after the failure of one engine should be improbable. 3.6.2.3 Aeroplane system failure or failure combinations which have an appreciable impact on the

capability of the aeroplane or crew to cope with anticipated operating conditions should be improbable.

3.6.3 Reliability assessment 3.6.3.1 Compliance with Annex 6, Part I, 4.7.2, Attachment E of Annex 6, Part I, and with Section 3.6.2 Above should be shown by assessment of the systems operating separately and in relation

to the systems. This assessment should, where necessary, be supported by appropriate ground, flight or flight simulator tests.

3.6.3.2 The assessment should include the possible modes of normal operation and of failure, the

resulting effects on the aeroplane and occupants considering the stage of flight and operating conditions, the awareness of the crew of the failure conditions and the corrective action required, the capability of detecting failures and the aeroplane inspection and maintenance procedures. Consideration should be given to failure conditions being accompanied or caused by events or errors. In such combinations, allowance may be made for the probabilities of the failure conditions, events and errors.

3.6.3.3 In assessing individual systems, due account should be taken of previous experience with similar systems.

3.6.3.4 The assessment should take account of the variation of performance of the system(s).

Statistical distribution of performance parameters may be used.


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3.6.3.5 Compliance with reliability levels, which are related in the requirements to catastrophic effects, should not be established on the basis of assessed numerical values alone, unless these values can be substantiated beyond reasonable doubt.

3.6.3.6 The probability of a single failure of a system or component may be accepted as being

remote only when the system or component is assessed to have the necessary order of reliability based on either:

(a) Service experience which analysis shows to be applicable, supported by analysis

and/or testing of the particular design; or

(b) A detailed engineering evaluation of the design supported by testing. 3.6.3.7 The probability of a single failure of a system or component may be assessed as being

extremely improbable only when it applies to a particular mode of failure (e.g. jamming) and it can be shown to the satisfaction of the certificating authority from the aspects of construction and installation that such a failure need not be considered as a practical possibility.

3.6.3.8 The probability of crew error combined with system failures may be difficult to

substantiate in meaningful statistical terms. In considering the probability of crew errors combined with system failures, an evaluation of the likelihood of such errors and their consequences should be made.

3.6.3.9 In the analysis and demonstration of systems reliability, special consideration should be

given to the expected duration of aeroplane flights associated with extended diversion time operations.

3.6.3.10 The following areas of concern are significant in regard to the extension of range of

aeroplanes with turbine engines. As a minimum these areas should be emphasized in the reliability assessment:

(a) No system or equipment failure or combination of failures, not shown to be

improbable, should result in a propulsion system failure, either as a direct result of the failure condition or due to crew action resulting from false or misleading information;

(b) In the event of engine failure, cascading failures or consequential damage or failure

of remaining systems or equipment should not preclude continued safe flight and landing of the aeroplane;

(c) In the presence of extended-duration one engine inoperative operation, and

considering the resulting limitations on the performance of the aeroplane type, malfunction of remaining systems and equipment should not jeopardize the continued safe flight and landing of the aeroplane or place additional sustained workload on the crew;


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(d) During extended duration with one engine inoperative, secondary power (electrical,

hydraulic, pneumatic), should continue to be available at the levels necessary to permit continued safe flight and landing. Unless it can be shown that cabin pressure can be maintained with one engine inoperative at the altitude required for continued flight to a suitable aerodrome, oxygen capacity should be available to sustain the passengers and crew for the maximum diversion time; and

(e) The aeroplane is capable of continued safe flight and landing for any single failure

or combination of failure conditions of electrical power not shown to be extremely improbable, considering the maximum diversion time the aeroplane is approved for.

3.6.3.11One of the elements considered for the authorization of extended diversion time

operations is the maturity and reliability of the propulsion system appropriate to the flight duration and the maximum extended diversion time.

(a) For extended diversion time operations of 180 minutes or less, the reliability target

of the propulsion system should be such that the risk of catastrophic loss of thrust from independent causes is extremely remote.

(b) For extended diversion time operations of greater than 180 minutes, the reliability

target of the propulsion system should be such that the risk of catastrophic loss of thrust from independent causes is extremely improbable.

3.6.4 Analysis of failure effects 3.6.4.1 The evaluation of failure and failure combinations should be based on engineering

judgment. The analysis should include consideration of the effects of continued flight with one-engine inoperative, including allowance for damage that could have resulted from engine failure. Reliability analysis should be used as guidance in verifying that the proper level of redundancy has been provided, unless it can be shown that equivalent safety levels are provided (i.e. the probability of failure is not related to exposure time) or the effects of failure are minor.

3.6.4.2 Consideration should be given to the effects on the flight crew's performance and

physiological needs of continued flight with an engine and/or system(s) inoperative. 3.6.4.3 In assessing the effects of failure conditions, account should be taken of:

(a) The variations in the performance of the system, the probability of the failure(s), the complexity of the crew action and the likely frequency of the relevant crew training; and

(b) Factors which might alleviate or aggravate the direct effects of the initial failure

condition including consequential or related conditions existing within the


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aeroplane which may affect the ability of the crew to deal with direct effects such as the presence of smoke, aeroplane accelerations, interruption of air-to-ground communication, cabin pressurization problems, etc.

3.6.4.4 Propulsion system. Effects of failures, external conditions or crew errors that could

jeopardize the operation of the remaining engine(s) under one-engine inoperative conditions need to be examined closely. Examples are:

(a) Failures of engine controls;

(b) Failures of engine instruments;

(c) Failures of auto-throttle systems (e.g. engine over-speed);

(d) Failures of ice detection and ice protection systems;

(e) Failures of the fire warning system (e.g. false fire warning);

(f) Effects of environmental conditions such as lightning, ice, hail and precipitation on engine operation (the vulnerability of an electronic fuel control to lightning damage is an example);

(g) Effects of crew errors;

(h) Response to system failures (e.g. fire warning); and

(i) Improper engine operation that could result in propulsion system failure (e.g. during altitude changes). 3.6.4.5 Hydraulic power and flight controls. Consideration of these systems may be combined

since many modern commercial aeroplanes have fully hydraulically powered controls. System redundancy should be provided to ensure that the loss of aeroplane control is extremely improbable. A review of the redundancy features complemented by a statistical analysis considering exposure times associated with extended diversion time operation should be provided.

3.6.4.6 Electrical power. Electrical power is provided to a small group of instruments and devices

required for safe flight and landing and to a much larger group of instruments and devices needed to allow the flight crew to cope effectively with adverse operating conditions. Multiple sources (engine driven generators, auxiliary power- units (APUs), batteries, etc.) are provided to meet both the safe flight and landing requirements and the adverse condition requirements. A review of redundancy features supported by a statistical analysis considering exposure times and one-engine inoperative consideration associated with extended diversion time operation should be provided.

3.6.4.7 Equipment conditioning (environmental). A number of elements of equipment in the

primary systems are normally provided with equipment conditioning services. Verification of the ability of the system to provide adequate conditioning for the equipment,


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considering the exposure time associated with extended- range operation and one-engine inoperative condition, should be based on analysis or test data. The data should establish the conditioning equipment's ability to operate acceptably with the conditioning system operating in normal, standby or backup modes.

3.6.4.8 Cargo compartment fire suppression. An analysis or tests should be made to verify that

the ability of the fire suppression system to suppress or extinguish fires is adequate to ensure that flight safety is not compromised, considering the maximum diversion time required to reach a suitable aerodrome for landing.

3.6.4.9 Communication and navigation. It should be shown that under all combinations of

propulsion and/or aeroplane system failures which are not extremely improbable, there will be available a reliable means of communication, a sufficiently accurate means of navigation and any required route and destination guidance needed to comply with contingency procedures and achieve continued safe flight and landing at a suitable aerodrome.

3.6.4.10 Cabin pressurization. Loss of cabin pressure can affect the flight crew's ability to cope

with adverse operating conditions. A review of redundancy features should be undertaken to ensure that the likelihood of such loss is minimized under one-engine inoperative conditions. Aeroplane performance data should be provided or referenced in the flight manual to enable the flight crew to verify whether an extended diversion time operation can be completed after loss of pressure and subsequent operation at a lower altitude.

3.6.4.11 Auxiliary power-unit. If the auxiliary power-unit is considered an essential item of

equipment, it should be capable of restart and operation at any altitude suitable for flight with one propulsion system inoperative.

3.6.4.12 Fuel systems. The aeroplane fuel system should maintain the engine inlet fuel pressure

and flow to all operable engines throughout any diversion. Fuel necessary to complete the extended diversion time operation should be available to the operating engine(s) after an engine failure and other system failures unless the combination is shown to be extremely improbable. For aeroplanes with application for Type Certificate after the effective date of this revision, alerts should be displayed to the flight crew when the quantity of fuel available to the engines falls below that level required to complete the operation. These alerts should include provisions for abnormal fuel management or transfer between tanks, and possible loss of fuel.

3.6.5 Assessment of manufacturer’s maintenance instructions 3.6.5.1 An assessment should be made of the manufacturer's maintenance instructions with the

object of eliminating the possibility of such errors as could produce hazardous and catastrophic effects during extended diversion time operations.

3.6.5.2 Maintenance errors can, in general, be divided into two types:


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(a) Those errors which increase system failure rates and which can, to some extent, be allowed for in the assessment of failure rates; and

(b) Those errors which may result in a condition where a system cannot fulfill its

design function. It is not usually possible to quantify such errors. An assessment should be made of the design and of the maintenance instructions with the object of eliminating the possibility of errors which could produce hazardous and catastrophic effects.

3.6.6 Flight manual information 3.6.6.1 For extended diversion time operations, at least the following information should be

included or referenced in the flight manual:

(a) The maximum flight time, one engine inoperative, for which the systems and engines reliability and capacity of time-limited systems has been approved in accordance with the airworthiness requirements established for extended diversion time operations;

(b) A list of additional equipment installed to meet the airworthiness requirements for

extended diversion time operations;

(c) Additional performance data, including limitations, and flight procedures appropriate to extended diversion time operations; and

(d) A statement to the effect that the aeroplane systems associated with extended

diversion time operations meet the required airworthiness and performance criteria but that the meeting of such criteria does not by itself constitute approval to conduct extended diversion time operations.

3.6.7 Continuing surveillance 3.6.7.1 The fleet average engine in-flight shut-down (IFSD) rate for the specified airframe-engine

combination should be monitored by the State of Design. In the event that an acceptable level of reliability is not maintained, significant adverse trends exist, or if significant deficiencies are detected in the design of the aeroplane or propulsion system, the State of the Design should inform the State of Registry and the State of the Operator of appropriate action to be taken.

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CHAPTER 4. ISSUE AND RENEWAL OF CERTIFICATE OF AIRWORTHINESS

4.1. INTRODUCTION

4.1.1 The guidance material in this chapter is intended to assist the Airworthiness Officials of the

CAAB in fulfilling their obligations under the Article 31 of the Convention, which requires that all aircraft engaged in international flight operations must have a valid Certificate of Airworthiness issued or rendered valid by the State in which the aircraft is registered. The basic requirements for a Certificate of Airworthiness, including its format, are stated in Annex 8, Part II, and Chapter 1 for certification of the aircraft type and Chapter 3 for the issuance of the Certificates of Airworthiness.

4.1.2 In the development of procedures concerning Certificates of Airworthiness, the Aircraft

Inspection Department (AID) of any Civil Aviation Authority (CAA) will need to consider three basic situations:

(a) The issuance of a new Certificate of Airworthiness when an aircraft is first

registered in the State (this can be a newly manufactured aircraft or an aircraft coming from a foreign State);

(b) The renewal of a Certificate of Airworthiness issued by the State; and

(c) The validation by the State of a Certificate of Airworthiness issued by a foreign

State. 4.1.3 The Airworthiness Officials of AELD should accept, to the maximum extent possible, the

findings of airworthiness made by other Contracting States, when validating or otherwise reviewing modifications made to an aircraft prior to issuance of a Certificate of Airworthiness.

4.2 REFERENCE: The Rules 186 and The ANO (AW) A.2 refers to the requirements for

Issue and Renewal of Certificate of Airworthiness. 4.3 ISSUANCE OF A CERTIFICATE OF AIRWORTHINESS 4.3.1 The issuance of a Certificate of Airworthiness for an aircraft is dependent upon the aircraft

being registered in Bangladesh. It is normal practice that the Regular Certificate of Airworthiness is issued on compliance with the requirements of the applicable ANO (AW) and the Certificate of Airworthiness is issued later on compliance with the applicable requirements. As such the C of R of an aircraft may be issued earlier on compliance with the pertinent requirements; where as the C of A of the same aircraft may be issued at a later date on completion of the applicable requirements.


_______________________________________________________________ Issue-1 Page4-2 30 March 2011

4.3.2 The following standard procedures are to be followed, though in case of imported aircraft, depending on the assessment of the adequacy of the exporting State’s airworthiness code, These procedures may require to be adjusted under the guidance of the Head of the AELD and on approval by the Chairman:

(a) An application should be completed on the under mentioned forms as stated in the

ANO (AW) A.2 and shall be submitted to the AELD at least 30 (thirty) days before the required date;

(i) CA-25, Application for issue of C of A; (ii) AWS-182C-1, Technical data and certificate of inspection for issue of

certificate of airworthiness; and (iii) AWS-18, Application for issue of Noise Certificate.

(b) The applicant should specify the design standards and airworthiness requirements

according to which the aircraft type was certificated. Where a Type Certificate has been issued, the details should also be specified.

Note: The AELD may, from time to time, stipulate special requirements to be met before a Certificate of Airworthiness is issued. These should be listed as special conditions and communicated to the applicant.

(c) The applicant should make the aircraft available, at a time and place acceptable to

the AELD, for such checks and inspections considered necessary by the AELD; (d) It should be the responsibility of the applicant to provide personnel and equipment

so that these checks and inspections may be satisfactorily carried out; (e) All relevant records of previously completed maintenance, Airworthiness Directive

compliance and flight tests should be made available for inspection by the AELD; (f) All work required to be done on the aircraft for the issuance of a Certificate of

Airworthiness should be carried out under the supervision of a suitably authorized individual or of an organization approved by, or acceptable to, the AELD and should be carried out in a proper manner and in conformity with the requirements, specifications, drawings and instructions relating to the approved design of the subject aircraft;

(g) Full particulars of the work done should be entered in the appropriate log book and

a maintenance release should be issued; (h) The organization referred to in (f) or a suitably authorized person should provide a

certification that the aircraft is fit to fly as far as can be reasonably determined from inspections of the aircraft and its records and manuals, and that all applicable airworthiness directives and other applicable requirements of the State of Design and the AELD have been carried out and certified as having been carried out.


_______________________________________________________________ Issue-1 Page4-3 30 March 2011

4.3.3 Documents for examination: The documents listed in the sub-section 5.9 of the ANO

(AW) A.2 shall be made available by the applicant for examination of the detailed Airworthiness Official(s).

4.3.3.1 The applicant shall be required to make the necessary arrangements with aircraft, engine

including APU and propeller manufacturers as applicable, for the provision to provide on regular basis to the Chairman (AELD) of all amendments to any manuals the AELD holds together with any service bulletins that may be issued from time to time. Proof of such arrangements made by the applicant is required to be submitted to the Chairman before issue of C of A.

4.3.3.2 The applicant may also be required to provide additional documents when needed for specific airworthiness approval and oversight purposes.

4.3.3.3 In addition, depending upon the assessment by AELD of the adequacy of the previous State

of Registry’s airworthiness code, the applicant may be required to submit a statement certifying any departure from the national certification requirements, from an individual or organization acceptable to the Chairman certifying such departures, e.g. repairs and modifications, as may have been authorized by the previous State of Registry, and the aircraft flight manual or acceptable equivalent document relating to the aircraft.

4.3.4 Documents for retention by AELD: The applicant for issue of a Certificate of

Airworthiness shall be required to provide the documents listed in the sub-section 5.11 of the ANO (AW) A.2, for examination by the detailed Airworthiness Official(s).

4.3.4.1 The applicant shall be required to make the necessary arrangements with the issuing

authority or organisation of the documents and publications to be retained by the CAAB (AELD), for the provision to provide on regular basis to the Chairman (AELD) of all amendments to the applicable documents and publications together with any service bulletins that may be issued from time to time. Proof of such arrangements made by the applicant is required to be submitted to the Chairman before issue of C of A.

4.3.4.2 The applicant may also be required to provide additional documents when needed for specific airworthiness approval and oversight purposes.

4.3.5 Continuing validity of the Certificate of Airworthiness 4.3.5.1 The guidance material in this chapter is intended to assist the Airworthiness Officials of the

AELD in fulfilling their obligations under Annex 8, in relation to the continuing validity or renewal of Certificates of Airworthiness.

4.3.5.2 Annex 8, Part II, Chapter 3, 3.2 specifies that a Certificate of Airworthiness shall be

renewed or shall remain valid, subject to the laws of the State of Registry, provided that the continuing airworthiness of the aircraft shall be determined by a periodical inspection at appropriate intervals having regard to lapse of time and service or, alternatively, by means


_______________________________________________________________ Issue-1 Page4-4 30 March 2011

of a system of inspection approved by the State which will produce at least an equivalent result.

4.3.5.3 The practice of most Contracting States is to control the validity of Certificates of

Airworthiness in one of two ways:

(a) The issue of a Certificate of Airworthiness with a predetermined period of validity which can be renewed. The periods of time concerned are commonly between one and three years. Renewal is subject to a determination of continuing airworthiness by the regulatory authority of the State concerned, either by direct inspection or on receipt of a recommendation from an organization it has approved. For example, the regulatory authority of United Kingdom, India, Pakistan and some other States follow this procedures; or

(b) The issue of a Certificate of Airworthiness with a non-expiring period of validity,

continuing airworthiness being determined through a system of inspection approved by the State. For example, the regulatory authority of United States of America, Germany and some other States follow this procedure.

4.3.5.4 Regardless of the period of validity shown on it, failure to comply with any of the following

will invalidate the Certificate of Airworthiness:

(a) The aircraft remains in conformity with the type design approved by the State of Registry:

(i) modifications or repairs completed in accordance with procedures and

methods approved by the Chairman [reference Chapter 2 of this Handbook and the ANO (AW) A.7];

(ii) replacement components, parts, equipment or material are in accordance with the design requirements and installed in accordance with any prescribed procedures;

(iii) all markings and placards included in the approval of the type design by the State of Design which has accepted by the Chairman are present;

(iv) in addition to the information specified in Annex 8, the flight manual includes any changes made mandatory by the Chairman (as the State of Registry) as required by Annex 6, Part I, 11.1 or Part III, Section II, 9.1, as applicable;

(v) if the aircraft has been released to service with any airworthiness significant systems, components or equipment unserviceable, this is in compliance with a minimum equipment list or similar document approved by the Chairman;

(vi) if the aircraft has been released to service with any structural parts missing, (as per configuration deviation list) this is in compliance with procedures approved by the Chairman; and


_______________________________________________________________ Issue-1 Page4-5 30 March 2011

(vii) un-repaired damage is within limits acceptable to the State of Registry (reference should be made to the structural repair manual for the aircraft type concerned to determine acceptable limits);

(b) The aircraft has been correctly maintained in an airworthy condition in accordance

with requirements of the ANO (AW) B.15 (the Annex 6, Part I, 8.3 require operators of commercially operated aeroplanes to provide an aeroplane maintenance programme), including:

(i) it is in compliance with a maintenance programme acceptable to the

Chairman; (ii) if the aircraft is the subject of a reliability programme, including in particular

engine trend monitoring, corrective action has been instituted to rectify any adverse trends;

(iii) it complies with any certification maintenance requirements (CMR) items at the prescribed intervals;

(iv) it complies with all modifications or inspections declared mandatory by the State of Design and the Chairman (commonly referred to as Airworthiness Directives);

Note: The responsibilities of CAAB as the State of Registry in relation to

continuing airworthiness requirements of this nature as contained in Annex 8, Part II, Chapter 4, are mentioned in the ANO (AW) B.5 and Chapter 22 on Mandatory airworthiness information of this Handbook.

(v) that those parts of the aircraft that have an ultimate service life limit

declared by the organization responsible for the type design and/or by the Chairman as the State of Registry has not exceeded their approved lives;

Note: Aircraft maintenance manuals prepared in the format required by the Air

Transport Association of America Specification Number 2200 (ATA 2200), formerly Specification 100 (ATA 100) contain this information in Chapter 5 of AMM of the respective type of aircraft. For some older aircraft types, this information may sometimes be published in the flight manual or Type Certificate Data Sheet.

(vi) conformity of the aircraft mass and balance data with the requirements of

the Chairman, including re-weighing if appropriate and /or compliance with a system for recording progressive mass and balance change; and

(vii) conformity of the aircraft records with the requirements of the Chairman as

required under the ANO (AW) B.4 and the Chapter 11 of this Handbook, which meets the minimum requirement of Annex 6, Part I, 8.4, Part II, 8.2.1 or Part III, Section II, 6.4 as applicable.


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4.4 RENEWAL OF CERTIFICATE OF AIRWORTHINESS (Certificate of Airworthiness with an expiring period of validity)

4.4.1 The following standard procedures are to be followed to ensure that CAAB is able to

discharge its Annex 8 continuing airworthiness responsibilities by imposing a finite calendar life on the Certificate’s validity, which is 1 (one) year as per the current Rule 182 (1) of the CARs 1984, thereby requiring direct involvement by the AELD in the form of sample inspections of the aircraft and its supporting documentation, in order to assure itself that the aircraft continues to remain in compliance with the applicable airworthiness requirements. Once satisfied, the AELD will renew the validity of the Certificate for a further period not exceeding 1 (one) year.

(a) An application should be completed on the under mentioned forms as stated in the

ANO (AW) A.2 and shall be submitted to the AELD at least 30 (thirty) days before the required date;

(i) CA-26, Application for renewal of C of A; and (ii) AWS-16, Technical data and certificate of inspection for renewal of

certificate of airworthiness. (b) The applicant shall make the aircraft available, at a time and place acceptable to the

AELD, for such checks and inspections required by the AELD;

(c) The applicant should be required to provide the necessary personnel and equipment so that required checks and inspections may be satisfactorily carried out;

(d) All relevant records of previously completed maintenance and flight tests should be

made available for inspection by the AELD.

(e) All work for the maintenance of airworthiness of the aircraft should have been carried out under the supervision of appropriately licensed aircraft maintenance personnel or of an organization approved by, or acceptable to, the AELD and should be carried out in a proper manner and in conformity with the requirements, specifications, drawings and instructions relating to the approved design of the subject aircraft;

(f) Full particulars of the work accomplished should have been entered in the

appropriate log book and a maintenance release should be issued;

(g) The mass of the aircraft should have been determined as required by the AELD; and

(h) Any ground or flight tests, if such tests are required by the AELD, should have been completed.

4.4.2 Documents for examination: The applicant for renewal of a Certificate of Airworthiness

shall be required to provide the documents listed in the sub-section 6.6 of the ANO (AW)


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A.2 and the under mentioned documents for examination by the detailed Airworthiness Official(s).

(a) A copy of an inspection report giving brief details of the work done since the last

renewal of the Certificate of Airworthiness. This report should be in the form of a schedule and should include the following documents:

(i) a record of the work accomplished since the last renewal of the certificate; (ii) a record showing details of major maintenance checks carried out since the

last renewal of the certificate; (iii) a record of the total flying hours and cycles for the airframe, engine(s) and

propeller(s) since new and since the last renewal; (iv) a record showing compliance with service bulletins, modifications and

Airworthiness Directives or their equivalent; (v) a record of major component changes; (vi) a current mass and balance report; and (vii) a flight test report for the aircraft, if such tests are required by the approved

maintenance programme/schedule. 4.4.3 Documents for retention by AELD: The applicant for issue of a Certificate of

Airworthiness shall be required to provide the documents listed in the sub-section 6.7 of the ANO (AW) A.2, for retention by the AELD.

4.5 VALIDATION OF A CERTIFICATE OF AIRWORTHINESS 4.5.1 Though the Rule 186 (1) provides validation by the Chairman of a C of A issued by a

Contracting State (in accordance with Annex 8, Part II, 3.2.5) yet this procedure is not followed by the CAAB. The CAAB has laid down procedures for issue of C of A in accordance with the ANO (AW) mentioned above.

4.6 CERTIFICATE OF AIRWORTHINESS RESTORATION FOLLOWING

SIGNIFICANT STRUCTURAL REPAIR OR REPLACEMENT 4.6.1 Depending on the method of construction, many of the items which formed part of the

complete aircraft at the time it was issued with its first Certificate of Airworthiness are capable of replacement, both from a practical and a legal requirement viewpoint. Though the aircraft will retain the unique serial number recorded on its data plate throughout, many of its component parts and assemblies, including some significant structural items, may be replaced during its operational life. It is essential therefore that any replacement parts:

(a) Are approved parts and documentary evidence exists to this effect; and

(b) Are installed in accordance with the Type Certificate holder’s requirements or other

applicable data acceptable to the State of Registry by a competent and appropriately approved individual or maintenance organization.


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4.6.2 In the case of a repair following an accident or at any time when significant structural replacement becomes necessary, the AELD of the State of Registry may wish to have a more direct role in the aircraft’s return to service, perhaps completing an inspection of the aircraft or requiring the submission of a report by an individual or organization prior to the restoration of the Certificate of Airworthiness.

4.6.3 The crucial role played in such circumstances by the related airworthiness records, i.e. log

books, worksheets, etc. is self-evident and these will require considerable attention in order to ensure the aircraft is properly configured and conforms to its type design.

4.7 AIRWORTHINESS FLIGHT TEST 4.7.1 The maintenance programme approved by the Chairman may require airworthiness flight

tests to be performed in support of continuing airworthiness assurance. Such flight tests should be carried out by pilots and crew approved for the purpose by the Flight Inspection Division. The crew should be appropriately licensed for the specific aircraft type and competent to conduct the tests defined in the flight test schedule. Except when additional crew are required to be carried for a specific flight test purpose, the number of persons conducting the flight test should be restricted to the minimum crew specified in the Certificate of Airworthiness (Flight Manual).

4.7.2 A flight test schedule, specific to the aircraft involved, will be prepared by the Operator and

agreed with the CAAB, before the test flight. The flight test schedule should define the purpose of the test(s), the requirements and/or the conditions to be met and any particular limitations for the test(s), which may apply, in addition to the normal limitations of the Certificate of Airworthiness and the Flight Manual.

4.7.3 A flight test report, in a format acceptable to the CAA, should be prepared and presented,

as soon as possible after the test flight, for acceptance/approval by the CAAB. Note: This paragraph is intended to ensure that airworthiness flight tests in support of continuing

airworthiness assurance are carried out with due care and attention to safety and under appropriate management by the organization conducting the flight tests. The principles for safe flight test control and operation are expected to be applied to all test flights for whatever purpose.

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Issue-1 Page 5-1 30 March 2011

VOLUME 2. AIRWORTHINESS ADMINISTRATION

CHAPTER 5. APPROVAL OF RELIABILITY PROGRAMME

5.1 INTRODUCTION 5.1.1 The intent of a Reliability Programme is to ensure that the aircraft maintenance programme

tasks are effective and their periodicity is adequate. It therefore follows that the actions resulting from the reliability programme may be not only to escalate or delete maintenance tasks, but also to de-escalate or add maintenance tasks, as necessary. A reliability programme provides an appropriate means of monitoring the effectiveness of the maintenance programme.

5.1.2 This task is performed by the Airworthiness Inspectors (AWI) and needs to be closely

coordinated between both the maintenance and avionics specialties. Approving a reliability program is one of the most complex duties of an Airworthiness Inspector and special attention must be given to every element of the proposed program. Guidance on the program elements is also listed in FAA Advisory Circular (AC) 120-17, Maintenance Program Management through Reliability Methods, as amended, the Airline/Manufacturer Maintenance Program Planning Document, MSG-2/3, and/or Maintenance Tasks. It is important that the AWI explains all of the program requirements to the operator/applicant.

5.2 REFERENCE TO CARS AND ANO 5.2.1 The rule 191 of the CARs 1984 and the Air Navigation Order (Airworthiness

Requirements) Chapter B.15 titled Approval of Aircraft Maintenance Programme and Aircraft Maintenance Schedules are referred.

5.3 PRIMARY MAINTENANCE PROCESSES 5.3.1 MSG-2, Primary Maintenance Processes Definitions: (a) Hard Time (HT) i.e. Overhaul Time Limit or Part Life-Limit. This is a

preventive primary maintenance process that requires a system, component, or appliance is either overhauled periodically (time limits) or removed from service (life limit). Time limits may only be adjusted based on operating experience or tests, in accordance with procedures in the operator's approved reliability program.

(b) On Condition (OC). This is also a preventive primary maintenance process that

requires a system, component appliance be inspected periodically or checked against some appropriate physical standard to determine if it can continue in service. The standard ensures that the unit is removed from service before failure during normal operation. These standards may be adjusted based on operating experience or tests, as appropriate, in accordance with a carrier's approved reliability program or maintenance manual.

(c) Condition Monitoring (CM). MSG-2 introduced condition monitoring. This

process is for systems, components, or appliances that have neither HT nor OC



maintenance as their primary maintenance process. It is accomplished by appropriate means available to an operator for finding and solving problem areas. The user must control the reliability of systems or equipment based on knowledge gained by analysis of failures or other indications of deterioration.

5.3.2 MSG-3, Maintenance Task Definitions: (a) Lubrication/Servicing (LU/SV): Any act of lubrication or servicing for the

purpose of maintaining inherent design capabilities. The replenishment of the consumable must reduce the rate of functional deterioration.

(b) Operational/Visual checks (OP/VC). Hidden functional failure categories. An

operational check is a task to determine if an item is fulfilling its intended purpose. The check does not require quantitative tolerances, but is a failure finding task. A visual check is an observation to determine that an item is fulfilling its intended purpose and does not require quantitative tolerances. This is a failure finding task that ensures an adequate availability of the hidden function, to reduce the risk of a multiple safety failures, and to avoid economic effects of multiple failures and be cost-effective.

(c) Inspection/Functional check (IN/FC), all categories.

(i) Detailed inspection: An intensive visual examination of a specific structural

area, system, installation or assembly to detect damage, failure, or irregularity. Available lighting is normally supplemented with a direct source of good lighting at an intensity deemed appropriate by the AWI. Inspection aids such as mirrors, magnifying lenses, etc., may be used. Surface cleaning and elaborate access procedures may be required.

(ii) General visual (surveillance) inspection: A visual examination of an interior or exterior area, installation, or assembly to detect obvious damage, failure or irregularity. This level of inspection is made under normally available lighting conditions, such as daylight, hangar lighting, flashlight, or drop-light and may require removal or opening of access panels or doors. Stands, ladders, or platforms may be required to gain proximity to the area being checked.

(iii) Special detailed inspection: An intensive examination of a specific item(s), installation, or assembly to detect damage, failure or irregularity. The examination is likely to make extensive use of specialized inspection techniques and/or equipment. Intricate cleaning and substantial access or disassembly procedures may be required. Intricate cleaning and substantial access or disassembly procedures may be required.

(iv) Functional check: A quantitative check to determine if one or more functions of an item perform within specified limits. Reduced resistance to failure must be detectable, and there must be a reasonably consistent interval between a deterioration condition and functional failure.

(v) Restoration (RS): That work necessary to return an item to a specific standard. Since restoration may vary from cleaning or replacement of single parts to a complete overhaul, the scope of each assigned restoration task has to be specified.



(vi) Discard (DS): The removal from service of an item at a specified life limit.

Discard tasks are normally applied to so-called single celled parts such as cartridges, canisters, cylinders, engine disks, safe-life structural members, etc.

5.3.3 Classifying the Maintenance Processes and/or Tasks. The program should include

procedures for the classification and assignment of maintenance processes and/or tasks and for changing from one process and/or task to another. Refer to MSG-2 for maintenance processes and MSG-3 for maintenance tasks. It should include the authority and procedures for changing maintenance specifications and the related documents to reflect the interval adjustment or processes and/or task changes.

5.4 REQUIREMENT OF RELIABILITY PROGRAMMES 5.4.1 A reliability programme could be required in the following cases:

(a) The aircraft maintenance programme is based upon MSG-3 logic; or (b) The aircraft maintenance programme includes condition monitored components; or (c) The aircraft maintenance programme does not include overhaul time periods for all

significant system; or (d) When specified by the Manufacturer’s maintenance planning document or MRB.

Note: For the purpose of this paragraph, a “significant system” is a system the failure of

which could hazard the aircraft safety. 5.4.2 Details of reliability programmes 5.4.2.1 Reliability programmes are designed to supplement the operator's overall programme for

maintaining aircraft in a continuous state of airworthiness. There are a number of maintenance reliability programs now in operation that use new and improved maintenance management techniques. Although the design and methods of application vary to some degree, the basic goals are the same — to recognize, access and act upon meaningful symptoms of deterioration before malfunction or failure in order to establish and monitor the maintenance control requirements.

5.4.2.2. Performance standards (alert values, etc.) are established by actuarial study of service

experience using statistical methods coupled with application of technical judgment. These standards are used to identify trends or patterns of malfunction or failures experienced during programme operation. Even though reliability programmes vary, they should provide means for measurement, evaluation, and improvement predictions. They should contain the following elements: (a) An organizational structure; (b) A data collection system;



(c) A method of data analysis and display; (d) Procedures for establishing performance standards or levels; (e) Procedures for programme revision; (f) Procedures for time control; and (g) A section containing definitions of significant terms used in the programme.

5.4.2.3 It is intended that the specific needs of operators, in terms of operating philosophy, record-keeping practices, etc. be reflected in their reliability programmes. The extent of statistical and data processing required for programme operation is entirely dependent on the character of the particular programme. Programmes may be simple or complex, depending on the size of the operator and other factors. The smaller as well as the larger operators may develop maintenance reliability programmes to meet their own specific needs.

5.4.3 Reliability programme criteria 5.4.3.1 The word “reliable” is a broad term meaning dependable or stable. The term, as used by the

aviation industry, applies to the dependability or stability of an aircraft system or part thereof under evaluation. A system or component is considered “reliable” if it follows an expected law of behaviour and is regarded “unreliable” if it departs from this expectation. These expectations differ greatly, depending upon how the equipment is designed and operated.

5.4.3.2 Reliability programmes should describe the techniques used for measuring the performance

and calculating the remaining service life of the component sufficiently in advance in order to take corrective maintenance action prior to failure. Essentially, reliability programmes are used for the control of maintenance by establishing performance levels for each type of unit and/or system individually or as a class. Generally, reliability programmes depend on the collection of data which can be analysed and compared to previously established programme goals.

5.4.3.3 A good reliability programme should contain means for ensuring that the reliability which is

forecast is actually achieved; a programme which is very general may lack the details necessary to satisfy this requirement. It is not intended to imply that all of the following information should be contained in one programme, since the operating philosophy and programme management practices, etc. for each operator are different. However, the following information could be applied to the specific needs of either a simple or a complex programme.

5.4.4 Organizational structure 5.4.4.1 The programme should contain an organizational chart which includes:

(a) A diagram of the relationship of key organizational blocks;



(b) A listing of the organizational elements by title responsible for the administration of the programme;

(c) A statement describing lines of authority and responsibility. The programme should

identify the organization responsible to management for the overall reliability functions. It should define the authority delegated to these organizations to enforce policy and assure necessary follow-up and corrective actions; and

(d) A procedure for the preparation, approval and implementation of revisions to the

programme. 5.4.5 Data collection system 5.4.5.1 It is important that the data be as factual as possible in order that a high degree of

confidence may be placed in any derived conclusion. Data accuracy is particularly important when it is used for predicting reliability because the prediction technique gives at best a broad estimate of the expected reliability. Therefore, the more dependable the data, the higher the degree of confidence that can be placed in the reliability estimate. Data should be obtained from units functioning under different operational conditions. Typical sources of information are: (a) Unscheduled removals; (b) Confirmed failures; (c) Pilot reports;

(d) Sampling inspections;

(e) Functional checks;

(f) Shop findings;

(g) Bench checks;

(h) Service difficulty reports; and

(h) Flights cancellation and delays.

5.4.5.2 The data should be collected at specific intervals and should be sufficient to appropriately

support the analysis. 5.4.5.4 Not all of these sources may necessarily be covered in each and every program. However,

the availability of additional information provides the operator with a span of invaluable operating history for determining success or failure in meeting program goals.

5.4.5.4 Data collected must be accurate and factual to support a high degree of confidence for any

derived conclusion. It must be obtained from units functioning under operational conditions and must relate directly to the established levels of performance.



5.4.6 Data analysis and display 5.4.6.1 The objective of data analysis is to recognize the need for corrective action, establish what

corrective action is needed, and determine the effectiveness of that action. Data display and reporting provide a timely and systematic source of information, and even though after the fact, this material is a necessary prerequisite for correcting existing deficiencies. Reporting is not an end objective, but rather a necessary link in the chain of events leading to system improvement. The principal reason for gathering reliability data is to use it for making various determinations and predictions. Among these are such items as failure rate of parts and components, serviceability, and maintainability.

5.4.6.2 Data analysis is the process of evaluating mechanical performance data to identify

characteristics indicating a need for program adjustment, revising maintenance practices, improving (modifying) hardware, etc. The first step in analysis is to compare or measure data against acceptable performance levels. The standard may be a running average, tabulation of removal rates for past periods, graphs, charts, or any other means of depicting a "norm".

5.4.6.3 In general, almost any desired information can be extracted from these data if they are

obtained in a planned and organized manner and carefully recorded and collated. However, the methods of analysis should be clearly understood in order to interpret properly the results obtained. Reliability data collected and analysed with no particular end in view usually result in conclusions that are defective for one reason or another. The programme should provide the information necessary to properly evaluate the graphic presentations submitted in support of the programme. These are used to reveal briefly and simply via graphics those aspects which would normally require a cumbersome analysis of a text or tabular material.

5.4.7 Performance standard 5.4.7.1 Each reliability programme should include a performance standard expressed in

mathematical terms. This standard becomes the point of measure of maximum tolerable unreliability. Thus, satisfactory reliability trend measurements are those which fall at or preferably below the performance standard. Conversely, a reliability trend measurement exceeding the performance standard is unsatisfactory and calls for some type of follow-up and corrective action.

5.4.7.2 A performance standard may be expressed in terms of system or component failures per

thousand hours of aircraft operation, number of landings, operating cycles, departure delays, or of other findings obtained under operational conditions. In some instances, an upper and lower figure may be used. This is known as a reliability band or range and provides the standard by which equipment behaviour may be interpreted or explained.

5.4.7.3 When the performance standard is exceeded, the programme should provide for an active

investigation which leads to suitable corrective action. 5.4.7.4 A description of the types of action appropriate to the circumstances revealed by the trend

and the level of reliability experience should be included in the programme. This is the central core of maintenance control by reliability measurement. It is the element that relates



operating experience to maintenance control requirements. Statistical techniques used in arriving at reliability measurements presented in support of maintenance control actions should be described. Appropriate corrective actions might be:

(a) Verify that engineering analysis is appropriate on the basis of collective data in

order to determine the need to change the maintenance programme;

(b) Actual maintenance programme changes involving inspection frequency and content, functional checks, or overhaul limits and times;

(c) Aircraft system or component modification, or repair; or

(d) Other actions peculiar to the condition that prevails. 5.4.7.5 The results of corrective action programmes should become evident within a reasonable

time from the date of implementation of corrective action. An assessment of the time permitted should be commensurate with the severity or safety impact of the problem. Each corrective action programme should have an identified completion date.

5.4.7.6 Due to the constantly changing state-of-the-art, no performance standard should be

considered fixed — it is subject to change as reliability changes. The standard should be responsive and sensitive to the level of reliability experienced. It should be “stable” without being “fixed”. If, over a period of time, the performance of a system or component improves to a point where even abnormal variations would not produce an alert, then the performance standard has lost its value and should be adjusted downward. Conversely, should it become evident that the standard is consistently exceeded in spite of taking the best known corrective measures to produce the desired reliability, then the performance standard should be re-evaluated and a more realistic standard established. Each programme should contain procedures to effect, when required, such changes to the prescribed performance standards.

5.5 ESTABLISHING INITIAL STANDARDS 5.5.1 In order to establish the initial standards for structural components, power plants and

systems, the past operating experience with the same (or, in the case of new aircraft, similar) equipment should be reviewed in sufficient depth to obtain a cross-section of the subject system’s performance. Normally, a period of six months to one year should be sufficient. For a system common to a large fleet of aircraft, a representative sample may be used, while small fleet systems may require 100 per cent review. Operators introducing a new aircraft into service may establish their alert by using this available data. After the operator completes about one year's operating experience, however, the alert value should be adjusted based upon his experience.

5.5.2 Due to different operating conditions and system design, it is necessary to use different

measuring devices (either singly or combined) to obtain satisfactory performance criteria. As stated before, there are various methods used to evaluate and control performance — aircraft diversions, mechanical interruptions in flight, delays and flight cancellations, component unscheduled removal rates, etc.

5.5.3 The following are typical examples of methods that can be used to establish and maintain alert values. It should be understood that the methods of evaluation given below are only illustrative and that other suitable methods of evaluation could be used:



(a) Pilot reports per 1,000 aircraft departures:

(i) several operators have selected pilot reports as related to the number of

departures as the primary measure of aircraft systems performance reliability. The reference base for the computation of alert values is a cumulative rate of the previous calendar year's experience. This provides a large statistical base and takes into consideration the extremes in seasonal effects. The baseline for each system is initially calculated by compiling the number of pilot reports logged for the previous twelve-month period times 1 000 divided by the number of aircraft departures for the same twelve-month period. The purpose of multiplying the pilot reports by 1000 is to arrive at a figure that expresses the rate per 1000 departures.

(ii) in order for this to be a cumulative or rolling rate for the immediately previous twelve month period, it should be recalculated each month. The data for the first month of the existing twelve month data set is dropped, and the data compiled for the last month is added; i.e. if the initial calculation was from March 1998 to February 1999, the next month’s calculation would cover the period from April 1998 to March 1999.

(iii) when the base line is computed for a particular system, an alert value is established at a point above the base line equal to, say, five pilot reports per 1000 aircraft departures. The alert values assigned to each system represent the maximum rate of pilot-reported malfunctions considered to deviate sufficiently from the base line to require investigation.

(b) Pilot reports per 1000 aircraft hours:

(i) for the purpose of measuring reliability, pilot reports per 1000 aircraft flight hours may be selected as the indicator of aircraft systems performance. Performance standards in terms of pilot reports per 1000 hours are established for each of the aircraft systems. Several programmes in current use utilize two performance numbers, an “alert” number and a “target” number. A review and evaluation of a minimum of six to twelve months’ history of pilot reports are done to establish the initial alert and target numbers. Established alert and target numbers are valid for a six-month period, at the end of which all alert and target numbers are reviewed and adjusted as necessary.

(ii) the alert number is defined as the three-month moving (running) average which is considered to indicate unsatisfactory performance.

(iii) historically, alert numbers show seasonal variations. To provide a more realistic alert number, the year is divided into six-month periods. One period encompasses the winter months, the other, the summer months. When reviewing a particular six-month period to ascertain if the alert number is still practical, it is important that the comparison is made between similar periods.

(iv) the target number is defined as the operator’s goal and predicted level of performance at the end of a six- month period. Target numbers are set to specify the operator’s desires and expectations for future system performance. The target number is established in the same manner as the



alert number, the difference being that the alert number is the upper limit of the range and, when exceeded, indicates unsatisfactory performance. The target or the lower limit is set as a goal which represents a level that the operator believes is attainable.

(v) each month a three-month running average for each system is calculated. First, a three-month average is obtained by compiling and analyzing data for three consecutive months — the total pilot reports for three months are divided by the number of aircraft hours flown during the same three-month period. To maintain a running average, each month the first month's data is deleted and the data for the current month added. Any system which either exceeds the alert or which has a trend indicating the target will not be met is considered to be in need of special attention.

5.6 ESTABLISHING ALERT VALUES STATISTICALLY 5.6.1 Many programmes establish alert values by reviewing past performance and then, by using

“good judgment”, establish the numerical value for the alert. Although this generally works well, the value can become controversial since the “good judgment” of one person may well be different from that of another person. In an effort to avoid controversy, some operators prefer the statistical or mathematical approach. This is a broad term that covers a number of methods of gathering numbers of instances and evaluating the result; all methods, however, require a sufficient quantity of accurate data to be available for analysis.

5.6.2 In order to establish system alert values, an evaluation is made of the operational

performance of each system to be controlled by the programme. The yardsticks covering failure performance are clearly defined in the programme. Using these definitions, the failure data for each system are extracted from pilot-reported malfunctions for at least a 12-month period. The “mean” and the “standard deviation” are then computed from those data and each system's alert value is established equal to the mean plus three standard deviations.

5.6.4 The current performance level of each system is computed on a monthly basis as a three-

month cumulative performance rate. This rate is computed by multiplying the number of in-flight malfunctions for a three-month period by 1 000 and dividing by the total aircraft flight hours for the same period. Maintaining a cumulative rate requires that the first month's data be deleted and the data for the current month be added to the sum of the previous two months. When a trend of deteriorating system performance is detected, or if a system is over the alert value, an active investigation is conducted to assess the causes of the change in system performance and to develop an active corrective programme, if required, to bring the system performance under control.

5.7 CONDITION-MONITORED MAINTENANCE PROGRAMMES 5.7.1 Other techniques are used which monitor the functional condition of systems or components

without disturbing them in their installed environment. These programmes are based on the establishment of acceptable performance as base line data. Internal and external leakage, functional testing, and unit teardown analysis are the factors used to determine the base line. The results of this test become a part of the aircraft’s permanent record. The point to be established is that the tests accurately and conservatively identify discrepancies before operational reliability is degraded.



5.7.2 This type of programme lends itself readily to components. It has also proven very

successful in monitoring the functional condition of aircraft systems such as hydraulics, air conditioning and pneumatics (the system primarily utilizing this type of programme is hydraulics). The various tests perform the function of system or subsystem interrogation to determine the presence or absence of component degradation. Internal leakage rates serve as the criteria to evaluate wear and rigging effect on component performance while pressures are used to determine certain component functional responses.

5.7.3 During the test, individual parts, components and subsystems are evaluated by selective

positioning of the various system controls and isolation points. From the comparison of the response produced by sequential steps to the established tolerance, the general location or the specific location of the faulty unit can be determined.

5.8 ADDITIONAL ADVANTAGES

(a) Analysis of the data is not required before departure unless functional tests indicate a need for immediate corrective action;

(b) Results of the test do not require immediate replacements of units showing

deterioration provided the functional tests of the subsystem or component are satisfactory; and

(c) Evaluation of these test data can be used to schedule component replacement at a

subsequent inspection or check. 5.9 MONITORING BY AGE/RELIABILITY RELATIONSHIP 5.9.1 Several operators use an actuarial analysis technique as a basic requirement for making

technical decisions concerning component reliability in their “on-condition” overhaul and monitored maintenance reliability programmes. Components selected for these programmes are those on which a determination of continued airworthiness may be made by visual inspection, measurements, tests or other means without a teardown inspection or periodic overhaul. Under these programmes, components are allowed to operate in service subject to meeting the established performance standard or the established “on-condition” base line data.

5.9.2 Initially, an actuarial analysis of each component is prepared to determine its reliability

versus age characteristics. A component is considered acceptable for inclusion in the programme when the analysis shows that reliability does not deteriorate with increased time in service up to a predetermined point established by the operator. Normally, this cut-off point is considered to be the practical limit based on the amount of data collection and analysis required to qualify the component.

5.9.3 When the reliability of a component deteriorates to a value above the established performance standard, another actuarial analysis is made to determine the component's reliability versus age characteristics. Normally, this analysis will also include a determination of the reasons for the deterioration and the corrective action required to bring the condition under control. This reliability analysis is a continuing process and reveals whether a component requires a different maintenance programme or is in need of a design change to improve reliability.



5.9.4 An actuarial analysis is also made when the observed performance of a component improves

to the point where more components are reaching higher operating times without experiencing premature removal failures. With such an improvement in survival characteristics possible, it is desirable to make a reliability analysis to determine its age-to-reliability characteristics.

5.9.5 Premature removal rate and the subsequent analysis of the teardown findings in the shop.

The introduction of the “on-condition” overhaul concept has made it increasingly important to gain more information about the operating performance of the components and to examine the relationship of this performance to the time in service. This need has fostered the development of actuarial analysis techniques.

5.9.6 This method of analysis requires, for a specified calendar period, that the following

information be available for each component under study:

(a) The time on each operating component at the beginning of the study; (b) The time on each component removed and installed during this period; (c) The reason for removal and disposition of each component; and (d) The time on each operating component at the end of the study period.

5.9.7 An analysis is made of the performance of each component as its life progresses from one

overhaul to another as follows:

(a) A time and failure distribution chart is prepared showing the amount of operating time for each component and the failures experienced in each 100-hour time bracket for the specified study period. In conjunction with this chart, a digest of the causes of failure for each 100-hour time bracket is also prepared.

(b) The next step is to develop failure rate and survival curves versus time since

overhaul (TSO). A failure rate curve shows the failure rate per 1 000 hours for each component in each 100-hour time bracket. A survival curve shows the number of units remaining at any given TSO. The shape of the survival and failure rate curves are valuable when determining the deterioration of reliability. The operating time which can be realized between consecutive overhauls is determined by the area which is under the survival curve and is bounded by the horizontal and vertical axes.

(c) Additional information is available from these data by developing a probability

curve. This curve will show the probability of a component reaching a given TSO and the number of components expected to fail in a given time bracket. The number of components that would probably fail in a given time bracket is obtained by taking the difference of the ordinates at the beginning and end of a given time bracket. This would also be a reflection of the slope of the survival curve at that point. The percentage of components which survive to a given TSO is also the probability of a single component operating to that time without failing.



(d) A still better evaluation is possible by developing a conditional probability curve. This curve will show the probability of failure of a component within a given time interval. Data for a conditional probability is obtained by dividing the number (or percentage) of components entering an interval by the number (or percentage) of components removed during an interval. It is considered that this curve best depicts the relationship between reliability and overhaul time.

5.9.8 Some advantages of this type of analysis are as follows:

(a) A determination can be made as to whether failures are being prevented by the TSO specification;

(b) An indication is given statistically concerning the current TSO limit and whether or not it has reached an optimum point;

(c) An indication is provided as to what might occur to the overall premature removal rate if the TSO limit were changed;

(d) An indication will be provided of any unusual high rate of premature removals/failures that have occurred immediately after a check and repair or overhaul;

(e) In some cases, an indication may be given that scheduled interim maintenance would result in an improvement of the overall premature rate;

(f) Other useful conclusions can be made concerning the relationship of the failure to the time in service, time intervals, engineering change accomplishment, etc; and

(g) This technique of in-service component reliability analysis readily lends itself to

computer programming. These advantages emphasize the value of such an analysis in determining a maintenance programme that is best for the component involved.

5.10 CONTROLS FOR ADJUSTING TIME LIMITATIONS 5.10.1 When considering the merits of a time extension, there are many different methods which

may be used. The programme should identify these methods and the group responsible for the preparation of a substantiation report to justify the requested time extension. The programme should show that such action is approved by at least two separate organizational segments of the operator, one of which exercises inspection or quality control responsibility for the operator. The programme should also identify the other organizational segment responsible for the performance of the function. When evaluating a particular programme, consideration should be given to the following: (a) Are the specific parameters used to determine time extensions spelled out (i.e.

sampling, functional checks, unscheduled removal, etc.)?

(b) If sampling is used, does it explain the method, number of samples required, when they will be taken, and at what time interval? Time on units or exhibits used as samples should be specified.

(c) Does the programme provide for time increase in overhaul times, periodic services,



routine and service checks, phase checks and block overhauls?

(d) Are provisions made for changing items having specified fixed time between overhaul to “on-condition”?

(e) What substantiating data are provided to justify a time increase for emergency

equipment which is not normally operated during routine flight?

(f) Who establishes the increments of time increases, the sampling requirements, and other substantiation for each proposed action?

(g) Are instructions available relative to manual revision concerning time increases and

what will have to be accomplished prior to pursuing a subsequent time increase?

(h) Does the programme provide for revision of the “Maintenance” or “Continuing Airworthiness” part of the Operations Specifications of the Operator, whenever a change is made to the current document?

5.10.2 It should be ensured that the proposed time between overhauls (TBO) adjustment does not

conflict with a corrective action programme established by a previous reliability analysis. A provision should be made for the AELD to be advised when increases to time limitations of system/components controlled by the programme occur. Furthermore, operators should be encouraged where possible to include a graphic display of major system/component (engine/airframe) TBO escalation.

5.11 APPROVAL OF PROGRAMMES 5.11.1 Maintenance reliability programme approvals are a means of complying with the CAAB

Regulations and, therefore, become part of the AOC holder’s operations specifications. The programmes are to be administered and controlled by the AOC holders and monitored by the AELD Inspector. An operator's application for approval should be accompanied by a document describing programme operation. This document should contain the essentials of systems operation and any other instructions required because of the particular programme or character of maintenance organization involved.

5.11.2 The AOC holder should submit the maintenance reliability programme and standard for

determining time limitations to be included in the operations specifications, Part — Maintenance (it is not necessary to enter the entire document). Due to the differences encountered in the programmes submitted for approval, the operations specifications will vary somewhat from operator to operator.

5.11.3 An attempt should be made to list all the important elements that should be considered

regardless of the programme being evaluated. It is recognized that all of the elements may not apply to a particular programme; however, the AELD Inspector should use those that are appropriate to the programme being evaluated. Emphasis should be given to the elements entered in the operations specifications.

5.11.4 The procedures for implementing revisions to the programme should be described in

sufficient detail to identify the isolated areas which require AELD approval. The AOC holder should also identify the segment of the organization having overall responsibility for



the approval of amendments to the programme. The areas involving programme revision which require AELD approvals include:

(a) Reliability measurement;

(b) Changes involving performance standards, including instructions relating to the development of these standards;

(c) Data collection analysis;

(d) Data analysis methods and application to the maintenance programme;

(e) Procedures for adding or deleting systems or components; and

(f) Procedures for transferring systems or components to other programmes. 5.11.5 When evaluating programme revision procedures, consideration should also be given to the

following:

(a) Does the programme provide for periodic review to determine if the established performance standard is still realistic or in need of recalculation?

(b) What distribution is given to approved revisions?

(c) Are the overhaul and inspection periods, work content and rescheduled maintenance

activities controlled by reliability methods reflected in the appropriate maintenance manuals?

5.11.6 The AELD Inspector member of the operator certification team faces a complex and

demanding task in reaching a decision as to the adequacy of the applicant's proposed maintenance reliability programme. In the case of applicants proposing to operate large aircraft, the inspector may require assistance from other AELD technical experts. Where adequate AELD resources are not available for this important function, the CAAB should obtain technical assistance from the CAA of the State of Manufacture or another State possessing substantial experience in such matters.

5.12 PROCEDURES FOR APPROVAL OF RELIABILITY PROGRAMME 5.12.1 Meet With Operator/Applicant. When related program information is requested by an

Operator, provide Advisory Circular 120-17, Maintenance Control by Reliability Methods, as amended and draw attention to the requirements of the ANO (AW) B.15. Advise the operator/applicant of the following program requirements:

(a) Program application

(b) Organizational structure

(c) Data Collection system

(d) Methods of data analysis and application to maintenance control

(e) Procedures for establishing and revising performance standards



(f) Definition of significant terms

(g) Program displays and status of corrective action programs

(h) Procedures for program revision

(i) Procedures for maintenance control changes

5.12.2 Evaluate the Program Application Procedures. When the applicant submits a formal

program, ensure that the program document defines the following: (a) Components, systems, or complete aircraft controlled by the program.

Individual systems and/or components are identified by Air Transportation Association Specification 100. A list of all components controlled by the program must be included as an appendix to the program document or included by reference (e.g., time limits, manuals, or computer report).

(b) The portion of the maintenance program controlled by the reliability program

(overhaul and/or inspection, check periods, etc.). 5.12.3 Evaluate Organizational Structure. The structure must be described adequately and

address committee membership, if appropriate, and meeting frequency. (a) Ensure that the reliability program includes an organizational chart that shows the

following:

(i) the relationships among organizational elements responsible for administering the program; and

(ii) the two organizational elements responsible for approving changes to maintenance controls and specifying the duties and responsibilities for initiating maintenance program revisions

Note: One of the two organizations must have inspection or quality control responsibility

or have overall program responsibility. 5.12.4 Evaluate the Organizational Responsibilities (a) Determine if the reliability program document addresses the following:

(i) the method of exchanging information among organizational elements. This

may be displayed in a diagram; (ii) activities and responsibilities of each organizational element and/or

reliability control committee for enforcing policy and ensuring corrective action

(b) Ensure that authority is delegated to each organizational element to enforce policy.

5.12.5 Evaluate the Data Collection System (a) Ensure that the reliability document fully describes the data collection system for the



aircraft, component, and/or systems to be controlled. The following must be addressed:

(i) flow of information; (ii) identification of sources of information; (iii) steps of data development from source to analysis; and (iv) organizational responsibilities for each step of data development (b) Ensure that the document includes samples of data to be collected, such as power

plant disassembly and inspection reports, component condition reports, mechanical delay and cancellation reports, flight record reports, premature removal reports, in-flight shutdowns, confirmed failure reports, internal leakage reports, and engine shutdown reports.

(c) Ensure that the reliability document includes a graphic portrayal of program

operations. It must be a closed loop and show source data, data correction, and analysis.

5.12.6 Evaluate the Methods of Data Analysis and Application to Maintenance Controls.

Ensure that the data analysis system includes the following: (a) One or more of the types of action appropriate to the trend or level of reliability

experienced, including: (i) actuarial or engineering studies employed to determine a need for

maintenance program changes; (ii) maintenance program changes involving inspection frequency and content,

functional checks, overhaul procedures, and time limits; (iii) aircraft, aircraft system, or component modification or repair; and (iv) changes in operating procedures and techniques.

(b) The effects on maintenance controls such as overhaul time, inspection and check periods, and overhaul and/or inspection procedures.

(c) Procedures for evaluating critical failures as they occur. (d) Documentation used to support and initiate changes to the maintenance program,

including modifications, special inspections, or fleet campaigns. The program must reference the operator's manual procedures for handling these documents.

(e) A corrective action program that shows the results of corrective actions in a

reasonable period of time. Depending on the effect on safety, a "reasonable" period of time can vary from immediate to an overhaul cycle period. Each corrective action plan or program must be made a matter of record and include a planned completion date. Samples of forms used to implement these actions must be included in the program document.

(f) A description of statistical techniques used to determine operating reliability levels. 5.12.7 Evaluate the Procedures for Establishing and Revising Performance Standards



(a) Ensure that each program includes one of the following for each aircraft system

and/or component controlled by the program: (i) initial performance standards defining the area of acceptable reliability; and (ii) methods, data, and a schedule to establish the performance standard.

(b) Ensure that the performance standard is responsive and sensitive to the level of reliability experienced and is stable without being fixed. The standard should not be so high that abnormal variations would not cause an alert or so low that it is constantly exceeded in spite of the best known corrective action measures.

(c) Ensure that the procedures specify the organizational elements responsible for

monitoring and revising the performance standard, as well as when and how to revise the standard.

5.12.8 Evaluate Definitions. Verify that each program clearly defines all significant terms used in

the program. Definitions must reflect their intended use in the program and will therefore vary from program to program. Acronyms and abbreviations unique to the program also must be defined.

5.12.9 Evaluate Program Displays and Status of Corrective Action Programs and Reporting (a) Ensure that the program describes reports, charts, and graphs used to document

operating experience. Responsibilities for these reports must be established and the reporting elements must be clearly identified and described.

(b) Ensure that the program displays containing the essential information for each

aircraft, aircraft (c) System, and component controlled by the program are addressed. Each system and

component must be identified by the appropriate ATA Specification 100 system code number.

(d) Ensure that the program includes displays showing:

(i) performance trends; (ii) the current month's performance; (iii) a minimum of 12 months' experience; and (iv) reliability performance standards (alert values)

(e) The program must include the status of corrective action programs. This includes all

corrective action programs implemented since the last reporting period. 5.12.10 Evaluate the Interval Adjustments and Process and/or Task Changes System. (a) Review the change system procedures. Ensure that there are special procedures for

escalating systems or components whose current performance exceeds control limits.



(b) Ensure that the program does not allow for the maintenance interval adjustment of any Certification Maintenance Requirements (CMR) items. CMR's are part of the certification basis. No CMR item shall be escalated through the operator maintenance/reliability program.

Note: The operator may not use its reliability program as a basis for adjusting the repeat interval

for its corrosion prevention and control program; however the operator may use the reliability program for recording data for later submission to the Chairman to help substantiate repeat interval changes.

(c) Ensure that the program includes provisions for notifying the Authority when changes are made.

5.12.11 Evaluate the Procedures for Program Revisions. The reliability document must accomplish the following: (a) Identify and isolate areas which require approval of the Chairman for program

revision, including the following: (i) reliability measurement; (ii) changes involving performance standards, including instructions relating to the development of these standards;

(iii) data collection system; (iv) data analysis methods and application to maintenance program; and (v) any procedural or organizational change concerning program administration. (b) If the operator proposes that all revisions to the program document be approved by

the Chairman, isolation of those areas requiring Chairman’s approval is not required. However, the document must recognize each of the above requirements and must contain procedures for adequately administering and implementing changes required by these actions.

(c) Identify the organizational element responsible for approving amendments to the program. (d) Provide a periodic review to determine that the established performance standard is

still realistic. (e) Provide procedures for distributing approved revisions. (f) Reference the operator's manual and provide the overhaul and inspection periods,

work content, and other maintenance program activities controlled by the program. 5.12.12 Evaluate the Procedures for Maintenance Control Changes. Ensure that the reliability

program document addresses the following:

(a) Procedures for maintenance control changes to the reliability program (b) The organizational elements responsible for preparing substantiation reports to



justify maintenance control changes. At least two separate organizational elements are required, one of which exercises inspection or quality control responsibility for the operator.

(c) Processes used to specify maintenance control changes (e.g., sampling, functional

checks, bench checks, decision tree analysis, and unscheduled removal) (d) Procedures covering all maintenance program activities controlled by the program (e) Procedures for amending operations specifications, as required (f) procedures to ensure maintenance interval adjustments are not interfering with

ongoing corrective actions (g) Critical failures and procedures for taking corrective action (h) Procedures for notifying the Chairman, when increased time limit adjustments or

other program adjustments occur are addressed 5.12.13 Analyze Reliability Program Evaluation: Upon completion, record all deficiencies

noted. Determine the appropriate corrective action(s) to be taken. Deficiencies noted in the program must be given to the operator/applicant in writing.

____________________



VOLUME 2. AIRWORTHINESS ADMINISTRATION

CHAPTER 6. MAINTENANCE PROGRAM

6.1 GENERAL 6.1.1 The ICAO Annex 6, (Part I, 8.3 for aeroplanes and Part III, Section II, 6.3 for helicopters)

places an obligation on operators to provide a maintenance programme approved by the State of Registry for the use and guidance of maintenance and operational personnel and to ensure that the maintenance of their aircraft is performed in accordance with this maintenance programme. Annex 6, Part III, Section II, 6.3 and Part I, 8.3 specify that the design and application of the operator’s maintenance programme shall observe the human factors principles.

Note: Guidance material on the application of human factors principles can be found in the Human

Factors Training Manual (Doc 9683). 6.6.2 Annex 6, (Part I, Section 11.3 for aeroplanes and Part III, Section II, Section 9.3.3 for

helicopters) also requires that maintenance tasks and intervals that have been specified as mandatory in approval of the type design shall be identified (e.g. Certification Maintenance Requirements and Airworthiness limitations).

6.6.3 Annex 6, (Part I, 11.3.3 for aeroplanes and Part III, Section II, 9.3.3 for helicopters) also

contains a recommendation that the maintenance programme be based on maintenance programme information made available by the State of Design or by the organization responsible for the type design. For large aeroplanes, this information is normally issued in the form of a Maintenance Review Board (MRB).

6.6.4 The maintenance programme is a document which describes the specific maintenance tasks

and their frequency of completion, necessary for the continued safe operation of those aircraft to which it applies. A maintenance program combines the maintenance and inspection functions used to fulfill an operator total maintenance needs. Rule 191 of the CARs 1984 require that an operator must have a System of Maintenance of the aircraft (i.e. maintenance program) adequate to perform the work and qualified competent persons to certify the maintenance and to monitor performance.

6.6.5 A maintenance programme for each aircraft as required by Annex 6, Part I, Section 8.3 and

Part III, Section II, 6.3 shall contain the following information:

(a) Maintenance tasks and the intervals at which these are to be performed, taking into account the anticipated utilisation of the aeroplane;

(b) When applicable, a continuing structural integrity programmes;



(c) Procedures for changing or deviating from (a) and (b) above; and

(d) When applicable, condition monitoring and reliability programme descriptions for aircraft systems, components and power plants.

Note: In the context of this paragraph, “when applicable” means that the condition monitoring and

reliability programmes are only applicable to aircraft types where the maintenance programme was derived using the maintenance review board process under MSG-3 philosophy or as required by the MRB.

6.2 ANO (AW) REFERENCE 6.2.1 The Air Navigation Order (Airworthiness Requirements) Chapter B.15 titled Approval of

aircraft maintenance programme and schedules. 6.3 MAINTENANCE PROGRAMME APPROVAL 6.3.1 In accordance with the rule 191 of the CARs 1984 and the current issue of the ANO (AW)

B.15 the CAAB has been given the authority and responsibility for the approval of each operator’s maintenance programme — that is, the approval of the programme in which an operator establishes the time limitations (or standards for determining time limitations) for scheduled maintenance tasks for the aircraft [overhauls, inspections and checks of aircraft, engines, propellers (where applicable) and appliances and their monitoring].

6.3.2.1 Maintenance programs are approved through issue of Maintenance Program or

Maintenance Schedule approval letter as per the “Specimen” shown in the ANO (AW) B.15. Significant brief details of the program/schedule must also be included in the operator/applicant's MPM and MCM.

6.4 MAINTENANCE PROGRAMME DEVELOPMENT BASIS 6.4.1 Operator's maintenance programmes should normally be based upon the manufacturer

recommended instructions for continued airworthiness such as, but not limited to, the Maintenance Review Board Report, where available, and the Type Certificate holder's Maintenance Planning Document or Chapter 5 of the maintenance manual (i.e. the manufacturer's recommended maintenance programme). The structure and format of these maintenance instructions may be rewritten by the operator to better suit his operation and control of the particular maintenance programme.

6.4.2 For a newly type-certificated aircraft, where no previously approved maintenance

programme exists, it will be necessary for the operator to comprehensively appraise the manufacturer's recommendations (and the MRB Report where applicable), together with other airworthiness information, in order to produce a realistic programme for approval.



6.4.3 For existing aircraft types, it is permissible for the operator to make comparisons with

maintenance programs previously approved. It should not be assumed that a programme approved for one operator will automatically be approved for another operator. Evaluation is to be made of aircraft/fleet utilisation, landing rate, equipment fit and, in particular, the experience of the maintenance organization should be assessed. Where the CAAB is not satisfied that the proposed maintenance programme can be used as is by the operator, the CAAB should request the operator to introduce appropriate changes to it, such as additional maintenance tasks or de-escalation of check frequencies, or to develop the aircraft initial maintenance programme based upon the manufacturer’s recommendations.

6.5 UPDATING THE MAINTENANCE PROGRAMME 6.5.1 Revisions to the approved programme should be raised by the operator, to reflect changes

in the Type Certificate holder’s recommendations, modifications, service experience, or as required by the CAA. Reliability programmes form one important method of updating approved programmes.

6.5.2 The operator may only vary the periods prescribed by the programme with the approval of

the CAAB. The AELD should not approve intervals escalations or tasks modifications related to Airworthiness Directives (AD), Airworthiness Limitation (ALI) and Certification Maintenance Requirements (CMR) without an appropriate consultation with the State of Design.

6.5.3 Operator’s approved aircraft maintenance programmes should be subject to periodic review

to ensure that they take into account the current Type Certificate holder’s recommendations, revisions to the maintenance review board report, mandatory requirements and maintenance needs of the aircraft.

6.5.4 The operator should review the content of the maintenance programme at least annually for

continued validity in the light of operating experience. 6.6 OPERATOR/APPLICANT'S ORGANIZATION 6.6.1 The operator/applicant must have an organization adequate to carry out the provisions of

the maintenance program. If the work is to be performed outside of the operator/applicant's organization, the contractor must meet the same requirements. In determining the adequacy of the organization, the following must be considered: (a) The complexity of the organization

(b) The aircraft

(c) The experience of the personnel



(d) The number of personnel 6.7 INSPECTIONS OF THE OPERATOR 6.7.1 Applicability: During the original certification process of an operator/applicant, the

Airworthiness Officials should ensure that the maintenance program is applicable to the proposed operation. In order to do so, the Airworthiness Officials will inform the operator/applicant of the pertinent policies, procedures, and requirements of the regulations.

6.7.2 Scheduling: The operator/applicant in consultation with the responsible Airworthiness

Official should develop a plan to determine a schedule (Time Plan) for the submission and approval of required documents.

6.7.3.1 Scheduled maintenance: Maintenance tasks performed at prescribed intervals are

considered scheduled maintenance. Some of these tasks are performed concurrently with inspection tasks and may be included on the same work form. Work forms that include maintenance instructions must be provided for a record of the accomplishment of these tasks.

(a) Scheduled tasks include replacement of life-limited items and components requiring

periodic overhaul, special nondestructive inspections (such as X-rays), checks or tests for on-condition items, lubrications, and weighing aircraft.

(b) Prime factors considered for inspection intervals are aircraft utilization, environmental conditions, and the type of operation. Examples include changes in temperature, frequency of landings and takeoffs, operation in areas of high industrial pollutants, and passenger or cargo operations.

(c) To ensure proper maintenance, each inspection interval must be stated in terms of calendar times, cycles, and hours, as required.

6.7.4 Unscheduled maintenance: Unscheduled maintenance takes place when mechanical

irregularities occur.

(a) Mechanical irregularities occurring during flight time: These include operational failures and malfunctions and abnormal flight operations, such as hard or overweight landings. The aircraft maintenance record must be used to record each irregularity and its corrective action.

(b) Mechanical irregularities not occurring during flight time: These include all other failures, malfunctions and discrepancies, including, but not limited to, inspection findings. A discrepancy form or equivalent system must be used to record each irregularity and its corrective action.



6.8 TYPES OF MAINTENANCE 6.8.1 Overhaul and repair (airframe, engine, propeller, and component): Maintenance for

these items, whether scheduled or unscheduled, may be independent from maintenance performed on the aircraft. The operator/applicant must provide instructions and standards for repair and overhaul, along with a method of approving and recording the work. Appropriate life-limited parts replacement requirements should be included in this portion of a maintenance program.

6.8.2 Structural inspection: The depth of required inspection may of different levels as mentioned below:

(a) Each level of inspection must be clearly defined in the operator/applicant’s

maintenance program. For example, a specific area of the aircraft may require only a visual inspection during preflight, A and B checks but will require a detailed, X-ray or Zyglo inspection in the same area for a "C" or "D" check.

(b) Some aircraft are subject to a supplemental structural inspection document, which requires additional age-related structural inspections to be incorporated into the maintenance program.

6.8.3 Requirements: If a certificated operator proposes changes to the maintenance program,

the Airworthiness Officials must determine the impact of the revision on the program. Since maintenance programs vary, depending on the operator/applicant's complexity of operation, the Airworthiness Officials must become familiar with all of the pertinent technical and regulatory aspects of the program.

6.8.4 Return to Service: Through the provisions of the Rule 190 of the CARs 1984 any

Bangladesh based person or organisation intending to be engaged in maintenance, modifications, repair, processing, testing of aircraft, aircraft components, items of equipment or other aircraft goods may be considered maintenance organizations. As such, they are authorized to approve aircraft and/or equipment for return to service and are responsible for meeting all the applicable requirements.

(a) The persons exercising certificate privileges have always had the responsibility to

show compliance with regulatory requirements and to make a determination of conformance and safety. The need to ensure that a replacement part was produced by a CAA approved source is therefore critical.

(b) Inspectors, during the process of certification and surveillance, must ensure that the

operator/applicant fully understands the regulatory requirements and the resulting responsibility to show that any/all parts and/or materials used, from any source, are airworthy (i.e., conform to type design), are equal to the original or properly



modified condition, and have been maintained properly. (c) Additionally, the inspector must ensure that the operator/applicant's manual

contains adequate procedures at the incoming inspection to determine the part is genuine and serviceable, prior to the material being stocked or used.

6.8.5 Maintenance Performed for Other Operators: An aircraft operator with an approved

maintenance program may also perform maintenance for another certificate holder, provided the Certificate of Approval issued by the Chairman covers the type of maintenance. Such maintenance must be performed in accordance with that certificate holder's approved program.

6.9 MAINTENANCE PROGRAM. 6.9.1 Contents of Maintenance Program: Contents of the maintenance programme shall be

based on the MRB and MPD. The details are given in the ANO (AW) B.15. While approving AMP/AMS of an Operator, the concerned Airworthiness Official must ensure that all the schedule checks (i.e. Service check, A check, C check etc.) interval of the aircraft type during the first entry in to service with the Bangladeshi Operator (not withstanding the fact, that the aircraft type had entered in to service in other countries earlier) are at the same interval period as stated in the MRB/MPD. Future escalation of check cycle interval will depend upon findings of the Reliability Control Programme (RCP) of the Bangladeshi operator.

6.9.2 Incorporation of Set Procedures: The maintenance program must incorporate a set of

procedures that ensures the following: (a) Maintenance and modifications are performed according to the Manufacturer’s

Manual and the Operator’s procedures stated in the MPM and MCM. (b) Competent personnel, and adequate facilities and equipment are provided for the

proper performance of maintenance and modifications (c) Each aircraft released to service is airworthy

(d) Airworthiness inspections and Duplicate Inspections are performed per the

operator's manual, by qualified personnel. 6.9.3 Airworthiness Inspections: The Air Navigation Orders (Airworthiness Requirements)

stipulate that each operator's manual must describe airworthiness inspections, including instructions covering procedures, standards, responsibilities, and authority of inspection personnel. The methods and procedures established by the operator's manual must be followed.



6.9.4 Duplicate Inspections (Required Inspection Items): The required inspection must be carried when any of the maintenance task(s) as stated in the ANO (AW) B.10 and the respective operator’s MPM is involved.

6.9.5 Maintenance Inspection: It is recommended that inspections should be carried out by the following persons:

6.9.5.1 Base Maintenance:

(a) The Appropriate Person(s) who carried out the particular base maintenance task

should sign Certificate of Compliance that they have accomplished the task only when satisfied by self inspection that the task has been properly carried out in accordance with the approved maintenance instructions.

(b) If the aircraft maintenance programme requires a specific inspection (i.e. Duplicate Inspection) in addition to the one performed above, this inspection should be accomplished by another competent person, who should sign for the second inspection when satisfied.

(c) The Delegated Appropriate Person should issue Maintenance Release for the

aircraft in accordance with the ANO (AW) B.3A when satisfied that the complete maintenance process has been carried out in accordance with the approved procedures.

6.9.5.2 Line Maintenance:

(a) The Delegated Appropriate Person who carried out the scheduled line

maintenance tasks and unscheduled defect rectification should sign that they have accomplished the task only when satisfied by self inspection that the task has been properly carried out in accordance with the approved maintenance instructions.

(b) The Delegated Appropriate Person should issue a Maintenance Release on the pre-printed Aircraft Maintenance Log in accordance with the ANO (AW) B.3A for the tasks completed only when satisfied by self inspection that the tasks have been properly carried out in accordance with the approved maintenance instructions.

(c) Accomplishment of Pre-Departure Check (PDC) and Daily Inspection (DI) if do not

involve rectification of defect(s), does not warrant signing of Maintenance release on the AML. In such cases only signing for Certificate of Compliance by the Appropriate Persons for satisfactory accomplishment of the PDC/DI is required.

6.9.5.3 Workshops:

(a) The Appropriate Person who carried out the maintenance task specified in the



approved Component Maintenance Manuals (CMM) should sign Certificate of Compliance in accordance with the ANO (AW) B.3A that they have accomplished the task only when satisfied by self inspection that the task has been properly carried out in accordance with the approved maintenance instructions.

(b) The Delegated Appropriate Person of workshop should issue Authorised Release Certificate in accordance with the ANO (AW) B.3A for the aircraft component when satisfied that the complete maintenance process has been carried out in accordance with the approved procedures including additional inspections, when required.

6.9.5.4 Personnel Considerations: The operator/applicant must maintain a current listing of

certifying staff as required under the ANO (AW) C.8 and his MPM. Each individual must be identified by name, occupational title, and list the authorizations granted.

(a) To comply with these requirements, the operator's personnel staff list may be used.

This staff list should include a method for positive identification of those who are trained, qualified, authorized, certificated, and current.

(b) Authorized individuals may be informed by letter or by a list showing the extent of their responsibilities, authorities, and inspection limitations. If a list is used, it should be signed by each authorized individual to confirm that the authorized person is fully aware of any inspection limitations.

6.10 APPROVAL PROCESS OF AMP/AMS 6.10.1 Brief the Operator/Applicant: Provide the applicant with the applicable information and

advise the operator/applicant of the current policies and regulatory requirements. 6.10.2 Review the Schedule of Events: If this task is performed as a part of the approval of an

organisation, review the Schedule of Events to ensure that this task can be accomplished within the schedule.

6.10.3 Evaluate the Maintenance Programme: The maintenance program should be evaluated

against the MRB and MPD and the duly completed Compliance Check List submitted by the applicant as per the ANO (AW) B.15.

6.10.4 Analyze the Findings

(a) Evaluate all deficiencies to determine what, if any, corrective actions will be required.

(b) If there are deficiencies in the maintenance program, schedule a meeting with the operator/applicant to discuss needed program changes and deficiency resolutions.



(c) If there are no deficiencies in the maintenance program, issue Maintenance Schedule approval letter as per the standard format as mentioned in the ANO (AW) B.15.

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CAAB AIRWORTHINESS INSPECTOR HANDBOOK _

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CHAPTER 7. CONTINUING ANALYSIS & AUDITING PROGRAM

7.1.1 OBJECTIVE: This chapter provides guidance for reviewing an operator/applicant's Continuous Analysis and Auditing Program so that it meets the necessary regulatory requirements. This process should not be confused with the requirement for an operator to have an internal audit program – this requirement is additional as it requires that an operator checks to verify that his maintenance program/schedule is effective in maintaining his fleet. Reference can also be made to other Chapters of this manual including: (a) Chapter 5: Reliability Program;

(b) Chapter 17: Airworthiness Auditing; and

(c) Chapter 20: Approved Maintenance Organisations

7.2 GENERAL: A continuing analysis and audit system should be included in the operator's MPMC manual. The system shall ensure the adequacy of an operator's maintenance program and confirm that the program is properly followed and controlled. The authority may require revisions to an operator's maintenance program based on deficiencies or irregularities revealed by the continuing analysis and audit system, which has two functions:

7.2.1 The audit function: It includes a follow up for those components removed, and the strip report must be a part of the Continuing Analysis and Audit Program. It must also include examining the administrative and supervisory aspects of the operator's program (including work done outside of the operator's basic organization). The audit must ensure that the Main Base, and Line Stations, and shops operate in accordance with company procedure. The audit function shall include such things as:

(a) Ensuring that all publications and work forms are current and readily available to the user.

(b) Ensuring that major repairs/alterations are classified properly and accomplished with

approved data. (c) Ensuring that carryover items and deferred maintenance are properly handled. (d) Ensuring that vendors are properly authorized, qualified, staffed, and equipped to do

the contractor function according to the operator's manual. 7.2.2 The performance analysis function: It includes daily and long term monitoring and

emergency response related to the performance of affected aircraft systems, including aircraft engines and components. This function includes monitoring such things as:


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(a) Daily mechanical problems for affected aircraft (daily monitoring);

(b) Deferred maintenance items including excessive number and times (daily monitoring);

(c) Pilot reports compiled by Air Transport Association (ATA) code (long term

monitoring);

(d) Mechanical Interruption Summary Reports (MIS) (long term monitoring);

(e) Contained engine failures (emergency response); and

(f) High number of unscheduled component removals (long-term monitoring).

7.2.3 The continuing analysis and audit program should include a system of data collection and analysis which may or may not be part of a reliability program.

7.2.4 The continuing analysis and audit system also addresses operational matters, such as

maintenance scheduling, control and accountability of work forms, conformity to technical instruction, and compliance with procedural requirements. Additionally, it examines the adequacy of equipment and facilities, parts protection and inventory, mechanic competency, and shop orderliness.

7.3 REVIEWING THE OPERATOR'S PROGRAM 7.3.1 For maximum effectiveness, the continuing analysis and audit program should be separated

from other maintenance functions. Some operators establish a separate quality assurance organization for this purpose. Others assign this function to their inspection/quality control organization. When the analysis and audit responsibility is assigned to an organizational unit that has other duties, these functions should be performed independently of the other duties.

7.3.2 Mechanical performance analysis may be performed as part of a reliability program or as an independent data collection and analysis system. The system should include charting or other appropriate methods for recording and accounting of pertinent data at specified intervals. This will ensure continuous program operation. Data collection and analysis are essential elements for supporting the condition monitoring process.

7.3.3 The use of contract agencies tends to complicate an operator's continuous analysis and audit system. When a contractor fails to provide the operator with essential information (such as failure characteristics, service times, etc.), gaps is created in the operator's data collection. This obstructs the continuous analysis and audit system. Therefore, the continuing analysis and audit program must include procedures for transmitting essential information back to the operator.

7.3.4 When aircraft fleets are grouped for purposes involving data collection, the data from the total of the fleets may provide a valid comparison for behavior of one of the fleets. However, data generated by a single airplane or a small fleet can be obscured by a larger fleet of the group.


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Note: Unacceptable performance of a small fleet may not contribute a significant statistical impact unless the data from the smaller fleet is reviewed individually.

7.3.5 When an operator uses a contractor for total maintenance support, the operator is

responsible for the continuing analysis and audit requirement. The operator must have enough personnel and resources to accomplish both the audit and performance analysis functions.

7.3.6 The complexity and sophistication of the continuous analysis and audit system should relate

to the certificate holder's operation. A small operator should not be expected to have a complex system similar to a large airline. However, small operators must have a system with continuous data collection which includes specified analysis points and repetitive examinations.

7.3.7 Data collection and analysis program of the Operator may use the manufacturer as a

collection and analysis center, provided the program is described in the Operator’s MPM and approved by the Chairman. However, the operator is still responsible for the development and implementation of corrective actions and the overall effectiveness of the program.

7.4. APPROVAL PROCESS: The under mentioned procedures shall be followed by the

concerned Airworthiness Official. 7.4.1 Brief Operator/Applicant on program requirements and procedures. Inform the

operator/applicant that an acceptable program must have a continuous internal audit and analysis system that accomplishes the following:

(a) Evaluates the organization's performance and compliance with regulatory

requirements; (b) Identifies the deficiencies; (c) Determines and implements corrective actions; and (d) Determines the effectiveness of corrective actions

7.4.2 Review the Operator/Applicant's Program. When the operator/applicant presents the

complete continuing analysis and audit program, ensure that the program audits and analyzes the following: (a) Aircraft inspections; (b) Scheduled maintenance; (c) Unscheduled maintenance; (d) Aircraft, engine, prop and appliance repair and overhaul;


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(e) Maintenance manuals; (f) Mechanical Reliability Reports (MRRs); (g) Mechanical Interruption Summary Reports (MISRs); (h) Vendor facilities and capabilities; (i) Maintenance organization staffing; and (j) Required Inspection Item Program (RIIP)

7.4.3 Review Operator's Maintenance Procedure Manual (MPM) and ensure that the manual

contains the followings:

(a) An organizational chart that defines the lines of authority and separates QA from other functional areas;

(b) Definitions of responsibilities and duties;

(c) The means by which the information will flow within the operator/applicant's

organization and between any contractor/vendors and the operator/applicant; (d) Examples of forms or reports that are used; and

(e) Procedures that include a record review covering the following items:

(i) accountability for all inspection requirements; (ii) routine and non-routine maintenance records ;. (iii) overhaul records; (iv) methods of Airworthiness Directives (ADs) compliance; (v) service bulletin compliance; and (vi) major repairs and alterations approval data.

7.4.4 Evaluate Available Staffing: Ensure that the staffing described in the manual is available

and appropriate for the complexity of the operator/applicant's operation. 7.4.5 Analyze Results: Upon completion of the review, analyze the results and determine

whether the operator/applicant's program meets all requirements. If problems exist, discuss the discrepancies with the operator/applicant and advise them as to what areas need corrective action.

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CHAPTER 8. FACILITIES & EQUIPMENT 8.1. INTRODUCTION: This chapter provides guidance for evaluating a maintenance

organization facility for original certification, change in rating, or change in location or facilities. This chapter can be applied to an AOC holder or a dedicated maintenance facility (i.e. AMO).

8.1.1 The ICAO Annex 6, Part 1, Chapter 6, under the Section 8.7.5 titled Facilities the

following requirements are stated in the paragraphs quoted below:

(a) Annex paragraph 8.7.5.1 The facilities and working environment shall be appropriate for the task to be performed.

(b) Annex paragraph 8.7.5.2 The maintenance organization shall have the necessary technical data, equipment, tools and material to perform the work for which it is approved.

(c) Annex paragraph 8.7.5.3 Storage facilities shall be provided for parts, equipment, tools and material. Storage conditions shall be such as to provide security and prevent deterioration of and damage to stored items.

8.2 REFERENCE: The rule 191 and the ANO (AW) C.2 should be referred by the

Airworthiness Officials. 8.3. GENERAL 8.3.1 When determining the suitability of permanent housing for the maintenance of airframes, the

inspector should consider climatic conditions. This is to determine if worker efficiency will be adversely affected by high or low temperatures, excessive dust or sand, or other conditions. The inspector should also consider the maintenance being performed to determine if work processes are affected adversely by conditions. For performance of Base Maintenance, the following minimum facilities shall be required: (a) Adequate Hangar facility for aircraft;

(b) Dock planning and Work Cards control area;

(c) Adequate storage area for various manuals and suitable place for reading and

referring the required manuals;

(d) Storage area for removed items of aircraft (i.e. components, parts, seats etc.);

(e) Storage area for ground support equipment and work stands;


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(f) Storage area for serviceable parts/components, tools and test equipment;

(g) Storage area for engineering and maintenance records (current and archive); and (h) Any other facilities as may be required.

8.3.2 Because of the requirement for testing of systems on aircraft operating under IFR and other

specialized services such as X-ray, magnaflux, etc., there may be a need for an AMO to have the capability to move from location to location.

(a) Certificate holder/applicants may move any or all of their material, equipment, and

technical personnel from place to place for the purpose of performing their functions. The address shown on the maintenance organization application will be considered the station's permanent location.

(b) If the station wishes to establish an additional location different than that shown on

the application, the applicant should apply for satellite certification. If facilities exist that the certificate holder/applicant does not want certificated as a satellite station, they must be inspected and accepted by the Chairman prior to being used.

(c) Applicants for Accessory or Instrument ratings must possess the equipment and

have the capability to inspect, test, and where necessary calibrate the items that will be worked on.

8.3 SATELLITE MAINTENANCE ORGANIZATION INSPECTIONS 8.3.1.1 An approved maintenance organization may apply for certification of additional facilities or

locations as satellites of a parent organization. This enables the parent facility to control inspection procedures at each facility and location. Each satellite must satisfy all regulatory requirements for each rating sought. A satellite facility inspection is conducted in the same manner as a maintenance organization facility inspection. A letter must accompany the application. This letter must:

(a) Request the application is processed; (b) Indicate when the facilities and equipment will be ready for inspection; and

(c) Show the certificate number of the parent station. 8.4.2 An application for the satellite station need not be limited to the ratings held by the parent

organization. The ratings sought by the satellite must be mentioned on the application. 8.4.3 A maintenance organization wishing to operate a satellite maintenance facility in a foreign

country must apply for a foreign maintenance organization certificate, not a satellite certificate.

8.5 FOREIGN MAINTENANCE ORGANIZATIONS 8.5.1 The supervisory or inspection personnel of a foreign maintenance organization must be able


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to understand the implication of the Rule 199 of the CARs 1984 and the requirement that completion of maintenance has been certified in a manner approved by the Chairman.

8.6 CONTRACT MAINTENANCE FACILITIES 8.6.1 It may be required for an applicant for a maintenance organization certificate to provide a

list of maintenance functions to be performed by other persons. To ensure the original certification criteria will continue to be met, the certificate holder must submit a revised listing when changes occur. It is the inspector's responsibility to ensure that the regulation allows the work to be contracted out. This listing must be retained in the Airworthiness office files.

8.6.2 If work is contracted out to a non certificated person; the certificate holder/applicant is

responsible for ensuring that all work is performed in accordance with regulatory requirements.

8.6.3 If a certificated maintenance organization intends to perform job functions that were

previously contracted out, a Senior Airworthiness Officials (Assistant Director and above) should plan to observe these functions during surveillance. If this requires the addition of facilities or equipment to perform these functions, they must be inspected prior to use and should be added in Certificate of Approval and/or the related Capability List of the applicable Workshop.

8.7 APPROVAL PROCESS 8.7.1 Review of application and manuals: Review the application and submitted Maintenance

Procedures Manual and Maintenance Control Manual for accuracy and a determination of ratings or location applied for. Also determine if any maintenance functions will be contracted out.

8.7.2 Evaluate Housing and Facilities: Inspect the housing and shop areas to ensure the

following:

(a) Adequate housing includes sufficient work space for maintenance functions to be accomplished

(b) If requesting an airframe rating, that housing includes:

(i) suitable permanent housing for at least one of the heaviest aircraft within the

weight class of the rating being sought; and (ii) if climatic conditions allow, a permanent work dock that meets the

requirements of the regulations (c) Proper storage and protection of:

(i) materials; (ii) parts; and

(iii) supplies.


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(d) Proper identification and protection of parts and subassemblies during: (i) disassembly; (ii) cleaning; (iii) inspection; (iv) repair; (v) alteration; and (vi) assembly. (e) Segregation of the following:

(i) incompatible work areas, e.g., metal shop, battery charging area, or painting

area next to an assembly area; and (ii) non partitioned parts cleaning areas (f) Proper ventilation, lighting, and temperature and humidity for the type and

complexity of work being accomplished

8.7.3 Technical documents to ensure that documents:

(a) Are in compliance with the regulations; (b) Are appropriate for the maintenance to be performed;

(c) Are current, accurate, and complete and in maintenance organization's possession;

(d) Are easily accessible to personnel and are controlled (no unauthorized copies); (e) Include a method to ensure revisions are made

8.7.4 Equipment, tools, and test equipment, per rating sought, to ensure:

(a) Required types and quantities are available and under the control of the maintenance organization;

(b) All required items are serviceable and within calibration criteria, to include

traceability to one of the following: (i) national Standards; (ii) standard established by the item's manufacturer; and (iii) if foreign manufactured, the standards of the country where manufactured, if

approved by the Chairman.

(c) A system exists to which makes it readily apparent to the user that the item is not overdue for calibration;

(d) A record keeping system exists of calibration results.


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Note: If the maintenance organization utilizes an engine test cell, it must be correlated to the manufacturer's specifications.

8.7.5 Review qualified staff list. Ensure that: (a) Personnel directly in charge of maintenance functions for the maintenance

organization are licensed/approved in accordance with the regulations; (b) The certificate holder/applicant has a list of supervisory and inspection personnel

that lists at least one appropriately licensed/approved mechanic in a supervisory position; and

(c) The certificate holder/applicant's staff list includes inspectors authorized to make

final airworthiness determinations 8.7.6 Analyze Findings: If deficiencies were found, meet with certificate holder/applicant to

discuss possible corrective actions.

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CHAPTER 9. APPROVAL OF A WEIGHT & BALANCE PROGRAM

9.1 BACKGROUND AND OBJECTIVES: 9.1.1 This chapter provides guidance for evaluating an operator/applicant's weight and balance control program. 9.2 REFERENCE TO CARS AND ANO 9.2.1 The rule 161(g), 170(2)(2)(26)(f) of the CARs 1984 and the Air Navigation Order

(Airworthiness Requirements) Chapter B.6 titled Aircraft Weight and Balance Control are referred.

9.3 GENERAL 9.3.1 Approved weight and balance control procedures are the only means for an

operator/applicant to authorize the use of other than known weights for crew, passengers, baggage, or cargo. The weight and balance control program, including loading schedules and charts, are approved on operations specifications by the Director. This program must be included in the operator/applicant's policies and procedures manual.

9.3.2 The operator/applicant may develop and submit for approval any method or procedure by

which it can show that an aircraft: (a) Is properly loaded according to approved configuration (loading schedules or

charts) (b) Will not exceed authorized weight and balance limitations during all ground and

flight operations (c) Will be periodically reweighed and its data reevaluated (d) Will have its data recalculated, if changes necessitate 9.3.3 The operator/applicant's weight and balance control procedures may either be an

independently controlled document which includes all the instructions and procedures for maintenance, operations, and baggage/cargo control, or it may be included in the manual.

9.4 ESTABLISHED WEIGHT AND CENTER OF GRAVITY (CG) LIMITS 9.4.1 During type certification, the aircraft manufacturer carry out flight test to check weight and

balance under all conditions and establish center of gravity limits. These limits are approved by the State of design and mentioned in the TCDS of the aircraft.


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9.4.2 The applicant for the issuance or the renewal of a Certificate of Airworthiness should be

required to provide the current mass and balance report for the aircraft.

9.4.3 The mass and balance report is normally obtained by weighing. Nevertheless, if the changes in mass and balance have been duly computed and recorded and if the resulting change is minor, the accurate mass may be obtained by calculation from the previous weighing.

9.4.4 A complete, current, and continuous record of changes in empty mass and empty centre of

gravity position should be maintained for each aircraft. This record should contain details of all alterations affecting either the mass or balance of the aircraft.

9.5 PERIODIC WEIGHING OF AIRCRAFT AND DETERMINATION OF MASS 9.5.1 The frequency of weighing Small Aeroplane may be at set intervals of 1 – 3 years and Large

Aeroplanes at to be weighed at periods not exceeding every 5 (five) years. The specific period must be stated in the respective Operator’s Maintenance Programme. However if the operator has a properly controlled weight control program approved by the Chairman this requirement may be extended.

9.5.2 Scales used to weigh passengers, aircraft, cargo, and baggage must be calibrated and

traceable to a national standard. Calibration must be performed in accordance with the civil authority for weights and measures having jurisdiction over the area in which the scales are used. The frequency of testing depends on use and handling.

9.5.3 Not withstanding 9.5.1 above, it should be the responsibility of the operator of an aircraft to

renew the load data sheet if a modification results in a significant change in the empty mass or empty centre of gravity position.

9.5.4 Further to the provisions of 9.5.3 above if the Chairman or the operator is of the opinion

that adequate mass control has not been exercised over an aircraft during the modification, the Chairman or the operator may require that a new empty mass and empty centre of gravity position should be determined.

9.6 PROCEDURES FOR DETERMINING MASS 9.6.1 Aircraft mass determination should be supervised by either an airworthiness Inspector of

CAAB or a person duly trained and nominated by an operator or an owner to sign on its behalf. Aircraft should be presented for mass determination in a condition acceptable to the person authorized to supervise the measurements.

9.6.2 At least two independent determinations should be made and the aircraft longitudinal datum

line should be horizontal. The load should be completely removed from the weighing equipment between determinations. The aircraft gross masses as determined by the two measurements should be consistent. If not, the measurements should be repeated until the gross masses, as determined by two consecutive and independent measurements are consistent.


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9.6.3 Prior to the initial issue of a Certificate of Airworthiness for each aeroplane and helicopters, a list of equipment included in the empty mass should be established. If an operating mass is used, a similar list of removable equipment and disposable load included in the operating mass should also be established. Where a change occurs in the items included in either the empty mass or, if applicable, the operating mass of an aircraft, the appropriate list should be amended by the operator.

9.6.4 Normal precautions, consistent with good practices in the mass determination procedures,

should be taken, such as:

(a) Aircraft and equipment should be checked for completeness in accordance with 9.6.3 above;

(b) Fluids should be properly accounted for;

(c) Mass determination should be carried out in an enclosed building, to avoid the effect of wind; and

(d) The scales used should be properly calibrated and used in accordance with the manufacturer’s instructions.

9.6.5 An aircraft mass summary should be completed and a certified by the person supervising the

measurement. Data recorded should be sufficient to enable the empty mass and empty mass centre of gravity position to be accurately determined.

9.6.6 The empty mass and empty centre of gravity position should be determined by the owner or

operator of the aircraft in accordance with the recorded results of the measurements. 9.7 LOADING DATA 9.7.1 The loading schedule should be kept with the aircraft, forming a part of the aircraft flight

manual. It should include instructions on the proper load distribution such as filling of fuel tanks and oil tanks, passenger movement, distribution of cargo, etc. A check should be made to determine if the schedule will allow computation of separate loading conditions when the aircraft is to be loaded in other than the specified conditions shown in the loading schedule.

9.7.2 Information on which to base records of mass and balance changes to the aircraft may be

obtained from the pertinent aircraft specifications, aircraft flight manual and the aircraft mass and balance report. Operators should maintain records of all known mass and centre of gravity changes which occur after the aircraft mass has been determined.

9.7.3 A mass and centre of gravity schedule should be provided for each aircraft. Each schedule

should be identified by the aircraft designation, nationality and registration marks. The date of issue of the schedule should be given and the schedule should be signed by an approved representative of the organization or a person suitably qualified or acceptable to the Chairman . A statement should be included indicating that the schedule supersedes all earlier issues.


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9.8 AIRCRAFT MASS CONTROL ORGANIZATION 9.8.1 The Chairman should consider applications from an operator to determine the mass of certain

types of aircraft on a sampling basis, provided the operator has an approved mass control organization.

Note: Three or more aircraft of the same type under the control of one operator may, with

the approval of the Chairman, be treated as a fleet for the purposes of preparation and approval of loading data.

9.8.2 Such an organization should consist of a minimum of 2 (two) engineers, or 1 (one) engineer

and 1 (one) mass control officer, or 2 (two) mass control officers. The staff of an approved mass control organization should have adequate facilities to enable the maintenance of records of mass changes of each aircraft of the operator's fleet.

9.8.3 Application for approval: Application for approval of an aircraft mass control organisation

should be made to the Chairman and should include the following:

(a) The qualifications, and experience required by the operator for members of the aircraft mass control organization;

(b) Details of the method of liaison with other sections of the organization to ensure

that all records of mass changes are transmitted to the aircraft mass control organization; and

(c) Details of the procedure within the organization for ensuring adequate control of

the loading of all aircraft. 9.8.4 The mass and balance control system should include methods by which the operator will

complete a current and continuous record of the mass and centre of gravity of each aircraft. Such records should reflect all alterations and changes affecting either the mass or balance of the aircraft and should include a complete and current equipment list. When fleet mass is used, pertinent computations should be available in individual aircraft files.

9.8.5 The operator should take into account all probable loading conditions which may be

experienced and show that the loading schedules may be applied to individual aircraft or to a complete fleet. When an operator uses several types or models of aircraft, the loading schedule (which may be index type, tabular type, or computer based) should indicate the type or model of aircraft for which it is designed.

9.9 Preparation and approval of loading data 9.9.1 Loading data prepared in accordance with the provisions of this sub-section should be

acceptable to the CAAB. Where the applicable flight manual pages are used as the load data sheet and to specify any required loading system, the completed pages should be submitted to the Chairman for incorporation in the aircraft flight manual.


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9.9.2 The operator should be responsible for the preparation of a load data sheet for each aircraft

based on the empty mass and empty centre of gravity position. 9.9.3 The operator should be responsible for the preparation of a loading system for each aircraft

based on the empty mass and empty centre of gravity position, unless it can be shown that the aircraft cannot be loaded so that its centre of gravity falls outside the approved range.

9.10 CONTRACTORS. 9.10.1 An operator/applicant may use a contractor to weigh items required to be weighed.

However, the operator/applicant is responsible for ensuring the contractor complies with the operator/applicant's approved weight and balance control program. This includes ensuring scales are calibrated and tested in accordance with the operator/applicant's Policies and Maintenance Procedures Manual.

9.11 EVALUATION PROCEDURES 9.11.1 Coordinate with Operator/Applicant: Operator/applicant must submit the following for

review by the Airworthiness Inspector:

(a) Manufacturer Weight and Balance Manual (current revision) (b) Weight and Balance Program document (if not part of manual) (c) Pertinent company procedures (d) Instructions for completing forms used in aircraft weight control and aircraft loading (e) Mathematical justification for loading provisions or schedules

. 9.11.2 Review the Operator/Applicant's Manual/Program Document: The manual must

include procedures, levels of authority, and information appropriate to the applicable Rules of the CARs 1984. In addition, the following must be included:

(a) Manual revision and distribution procedures, to ensure:

(i) list of effective pages; (ii) current information is provided to all manual holders; and (iii) manuals are available to maintenance, operations and ground personnel and

are furnished to the CAAB. (b) Definitions of all significant terms used in the program. The definitions must reflect

their intended use. Acronyms or abbreviations unique to the manual must also be defined.

(c) Description of the organizational unit responsible for the control and maintenance of


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the weight and balance program, to include:

(i) definitions of lines of authority; and (ii) description of the support structure

(d) Job descriptions for all elements

(e) Training programs that include the following: (i) maintenance personnel; (ii) operations and dispatch personnel; and (iii) ground handling personnel

(f) A means of documenting and retaining individual training records

(g) Procedures for:

(i) determining standards and schedules for calibration of aircraft scales; (ii) pre-weighing instructions and requirements; (iii) determining which aircraft is to be weighed; (iv) establishing and maintaining equipment lists for each aircraft;

(v) recording the type and serial number for each scale used, airplane weight, residual fluids, and scale tare weights;

(vi) initial weighing of aircraft; (vii) monitoring and adjusting individual aircraft or fleet, empty weight and

center of gravity; (viii) periodic re-weighing of aircraft; and (ix) ensuring aircraft are configured in accordance with approved data.

(h) A drawing of each cargo and/or passenger configuration to include emergency

equipment locations.

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CHAPTER 1O. CERTIFICATE OF REGISTRATION AND MODE “S”

CODES FOR AIRCRAFT

10.1 INTRODUCTION 10.1.1 The proper registration of aircraft is fundamental to the regulation of international air

operations and is therefore accorded considerable attention in Chapter III of the Convention on International Civil Aviation. Details on the registration and marking of aircraft are contained in Annex 7 to the Convention.

10.1.2 In accordance with international provisions, each aircraft must be registered in a State and

each State must maintain a registry of aircraft. An aircraft cannot be validly registered in more than one State, but its registration may be changed from one State to another.

10.1.3 Each aircraft must have only one State of Registry and that State has, among a number of

responsibilities in respect of each aircraft on its registry, a fundamental responsibility to ensure that the aircraft is operated in an airworthy condition. A transfer of responsibilities may be agreed but only under the specific formal arrangements required by Article 83 bis of the Convention.

10.1.3 Under Article 19 of the Convention, the registration or transfer of registration of aircraft in

any Contracting State shall be made in accordance with its laws and regulations. Accordingly, the State will need to adopt detailed regulations covering all aspects of registration including such matters as the basic requirement for aircraft to be registered with the State’s application procedures, data required, display of the Registration Certificate and fees (if any).

10.2 REFERENCE 10.2.1 The Rules 171 and 177 of the CARs 1984 refers to the requirements of registration of an

aircraft in Bangladesh and the ANO (AW) A.5 states the procedures for registration. The AELD files CAA/5518/AELD (Policy) and the File CAA/5518/1/AELD (Volume-1) are referred.

10.3 ALLOCATION OF NATIONALITY AND REGISTRATION MARKS 10.3.1 The nationality or common mark and registration mark shall consist of a group of characters.

The nationality or common mark shall precede the registration mark. When the first character of the registration mark is a letter, it shall be preceded by a hyphen.


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10.3.2 The nationality or common mark is selected from the series of symbols included in the radio

call signs allocated to the International Civil Aviation Organization by the International Telecommunication Union. The ICAO is responsible for assigning of the common mark to a common mark registering authority (i.e. DCA/CAA/ or the Organisation responsible in the particular State).

10.3.3 The registration mark shall be letters, numbers, or a combination of letters and numbers, and

shall be that assigned by the State of Registry or common mark registering authority. 10.3.4 When letters are used for the registration mark, combinations shall not be used which might

be confused with the five-letter combinations used in the International Code of Signals, Part II, the three-letter combinations beginning with Q used in the Q Code, and with the distress signal SOS, or other similar urgent signals, for example XXX, PAN and TTT. For reference to these codes, see the currently effective International Telecommunications Regulations.

10.3.5 The nationality or common marks and the registration marks (3 letter combination) for civil

registered aircraft as assigned to Bangladesh and communicated by the Office of Director General Telegraph and Telephone, Bangladesh, through Communication Division of the CAAB [reference BW.6-35/75, dated 10 February 1976 and DCA/COMM(40-52) dated 18 February 1976 respectively] are mentioned below, which are meant for allocation to Operators’ of Civil Aircraft only:

Nationality or Common Marks

Registration Marks (Combination of 3 letters)

Suitable for allocation for number of aircraft

AAA - AAZ 26 ABA- ABZ 26 ACA - ACZ 26 ADA- ADZ 26 AEA - AEZ 26 AFA- AFZ 26

S2 -

Total no. of aircraft 156

10.4 REGISTER OF CIVIL AIRCRAFT 10.4.1 The Airworthiness Official responsible for initiating the process of issue of C of R or De-

Registration of an aircraft is responsible that appropriate entries are made in the Register of Civil Aircraft maintained by AELD on behalf of the Chairman as required under the rule 171 (1) and 175 of the CARs 1984.

10.4.2 The AELD may allocate “Provisional Registration Marks” to an eligible applicant, who has

been issued with No Objection Certificate (NOC) for establishment of Air Transport Service or Procurement of aircraft as per the ANO (AT) A.2. The provisionally allocated Registration Marks shall remain valid for a period of 6(six) months from the date of allocation for formal registration of the aircraft failing which the allocated Provisional Registration Marks shall


_________________________________________________________________________________ Issue - 1 Page 10- 3 30 March 2011

stand cancelled. This condition shall be mentioned by AELD on the letter while notifying the applicant.

10.5 ALLOCATION OF PREVIOUSLY ASSIGNED REGISTRATION MARKS 10.5.1 The previously assigned registration marks which were allocated in past to an aircraft, may be

re-allocated (re-assigned) provided the aircraft in respect of which the registration marks was allocated, has been de-registered or withdrawn permanently form service or destroyed at least 3 (three) years earlier from the date of re-allocation (re-assignment).

10.6 ALLOCATION OF MODE “S” CODES 10.6.1 The ICAO Annex 10, Volume III, Part I, Chapter 9 have laid down WORLD-WIDE

SCHEME FOR THE ALLOCATION TO STATES OF SSR MODE S ADDRESSES and the mode address codes allocated to various States are mentioned in the Table 9-1 of the referred Annex.

10.6.2 The ANO (AW) A.8 issued by the Chairman states the procedures for compliance by the

Bangladesh registered aircraft which are required to be equipped with Mode S Transponder equipment.

10.6.3 The CAAB has selected the method of allocating Aircraft addressing procedures based on the

Sequential Assignment procedure (Example number 1, attachment A to the ICAO State letter AN 7/11 .11-91/16, dated 12 April 1991, reference file no. CAA/5518/5/AELD, Volume 1).

10.7 ALLOCATION OF PREVIOUSLY ASSIGNED MODE S ADDRESS CODES 10.7.1 The previously assigned mode S address codes which were allocated in past to an aircraft,

may be re-allocated (re-assigned) provided the aircraft in respect of which the mode S address codes was allocated, has been de-registered or withdrawn permanently form service or destroyed at least 3 (three) years earlier from the date of re-allocation (re-assignment).

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CHAPTER 11. MAINTENANCE RECORD KEEPING

11.1 INTRODUCTION:

11.1.1 The chapter provides guidance for evaluating an applicant's procedures for utilizing,

preserving, and retrieving the maintenance records. As per the ICAO Annex 6, Part I, Chapter 8, Paragraph 8.4.1 and Part III, Section II,6.4.1 states that an operator shall ensure that the following records are kept:

(a) The total time in service (hours, calendar time and cycles, as appropriate) of the

aeroplane and all life limited components;

(b) The current status of compliance with all mandatory continuing airworthiness information;

(c) Appropriate details of modifications and repairs;

(d) The time in service (hours, calendar time and cycles, as appropriate) since last

overhaul of the aeroplane or its components subject to a mandatory overhaul life;

(e) The current aeroplane inspection status such that compliance with the maintenance manual can be established; and

(f) The detailed maintenance records to show that all requirements in the maintenance

manual for issuance of a maintenance release have been met. 11.1.2 The records listed above (a) to (e) shall be kept for a period of 90 (ninety) days after the end

of the operating life of the unit to which they refer, and the records in (f) for a period of 1 (one) year after the issuance of the maintenance release.

11.1.3 The records shall be transferred to the new operator in the event of any change of operator. 11.2 REFERENCE TO CARs AND ANO 11.2.1 The rule 210 of the CARs 1984 and the Air Navigation Order (Airworthiness

Requirements) Chapter B.4 titled Maintenance Log Books and Related Records are referred.

11.3 GENERAL. 11.3.1 Maintenance records should give an overall picture of the maintenance status of the

aeroplane. 11.3.2 Operators should ensure that they always receive complete records associated with

maintenance release from approved maintenance organizations so that the required records can be retained.


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11.3.3 The term “an operator shall ensure that the following records are kept” does not mean that

operators have to retain the maintenance records by themselves. This can also be done be an approved maintenance organization to retain maintenance records on their behalf, they will nevertheless continue to be responsible for the preservation and transfer of records. Operators should ensure that the approved maintenance organization retains the maintenance records in compliance with the retention periods as prescribed in Annex 6 and that they receive all maintenance records concerning their aircraft retained by the approved maintenance organization when this maintenance organization terminates its operation.

11.3.4 In all cases, an approved maintenance organization must record details of all work carried

out. 11.3.5 The appropriate authority must have access to any maintenance records, whether kept by an

operator or an approved maintenance organization. 11.3.6 The keeping of maintenance records should be described in the operator’s maintenance

control manual and the approved maintenance organization’s procedures manual. 11.3.7 To comply with the maintenance recording requirements of the Chairman, the applicant's

Maintenance Procedures and Control Manual must identify and contain procedures to complete an applicable documents used by the applicant.

11.4 CONTENTS OF RECORDS 11.4.1 When recording data on the compliance of airworthiness requirements, the aircraft or

component identification should contain information about:

(a) Registration mark of the aircraft;

(b) Name of the component and Location;

(c) The model;

(d) Serial number;

(e) Part number;

(f) Information about the work carried;

(g) Identification of the certifying staff who performed or supervised the work;

(h) The inspector of that work, if applicable; and

(i) The date the work was completed.


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11.4.2 The current status of compliance with all mandatory continuing airworthiness information

should identify the applicable information, including revision or amendment numbers. Where the information is generally applicable to the aircraft or component type but is not applicable to the particular aircraft or component, this should be identified. The status of the information should include the date when it was accomplished. The status of the information should further specify which part of a multi-part directive has been accomplished and the method, where a choice is available in the information.

11.4.3 Appropriate details of modifications and repairs include records identifying any modification

or repair and information about their accomplishment as well as the return-to-service approval; the details should include component installation and removal data.

Note: Chapter 2 of this Manual contains further information about the retention of records of modifications and repairs concerning the substantiating data supporting compliance with the airworthiness requirements.

11.4.4 Records about aircraft or component inspection status found during inspections should

include information about defects or un-airworthy conditions, details of faults and any subsequent rectification, the total time in service as appropriate and the state of maintenance when it enters the approved maintenance organization’s facilities.

11.4.5 The current record status of all life-limited parts (any part for which a retirement time, service

life limitation, part retirement, retirement life limitation or life limitation exists, and is permanently

removed from service when its operating limit i.e. hours, cycles or calendar time is exceeded) should contain the required information. It is important to retain authentication data for the components that have been installed.

11.4.6 When operators wish to take advantage of modular design (e.g. modular assembled gas

turbines where a specification of a true total time in service is not relevant), the total time in service and maintenance records for each module are to be maintained. The maintenance records as specified are to be kept with the module and should show compliance with any mandatory requirements pertaining to that module.

11.5 RECORDS-KEEPING

11.5.1 The maintenance records required in Annex 6 should be kept in a form and manner acceptable to the authority.

11.5.2 If a paper system is applied, a robust material which can withstand normal handling and

filing should be used. The record should remain legible throughout the required retention period, irrespective of the medium.

11.5.3 If a computer system is used, it should have at least one back-up system which should be

updated within 24 hours of any maintenance. Each terminal should contain programme safeguards against unauthorized alteration of the database and should also have traceability


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features (for example, requiring the use of a magnetic or optical card in conjunction with a personal identity number (PIN) known only to the individual concerned).

11.5.4 If microfilming or optical or other high-density storage of maintenance records is used,

the records should be as legible as the original record and remain so over the required retention period.

11.5.5 Maintenance records should be kept in such a way that they are protected from hazards such

as fire, flood, theft or alteration. Computer backup disks, tapes, etc. should be safely stored in a different location.

11.5.6 Records should be structured or stored in such a way as to facilitate auditing. 11.6 EXAMPLES OF RECORDS TO BE KEPT 11.6.1 Current Airworthiness Directive Status: The applicant must keep a record showing the

current status of applicable Airworthiness Directives (ADs), including the method of compliance. (a) This record shall include the following: (i) a list of ADs applicable to the aircraft; (ii) the date and time in service or cycles, as applicable; (iii) the method of compliance; and (iv) the time in service or cycles and/or date when the next action is required (if

it is a recurring AD). (b) An acceptable method of compliance description should include one or more of the

following:

(i) reference to a specific portion of the AD; (ii) a manufacturer's service bulletin, if the bulletin is referenced in the AD; and

(iii) another document generated by the applicant that shows compliance with the AD, such as an Engineering Order / Inspection Order / Modification Order or Equivalent document.

(c) When an Engineering Order is used, the details must be retained by the applicant. If

the Engineering Order also contains the accomplishment instructions and sign-off, it must be retained indefinitely.

(d) An applicant may apply for an alternate method of compliance for accomplishing

ADs. Alternate methods of compliance must be approved by the Chairman and will apply only to the applicant making the application.

(e) The applicant's manual must have procedures to ensure compliance with new and

emergency ADs within given time limits. The procedures must ensure that the individuals responsible for implementation during other than routine duty hours are


____________________________________________________________________________ Issue-1 Page 11-5 30 March 2011

notified, as necessary. (f) The document that contains the current status of ADs / method of compliance may

be the same as the record of AD accomplishment, although the retention requirements are different. (i) the record of AD accomplishment must be retained with the aircraft

indefinitely (ii) the AD method of compliance record will only be retained until the work is

superseded / repeated or until one year after the work is performed 11.6.2 Total Time in Service Records

(a) A record of total time in service of all life-limited parts the engines, propellers and rotors shall be maintained.

(b) Total time in service records may consist of aircraft maintenance record pages,

separate component cards or pages, a computer list, or other methods as described in the applicant's manual.

11.6.3 Life-Limited Parts Status Records: Records for components of the airframe, engine,

propellers, rotors, and appliances that are identified to be removed from service when the life limit has been reached.

(a) The current life-limited status of the part is a record indicating the operating time

limits, total number of hours or accumulated cycles, or the number of hours or cycles remaining before the required retirement time of the component are reached. This record must include any modification of the part in accordance with ADs, service bulletins, or product improvements by the manufacturer or applicant.

(b) The following are not considered a current life-limited status record:

(i) work orders; (ii) maintenance installation records; (iii) purchase requests; (iv) sales receipts; (v) manufacturers documentation of original certification; and (vi) other historical data.

(c) Whenever the current status of life-limited parts records cannot be established or

has not been maintained (e.g., a break in current status) and the historical records are not available, the airworthiness of that product cannot be determined and therefore it must be removed from service.

11.6.4 Maintenance (Airworthiness) Releases: When maintenance, preventive maintenance, or

modifications on an aircraft are performed, a Maintenance Release or log entry must be


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completed prior to operating the aircraft. Using the procedures described in the manual, the applicant must be able to retain all of the records necessary to show that all requirements for the issuance of an airworthiness release have been met.

11.6.5 Overhaul List: The applicant is required to develop manual procedures for recording the

time since the last overhaul of all items installed on the aircraft that are required to be overhauled on a specified time basis. The items requiring overhaul are listed either on the operations specifications, or in a document (AMP/AMS) referenced to in the operations specifications or COSL or CMM. (a) The overhaul list includes the actual time or cycles in service since the last overhaul

of all items installed on the aircraft. If continuity cannot be established between overhaul periods, the last overhaul records must be reviewed to reestablish the currency of the overhaul list.

(b) The overhaul list refers to the time since the last overhaul of an item and must not

be confused with an overhaul record, which requires a description of the work and identification of the person who performed and/or approved the work.

11.6.6 Overhaul Records

(a) A record must be made whenever an item of aircraft equipment is overhauled and must include the following:

(i) a description of the work performed or reference to data acceptable to the

Chairman; (ii) the name of the person performing the work; and

(iii) the name or other positive identification of the individual approving the work

Note: A return to service tag does not constitute an overhaul record.

(b) The applicant must retain the record and be able to make it available to the

Chairman upon demand. The overhaul records shall be retained until the work is superseded by work of equal scope and detail.

11.6.7 Current Aircraft Inspection Status: The applicant is required to retain a record identifying

the current inspection status of each aircraft.

(a) This record shall show the time in service since the last inspection required by the inspection program under which the aircraft and its appliances are maintained.

(b) Inspection work packages or routine and non-routine items generated while

performing any part of the inspection program must be retained as follows:


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(i) for one year after the work is performed; and (ii) until the work is repeated or superseded by other work

11.6.8 Major modification and Major Repair. Applicants are required to retain records of

current major repairs and major modifications that are accomplished on the following: (a) Airframe (b) Engine (c) Propeller (d) Rotor (e) Appliance

Note (1): Major modifications must be listed with the date of modification and a brief description of the work accomplished. The manual must have procedures for the following:

(a) Extracting the information required for the list from the actual

modification record of accomplishment. (b) For transmitting a modification report to the Chairman.

Note (2): The manual must contain procedures for retaining a report of each major

repair and making it available for inspection by the CAAB. 11.7 CHECKING AND APPROVAL PROCEDURE 11.7.1 Review the Applicant's Maintenance Procedure and Maintenance Control Manual:

(a) Ensure that the necessary procedures exist in the applicant's manual to ensure a suitable system for creating, preserving and retrieving required records.

(b) Ensure that all records will contain the following information, as applicable:

(i) description of the work performed (or reference to data acceptable to the

Chairman); (ii) name of the person(s) performing the work; and (iii) name or other positive identification of the individual approving the work.

11.7.2 Review the Applicant's MP & MC Manual's Procedures. Review the applicant's record keeping procedures to ensure that the requirements of (Appropriate State Regulation) are met for the following:

(a) Airworthiness Release Records: Ensure the following:


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(i) airworthiness release records will be retained for one year after the work is

performed or until the work is repeated or superseded; and (ii) the applicant's manual identifies the person(s) authorized to sign an

airworthiness release (b) Flight Maintenance Records: Ensure that procedures provide for the following

entries: (i) flight discrepancies to be entered at the end of each flight;

(ii) corrective actions and certification, per manual procedures; (iii) certifications for Duplicate Inspection, according to manual procedures by

authorized personnel; and (iv) minimum Equipment List (MEL) deferment per the manual procedures (c) Total Time In Service Records

(i) evaluate the method of recording total time in service of airframes. This

record must show the current time in service in hours; and (ii) ensure that procedures are in place to retain the records until the aircraft is

sold and that the records will then be transferred with the aircraft. (d) Life-Limited Parts Status: Ensure that the applicant has procedures for tracking

the current status of life-limited parts for each airframe, engine, propeller, rotor, and appliance, to include the following information: (i) total operating hours (including calendar time)/cycles accumulated; (ii) life limit (total service life); (iii) remaining time/cycles; and (iv) modifications.

Note: Ensure that procedures are in place to retain the records until the aircraft is sold and

are then transferred with the aircraft.

(e) Time Since Last Overhaul Records: Ensure that the manual includes a method/procedure for updating this document from the overhaul records and ensuring that this document accompanies the aircraft upon sale

(f) Overhaul Records: Ensure that the manual describes how the applicant will

document the last complete overhaul of each airframe, engine, propeller, rotor and appliance. The overhaul record should include the following information:

(i) disassembly data; (ii) dimensional check data; (iii) replacement parts list; (iv) repair data;


____________________________________________________________________________ Issue-1 Page 11-9 30 March 2011

(v) reassembly/test data; and (vi) reference to data including overhaul specifications.

Note: Ensure that these records will be retained until the work is superseded by work of equivalent scope and detail.

(g) Current Aircraft Inspection Status:

(i) evaluate the method the applicant will use to record the time in service since

the last inspection; (ii) determine if procedures ensure that these records are retained until the

aircraft is sold and are then transferred with the aircraft. (h) Airworthiness Directive (AD) Compliance: Evaluate how the applicant will

comply with the record keeping requirements of the ADs. The procedures must generate a record that contains the following data:

(i) Current status. Ensure that the current status data will include the following:

(aa) A list of all ADs applicable to the aircraft; (bb) The date and time of compliance; and (cc) The time and/or date of next required action (if a recurring

AD). (ii) Method of compliance. Ensure that this data will include either a record of

the work performed or a reference to the applicable section of the AD. Note: This data must be retained until the aircraft is sold and transferred with the aircraft. (i) Major modification Records

(i) evaluate the manual procedures to ensure that the applicant prepares and

maintains a list of current major modifications to each airframe, engine, propeller, rotor, and appliance.

(ii) ensure that the list includes the following information:

(aa) The date of the modification; and (bb) A brief description of the modification.

(j) Major Repair Records: Evaluate the manual procedures to ensure that the

applicant prepares and maintains a report of all major repairs to each airframe, engine, propeller, rotor, and appliance.


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11.8 ANALYZE THE FINDINGS. Evaluate all deficiencies to determine if corrective actions

will be required.

ASSESSMENT CHECK LIST

Sl. # Description Remarks of the assessing AW Official Review the Applicant's Maintenance

Manual

(1) The necessary procedures exist in the applicant's manual to ensure a suitable system for creating, preserving and retrieving required records.

(2) Ensure that all records will contain the following information.

Review the applicant’s record keeping procedures

(1) Airworthiness Release Records

(2) Flight Maintenance Records

(3) Total Time In Service Records

(4) Life-Limited Parts Status

(5) Time Since Last Overhaul Records

(6) Overhaul Records

(7) Current Aircraft Inspection Status

(8) Airworthiness Directive (AD) Compliance


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(9) Major modification Records

(10) Major Repair Records

Name of the AW Official:

Signature of the AW Official:


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VOLUME 2. AIR OPERATOR ADMINISTRATION CHAPTER 12. LEASING OF AIRCRAFT

12.1 INTRODUCTION 12.1.1 The material in this part is intended to provide guidance to Airworthiness Officials in

meeting their responsibilities and the states relating to continuing airworthiness when they are involved, either representing the State of the Operator or the State of Registry, in the transfer of aircraft under lease, charter or interchange arrangements. The responsibilities of States in these circumstances are referred to in Note I which precedes Chapter 3 of Annex 6, Part I and the Note which precedes Part II of Annex 8.

12.1.2 The entry into force of Article 83 bis of the Chicago Convention has created the

opportunity for the State of registry to delegate certain functions and duties. However, the purpose of the material in this document is to draw the attention of the two airworthiness authorities involved, the State of Registry and the State of the Operator, to problems directly concerning continuing airworthiness which have to be considered when such transfers occur, irrespective of Article 83 bis.

12.1.3 Authorities should give due consideration to the objectives of continuing airworthiness

and to the transfer of information as required in:

(a) Annex 6, Part I, 5.2.4 “Operation of aircraft in compliance with C of A”

(b) Annex 6, Part I, 8.1.2 “Operator’s maintenance responsibilities” Annex 6, Part III 6.1.2 “Operator’s maintenance responsibilities”

(c) Annex 6, Part I, 8.2.1 to 8.2.4 “Operator’s MCM” Annex 6, Part III, 6.2.1 to 6.2.4 “Operator’s MCM”

(d) Annex 6, Part 1, 8.4.1 to 8.4.3 "Maintenance records” (e) Annex 6, Part I, 8.5.1 to 8.5.2 “Continuing airworthiness information”.

Annex 6, Part III, 6.5.1 to 6.5.2 “Continuing airworthiness information” (f) Annex 6, Part I, 8.6 “Modification and repairs” Annex 6 Part III, 6.6 “Modification and repairs” Doc. 9760, Vol. II, Part B, Chapter 10, Appendix A, “Modification and repairs” (g) Annex 6, Part 8.8 “Maintenance release”

Annex 6, Part III, 6.7 “Maintenance release”

(h) Annex 8, Part II, Chapter 4, Continuing airworthiness information” Doc. 9760, Vol. II, Part B, Chapter 8, “Continuing airworthiness information”

12.1.4 In carrying out the obligations as required under the paragraph 12.1.3 above, the

Airworthiness Officials should also take into account the type/length of transfers, etc., and should develop administrative procedures and arrangements between the States involved to ensure that the continuing airworthiness of the aircraft is maintained.

12.1.5 Chapter 10 of ICAO Doc 8335, Manual of Procedures for Operational Inspection,

Certification and Continued Surveillance advises of legal and practical operational


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problems to be considered by the authorities in the certification of an operator proposing to utilize leased aircraft.

12.1.6 Irrespective of the various types of arrangements and categories of lease, charter and

interchange (Doc 8335), this part will discuss the following issues in relation to the transfer of aircraft between the State of Registry and the State of the Operator:

(a) Acceptance of the "type design";

(b) Maintenance;

(c) Information on faults, malfunctions and defects and other occurrences; (d) Mandatory continuing airworthiness information; (e) Distribution of mandatory continuing airworthiness information.

12.2 ANO (AW) REFERENCE 12.2.1 The Rule 1(2) of the CARs 1984 and the ANO (AW) B.13 titled Aircraft Leasing

Arrangements issued by the Chairman CAAB. 12.3 ACCEPTANCE OF THE TYPE DESIGN 12.3.1 The laws of the State of Registry generally prescribe the airworthiness and the design-

related operational requirements for aircraft registered in that State and operated by an operator under its jurisdiction However, the laws of the State of the Operator may also require that foreign-registered aircraft utilized by operators under its jurisdiction comply with the same airworthiness and design-related operational requirements, as if they were registered in that State.

12.3.2 Notwithstanding the above, the States of Registry and of the Operator should, when

prescribing the airworthiness and design-related operational requirements, give due consideration to the period of time for which the aircraft is transferred.

12.3.3 Resulting from the above the following issues should be considered when an aircraft is

transferred from the State of Registry to the State of the Operator:

(a) The differences between the type certification basis of the State of Registry and that of the State of the Operator;

(b) The differences between the design-related operational requirements of the State of

Registry and those of the State of the Operator; and

(c) The respective responsibilities of the State of Registry and the State of the Operator with respect to the approval of:

(i) changes to the type design, including those required to take into

consideration the differences stated in (a) and (b); and (ii) repairs which require a design approval before implementation.

12.3.4 The responsibility that the aircraft, and any modification to it, complies with an

approved design is in general that of the State of Registry. To preserve this responsibility the State of the Operator should not endorse the implementation of any change without prior approval by the State of Registry.


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12.3.5 To discharge their respective functions States could enter into bilateral airworthiness and

transfer of aircraft arrangements part of which describe procedures for:

(a) The approval of the changes to the type design; (b) The performance and the certification of the changes; and (c) The record-keeping of the changes.

(d) Any transfer of the responsibilities referred to in 1.1, between the State of Registry

and that of the Operator. 12.4 MAINTENANCE 12.4.1 Although the maintenance programme is usually approved by the State of Registry (Annex

6, Part I, 8.3), the legislation of a State may require it to approve the maintenance programme for all aircraft operated by the operators of that State. Other factors may, by necessity or for convenience, lead to the use of a third State's maintenance programme, in the case of transferred aircraft.

12.4.2 Some of the factors influencing the selection of the maintenance to be applied when aircraft

are transferred are: (a) The period of time for which the aircraft is transferred; (b) The differences between the maintenance requirements of the State of Registry and

those of the State of the Operator and the compatibility of their approved maintenance programmes;

(c) The absence of requirements regarding the approval of the maintenance programme

by the State of the Operator and/or of the State of Registry; and (d) The distance between the place where the aircraft is operated and the State of the

Operator, i.e. the aircraft may be operated in a third State for the duration of the transfer.

12.4.3 Arrangements and procedures regarding the maintenance, the performance and certification

of maintenance, including the signing of maintenance releases and the record-keeping should be acceptable to both the State of Registry and the State of the Operator. These arrangements and procedures could be developed on a case-by-case basis or be the subject of bilateral airworthiness and/or transfer arrangements.

12.4.4 If the agreement is determined to be a wet lease, the lessor normally exercises operational

control over the aircraft and the responsibility for the airworthiness and operational oversight of the airplane will remain with the State of Registry. If the agreement is in the nature of a dry lease, then responsibility for operational control will normally rest with the lessee, and it may be advantageous for the State of Registry to enter into agreement with the State of the operator to transfer or share various facets of operational and airworthiness oversight. However, leasing agreements are often very complex instruments wherein the line between wet and dry is blurred and arguments for which operator should exercise day to day operational control are not clear cut. For example, flight crews may be comprised of a mix of personnel from both the lessor and lessee.

12.4.5 Whatever the case, the authorities will firmly establish, through written agreements with

each other, which State will have responsibility for every facet of operational and airworthiness oversight of the leased aircraft. All responsibilities must be considered and


____________________________________________________________________________ Issue-1 Page12-4 30 March 2011

assigned: those associated with the State of Registry, and those associated with the State of the operator of the airline which has operational control.

12.4.6 Historically there have been a number of difficulties associated with the maintenance of

transferred aircraft. To facilitate transfers in a safe and efficient manner, expanded guidance on maintenance aspects is contained in Appendix A to this Part.

12.5 INFORMATION ON FAULTS, MALFUNCTIONS AND DEFECTS AND

OTHER OCCURRENCES 12.5.1 Annex 8, Part II, 4.2.3 requires the State of Registry to ensure that there exists a system

whereby information on faults, malfunctions, defects and other occurrences is transferred to the organization responsible for the type design. Furthermore, 4.2.4 of the same document requires Contracting States to establish in respect of aeroplanes over 5700 kg and helicopters over 3175 kg maximum take-mass ,type of service mass information is to be reported by operators, organizations responsible for type design and maintenance organizations .

12.5.2 It is clear from the above that the State of Registry is responsible for ensuring the transfer

of information on defects to the organization responsible for the type design. For an operator of an aircraft subject to a transfer, it may not be appropriate, convenient or enforceable to report defects according to the system of the State of Registry. Therefore specific arrangements between the State of Registry and the State of the Operator should be developed to ensure that the information on defects for the aircraft is transferred to the organization responsible for the type design.

12.5.3 At the time an aircraft is transferred the two authorities and the operators involved should

decide which reporting system and procedures apply, to ensure that the information is transmitted to the organization responsible for the type design and, as required, to the State of Registry.

12.5.4 Some of the factors influencing the selection of the system to be used for reporting

information on defects, when aircraft are transferred, are:

(a) The period of time for which the aircraft is transferred;

(b) The compatibility/differences between the reporting system of the State of Registry and that of the State of the Operator;

(c) The absence of a reporting system in the State of the Operator and/or the State of

Registry; and (d) The regulatory requirements of the States involved.

12.6 MANDATORY CONTINUING AIRWORTHINESS INFORMATION 12.6.1 In general the State of Registry has prime regulatory responsibility for the airworthiness of

the aircraft. If the State of Registry is also the State of Design, it will normally be the originator of mandatory continuing airworthiness information, such as airworthiness directives(AD).

12.6.2 If the State of Registry is not the State of Design, it should have procedures in place to

respond to mandatory continuing airworthiness information received from the State of Design and should decide whether the information will be made mandatory in its State.


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When made mandatory, the State of Registry will either issue its own mandatory information or require compliance with issued by the State of Design.

12.6.3 Notwithstanding 12.6.1 and 12.6.2, the State of Registry, without being the State of

Design, may issue mandatory continuing airworthiness information applicable to aircraft registered in its State.

12.6.4 Similarly, the State of the Operator may, in certain circumstances, issue mandatory

continuing airworthiness information applicable to aircraft operated and/or registered in its State. In such cases 12.5.4 should also be considered before the implementation of the information.

12.6.5 Where an aircraft is transferred from the State of Registry to the State of the Operator,

irrespective of the fact that either State could be the State of Design, unnecessary cost may arise if the State of Registry and the State of the Operator impose different mandatory continuing airworthiness information on the same aircraft. It is therefore recommended that:

(a) the authorities of the State of Registry and of the State of the Operator in

consultation with the registered owner and the operator of transferred aircraft should determine which of the States' mandatory continuing airworthiness information will apply to the transferred aircraft, before they enter into a transfer agreement; and

(b) the States involved in aircraft transfer should develop administrative procedures to

this effect. 12.6.6. The intent of 12.6.5 can be achieved, by a general 'agreement or arrangement on aircraft

transfer" between the States or authorities involved or by individual arrangements at the time of transfer

12.7. DISTRIBUTION OF MANDATORY CONTINUING AIRWORTHINESS INFORMATION 12.7.1 The mandatory continuing airworthiness information issued by the State of Registry in the

form of an AD, or equivalent, or issued by the State of Design and made mandatory by the State of Registry, should be made available to affected operators by the State of Registry. Some States disseminate this mandatory information directly to each registered owner of an affected aircraft on their registers and rely on the registered owner to transmit the information to the operator. Other States make the information available through the offices of their airworthiness authorities or also publish the information and make it available by subscription.

12.7.2 As described in 12.6.4, the mandatory continuing airworthiness information issued, in certain circumstances, by the State of the Operator, and made mandatory on aircraft registered in another State and operated in its State (State of the Operator), should be made available to affected operators by the State of the Operator.

12.7.3 When an aircraft is transferred to another State, distribution of mandatory continuing airworthiness information by the State of Registry may be accomplished by making the mandatory documents available to the registered aircraft owner, who should be responsible for transmitting them to the aircraft operator. If the State of Registry has an agreement with the State of the Operator to provide surveillance and assistance, or if the State of the Operator wishes to be kept informed regarding transferred aircraft operated by its operators, then the State of Registry should also transmit the mandatory continuing air-worthiness information documents to the State of the Operator.


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12.8. APPENDICES

12.8.1 In most of the issues referred to in 12.1.4 and discussed in this chapter, the State of Registry and the State of the Operator, to facilitate the discharge of their respective responsibilities by transferring certain of their functions, could enter into a Bilateral Airworthiness Agreement, Maintenance Agreement or lease Agreement, Technical Arrangement, or Memorandum of Understanding.

Note. Examples of such agreements are given in Appendix - 1. They are verbatim copies, without

names, of agreements and arrangements in effect between States or Authorities. They are included as examples and could be adapted, including their terminology, to particular situations.

12.8.2 Similar arrangements could also be formulated by an exchange of letters between

authorities. In formulating these arrangements, due consideration should be given by each State to its knowledge of the airworthiness system of the other State.

____________________________


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Appendix- 1

MODEL AGREEMENT

Model agreement between [State 1] and [State 2] on the implementation of Article 83 bis of the Convention

WHEREAS the Protocol relating to Article 83 bis of the Convention on International Civil Aviation (Chicago, 1944), (herein after referred to as “the Convention”), to which [State 1] and [State 2] are parties, entered into force on 20 June 1997; WHEREAS Article 83 bis, with a view to enhanced safety, provides for the possibility of transferring to the State of the Operator all or part of the State of Registry's functions and duties pertaining to Articles 12, 30, 31 and 32 (a) of the Convention; WHEREAS, in line with Doc 9760 (Airworthiness Manual),Volume II, Part B, Chapter 10, and in light of ICAO Document 8335, (Manual of Procedures for Operations Inspection Certification Continued Surveillance), Part V, it is necessary to establish precisely the international obligations and responsibilities of [State 1] (State of Registry) and [State 2] (State of the Operator) in accordance with the Convention; WHEREAS, with reference to the relevant Annexes to the Convention, this agreement organizes the transfer from [State 1] to [State 2] of responsibilities normally carried out by the State of Registry, as set out in paragraphs 3 and 4 below; The Government of [State 1] represented by its[Civil Aviation Authority] and The Government of [State 1] represented by its [Civil Aviation Authority], Operator Hereinafter referred to as "the Parties", have agreed as follows on behalf of their respective Governments on the basis of Articles 33 and 83 bis of the Convention:

ARTICLE I- SCOPE

Section 1. [State 1] shall be relieved of responsibility in respect of the functions and duties transferred to [State 2], upon due publicity or notification of this agreement as determined in


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paragraph (b) of Article 83 bis. Section 2. The scope of this agreement shall be limited to [types of aircraft] on the register of civil aircraft of [State 1] and operated under leasing arrangement by [operator], whose the principal place of business is in [State 2]. The list of aircraft concerned, identified by type, registration number and serial number, is reproduced in the attachment 1, which also indicates the term of each leasing arrangement. ARTICLE II- TRANSFERRED RESPONSIBILITIES Section 3. Under this agreement, the parties agree that [State 1] transfers to [State 2] the following responsibilities, including oversight and control, of relevant items contained in the respective Annexes to the Convention:

Annex 1 Personnel Licensing - issuance and validation of licenses. Annex 2 Rules of the Air - enforcement of compliance with applicable rules and

regulations relating to the flight and maneuver of aircraft. Annex 6 Operation of Aircraft (part I - International Commercial Air Transport -

Aeroplanes) and Part III - International Operation - Helicopters) all responsibilities which are normally incumbent in the State of Registry. Where responsibilities in Annex 6, Part I, may conflict with responsibilities in Annex 8 - Airworthiness of Aircraft, allocation of specific responsibilities is defined in attachment 2.

Section 4. Under this agreement, while [State 1] will retain full responsibility under the Convention for the regulatory oversight and control of Annex 8- Airworthiness of Aircraft, the responsibility for the approval of line stations used by the [operator] which are located away from its main base is transferred to [State2]. The procedures related to the continuing airworthiness of aircraft to be followed by the [operator] will be contained in the operator's Maintenance Control Manual (MCM). attachment 2 hereunder describes the responsibilities of the Partied regarding the continuing airworthiness of aircraft.) ARTICLE III - NOTIFICATION Section 5. Responsibility for notifying directly any States concerned of the existence and contents of this agreement pursuant to Article 83 bis (b) rests with the State of the Operator as needed. This agreement, as well as any amendments to it, shall also be registered with ICAO by [State 1] as the State of Registry [State2]. As the State of the Operator as required by Article 83 of the Convention, and in accordance with the Rules for Registration with ICAO of Aeronautical Agreements and Arrangements (ICAO Doc 6685).


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Section 6. A certified true copy [in each language] of this agreement shall be placed on board each aircraft to which this agreement applies. Section 7. A certified true copy of the Air Operator Certificate (AOC) issued to [operator] by [State2], in which the aircraft concerned will be duly listed and properly identified, will also be carried on board each aircraft. ARTICLE IV - COORDINATION Section 8. Meetings between [State 1- CAA] and [State 2 - CAA] will be held at [three] month intervals to discuss both operations and airworthiness matters resulting from inspections that have been conducted by respective inspectors. For the sake of enhanced safety, these meetings will take place for the purpose of resolving any discrepancies found as a result of the inspections and in order to ensure that all parties are fully informed about the [operator's] operations. The following subjects will be among those reviewed during these meetings.

♦ Flight operation ♦ Continuing airworthiness and aircraft maintenance ♦ Operator (MCM) procedures if applicable ♦ Flight and cabin crew training and checking

♦ Any other significant matters arising from inspections. Section 9. Subject to reasonable notice, [State 1 - CAA] will be permitted access to [State 2- CAA] documentation concerning [operator] in order to verify that [State 2] is fulfilling its safety oversight obligations as transferred from [State 1]. Section 10. during the implementation of this agreement and prior to any aircraft subject to it being made the object of a sub-lease, [State 2] remaining the State of the Operator shall inform [State 1]. None of duties and functions transferred from [State 1] to [State 2] may be carried out under the authority of a third State without the express written agreement of [State 1]. ARTICLE V – FINAL CLAUSES Section 11. This agreement will enter into force on its date of signature, and come to an end for aircraft listed in Attachment 1at the completion of the respective leasing arrangements under which they are operated. Any modification to the agreement shall be agreed by the parties thereto in writing. Section 12. Any disagreement concerning the interpretation or application of this Agreement shall be resolved by consultation between the Parties.


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Section 13. In witness thereof, the undersigned directors of civil aviation of [State 1] and [State 2] have signed this Agreement.

For the For the Government of [State 1] Government of [State 2]

[Signature] [Signature] [Name, title place and date] [Name, title, place and date]

Attachments: Schedule 1 - Aircraft Affected by this Agreement Schedule 2 - Responsibilities of [State1] and [State2] Regarding Airworthiness


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Attachments- 1

AIRCRAFT AFFECTED BY THIS AGREEMENT

Aircraft Type Registration Number

Serial Number

Leasing Term

[date]

[date]

[date]

[date]


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Attachments 2

RESPONSIBILITIES OF [STATE] AND [STATE 2] REGARDING AIRWORTHINESS

ICAO Doc. Subject Responsibilities of

the State of Registry ([State])

Responsibilities of the State of the Operator

([State 2])

Annex 8, Part II, Chapter 4; Doc 9760, Volume II, Part B, Chapter 8

Mandatory continuing airworthiness information

Ensure that [State 2-CAA] and [operator] receive all applicable mandatory continuing airworthiness information

Ensure that [operator] complies with mandatory continuing airworthiness information transmitted by [State 1 - CAA]

Annex 6, Part I, 5.2.4 Operation of aircraft in compliance with its Certificate of Airworthiness C of A

Assume State of Registry's responsibility as defined in 5.2.4 of Annex 6, Part I

Annex 6, Part I, 8.1.2 Annex 6, Part III, 6.1.2

Operator's Maintenance Responsibilities

Approve maintenance organizations used by [operator] except for line stations away from operator's main base

Approve line stations away form [operator]'s main base

Annex 6, Part I, 8.2.1 to 8.2.4 Annex 6, Part III, 6.2.1 to 6.2.4

Operator's Maintenance Control Manual (MCM)

Ensure the guidance is contained in the MCM, approve the MCM, and transmit copy to [State 1-CAA]

Annex 6, Part I, 8.4.1. to 8.4.3

Maintenance Records

Inspect maintenance records and documents every six months

Ensure that records are kept in accordance with 8.4.1 to 8.4.3 and inspect in accordance with the requirements of the Air Operator Certificate (AOC)

Annex 6, Part I, 8.5.1 and 8.5.2 Annex 6, Part III, 6.5.1 and 6.5.2

Continuing Airworthiness Information

Ensure that airworthiness requirements of [State 1] are known to both [State 2-CAA] and

Ensure the airworthiness requirements of[State 1] and [State 2]are complied with and adequate procedures are


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[operator] incorporated in the MCM


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Annex 6, Part I, 8.6 Annex 6, Part III, 6.6 Doc 9760, Volume II, Part B, Chapter 10, Appendix A

Modifications and repairs

Ensure that they have been previously approved by the States of Design and Manufacture.

Ensure the requirements contained in the MCM and approved the MCM.

Annex 6, Part I, 8.7 and 8.8 Annex 6, Part III, 6.7

Approved Maintenance Organization and maintenance release

Approval of [operator's] base maintenance organization and procedures in accordance with 8.7 of Annex 6, Part I and as applicable, 8.8 of Annex 6, Part I or 6.7 of Annex 6, Part III, and communication to [State 2-CAA] of related procedures to be included in the MCM.

-Approval of the [operator's] line maintenance arrangements away from base. Ensure that procedures are contained in the MCM and approve the MCM


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Chapter 13. INSPECT OPERATORS MAIN BASE FACILITY

13.1. BACKGROUND AND OBJECTIVES. 13.1.1 This chapter describes the general process of inspecting an operator's

maintenance/contract maintenance facility for regulatory compliance. (Note specific detailed procedures in conducting audits is contained in this manual in Chapter 17 titled ‘Airworthiness Auditing’.

13.2 GENERAL.

13.2.1 The maintenance inspection is performed to ensure that adequate housing, equipment,

spare parts, technical data and qualified personnel are being utilized to satisfactorily complete all maintenance functions.

13.3. PERFORMING THE INSPECTION 13.3.1 Equipment Identification. Inspectors should be aware of the type of aircraft being

operated. The operations specifications or attached listing will identify the type of aircraft authorized for use.

13.3.2 Previous Inspection Reports. Previous inspection reports, correspondence, and other documents in the local office files should be reviewed to determine if there are any open items or if any areas are identified that require special attention.

13.3.3 Facilities. The maintenance facility is required to perform maintenance in accordance with the operator's maintenance manuals. The inspector should use these documents to determine what special equipment, housing, and environmental conditions are necessary to perform the work. For example, the manufacturer may require special stands, hand tools, or a dust-free environment to repair a specific item.

13.3.4 Contract Maintenance Arrangements. If any maintenance is being performed by a

contract facility, an inspection must be performed at the contractor's facility. During the inspection the inspector must determine if the contractor has adequate facilities and personnel to perform the contracted work. The inspector must keep in mind that the contract maintenance facility is an extension of the operator's overall maintenance organization. Maintenance performed by the contractor must be in accordance with the operator's approved maintenance program.

(a) For inspections of a contract maintenance facility located out of the geographic

boundaries of the local Authority office assistance should be requested from the authority office in which the facility is located. A list of contractor management personnel to be contacted can be obtained from the operator.

(b) The operator's manuals must be reviewed to determine the levels of maintenance performed at the contract maintenance facility.


______________________________________________________________________________________________ Issue-1 Page 13-2 30 March 2011

(c) The contract maintenance facilities should be inspected to ensure that they are properly certificated and rated for the scope of work performed, e.g., aircraft, power plant, propeller, components, and accessories.

13.3.5 Enforcement History. Inspectors should check the Information system to determine if

there are any areas that require special attention. If a contract maintenance organization is used, it should also be checked.

13.4. PROCEDURES 13.4.1 Review the Operator's Data. Review the following:

(a) The operator's maintenance manuals to determine the level of maintenance accomplished and the complexity of operation at the maintenance facility

(b) The operator's operations specifications to determine the maintenance and inspection program content and complexity

13.4.2 Inspect the Operator's Technical Library: Ensure all required technical data is available

and current. If data is on microfiche, ensure that readers are available and serviceable. The data must include the following, as applicable:

(a) Operations specifications

(b) Operator's general maintenance manual

(c) Aircraft manufacturers' manuals

(d) Propeller, appliance, engine, and emergency equipment manufacturer's manuals

(e) Manufacturer's and vendor's service bulletins/letters

(f) Applicable Aviation Regulations

(g) Applicable Airworthiness Directives (h) Applicable type data sheets/Supplemental Type Certificates

(i) Approved Flight Manual NOTE: Sample a representative number of aircraft records to ensure the integrity of the

system.

13.4.5 Inspect the Maintenance Organization. Ensure the following: (a) Staffing meets maintenance needs based on the complexity of operation

(b) Responsibilities are separated between inspection and maintenance sections

(c) Maintenance and inspection management personnel are qualified


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13.4.6 Inspect the Operator's Maintenance Facilities. Using the operator's manual as a reference, inspect the following:

(a) Parts and storage areas, to ensure:

(b) Adequate spare parts are available to support complexity of operation

(c) Receiving inspections are accomplished in accordance with operator's manual

(d) Shelf life-limits are established for items, and that these items are controlled in

accordance with operator's manual or manufacturer's recommendations

(e) Components and hardware are properly identified, protected, and classified as to serviceability

(f) Segregation of serviceable and unserviceable components and hardware is

maintained

(g) Hazardous materials are suitably segregated and stored

13.4.7 Special tools and test equipment, to ensure:

(a) Serviceability and calibration are accomplished in accordance with operator's manual

(b) All required items are serviceable and within calibration criteria, to include

traceability to one of the following:

(i) national Standards (ii) standard established by the item's manufacturer (iii) if foreign manufactured, the standards of the country where manufactured,

if approved by the Director (iv) appropriate types and quantities are available

(v) proper storage and protection is utilized 13.4.8 Fuel/oil storage and dispensing facilities, if operated and maintained by operator.

13.4.9 Deicing chemical storage and dispensing equipment, if applicable. The following must be

inspected to ensure compliance with the operator's manual: (a) Chemical storage and dispensing

(b) Serviceability of equipment

(c) General condition and safety of storage areas

(d) Training of personnel in operator's deicing procedures

NOTE: If deicing services are provided on a contract basis, ensure that the contractor

meets the above requirements.


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13.4.10 Support shops (avionics, sheet metal, engine etc.), to ensure:

(a) All required technical data is current and available. If data is on microfiche, ensure that readers available and serviceable.

(b) Staffing reflects complexity of shop

(c) Personnel are properly trained, qualified, and authorized

(d) Procedures for shift turnover are in place and properly utilized

(e) All required special tooling and equipment is available, serviceable, and within calibration criteria

(f) Maintenance tasks and inspection functions are being accomplished in accordance with operator's maintenance manual

(g) Safety equipment is available and serviceable

(h) Individual shop storage areas are maintained to same standards as main storage area

(i) Work areas do not conflict with each other, e.g., lathe next to avionics repair area

(j) Lighting, ventilation, and general housekeeping are adequate 13.4.11 Hangar facilities, to ensure:

(a) Facilities are adequate for work being performed

(b) Staffing reflects the complexity of work being performed

(c) Personnel are properly trained, qualified, and authorized

(d) Procedures for shift turnover are in place and properly utilized

(e) Special equipment and tooling is available, serviceable, and calibrated, if applicable

(f) Safety procedures are established and adhered to

(g) Procedures direct the flow and control of all maintenance and inspection records

(h) Lighting, ventilation and general housekeeping are adequate 13.4.12 Hangar ground support equipment, to ensure the equipment is serviceable and

appropriate for the work being performed. 13.4.13 Inspect the Engineering Department, if applicable. Ensure the following:


______________________________________________________________________________________________ Issue-1 Page 13-5 30 March 2011

(a) Staffing is adequate for complexity of assigned duties

(b) Personnel are qualified

(c) All required technical data is current and available

(d) Engineering orders are accomplished and in accordance with operator's manual

(e) Major repair and modifications are accomplished in accordance with (insert

Authority name) approved data

13.4.14 Major repair reports are retained and available:

NOTE: Review a representative sample of operator generated Engineering Orders to ensure that the program is being followed and items are being properly categorized (major versus minor).

13.4.15 Inspect the Inspection Department. Ensure the following:

(a) Designated staffing is adequate for complexity of operation

(b) Delegated staffing is at reasonable level

(c) System ensures inspection personnel are trained, qualified, and properly authorized. Check that the auditing cell is separated from certifying staff.

13.4.16 Inspect the Maintenance Control Center, if Applicable:

(a) Ensure the following:

(b) Staffing is adequate for the complexity of the operation and that personnel

are trained and qualified (c) Technical data is available and current (d) Communications system provides effective communication between all

departments and stations

(e) Review the activity/turnover log to look for trends and to evaluate the general effectiveness of the overall maintenance program

13.4.17 Inspect the Maintenance Production/Planning Control, if Applicable. Ensure the

following:

(a) Staffing is adequate for the complexity of the operation

(b) Planning system is effective, e.g., inspection/overhaul scheduling, facility scheduling, parts forecast, personnel requirements, and communication with other departments


______________________________________________________________________________________________ Issue-1 Page 13-6 30 March 2011

(c) The system provides for scheduling corrections of deferred and carryover

maintenance items

NOTE: Randomly sample a representative number of open and completed work packages to ensure the effectiveness of the system.

13.4.18 Inspect Aircraft: Inspect any available aircraft to determine the quality of

maintenance being performed:

13.4.19 Analyze Findings: Upon completion of inspection, record all deficiencies noted and take appropriate action __________________________


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Chapter 14 CONDUCT SPOT INSPECTION OF OPERATOR'S AIRCRAFT UNDERGOING MAINTENANCE

14.1. BACKGROUND AND OBJECTIVES. 14.1.1 This chapter provides guidance for observing and analyzing in-progress maintenance

operations for compliance with specific methods, techniques, and practices in the operator's inspection and maintenance program.

14.2. GENERAL 14.2.1 Definition: Work package - Job task control units developed by the operator for

performing maintenance/inspections. A typical work package may include the following:

(a) Component change sheets

(b) Inspection workcards

(c) Nonroutine workcards

(d) Appropriate sections of the maintenance procedures manual

(e) Engineering Orders (EOs) 14.2.2 Inspection Personnel: It is important that Airworthiness Inspectors are familiar with the

type of aircraft to be inspected before performing the inspection. This can be accomplished through on the job training.

14.2.3 Coordination:

(a) Airworthiness Inspectors possess various degrees and types of expertise and experience. An AWI who needs additional information or guidance should coordinate with personnel experienced in that particular specialty.

(b) Regional offices need to establish close coordination with Central Office.

Coordination is required to:

(i) gain access to operator file for information not available to the regional office

(ii) transmit all inspection results and/or recommendations to Central Office 14.3 INITIATION AND PLANNING


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14.3.1 Initiation: Spot inspections can be scheduled as part of the work program, but may be initiated whenever a problem is noted, including deficiencies noted during other types of inspections.

14.3.2 Planning: Spot inspections derived from the planned work program

(a) The number of spot inspections in the work program depends on the type and

number of operator aircraft. After determining the type of aircraft to be inspected, confirm the aircraft availability and scheduled maintenance functions with operator personnel.

(b) If the maintenance to be observed is known, review the operator's maintenance procedures manual to become more familiar with the maintenance task. Review the following:

(i) duplicate Inspection Items , if applicable (ii) forms used to document maintenance task (iii) latest manual revision and date

(iv) special tools and equipment used to perform the maintenance task (v) any other manual requirements relating to the maintenance task

(c) For Regional offices in which the maintenance procedures manuals are not in the

office, review the applicable sections of the operator's maintenance manual at the facility prior to performing this task.

(d) Examining previous inspection findings provides the AWI with background information regarding problem areas found during other spot inspections. This information can give an indication of how effective past corrective actions were in resolving previously identified problem areas.

(e) The NAA provides information such as Airworthiness Directives (ADs), Service Difficulty Report Summaries, Maintenance Bulletins. This information should be reviewed, when available, so as to become familiar with current service difficulty information. While performing the spot inspection, ensure that these conditions do not exist on the aircraft.

(f) Spot inspections not derived from the planned work program. There are many

situations while performing other surveillance activities that afford the opportunity to perform spot inspections. For example, if a discrepancy is found during a ramp inspection that requires maintenance, a spot inspection of that maintenance function could be performed.

14.4. MAINTENANCE RECORDS. 14.4.1 During performance of the spot inspection, special attention should be paid to the

following areas, as applicable:

(a) AD's current status, including the method of compliance


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(b) Overhaul records, including documentation containing the overhaul details and replacement time

(c) Major repair/alteration classifications and the use of approved data

(d) Replacement time of life-limited parts

14.5 PERFORMING THE SPOT INSPECTION 14.5.1 Selecting a Maintenance Task

(a) Discuss with the maintenance supervisor what maintenance is currently being performed to determine what portions of that current maintenance/inspection should be observed.

(b) Special emphasis should be placed on observing maintenance tasks that involve

duplicate inspections. Problem areas to look at include: (i) persons performing inspections outside of authorizations or limitations (ii) duplicate inspection items not being properly identified or accomplished

14.5.2 Performance Standards

(a) Each operator has a maintenance/inspection program for its individual maintenance operations. For maintenance to be performed on the operator's aircraft, there must be corresponding provisions and procedures in the operator's maintenance manual.

(b) Each operator should have special procedures in the manual that ensures persons outside of the organization perform maintenance in accordance with the operator's maintenance manual.

14.5.3 Discrepancies Noted During Surveillance. When deviations from accepted procedures are

noted, it must be brought to the attention of maintenance management that corrective action must be taken immediately. Discrepancies noted during the inspection may require follow up at a later time.

14.6. STRUCTURAL SPOT INSPECTIONS. 14.6.1 Structural spot inspections of transport category aircraft undergoing "C," "D," or similar

"heavy inspections" must be carried out on a regular basis. This increased surveillance is due to the "aging" fleets of many operators and reflects concern over structural fatigue and corrosion.

14.6.2 During the observance of a "heavy inspection," AWI's must pick an inspection area where

maintenance has been started and where there could be possible fatigue or corrosion problems (especially an area that is not usually open to inspection, such as under the galley or lavatories).


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14.6..3 If inspecting an area where maintenance is in progress, the following should be evaluated:

(a) While performing their job functions, are personnel accomplishing their job task per the work package.

(b) Does the Aging Aircraft/Corrosion Control program provide the necessary guidance to evaluate and respond in a timely manner to structural fatigue and corrosion.

14.6.4 If inspecting an area where maintenance has already been accomplished, the following

should be evaluated:

(a) Are there any structural fatigue or corrosion problems evident

(b) If there are, were they identified by the person(s) responsible for that area

(c) If they were identified, was corrective action initiated and completed

(d) Is there an AD applicable to this problem? If there is an AD, what is the status of that AD?

NOTE: While inspecting these areas that are not normally accessible, look for evidence of

structural major repairs. If a major repair was accomplished, review the approved data for that repair.

14.7. PROCEDURES 14.7.1 Initiate Spot Inspection, as Applicable 14.7.2 Select Appropriate Aircraft For Inspection. Determine the following from the operator's

maintenance schedules:

(a) Aircraft availability

(b) Aircraft type

(c) Type of maintenance being performed 14.7.3 Prepare for the Inspection. Review the following:

(a) Maintenance manual procedures for maintenance being performed (if available) (b) Operations specifications time limitations, when applicable to the maintenance task (c) Previous inspection findings (d) Applicable maintenance alert bulletins (e) Service Difficulty Report Summary


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(f) Any new regulation and/or AD requirements affecting the aircraft to be inspected 14.7.4 Perform the Spot Inspection

(a) Identify yourself to the maintenance supervisor and discuss the nature of your inspection.

(b) Discuss with the maintenance supervisor/person in charge the status of the selected

maintenance task. (c) Select a particular maintenance task within the work package. If possible, include a

maintenance task that requires a duplicate inspection.

(d) Ensure that current maintenance procedures are available to the person(s) performing the work by accomplishing the following:

(i) asking maintenance personnel for the maintenance procedures used to

accomplish the work (ii) recording the date of the maintenance procedures being used to perform the

maintenance task for future comparison with the maintenance manual master copy

(e) Ensure that the maintenance is performed according to established procedures by

comparing actual performance to the operator's approved maintenance/inspection manual procedures.

(f) Ensure that the proper tools are being used by accomplishing the following:

(i) observing that special tools referenced in the maintenance manual are being used

(ii) checking calibration due dates on precision tools, measuring devices, and testing equipment requiring calibration

(g) Ensure that the operator has the facilities to properly perform the maintenance task.

(h) Ensure that systems being maintained are not exposed to environmental conditions

that could contaminate or damage components.

(i) Ensure that maintenance recording is accomplished according to the operator's recordkeeping system.

(j) Note any maintenance task deficiencies and include any copies of the documents that revealed the deficiencies.

(k) For those maintenance tasks involving duplicate inspection , determine that the persons observed performing these functions are appropriately certificated, authorized, and qualified.

14.7.5 Analyze the Findings. Evaluate inspection findings to determine if discrepancies exist.

Discuss the results with the operator.


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14.8 TASK OUTCOMES 14.8.1 Completion of this task can result in requesting manual revisions and the issuing of Audit

Findings.

14.8.2 Document Task. File all supporting paperwork in the operator's office file.

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Chapter 15. AIRCRAFT RAMP INSPECTION

15.1. OBJECTIVE. 15.1.1 This chapter provides general guidance for sampling the quality of maintenance and the

degree of compliance with the operator's maintenance procedures on in service airline aircraft.

15.1.2 Detailed auditing procedures are contained in Chapter 16 of this manual. Interior and

exterior inspection guides are contained in appendix 1 & 2 15.2 GENERAL 15.2.1 CAA Inspection Personnel

(a) It is important that Airworthiness Inspectors (AWIs) become familiar with the type

of aircraft to be inspected before performing the inspection. This can be accomplished by on the job training.

(b) Due to the hub and spoke concept, many aircraft have less than one hour ground time. To ensure that the inspection is performed adequately, it is recommended that two inspectors perform this task in exterior and interior phases.

15.2.2 Coordination

(a) Airworthiness and Operations Inspectors possess various degrees and types of

expertise and experience. An AWI who needs additional information or guidance should coordinate with personnel experienced in that particular specialty.

(b) Local units may need to coordinate with Central Office (CO) as they do not always have access to the operator's maintenance procedures manual. In addition, when discrepancies are found, the Local unit should communicate with CO.

(c) Use of a Identification Card. Conflicts are occurring between AWIs performing

ramp inspections and airport security personnel allowing access to aircraft and other secure areas. Proper use of airport identification badges should relieve some of these problems.

15.3 INITIATION AND PLANNING 15.3.1 Initiation. This task is scheduled as part of the work program. Additional inspections are

initiated by national, regional, or district office special requirements.

15.3.2 Planning. The ramp inspection provides the AWI with a good opportunity to ensure that the compliance dates and requirements of new Airworthiness Directives (ADs) and regulatory revisions have been met. ADs, Service Difficulty Report Summaries,


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Maintenance/Airworthiness Bulletins, and previous reports should be reviewed, when available, so as to become familiar with current service difficulty information.

15.4 MAINTENANCE RECORDS 15.4.1 Regulations require that maintenance be recorded whenever it is performed prior to an

approval for return to service. The operator's maintenance procedures manual should describe the procedures for ensuring that these recording requirements are met, including the specific instructions on when an airworthiness release or appropriate maintenance log entry is required.

15.4.2 All mechanical discrepancies entered in the maintenance log must be either corrected or deferred using the methods identified in the operator's maintenance procedures manual.

15.4.2 The Minimum Equipment List has certain procedures and conditions that must be met prior to deferring the item(s).

(a) These procedures are identified by "O", "M", and "O/M" and are normally

contained in the operator's approved Minimum Equipment List. There are occasions in which the list references these procedures to another document.

(b) When reviewing the records for Minimum Equipment List compliance, the AWI must determine what procedures are required for deferral and ensure that these procedures are accomplished. Any MEL time limits must be adhered to or evidence of concessions must be produced

(c) The AWI must ensure that all applicable repetitive Minimum Equipment List procedures are accomplished for those items that are deferred and are continuing to be deferred through the station. These repetitive maintenance procedures must be signed off in the maintenance log as evidence that the procedures were accomplished.

15.5 DEFERRED MAINTENANCE 15.5.1 Minimum Equipment List/Deferred Maintenance. The operator's approved Minimum

Equipment List allows the operator to continue a flight or series of flights with certain inoperative equipment. The continued operation must meet the requirements of the Minimum Equipment List deferral classification and the requirements for the equipment loss.

15.5.2 Other Deferred Maintenance

(a) Operators frequently use a system to monitor items that have been inspected previously and found to be within serviceable limits. These items are still airworthy, yet warrant repair at a later time or when items no longer meet serviceable limits. This method of deferral may require repetitive inspections to ensure continuing airworthiness of the items. Examples of items that are commonly deferred in this manner are fuel leak classifications, dent limitations, and temporary (airworthy) repairs.


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(b) Passenger convenience item (not safety/airworthiness related) deferrals should be handled in accordance with the operator's program.

(c) The maintenance program approved for an operator must provide for prompt and orderly repairs of inoperative items.

15.6. CABIN INSPECTION 15.6.1 This inspection should be performed, when possible, without disturbing the loading and

unloading of passengers. The inspection can still be performed when some passengers are on board during through flights, but good judgment must be exercised by inspecting areas away from the passengers.

15.6.2 Any discrepancy should be brought to the attention of the flight crew or appropriate maintenance personnel immediately.

15.7 CARGO/COMBINATION CONFIGURED AIRCRAFT 15.7.1 Inspection results have disclosed instances of significant aircraft structural damage

resulting from careless loading of cargo, such as: (a) Torn or punctured liners, indicating hidden damage to circumferential stringers,

fuselage skin, bulkheads and decreasing fire extinguishing effectiveness. (b) Damaged rollers, ball mats, etc., causing significant structural damage to the floors (c) Corrosion and structural damage caused by improper handling of some hazardous

materials

15.7.2 The surveillance of hazardous material handling is not the primary function of the AW inspector. The AWI should contact the appropriate Operations Inspector if discrepancies are noted in the handling of hazardous materials.

15.8 PERFORMING THE RAMP INSPECTION

15.8.1 This inspection must be accomplished without interfering with the turnaround of the

aircraft. The following list of items are just some of the activities that could cause a delay in the turnaround time if interfered with.

(a) Boarding and deplaning of passengers (b) Servicing (c) Fueling (d) Maintenance (e) Baggage handling (f) Any other operator activity


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15.8.2 Any discrepancies noted must be brought to the attention of appropriate personnel immediately, to allow the operator the opportunity to take corrective action without interrupting the flight schedule. The AWI must verify that all corrective actions taken were in accordance with the requirements of the operator's maintenance procedures manual.

15.9 PROCEDURES

15.9.1 Initiate Ramp Inspection in Accordance with the Office Work Program 15.9.2 Prepare for the Inspection

(a) Review the operator's schedule, select the flight to be inspected, and determine the

type of equipment and ground time. (b) Determine if any recent problem areas have been identified for that type of aircraft. (c) Determine if recent regulatory changes and AD requirements affect the aircraft to

be inspected.

15.9.3 Conduct Exterior Inspection, as Applicable. Perform this inspection in accordance with the Exterior Inspection Guidelines found in Appendix 2 of this document.

15.9.4 Interview Flight Crew. Introduce yourself to the flight crew and describe the purpose and scope of the inspection.

15.9.5 Inspect Aircraft Maintenance Records (a) Ensure that all open discrepancies from the previous flight are resolved per the

operator's manual, prior to departure of the aircraft. (b) Review the maintenance records to determine if repetitive maintenance problems

exist that might indicate a trend. (c) Ensure that all Minimum Equipment List items are deferred in accordance with the

provisions of the operator's approved Minimum Equipment List.

(i) review the operator's approved Minimum Equipment List to determine that conditions, procedures, and placarding requirements were accomplished to correctly defer specific items.

(ii) note the date when an item was first deferred to determine if the maximum allowed length of deferral was exceeded. Accomplish this by examining maintenance record pages, the deferred maintenance list, or deferred maintenance placards or stickers.

15.9.6 Ensure that an airworthiness release, maintenance record entry, or appropriate approval for

return to service has been made after the completion of maintenance.

15.9.7 Ensure that the maintenance record contains the following for each discrepancy:


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(a) Description of the work performed or a reference to acceptable data (b) Name or other positive identification of the person approving the work (c) Name of the person performing work, if outside the organization

15.9.8 Perform Interior Inspection, as Applicable. Perform this inspection in accordance with, the Interior Inspection Guidelines found in Appendix 1 of this document.

15.9.9 Debrief Operator. Inform the flight crew or appropriate personnel that the inspection has

been completed. Discuss the discrepancies brought to the operator's attention during the inspection. (a) Examine Maintenance Record Entries. Ensure that the operator has recorded all

discrepancies noted during this inspection. If time is available, monitor the operator's corrective actions

(b) Analyze Findings. Analyze each finding to determine if the discrepancies are the

result of improper maintenance and/or missing or inadequate maintenance/inspection procedures.

15.10 TASK OUTCOMES

15.10.1 File report Form 15.10.2 Completion of this task can result in the following:

(a) Appropriate enforcement action when analysis of the findings disclose improper

maintenance. (b) Written notification to the operator of the necessary changes to the manual, when

analysis of the findings disclose missing or inadequate maintenance/inspection procedures.

(c) Communication with Central office by the regional office of the finding

discrepancies.

15.10.3 Document Task. File all supporting paperwork in the operator's office file. 15.11 FUTURE ACTIVITIES.

Based on inspection findings, determine if closer surveillance, additional enforcement, other job tasks, and/or additional coordination between CO and Local Office are required to regain compliance.

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Appendix – 1

INTERIOR INSPECTION GUIDELINES

A. Examine the airworthiness and registration certificates. Ensure the following:

(a) Airworthiness and registration certificates are current and valid (b) Both certificates contain the same model, serial, and registration numbers (c) Temporary registration is current (d) Signatures are in permanent-type ink

B. Flight Deck Inspection. Inspect the following: (a) Instrument security and range markings (b) Windows (delamination, scratches, crazing, and general visibility) (c) Emergency equipment (d) Seal on medical kit (if located on flight deck)

(e) Seat belts and shoulder harnesses (Technical Standard Order marking, metal to metal latching, and general condition)

(f) Check the following if using cockpit jump seat:

(i) jump seat oxygen system - turn regulator on and select 100% oxygen (ii) interphone system - select Comm 1 and Comm 2 to ensure systems are working

(g) When the most forward jump seat is in the cabin, coordinate with the crew for

connecting the headset and adapter cables. (h) Ensure that the jump seat is serviceable and that seat belt and shoulder harnesses

are available C. Cabin Inspection. Inspect the cabin to include the following:

(a) Lavatory. Ensure the following:

(i) fire extinguisher system is installed in sealed trash containers (ii) smoke detection system is installed (iii)trash containers are sealed according to applicable Airworthiness Directive(s) (iv) "No Smoking" placards are posted (v) ashtrays are available outside the lavatory

(b) Flight attendant seats.

(i) pull the jump seat down to ensure seat retracts (those in the path of exits) (ii) inspect seat belts for Technical Standard Order marking, metal to metal

latching and general condition

(c) Cabin emergency equipment. All equipment requiring periodic inspections should have an inspection date marked on it. Inspect the following:

(i) flight attendant flashlight holder


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(ii) slide containers, to ensure containers are properly marked for content. Check pressure of slide inflation bottle if visible.

(iii) medical kit (if not checked on flight deck) (iv) first aid kit (v) emergency oxygen (proper pressure and security) (vi) megaphone(s) (security and general condition (vii) fire extinguishers (security, pressure, seal,) (viii) life raft storage markings (if raft is required) (ix) emergency briefing cards (random sample) (x) general condition of emergency floor path lighting system (xi) placement of all "Emergency Exit" signs (xii) presence and legibility of "Emergency Exit" operation instructions (xiii) placarding for location of all emergency equipment (xiv) life preservers (vests)

(d) Passenger seats. Ensure the following:

(i) seats adjacent to emergency exits do not block exit path (ii) seats are secure in seat rack (random sample) (iii) seat breakover pressure is in accordance with operator's maintenance

program (random sample) (iv) "Fasten Seat Belt During Flight" placards are in view from all seats (v) seat belts have metal to metal latches and are in good general condition

(random sample)

(e) Galleys/service centers. Inspect the following:

(i) trash bin lids for fit (ii) storage compartment restraints (iii) stationary cart tied owns (iv) lower lobe equipment/restraints (v) lift operation (vi) galley supply stowage

(f) Overhead baggage compartments. Check for weight restriction placards and the doors for proper latching, when applicable

D. Inspect cargo compartment

(a) Ensure the following:

(i) cargo compartment fire protection is appropriate for its classification (ii) cargo liner is free from tears and/or punctures. If these are noted, inspect

structure behind liner for damage, e.g., stringers, circumferentials, etc. (iii) ensure sealing tape is proper type and in good condition. (iv) cargo door is free of fluid leaks and structural damage (v) fuselage door structure and sill are free of damage (vi) smoke detectors are in satisfactory condition (vii) lighting is operable and protective grills are installed


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(vii) positions/compartments are placarded for position identification and weight limitations

(b) Inspect pallet system, if applicable. Ensure the following:

(i) ball mats are serviceable, e.g., no broken or missing balls (ii) forward, aft, and side restraints are serviceable (iii) roller assemblies are secure and have no missing or broken rollers

(c) Ensure the 9 g forward restraint net is serviceable, if applicable. (d) Ensure that cargo restraints for bulk loaded cargo are adequate, if applicable. (e) Inspect cabin mounted equipment. (f) Inspect fire extinguishers for inspection due dates and pressure. (g) Inspect load manifest for Hazardous Material. If present, determine crew

knowledge of the following:

(i) location and labeling of hazardous materials (ii) special requirements, if required (iii) if proper paperwork is on board

(h) Ensure captain is aware of the following responsibilities:

(i) inspection of cargo to ensure proper load distribution (ii) ensuring loads do not exceed compartment or position limits (iii) ensuring loads are being properly restrained.

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Appendix -2

EXTERIOR INSPECTION GUIDELINES A. Accompany a flight crewmember during the exterior inspection, if possible, and inspect

the following, as applicable: (a) Landing gear and wheel well areas. Check for the following:

(i) any indication of wear, chafing lines, chafing wires, cracks, dents, or other

damage (ii) structural integrity of gear and doors (cracks, dents, or other damage) (iii) hydraulic leaks (gear struts, actuators, steering valves, etc.) (iv) tire condition (v) tire pressure (if pressure indicators are installed) (vi) wheel installation and safety locking devices (vii) wear, line security, leaks, and installation of brakes (viii) corrosion

(b) Fuselage and pylons. Inspect the following:

(i) structure for cracks, corrosion, dents, or other damage (ii) fasteners (loose, improper, missing) (iii) condition of radome (iv) condition of pitot tubes (v) static ports (cleanliness and obstructions) (vi) stall warning devices and other sensors (vii) antennas (security and indications of corrosion) (viii) lavatory servicing areas (evidence of fresh blue water streaks) (ix) cargo compartments for integrity of fire protective liners (no holes or

unapproved tape used for repairs) (x) emergency exit identification/markings (xi) registration marking (legibility) (xii) all lights (general condition, broken lenses, etc.)

(c) Wings and pylons. Inspect the following:

(i) structure for cracks, corrosion, dents, or other damage (ii) leading edge (dents and/or damage in line with engine inlets) (iii) leading edge devices (when open, actuator leaks, general condition of

lines, wires, and plumbing) (iv) all lights (general condition, broken lenses, etc.) (v) flaps (cracks, corrosion, dents, and delamination) (vi) flap wells (general condition of lines, wires, and plumbing) (vii) static eliminators (number missing) (viii) ailerons and aileron tabs (cracks, corrosion, dents, delamination) (ix) missing, loose, or improperly secured access door/inspection panels and

blowout panels


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(d) Engines. Inspect the following:

(i) intake for fan blade damage, and oil leaks (ii) ring cowl for missing or loose fasteners (iii) cowling doors for security and proper fit (iv) lower cowling for evidence of fluid leaks (v) exhaust for turbine and tailpipe damage, and evidence of fluids (vi) reverser doors for stowage and security, and evidence of leaks (vii) access doors for security

(e) Propellers. Inspect the following:

(i) leading edge of propeller for cracks, dents, and other damage (ii) deicer boots for signs of deterioration and security (iii) spinners for security, cracks, and evidence of fluid leaks

(f) Empennage. Inspect the following:

(i) leading edge for dents (ii) all lights (general condition, broken lenses, etc.) (iii) missing static discharge eliminators (iv) elevator, rudder, and tabs (cracks, corrosion, dents, and delamination) (v) elevator and rudder power unit for evidence of hydraulic leaks

(g) Ground safety. Inspect the following:

(i) positioning of support vehicles (ii) fueling of aircraft, to include the following:

(aa) Refueling pressure (bb) Condition of refueling unit (leaks, filter change dates, exhaust system, etc.) (cc) Grounding (dd) Fire protection (ee) General fueling procedures

(iii) general condition of ramp, to include the following:

(aa) Provisions for grounding (bb) Foreign objects on ramp (cc) Fuel spills (dd) General housekeeping/cleanliness (ee) Passenger control (ff) Fire protection

(h) Baggage. Observe loading and unloading of baggage compartments to include the

following:

(i) baggage restraining system (ii) load distribution


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Chapter 16. CABIN ENROUTE INSPECTION

16.1. OBJECTIVE. 16.1.1 This chapter provides guidance for conducting a cabin enroute inspection to ensure that an

operator's cabin safety procedures adhere to the CAA Regulations and safe operating practices.

16.2. GENERAL 16.2.1 Cabin en-route inspections are normally carried out by Operations inspectors.. Never the

less Airworthiness Inspectors when traveling on duty should make observations during the flight and provide the Director with information concerning, operator procedures, and the condition and maintenance of aircraft emergency equipment and furnishings.

16.2.2 Inspector Qualifications:

(a) Since Airworthiness Inspectors, may not receive system training on all aircraft, it is important that the inspector become familiar with the operator's procedures and equipment before performing the inspection.

(b) The CAA should not encourage two inspectors to perform a cabin enroute {inspection} on the same flight. Therefore each inspector must be familiar with the cabin enroute inspection procedures before performing this task and must be authorized through their Airworthiness supervisor and the flying operations section of the CAA. However if operations approval has not been requested or given the AWI can still make observations (as a passenger from his seat) during the course of the flight

(c) Inspectors possess various degrees and types of expertise and experience. When additional information or guidance is needed, the inspector should coordinate with personnel experienced in that particular specialty.

16.2.3 Inspector Conduct: In performing this job task, the actions of the inspector are subject to

the close scrutiny of airline employees and the general flying public. The inspector must be alert for leading questions from crewmembers and passengers regarding destinations, technical information, and other operators.

NOTE: Inspectors must comply with all regulatory requirements.

16.3 CABIN ENROUTE INSPECTION AREAS. 16.3.1 Three general areas have been identified for inspectors/specialists to observe and evaluate

during cabin en-route inspections. Each area should be considered to be of equal importance. The three inspection areas are as follows:


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16.3.2 Cabin (Interior): The "interior" inspection area applies to the general airworthiness of the aircraft cabin, and the condition and availability of aircraft cabin emergency equipment and furnishings

16.3.3 Crewmember: The "crewmember" inspection area applies to flight attendants who perform their assigned duties during the flight. Inspectors should evaluate such items as crewmember knowledge, ability, and proficiency by directly observing flight attendants performing their assigned duties and functions. (This area is not normally formally inspected by an AWI.) NOTE: Flight attendants that are receiving operating experience, "trainees", should not be

evaluated on the same basis as the fully qualified crewmembers.

16.3.4 Flight Conduct: The "flight conduct" inspection area relates to the specific phases of the flight which can be observed during the cabin enroute inspection. This includes a wide range of items that can be observed and evaluated by inspectors, such as flight crewmember performance of duties, interface with ground crews, and monitoring carry-on baggage. These types of areas can often be observed before beginning a flight, at enroute stops, or at the termination of a flight.

16.4 INITIATION AND PLANNING 16.4.1 Initiation: This task is normally performed by Operations Inspectors but can be scheduled

on an opportunity basis as part of an Airworthiness route station inspection.

16.4.2 Planning

(a) Inspectors conducting cabin enroute inspections should make arrangements for the inspection as far in advance of the flight as possible. Inspectors are expected to exercise sound judgment in these matters.

NOTE: Inspectors will not occupy the flight attendant jump seats. Only qualified

crewmembers, as determined by the operator, are authorized to occupy this seat.

(b) When it is necessary to board a flight at an intermediate stop, the inspector will make

every effort to advise the pilot in command, prior to boarding the flight, that a cabin en-route inspection will be conducted.

(c) The inspector must conform to the operator's approved carry-on baggage program. If

there is any concern that the inspector's baggage will exceed operator limitations, the baggage should be checked.

16.5 PERFORMING THE CABIN ENROUTE INSPECTION 16.5.1 The attention of the flight attendants must not be diverted from assigned duties including

passenger enplaning, deplaning, and inflight service. Surveillance of flight attendants' awareness and following of safety related procedures should continue during the flight. However, when possible, equipment inspection and discussions with the crew should be conducted before or after the flight, preferably while no passengers are on board.


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16.5.2 Interior Inspection.

(a) This inspection should be performed without disturbing the loading and/or unloading of the passengers. Any discrepancies noted should be brought immediately to the attention of the lead flight attendant.

(b) Crewmembers should initially be briefed to continue their assigned duties as if the inspector was not present. The inspector should then request that a crewmember provide a flight attendant manual and be available for a discussion relating to the crewmember's duties, at the crewmember's earliest convenience.

(c) Some operators require flight attendants to accomplish a preflight inspection of at least some of the emergency and safety equipment in the cabin. In such a case, the inspector should observe the flight attendant inspect the equipment and then perform an additional inspection of selected equipment.

NOTE: An inspector can determine whether the operator requires a flight attendant to conduct preflight by examining the flight attendant manual.

(d) When a flight attendant preflight equipment inspection is not required by the operator or has already been performed, the inspector should inspect the equipment. If there is not enough time to inspect the emergency equipment before the flight, the inspector may choose to inspect it after the flight.

(e) Inspectors/specialists should avoid impeding the flow of passenger traffic or in any way interfering with crewmembers conducting their respective duties. Since passengers are naturally curious about an inspector's activities, it is recommended that reasonable passenger inquiries be answered in a brief, factual and courteous manner.

16.5.3 In-flight Monitoring This phase of the inspection includes the activities associated

with boarding, pre-departure, in-flight, and landing. (a) During this part of the inspection, the inspector will have the opportunity

to: (i) evaluate the effectiveness of flight attendant training programs (ii) evaluate operator procedures (iii) determine adherence to company policy, CAA regulations, and safe

operating practices

(b) Passenger safety must be closely monitored during this phase. (c) The inspector will have the opportunity to ensure that the flight attendants

perform all safety related duties and normal emergency tasks per the guidance in the operator's accepted manual.

16.5.4 Required Flight Attendants. When regulations require flight attendants for the

operation of a flight, the number required is based on the number of passenger seats and is listed in the operations specifications.


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(a) There must always be a full complement of flight attendants at originating and terminating points when passengers are on board. Regulations permit an operator to substitute personnel, qualified in emergency evacuation procedures for that specific aircraft, at intermediate stops. Substitute personnel must be easily identified.

(b) Additional, "non required", flight attendants may be used by the operator.

These additional personnel do not have to be seated during taxi if performing safety related duties.

16.6 DEFERRED MAINTENANCE 16.6.1 Minimum Equipment List (MEL)/Deferred Maintenance. The operator's approved

Minimum Equipment List allows the operator to continue a flight or series of flights with certain inoperative equipment. The continued operation must meet the requirements of the MEL deferral classification and the requirements for the equipment loss.

16.6.2 Other Deferred Maintenance

(a) Operators frequently use a system to monitor items that have previously been inspected and found to be within serviceable limits. These items are still airworthy, yet warrant repair at a later time or when items no longer meet serviceable limits. This method of deferral may require repetitive inspections to ensure the continuing airworthiness of the items. Examples of items that are commonly deferred in this manner are overhead storage bins, seatbelts, and interim airworthy repairs.

(b) Passenger convenience item (not safety/airworthiness related) deferrals should be handled per the guidelines of the operator's program.

16.7 PROCEDURES 16.7.1 Initiate Cabin En-route Inspection According to the District Office Work Program

16.7.2 Prepare for the Inspection (a) Contact the operator to reserve the cockpit jump seat. 16.7.3 Coordinate With the Operator, at Least One Hour Prior To the Flight

(a) Identify yourself to the operator representative and state that you are performing a

cabin en-route inspection on a specific flight.

(b) Present CAA credentials, to the operator representative.

(c) Obtain applicable operator boarding authorization per the airline procedures.

(d) Request access to the aircraft as soon as practical, (after passengers have deplaned, etc.) to meet the flight and cabin crews, and perform the interior pre-departure inspection, as time permits.


_______________________________________________________________________________________________ Isue-1 Page 16-5 30 March 2011

16.7.4 Coordinate With the Crew: Before boarding the aircraft or performing any inspection: (a) Identify yourself to the Captain and lead flight attendant as a CAA inspector (b) State the purpose of the inspection

16.7.5 Perform the Interior Inspection. The inspector should inspect the following, as applicable:

(a) Cabin placarding, markings, and signs (e.g., exits, no smoking signs, emergency equipment), to ensure marking legibility and the correct location

(b) Fire extinguishers for the following: 16.7.6 To verify the quantity and location

(a) To ensure that they are properly serviced, tagged, and stowed Portable oxygen bottles for the following:

(i) to verify the quantity and location

(ii) to ensure that they are properly serviced, tagged, and stowed (iii) to determine the condition of the mask, tubing, and connectors

NOTE: The mask/hose is not required to be connected to first aid oxygen bottles.

(b) Protective Breathing Equipment for correct location, proper number of units, and proper stowage

(c) First Aid Kits and Emergency Medical Kits for correct number, location, and stowage

(d) Megaphones for correct number, location, general condition, and proper stowage

(e) Passenger Briefing Cards to ensure the following:

(i) that they are available for each passenger (ii) that they are appropriate to the aircraft (iii) that they contain the required information, to include the following:

(aa) Emergency exit location and operation (bb) Slide use and location (cc) Oxygen use

(dd) Seatbelt use (ee) Flotation device use and location (ff) Appropriate pictorials for extended overwater operations including

ditching exits, life preservers, and liferaft or slideraft in-flight location

(f) Passenger seats, to ensure the following:

(i) that a reclined seat does not block emergency exits


_______________________________________________________________________________________________ Isue-1 Page 16-6 30 March 2011

(ii) that the seat cushions are intact (iii) that the tray table latching mechanisms are operable (iv) that the self-contained and removable ashtrays are in serviceable

condition and are available (v) that seatbelts are operational and not frayed or twisted

(g) passenger Oxygen Service Units to ensure that they are closed and latched, without any extended red service indicators or pins

(h) Flight Attendant Station, to ensure the following:

(i) that the seat retraction/restraint system is operational and is properly

secured (ii) that the seatbelts are operational and not frayed or twisted (iii) that the seat cushions are intact (iv) that the seat headrest is in the correct position (v) that the PA system and interphone are operable (vi) that aircraft installed flashlight holders are installed

NOTE: Flashlights are not required to be in the holders, however, when they are, they

must be charged and operable.

(i) Galleys, to ensure the following: (i) that the latching mechanisms (primary and secondary) are serviceable (ii) that the tie-downs are serviceable (iii) that the restraints are in an operable condition (iv) that the cover and lining of trash receptacles fit properly (v) that the hot liquid restraint system is operable (vi) that the circuit breakers and water shutoff valves are accessible and

properly identified (vii) that the nonskid floor is serviceable (viii) that the girt bar is clean and serviceable (ix) that the stationary cart tie-downs (mushrooms), are clean (x) that the galley carts are in serviceable condition and properly stowed (xi) that the lower lobe galley, if applicable, emergency cabin floor exits are

passable and not covered by carpeting

(j) Galley Personnel Lift (if applicable) to ensure that it does not move up or down with the doors open and that the activation switches operate properly

(k) Lavatories to ensure the following:

(i) that the smoke alarm, placards, and ashtrays are present and operational (ii) that the trash receptacle cover and lining fit properly (iii) that the automatic fire extinguisher system is serviceable

(l) Stowage Compartments to ensure the following:

(i) that the weight restriction placards are mounted


_______________________________________________________________________________________________ Isue-1 Page 16-7 30 March 2011

(ii) that the restraints and secondary latching mechanisms are operable (iii) that the compartments comply with stowage requirements for

accessibility to emergency equipment

(m) Crew baggage to ensure that it is properly stowed

(n) Emergency Lighting System to ensure that all emergency lighting, including the floor proximity escape path system, is in serviceable condition, e.g., no cracked/missing covers

(o) Exits to ensure the general condition of the following:

(i) door seals (ii) girt bar and brackets (iii) handle mechanisms (iv) signs and placards (v) slide or slide-raft connections and pressure indications (vi) lights

(p) Pre-departure

(i) ensure any discrepancies noted during pre-departure are addressed per the operator's manual.

(ii) ensure that the required number of flight attendants are aboard. (iii) observe the flight attendants/ground personnel coordinating and supervising

the boarding of passengers and properly stowing carry-on baggage.

NOTE: Ensure that the passenger loading door is not closed until a required crewmember verifies that each piece of carry-on luggage is properly stowed. Proper stowage includes ensuring that the overhead bins are closed. Items that cannot be stowed must be processed as checked baggage.

(q) Ensure that items such as carry-on baggage and galley supplies do not cover or in any way interfere with aircraft emergency equipment in the overhead compartments.

(r) Ensure that a required crewmember verifies that passengers seated at the emergency exit row seats meet the regulatory requirements.

NOTE: At some time prior to takeoff, the flight attendant must brief the passengers seated in the emergency exit row seats on the selection criteria and their willingness and ability to perform the functions, according to the operator's approved program.

(s) Ensure that all passengers are seated prior to any ground movements. (t) Ensure that the flight attendants have sufficient time to take their assigned

positions and to secure their restraint systems after giving the passenger briefing. (u) Ensure that the flight attendant pre-departure briefing is audible to all passengers

and covers the following subjects:


_______________________________________________________________________________________________ Isue-1 Page 16-8 30 March 2011

(i) smoking: When, where, and under what conditions smoking is prohibited,

including a statement that federal law prohibits tampering with, disabling, or destroying any smoke detector in an airplane lavatory

(ii) exit Locations: The preferred method is to physically point out exits (iii) seatbelt Use: Instructions on how to fasten, unfasten, and adjust seatbelts (iv) flotation Devices: Instructions on the location and use of required

individual flotation devices (v) oxygen Use: Instructions on the location of and a demonstration on the use

of the oxygen mask (vi) extended Overwater Operations: Instructions on the location, donning, and

use of life preservers, liferafts (or sliderafts) and other means of flotation (vii) special Passenger Briefings (when applicable): For persons who are

handicapped or warrant some other special kind of attention, and for the individuals assisting them

(v) Movement on the Surface

(i) ensure that during the taxi that all flight attendants remain seated unless

performing safety related functions. Safety related activities can include the following:

(aa) Passenger preparedness (bb) Baggage/cargo/galley stowage (cc) Exit readiness

(ii) ensure that the following items or activities are accomplished prior to takeoff:

(aa) Each exit is closed and locked with the girt bars properly attached

(if applicable) (bb) All stowage compartments are properly secured and latched (cc) The galley is prepared as follows:

(aaa) Loose items are secured (bbb) All serving carts are properly restrained

(dd) The cockpit door is closed or open in accordance with the operator's

manual (ee) Passenger seatbelts and shoulder harnesses, if installed, are secured (ff) Any other equipment is properly stowed and secured (gg) Ensure that crewmembers observe the sterile cockpit rules.

(w) In-flight Operations

(i) monitor the crewmembers' performance during inflight operations, to ensure the following:

(aa) During the takeoff:


_______________________________________________________________________________________________ Isue-1 Page 16-9 30 March 2011

(aaa) That each flight attendant is seated with restraint systems properly fastened (bbb) That any unoccupied flight attendant seat is properly secured for takeoff

(bb) After takeoff, before or immediately after the seatbelt illumination

is shut off, ensure that an announcement is made that passengers should keep their seatbelts fastened, even when the seatbelt sign is turned off.

(cc) If the flight is to be a smoking flight, when the no smoking sign is

turned off, ensure that an announcement is made that smoking is only permitted in specific rows and prohibited in the aisles and lavatories.

(x) Ensure that the following are accomplished, as applicable:

(i) passenger compliance with seatbelt and no smoking signs (ii) effective crew coordination for flight crew and cabin crewmember

communications - routine and/or emergency (iii) turbulent air procedures are followed, including the proper restraint

of serving carts, galley equipment, and compliance with instructions from the cockpit

(iv) crewmember handling of the passengers, to include:

(aa) not serving alcoholic beverages to intoxicated passengers (bb) abusive or disruptive passengers (cc) handicapped or ill passengers (dd) passengers requiring special attention

(y) Ensure that crewmembers, during the approach and landing phases of flight, prepare the cabin for arrival by performing at least the following actions:

(i) ensuring that carry-on baggage is stowed and all seatbacks and tray

tables are upright and stowed respectively (ii) removing all food, beverages, and galley service items from each

passenger seat location (iii) ensuring that all stowage compartments are latched and secured (iii) that the galley is prepared as follows:

(aa) Loose items are secured (bb) All serving carts are properly restrained

(iv) ensuring that the cockpit door is closed or open, in accordance with

the operator's manual (v) verifying that passenger seatbelts and shoulder harnesses, if

installed, are secured (vi) properly stowing and securing any other equipment


_______________________________________________________________________________________________ Isue-1 Page 16-10 30 March 2011

(vii) ensure that crewmembers observe sterile cockpit rules. (viii) ensure that crewmembers are seated, before landing, at assigned

duty positions, with appropriate restraint systems fastened. (z) Flight Arrival

(i) ensure that after landing, the flight attendants prepare the aircraft for arrival

by performing the following duties: (aa) Before the captain has turned off the seatbelt sign, ensuring that passengers remain in their seats with seatbelts fastened (bb) Upon arrival at the gate and after the seatbelt sign has been turned off, preparing the exits for deplaning

(ii) ensure the appropriate complement of flight attendants remain on board the

aircraft at enroute stops (when passengers remain on board the aircraft to proceed to another destination)

(iii) debrief the captain and lead flight attendant of any procedural problems or discrepancies/malfunctions noted during the flight.

16.8 TASK OUTCOMES

(a) File inspection Form (b) Completion of this task can result in the following:

(i) Satisfactory inspection (ii) Issue of a Audit Finding form (iii) Requirement for a follow up inspection for a particular discrepancy

(c) Document Task. File all supporting paperwork in the operator's office file.

16.9 FUTURE ACTIVITIES.

Schedule follow up inspection, as applicable.

______________________________

CAAB AIRWORTHINESS INSPECTORS HANDBOOK

Issue-1 Page17-1 30 March, 2011


Chapter 17. AIRWORTHINESS AUDITING 17.1 AUDITING PROCEDURES 17.1.1 Authority - The applicable sections of the State Civil Aviation Regulations which, in turn,

are based on the Civil Aviation Act, will provide the basis for the procedures in this chapter of the inspector’s manual.

17.1..2 Deviations - Depending upon the nature of the particular problem or job, it may sometimes

become necessary to deviate from the policies and procedures outlined in this manual. When a deviation becomes necessary, the Inspector involved should be guided by sound judgement, making certain that all deviations are substantiated, documented and concurred by the Audit Manager. Substantial deviations from this manual must be approved by the Director.

17.2 DEFINITIONS 17.2.1 Standard audit terminology common to both the authority and Industry. 17.3 WHY WE AUDIT 17.3.1 Initial Certification - Prior to the issue of an Air Carrier Operating Certificate all areas of

a company will be audited to ensure that the required standards will be met. 17.3.2 Surveillance - The auditee is audited on a systematic basis to ensure conformance with the

standards and conditions of their approved document. The frequency of such audits will be determined at the time of initial certification or by separate policy.

17.3.3 Request for Additional Authority - Prior to granting additional authorities to amend the

Air Carrier Certificate, a full or partial audit may be conducted. 17.3.4 Special Purpose Audit - An audit which was not previously identified as a requirement by

the authorities Audit Plan, but deemed necessary due to operational circumstances. These audits are non-scheduled in that they are the result of an identified deficiency within

the company. 17.4 TEAM COMPOSITION, RESPONSIBILITIES AND ATTRIBUTES 17.4.1 Audit Manager - To maintain the integrity of the audit process the Audit Manager shall:

(a) ensure that all relevant sections within the authority as well as company officials have been advised of the audit dates;

(b) ensure that non audit activities with the carrier are reduced to a minimum

throughout the audit period;



(c) ensure that any activities between the authority and the company are co-ordinated through the Audit Manager during the audit period;

(d) maintain contact with the Director as appropriate, and report progress of the field

work, potential problems, changes to the objectives or scope of work and other significant matters arising during the audit.

(e) maintain ongoing communication with the senior management of the company;

(f) ensures that all decisions and approvals required from the Director are obtained on a

timely basis. (g) exercise line authority over assigned audit staff and observers and control time and

resource budgets;

(h) ensure that all functions of the audit team have been completed prior to releasing the individual members;

(i) ensure that all non conformance items are based on specific regulations/standards

and supported by objective evidence and detailed analysis;

(j) prepare the draft audit report/post-audit letter and debrief the Director as applicable;

(k) co-ordinate the post audit meeting with senior company management and the

authority.

(l) brief the Director of any non-conformance items which may substantiate enforcement action in accordance with the relevant sections of the Airworthiness Regulations.

17.4.2 Team Leader - The duties of the Team Leader are: (a) to maintain ongoing communication with the Audit Manager; (b) to plan and manage the audit activities of the team, where necessary assigning

Deputy Team Leaders; (c) to de-brief management upon completion of the audit of his/her speciality area; (d) to be familiar with the auditing procedure and the associated documentation; (e) to become familiar with the company’s policies, instructions and procedures; (f) to draft sections of the report as required by the Audit Manager.



17.4.3 Team Member - the duties of the team member are:

(a) to study and expand as necessary the audit checklists applicable to the functions assigned;

(b) to become familiar with the company’s policies, instructions and procedures;

(c) to be familiar with the auditing procedures and associated documentation;

(d) to conduct and document audit field work through all phases of the audit;

(e) to ensure that all findings have supporting evidence.

(f) to maintain contact with the Team Leader and ensure that the audit progress is reported and potential problems addressed.

17.4.4 Attributes of the Auditing Inspector (a) sound knowledge of the aeronautical regulations and technical expertise; (b) fundamental knowledge of the industry or activity being regulated; (c) skills in communication;

(d) be able to anticipate problems and assess the seriousness of observed weaknesses.

(e) is able to organise his/her work, to question, to look for objective evidence to

construct checklists and use them effectively without being limited by them, etc. (f) has knowledge of the criteria against which the audited object is to be

evaluated. 17.4.5 In addition, inspectors involved in audit assignments require other skills and qualities such as:

(a) Salesmanship - opening the job in a hostile environment, securing information, the

whole truth and selling new ideas or procedures.

(b) Ability to analyse - to break the whole into parts, and to determine validity.

(c) Creativity - to develop a clear picture of a situation and to produce a solution.

(d) Personal Suitability - courtesy, appearance, integrity and competence. 17.5 PHASES OF THE AUDIT

(a) Initiation (b) Audit



(c) Post Audit 17.5.1 The Initiation Phase - This phase includes: (a) Establishing the ‘Need for the Audit’ : The CAA Section proposing the audit will

prepare a ‘Briefing Paper’ for the Director including details of the type of audit proposed and expected resources and budgetary expenditure. The Director will appoint the Audit Manager.

(b) Team Selection: The Audit Manager will negotiate the intended Team Leaders

with the respective Deputy Directors and when they are appointed they will jointly nominate the Team Members and confirm their availability for release with the Section Heads. The Audit Manager will then propose the full team to the director for approval.

(c) Team Preparation - Documentation Review: Review the company files to gain

an understanding of current and past events/occurrences, making notes and flag items for further reference. Review the auditee’s manuals against the applicable requirements: Operations Manual, Maintenance and or Quality Control Manual, Operating Certificate, Operations Specifications etc., making notes and flagging items for further reference. During the documentary review record anything and everything that may be non-compliant, suspect or curious. Information gained through this period can be used to add additional questions to the audit checklists. During the ‘Documentation Review’ the following questions will assist in assessing the company’s documentation:

(i) Scope: Is there a scope statement identifying what each

procedure/description covers? Does it include the purpose?

(ii) Completeness: Are all the activities described? (iii) Language: Is the documentation written in language that can easily be

understood by the people who have to read it, follow it or implement it? Is it simple and practical? Is it free of all ambiguity or ‘double talk’ and conflicting statements?

(iv) Responsibilities: Does it clearly specify who is responsible for what? (v) References: Are the required documents and records identified and their use explained? (vi) Forms: Are sample forms included and referenced in the descriptions? (vii) Review: Are there arrangements to ensure that the documentation is reviewed by the appropriate people? Is there a mechanism for ensuring the documentation is kept current, up to date and properly supported? (viii) Access: Does it clearly identify all the areas and individuals that might need

access to the documentation and ensure that access?



(ix) Changes: Is there provision to ensure that all changes receive the same

care and authorisation as the original? (x) Obsolete Documents: Is there provision for removal of obsolete

documents? (d) Reference Material: The following legislative documents and manuals should be

readily available. Team members must ensure that all reference documents include the latest amendments.

(i) aviation Act; (ii) civil Aviation Regulations; (iii) advisory Circulars issued by the Authority; (iv) notices to cperators; (v) aircraft Flight Manuals & MELs; (vi) aircraft Maintenance Overhaul & Repair Manuals; (vii) type Certificates and Type Certificate Data Sheets; and (ix) airworthiness Directives

(e) Team Preparation - Audit Plan: The Audit Plan will be prepared jointly, by the Team Leader Operations and the Team Leader Airworthiness. The Plan will be approved by the Audit Manager.

(f) Sample Audit Plan A. INTRODUCTION

(i) General: An audit of _________ Airlines main base is scheduled for the period ____ to ____. Audits of the Route Stations will follow during the period ________ to __________. The audit will be conducted by a team of (THE AUTHORITY) Inspectors.

(ii) Objectives: The objective of the audit is to conduct an analysis of _________

policies, standards, procedures, and facilities with respect to aircraft operations and maintenance, in order to ensure that conformance with _________ delegated authorities and legislative requirements are being met, and that maximum provision for flight safety is practised.

(iii) Procedure: Standard audit procedures will be used throughout, and will

include interviews with management, supervisory and other __________ personnel, facility inspections and a review of the related policies, procedures, standards and records utilised by the company.

B. SCOPE OF THE AUDIT

(i) General: To determine the adequacy of facilities, policies, procedures,

standards, and personnel qualification, the procedures detailed in the section f the AIRWORTHINESS will be applied.



Code Topic

Remarks

CCL – 07 Arrangements for maintenance of documents/ records

CCL – 12A Inspection of training (maintenance personnel) facilities

CCL – 19

Proving flight

CCL – 20 Inspection of maintenance procedures and control manual

CCL - 21 Inspection of maintenance procedures and control manual

CCL – 22

Technical data

CCL – 23

Company quality audits

CCL – 24

Maintenance facilities

CCL – 25

Weight & balance control

CCL – 26 Aircraft servicing, spares holding & stores control

CCL – 27 Minimum equipment list / configuration deviation list

CCL – 28 Maintenance release and aircraft main log

CCL – 29 Accomplishment and control of airworthiness directives

CCL – 30 Airworthiness inspection of aircraft

CCL – 31 Inspection of maintenance systems

CCL – 32 Time-in-service and maintenance records

CCL – 33

Contractual arrangements

CCL – 34 Assessment of head of maintenance

CCL – 35 Inspection of defect reporting system

CCL – 36 Airworthiness Team Leaders Final Report

Details of the form are given the ANO (AT) 2.

A.



(g) Team Preparation - Pre Audit Team Meeting: The purpose of this meeting is to ensure that all members understand ;

(i) the material which has been presented to them i.e. Timetables, Audit Plan,

etc. (ii) their duties and responsibilities.

(iii) their specific audit area. (iv) the audit check lists. (v) the position of any observer.

(vi) the team plan in general. 17.5.2 The Audit Phase - This phase includes: (a) Pre Audit Company Meeting: Preliminary preparation coupled with the following

guidelines will provide the basic elements of a successful meeting. The meeting should:

(i) take place on the auditee’s premises;

(ii) be attended by all senior management levels; (iii) provide maximum information regarding Audit and related procedures; (iv) be concise but precise, brief but clear.

(b) The Audit Manager should:

(i) introduce all members of the audit team with a brief background of each,

including observers; (ii) explain purpose of the Pre Audit Meeting; (iii) state the objective and scope of the audit; (iv) explain the method of performing the audit;

(v) cover the method of communication between the Audit Team and the Auditee; (vi) explain the method of handling any non-conformance’s detected; (vii) establish a time and place for the Post Audit Meeting;

(viii) answer any and all questions put forth by the Auditee.

17.5.3 Agreement should be reached between both parties regarding the Auditee’s provision to the Audit Team for adequate working facilities including:

(a) Office or Conference Room

(b) Photocopier (c) Secretarial assistance (d) Measuring or Test Equipment 17.5.4 Conformation should be obtained in writing of the agreement to provide the required

facilities etc.



(a) The Audit : The audit will be conducted against an ‘Audit Check List’ compiled from the topics described in the ‘Scope’ and constructed into the ‘Audit Plan’.To detect a non-conformance, a guideline that reflects the standard must be followed. In this way the Check List tells you what should be happening and observation confirms what is happening. The gap between should and is will generally be a non-conformance. The Audit Check List must:

(i) be used when monitoring a process, procedure or program; (ii) be updated to reflect the latest revision; (iii) be complete in its entirety; (iv) be signed by the auditor (Team Member) responsible for that audit area; (v) get you started, keep you on track, confirm completion; and (vi) be as flexible as necessary to add questions to support specific situations. (b) If used correctly, the audit check list can be an extremely valuable auditing tool.

However, if not handled correctly, it can ruin a good audit. The following guidelines will assist in getting the most effective use from the check list. When you (as auditor) enter a department or area, ask the host to explain how the system works. Question how the personnel work in accordance with the system. (i) evaluate the above information against the Standard/Manual, and decide if it

meets or fails to meet the requirements. (ii) record examples of numbers, procedures, documents, drawings, measuring and

testing equipment in each area. (iii)finally use the check list to ensure that all aspects of the requirements have been

met.

(c) The three main steps in conducting a physical audit are:

(i) observing; (ii) interviewing; and (iii)documenting

(d) It should be noted that all steps, Observing, Interviewing, Recording and Documenting are on-going and inter-related. There is no specific sequence to be followed.

(i) Observing: This is normally the first step and is common to all types of

physical audits. Your observations will lead you into those areas that may or may not require more investigation. Observing is a learned skill that will improve with each audit carried out.

(ii) Interviewing: The interview is probably the single most important element of any audit. The success of your audit will be largely dependent upon your skills as an interviewer. Each interview scenario will be different. You will have to assess the climate and decide on the approach to take - whether friendly or formal - or somewhere in between. Generally speaking it is good practice to establish a friendly atmosphere, if possible, at the beginning of the interview (small talk in known areas of common interest) and then outline the roles to be played by both parties. The following points will be helpful in developing or improving your personalised interview technique:



(aa) Make personal contact with your subject immediately.

(bb) Keep the contact ‘human’. (cc) Five minutes of warm-up before you start will pay off in good co-

operation. (dd) Describe the assignment briefly so that the person being questioned

will see their part in the total picture. (ee) Make him/her feel he/she is on the ‘inside’. (ff) Invite him/her to feel the importance of his/her role in the program. (gg) Have an outline of the material you intend to cover. (hh) Use this as a guide to be sure you are getting all the data. (ii) At the start of the interview, put company representatives at ease

and ask them to describe things in their own words. (jj) Start the interview with the least complex, simple questions to alert

the company representative to the type of questions that will be asked.

(kk) Be flexible with the questions asked. (ll) Rephrase or reword the sentences if they prove too complex,

confrontary or open to misunderstanding in any way. (mm) Listen to the answer provided (do not interrupt if at all possible) and

restate the respondent’s answer to avoid any misunderstanding. (Paraphrasing)

(nn) Do not hesitate to request additional information or explanation if there is any chance of a misunderstanding.

(oo) Be sure to note data such as the names of persons interviewed and their titles.

(pp) Identify each interview separately for easy identification. (qq) Indicate page number and date. (rr) Take care in writing so you can easily read your own notes. (ss) Record the relevant details immediately - do not rely on your

memory. (iii) Here are some valuable Don’ts that apply to all interviewing: (aa) Do not harass or talk down to the respondent.

(bb) Avoid challenging respondents even if their statements are contradictory.

(cc) Don’t begin an interview with preconceived ideas about the auditee or the particular area.

(dd) Don’t interrupt the story to insert your own ideas. (ee) Don’t let the interview get diverted into areas that are obviously not

pertinent. (ff) Don’t let blanket statements or broad generalisations obscure the

facts. (gg) Don’t let half-understood problems go.

(hh) Don’t follow an established sequence of questions just because you have them written down or memorised.

(ii) Don’t be overpowered by the person being interviewed, be sure you leave feeling you were the interviewer and not the interviewed.



(jj) Don’t become involved in operational problems or offer solutions that will distract from the primary purpose of information gathering. (kk) Don’t waste the auditee’s time.

(ll) Don’t think and plan on his time, do your preplanning in advance of the interview. (mm) Don’t ask CLOSED questions that can be answered with YES or NO.

(vi) Sampling :The sample size of a population and selection criteria have a direct impact on the validity and confidence level of the results. The following guidelines should be used:

(a) each sample group must stand-alone. If there are 1 400 pilots, 2 800 flight attendants, 180 maintenance personnel, and 15 dispatchers, each of the four groups must be considered separately;

(b) the P goal is to achieve a 95 per cent confidence level with the results of the sample tested. Often, this goal may not be appropriate; therefore, the audit team must carefully consider both the sample size and the time devoted to the task. Random sampling may be considered an acceptable alternative;

(c) the chart found in the Appendix will help determine the sample size needed to achieve a 95 per cent confidence level for populations of 400 or more. For smaller populations, a larger sample must be examined and the following guide should be used:

Sample

100: 50 per cent

199: 40 per cent

399: 35 per cent

(vii) Recording and Documenting: In taking notes during the audit to record findings

and observations remember to identify the area; function; process; program etc. (a) Identify the time; date and location. (b) List examples in detail - 3 or 4 are sufficient. (c) Record serial numbers and revision numbers. (d) Note all supporting documentation. (e) Note all references to conversations.



(f) Record any other information which will allow you to gain additional insight.

(g) Note: Anything and everything will help you and the team as a future

reference. (h) Reference the checklist number. (i) Take time to write clearly - to be a good record it has to be legible. (j) Use whatever abbreviations you can live with. (k) Make sketches if necessary.

(viii) Analysis of Findings: Analysis is the keystone in conducting audits. It is an

organised method of identifying problem areas with a logical approach to determine necessary corrective action and is used:

(aa) to ensure that the audit is based on a valid objective and accurate assessment

of the organisation or facility; (bb) to identify a problem at its source and pinpoint the cause at its highest level;

(cc) to ensure standardisation of problem determination; and to have a documented record of the process used when establishing non-conformances.

17.6 AUDIT FINDING 17.6.1 Audit Findings are recorded on form. Audit findings form the most important record for

both the authority and the company being audited. It is therefore extremely important that the form is completed accurately and in sufficient detail to be ‘stand-alone’. All Audit Findings must;

(a) Specify the Area of Audit (Topic from the Scope) (b) Identify the reference standard - the requirements/Manual/Procedure; (c) Quote specific details - ‘Objective Evidence’.

17.6.2 It must be noted that the company representative who signs (if required) against the finding

is purely signing to confirm that the recorded situation was correct at the time the auditor made the finding. He is not necessarily the person responsible for the area or function detailed and should not be held accountable for the finding or corrective action. At the time of the audit finding being recorded the corrective action will not be detailed and may not be until after the audit has been completed and exit meeting held with the company.

17.6.3 Completed forms that in any way do not meet the above criteria can not be passed to the

company as ‘Audit Findings’. It is not the auditors function or responsibility to establish blame for the ‘finding’ or at this stage of reporting to attempt to establish a ‘Root Cause’.



The Audit Finding forms should be completed by hand and passed to the Deputy/Team Leader each day. The administrative assistant will then key the details of the form into the system to produce the printed version.

17.7 CONFIRMATION REQUEST 17.7.1 Proper use of the Confirmation Request Form can greatly reduce Inspector workload

during the Initiation and Audit Phases. For example, when an auditee appears to have missed a required maintenance operation an Inspector could have to review a considerable amount of paperwork to secure confirmation. To avoid that time consuming operation, the company would be issued with a Confirmation Request Form (CRF) requesting proof that the apparently missed item had in fact been correctly completed at the scheduled time.

17.7.2 In following this process the auditee is afforded the opportunity to prevent aircraft

‘grounding’, and it also ensures that the auditor is possession of all the facts before proceeding with further action. This means that the auditor has saved valuable time by not having to search through the records systems to produce necessary supportive information. In addition the auditor receives a signed document from the auditee to use as part of the supportive evidence package. The CRF is effective because:

(a) where initial evidence indicates a non conformance, the burden is on the company to show otherwise; (b) the auditor makes the final determination based on auditee produced facts as to which direction to proceed; (c ) the auditor is compelled to view the state of the company records management system from the auditor’s perspective; (d) arbitrary findings based on subjective examples are eliminated; (e) the auditee is not faced with major surprises at the end of the audit because all contentious issues have been dealt with in an open manner; and (f) the auditor has more time to devote to the business of auditing rather than chasing a paper trail.

17.8 AUDIT RECORD LOG 17.8.1 Each Team Leader will maintain a record log, to be updated daily, of all ‘Audit Findings’

and ‘Confirmation Requests’. The format and control of the log will be decided by the Team Leader. This may vary from a simple title, time and date book to a direct file of photocopied duplicates. Each form will have been assigned a sequential number for accountability. This process will ensure that at the end of the audit, all forms have been satisfactorily answered and appropriate action taken. This log will ultimately form part of the formal audit record.

17.8.2 Communications during the audit:



(a) Within the Team: It is essential that each Team Member continuously inform his

Deputy Team Leader of both the progress of his auditing and the findings/confirmation requests that are raised. It is essential that Team Members do not engage in debates with the auditee any dispute in interpretation of the standards or aspect of a finding must be referred to the Team Leader. At the end of each day of the audit the Team Leader will conduct a meeting to review the days progress and confirm that the audit plan is on schedule. The results of this meeting together with the ‘Audit Findings’ and ‘Confirmation Requests’ will then be passed by the Team Leader to the Audit Manager.

(b) Between the Team and Auditee: The Audit Manager is responsible for communications with the auditee and will hold regular meetings during the course of the audit to ensure that the senior management of the company is fully aware of both progress and findings.

(c) Safety Issues: During the course of the audit, should at any time a ‘Safety Issue’ be

noted this must immediately be reported to the Team Leader. The Team Leader will contact the Audit Manager and determine what the approach will be to the company. Once notification has been made to the company it is expected that they will take the initiative to correct the ‘threat to safety’. In the event that the company does not take immediate action the Audit Manager will determine the action to be taken by the Team to resolve the issue.

(c) Post Audit (Exit) Meeting : Once the entire audit is complete, the audit Manager shall

conduct the final briefing with the auditee. The Audit Manager and Team Leader(s) will make the determination of how many Team Members attend the meeting and who will speak at the meeting other than him/herself and the Team Leaders. This meeting must not come up with any surprises to the auditee, it will be a summary of the briefing sessions held throughout the course of the audit. If this meeting is a shock to the management it is evidence of procedures not being followed during the course of the audit. The speakers must present their findings in a clear and concise manner. The meeting should:

(i) be chaired by the audit Manager; (ii) be cordial, diplomatic, clear, and polite;

(iii) take into account the personalities and background of the company representatives; (iv) thank the auditee for their co-operation; (v) summarise audit findings;

(vi) state the areas of strength as well as the areas that are deficient; (vii) outline the progression of the report following the meeting; (viii) explain the company’s obligations regarding the corrective action plan;

(ix) state how the response system works; and (x) discuss follow-up action. 17.8.3 The Post Audit Phase - this phase includes:



(a) The Audit Report : The ‘Audit Report’ is a complete report describing both the organisation and the findings of the audit, it does not include the Team recommendations as a result of the audit. Recommendations will be made following agreement of the corrective actions and be in a supplementary document to the report. The audit report should cover: (i) An overview of the auditee.

(b) History and development of the company with detail of current operations,

bases and sub bases; (i) details of fleet; (ii) staffing (iii) contracts for operations and maintenance. (iv) auditee’s organisational structure. (v) positions and names of key personnel, including charts where this is the

easiest format. (vi) date of Audit and locations covered. (vii) the Audit Team (viii) purpose of the audit. (ix) types of Findings.

(aa) audit findings of ‘Non Conformance’; (bb) observations.

(x) the coverage of the audit. (aa) list the areas audited and the references used in the Audit Findings.

(c) Approval and Distribution: The report will be agreed by the full team and approved by the Audit Manager. Distribution will be to:

(i) the Auditee (ii) team Members (iii) director (d) Auditee Corrective Action Proposals : Before the Team can make a final

recommendation as a conclusion of the audit the auditee’s proposals for corrective actions must be received, reviewed and accepted. In the Post Audit Meeting the company will have been requested to forward all corrective action proposals through the Team Leaders who will then be responsible for prompt review by the team members. Depending on the nature of the audit findings, the company’s corrective action should involve:

(i) Immediate Corrective Action. This is action taken immediately upon identification of the audit finding to remove the immediate threat to aviation safety;

(ii) Short-Term Corrective Action. This is short-term action to correct a non-conformance that does not pose an immediate threat to aviation safety,



which ensures that conformance is established quickly until long-term action is completed to prevent recurrence of the problem. Short-term corrective action will normally take place within 30 days; and

(iii) Long-Term Corrective Action. This is longer-term action and has two components.The first will involve identifying the cause of the problem and indicating the measures the company will take to prevent a recurrence. These measures should focus on a system change. The second component will include a timetable for company implementation of the long-term corrective action. Long-term corrective action will normally take place within twelve months. The Audit Manager will present the final recommendations to the Director (for Approval). Subject to approval by the Director the final result of the audit can then be forwarded to the company.

(iv) Follow-up

The Team Leaders will control and monitor the follow-up to all corrective actions,

using the applicable team member for the corrective action to the Audit Finding that he/she raised. When the necessary follow-up has been completed and is satisfactory the result will be notified to the Director and the audit file retained for future audit reference.



CHECKLISTS

17.9 Purpose: Audit checklists have been developed that reflect the standards to be applied in the area being reviewed. To detect a non-conformance, the auditor must follow a guideline reflecting that standard. The checklists tell the audit team what “should” be happening and their observations tell them what is happening. A gap between the two generally indicates a non-conformance.

17.9.1 Requirements : The audit checklists must:

(a) Be used when a process, procedure or program is monitored; (b) Be updated to reflect the latest revision; (c) Be completed; (d) Be initialled by the auditor (team member) responsible for that checklist area; (e) Get the auditor started, keep him or her on track, and confirm completion; and (f) Be as flexible as necessary so that questions may be added and specific situations

supported.

Caution: If used correctly, audit checklists can be an extremely valuable auditing tool. However, if handled incorrectly, they can ruin a good audit. When referring to a checklist item, the auditor must record his or her findings opposite the area under review.

17.9.2 Checklist as a Framework: The checklists are not exhaustive but do provide a consensus approach to auditing a function. For this reason, inspectors are encouraged to review the lists and add to their content when necessary.

17.9.3 Use of Checklists: The auditor shall:

(a) On entering a department or an area, ask the host to explain how the system works; (b) Ascertain how personnel work with the system; (c) Evaluate the above information against the manual or standard and determine whether

it meets the requirements; (d) Record examples of numbers, procedures, documents, drawings, and measuring and

testing equipment in each area; and (e) Use the checklist to ensure that all aspects of the standards have been met.

17.9.4 The auditor shall not gain access to files or other company documents without the

appropriate authorization. Company representatives should be present during document review whenever possible

_____________________________



AUDIT FINDING FORM

Company Name Base Location File

Area of Audit:

No.

Non-Conformance With:

Examples

Name and Signature of Auditor Date

Company Corrective Action: Immediate, Short and/or Long Term

Signature/Title Date

Civil Aviation Division Response

Audit Follow up



Target Completion Date

Date Item Completed Inspector

CONFIRMATION REQUEST FORM

CRF No.

Company Name

Name of Auditor Area of Audit

Company Representative

Title

Subject Matter

Auditor’s Signature Date and Time

Company Response Required By: Date and Time

Company Response

Company Representative’s

Date and Time

For Inspector Use Only

Company Response Accepted Company Response Reject Audit Finding: Yes No



Auditor’s Signature Date and Time


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Chapter 18. MAINTENANCE TRAINING PROGRAM/RECORD

18.1. INTRODUCTION 18.1.1 Effective training is the basis for a successful maintenance/inspection program. Although

many procedures for maintaining and inspecting aircraft may be similar, the equipment, procedures, and task documentation used may all be unique to the operator/applicant's specific programs. (a) State requirements normally require that maintenance/inspections be performed in

accordance with the operator/applicant's manual. (b) Maintenance/inspection training programs are the most efficient manner to inform

personnel of the requirements of the operator/applicant's program. 18.1.2 This chapter provides guidance for evaluating and accepting an operator/applicant's

maintenance/inspection training program. 18.2 REFERENCE TO CARs AND ANO 18.2.1 The rules 190 of the CARs 1984 and the Air Navigation Order (Airworthiness

Requirements) Chapter C.3 titled Certificate of Approval - Training and Organisation and Engineering Instructors are referred.

18.3. COORDINATION REQUIREMENTS AND SCHEDULING.

18.3.1 Airworthiness Officials should encourage applicants to discuss pending maintenance /

inspection training program development with the certification team before the program is submitted for final acceptance. It is especially important that programs be reviewed for conformity with appropriate regulatory requirements. This review can reduce the number of major changes an operator will have to make after a program has been printed and distributed.

18.4. SCHEDULING MAINTENANCE TRAINING PROGRAMS.

18.4.1 Delays in program acceptance results in delays in the certification process. To facilitate the evaluation of the training programs, the applicant should be encouraged to schedule a classroom training session in a timely manner.


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18.5. CONTENT OF MAINTENANCE/INSPECTION TRAINING PROGRAMS. 18.5.1 The operator/applicant's training program should include company indoctrination and

technical training (formal and on the job training). The program should contain a list of tasks to be taught and a method for recording the training. Completion of the training must be entered in the individual's training record.

18.5.2 Company Indoctrination. Each maintenance/inspection employee should receive instruction in the use of the operator/applicant's manuals, policies, procedures, and forms.

18.5.3 Maintenance/Inspection Technical Training (a) Training may consist of a combination of formal (classroom) instruction and on the

job training. The operator/applicant may give training credit to individuals for experience gained while employed by other operators.

(b) Procedures unique to the operator/applicant should be taught. Training records

should indicate the amount of formal training, on the job training, and experience each individual receives.

(c) Technical training may be contracted to another operator, manufacturer, or in the case of a specialized process, to a person knowledgeable in that specialized process. The operator/applicant is responsible for the content and quality of such training.

(d) The authority normally does not establish a fixed amount of time for indoctrination or technical training courses, but should use a minimum time proportional to the operator/applicant's complexity.

18.5.3 Responsibilities for persons other than an Operator's employees.

18.5.3.1State regulations normally require each certificate holder to be primarily responsible for

having a training program and ensuring that the training received throughout the operator's system is of equal quality and effectiveness. This covers all persons such as the certificate holder's employees, contract personnel for emergency maintenance and servicing, etc. (a) Each certificate holder or person who performs maintenance shall have a training

program to ensure that each person, including inspection personnel, is fully informed about procedures, techniques, and new equipment in use and is competent to perform the applicable duties.

(b) No person may use any person to perform duplicate inspections unless the person performing the inspections is appropriately certificated, properly trained, qualified, and authorized to do so.


_______________________________________________________________________________ Issue - 1 Page 18-3 30 March 2011

Note: a person can be defined as an individual, firm, partnership, corporation, company, association, joint stock association, or governmental unit.

18.5.4 Category II/III Maintenance Personnel Training 18.5.4.1 Each applicant for Category II/III must establish an initial and recurrent training program.

This program must be acceptable to the Administrator and cover all personnel performing quality control inspection and maintenance work on Category II/III airborne systems and equipment. Training records for such personnel are to be kept current and made available to the NAA for inspection.

18.5.5 Recurrent Training

18.5.5.1 Through continuous analysis and surveillance and/or reliability programs are corrected during recurrent training. Additionally, recurrent training should include at least the following: (a) Review, reinforcement, and upgrading of all training given in both indoctrination

and technical subjects

(b) Input from maintenance bulletins and/or maintenance newsletters

(c) Critical tasks, such as run-up/taxi, Duplicate Inspections, and Nondestructive Inspection (NDI)

18.5.6 Training Records. Training records must be retained by the operator/applicant to

document that personnel are adequately trained. Training records should be maintained at a central location, but may be maintained at other locations provided these locations are listed in the operator/applicant's manual.

18.5.7 Special Emphasis Training. Special maintenance/inspection training programs are required when new or different types of aircraft and/or equipment are introduced.

18.6 ACCEPTING THE MAINTENANCE/INSPECTION TRAINING PROGRAM. 18.6.1 The task of acceptance differs from approval in that no specific procedure or vehicle is

used to accept a training program. The program is approved by the Chairman acceptance by the CAAB. A list of effective pages will show acceptance date of the maintenance/inspection training program.

18. 7. PROCEDURES


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18.7.1 Review Operator File

18.7.1. Review Schedule of Events: If this task is performed as a part of an original certification, review the Schedule of Events to ensure that this task can be accomplished in accordance with the schedule.

18.7.2 Review Maintenance/ Training Programs: The program should include the following elements in the Maintenance Training Program:

(a) The name of the person responsible for the overall administration of the

maintenance program

(b) The name(s) of the person(s) responsible for other processes within the maintenance training program (e.g., recordkeeping, revisions to training programs, and security of the program)

(c) Designated maintenance training instructors

(d) A description of how instructors are determined to be qualified (e) Procedures used to authorize instructors (f) A file on the instructors consisting of qualifications, authorizations, and other

documents pertaining to instructor assignments (g) A list describing what type of training is required for new employees

(Indoctrination, on the job training, etc.) (h) Procedures for evaluating, crediting, and documenting a new employee's previous

training (i) Procedures for determining what additional training is required for a new employee (j) A schedule for recurrent training, a description of recurrent training, and

procedures for determining requirements for other training (k) Recordkeeping procedures, including records of the following:

(i) training dates;

(ii) who performed the training (instructor should indicate by signing); (iii) the number of hours of training performed; and

(iv) the content of the training performed.


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(l) Criteria for determining the quality of the training program (training standards) (m) Evaluation of the need to revise training programs (n) A training syllabus that describes the following:

(i) content of each training course; (ii) format of training (classroom, on the job training); (iii) duration of training courses; (iv) standards for grading students; and (v) training aids.

(o) Criteria to determine acceptability of contract training, to include:

(i) qualifications of instructors; (ii) criteria to establish appropriateness of reference material being taught; (iii) reporting procedures to inform operator of student progress; and (iv) criteria to determine adequacy of facilities Criteria to evaluate

contractor's training syllabus

18.7.3 Observe Operator/Applicant Performing Training. This observation is performed regardless of whether the operator performs the training or contracts with another company.

(a) Ensure that facilities are adequate, including classrooms, training aids, and

reference materials. (b) Evaluate the instructor's presentation and knowledge. (c) Ensure that course content and instruction is in accordance with the training

syllabus. (d) Ensure that training record keeping is performed in accordance with

maintenance / Duplicate Inspection (RII) program. 18.7.1.4 Analyze Findings. Evaluate all deficiencies to determine what changes will be required

18.7.1.5 Debrief the Operator/Applicant

(a) If deficiencies are discovered during the review, return the program to the operator/applicant with a letter describing the problem areas, if necessary. If this


_______________________________________________________________________________ Issue - 1 Page 18-6 30 March 2011

review is being performed as a part of a certification, inform the operator/applicant that issuance of the certificate will be withheld until deficiencies are corrected.

(b) Schedule a meeting with the operator/applicant to discuss the problem areas if it may be helpful in resolving deficiencies. Discuss how to resolve deficiencies.

18.8 TASK OUTCOMES

18.8.1 Successful Completion of this task will result in the following:

(a) A letter to the operator/applicant indicating acceptance of the program

(b) The original accepted program sent to the operator/applicant.

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____________________________________________________________________________ Issue - 1 Page 19-1 30 March 2011


CHAPTER 19 . EVALUATE CATEGORY I / II / III / IIIA LANDING MINIMUM MAINTENANCE/INSPECTION PROGRAMS

19. INTRODUCTION 19.1 This chapter provides guidance to Airworthiness Officials for evaluating and accepting

applications from operators to use lower approach and landing minimums in respect to the appropriate support program.

19.2 GENERAL

19.2.1 Responsibilities

(a) The Airworthiness Inspector's primary responsibility is to provide technical support to the Operations Inspector and the applicant. The responsibility for monitoring all applicants during the evaluation period should be coordinated between the Avionics and Operations Inspectors, to include: (i) approvals; (ii) in flight evaluation observations; and (iii) surveillance.

(b) It is the applicant's responsibility to obtain and submit all documents that establish the eligibility of its aircraft, such as: (i) the required maintenance/inspection program necessary for continued

eligibility; (ii) the applicant's Minimum Equipment List (MEL) with the limitations for

Category I operations, if applicable; and (iii) an acceptable means for maintaining the reliability of the flight guidance

control and associated systems. 19.2.2 Qualifications for Low Approach Landing Minimums. Low approach and landing

minimums are issued to qualified operators. While the operating rules for each type of operation (Light or heavy transport aircraft), may vary significantly, the approval guidelines do not. Approval for low or minimum approaches in all categories will require regulatory compliance in the following three major areas:

(a) Airborne equipment and systems (b) Flight crew and maintenance personnel qualifications (c) Lowered minimum procedures, including a maintenance/inspection program


____________________________________________________________________________ Issue - 1 Page 19-2 30 March 2011

19.2.3 Deviations. Commitments to deviations should not be made without coordination between the Airworthiness and Operations Inspectors. All requests for deviations must be forwarded to the Director by the operations inspector. The applicant should be advised not to proceed in operating under its lower minimum proposal until the deviation request is resolved.

19.3 CATEGORY I OPERATIONS. 19.3.1 The airworthiness avionics inspector's responsibilities for Category I authorizations are

primarily limited to the evaluation of the flight director and/or autopilot systems. The Principal Operations Inspector is responsible for determining the overall suitability of an operator's Category I capabilities.

19.4 CATEGORY II EQUIPMENT APPROVAL FOR LIGHT AIRCRAFT

19.4.1 Lower Approach Minimum Approval: An application for lower approach minimum

authority should specify the basis for the aircraft approval to conduct lower minimum approaches. This authority may be based on:

(a) Type certification and the Airplane/Rotorcraft Flight Manual (b) Supplemental type certification (c) Operational evaluation (d) Any acceptable combination of the above

19.4.2 Requirements for Category II Approval

(a) Requirements for Category II approval for general aviation operators have been established in some states regulations (For info refer to FAR 91.189, 91.205, 91.191. These sections specify: (i) required instruments and items of equipment; (ii) methods of approval; (iii) evaluation program conduct; (iv) calibration standards; and (v) maintenance/inspection programs.

(b) FAA Advisory Circular 91-16, Category II Operations - General Aviation Airplanes, as amended, can assist operators in developing and obtaining approval of Category II equipment installations and maintenance/inspection programs.

19.4.3 Operational Evaluation Programs. Engineering coordination should be requested

when necessary, particularly for those aircraft in which the functions and limitations of the automated systems are significant factors for safe operation.


____________________________________________________________________________ Issue - 1 Page 19-3 30 March 2011

19.4.4 Flight Director Systems. Inspectors should be aware that single flight director systems with dual displays in which the second display repeats only the ILS information on the pilot's display will not meet the requirements for two ILS receiving systems.

19.4.5 Optional Avionics Equipment. Optional avionics equipment installed by the operator will either be approved in the field or referred to the NAA Airworthiness Engineering for evaluation. The engineering evaluation can assist in determining if flight-testing is required, what limitations may apply, and whether or not the installation may require a Supplemental Type Certificate. If a Supplemental Type Certificate is required, avionics personnel will assist in the accomplishment of a compliance and conformity inspection, as necessary, when requested by the engineering and manufacturing office. Optional equipment that may be installed and require approval includes the following:

(a) Flight director systems

(b) Automatic throttle control systems

(c) Autopilot and approach coupler systems

(d) Speed control command systems

(e) System fault detection and warning systems

(f) Radio altimeters

19.4.6 Modifications. Proposals to alter installed avionics equipment required for a particular category of operation should be carefully reviewed and handled in accordance with established procedures. Each proposal should be evaluated for its effect on system performance, compatibility with the original standard, and compliance with Category II criteria.

(a) When manufacturer proposed modifications to existing avionics equipment

appear to be major, the AWI should verify the approval status before sanctioning incorporation of the change by the operator. If NAA approval of the modification is not clearly indicated in the manufacturer's instructions, the operator should obtain such approval before performing the modification.

(b) An Inspector should exercise a cautious approach to field approval of modifications. Pressure from any source should not discourage the Inspector from verifying that the modification is being made in accordance with approved technical data and that the technical evaluation is clearly within the scope of the inspector's training, experience, and approval authority.

(c) Modifications originating in an operator's engineering department should also be examined carefully and, when necessary, referred to the appropriate NAA Engineering Office.

19.5 CATEGORY II EQUIPMENT APPROVAL


____________________________________________________________________________ Issue - 1 Page 19-4 30 March 2011

19.5.1 Large Aircraft Criteria: Operators using large aircraft required to be operated under Transport category rules should meet all of the relevant requirements. (FAA AC 120-28C, Criteria for Approval of Category III Landing Weather Minima, or 120-29, Criteria for Approving Category I and Category II Landing Minima for Large Transport Aircraft Operators, are acceptable standards)

19.5.2 Turbojet Criteria: All operators using turbojet aircraft may be required to comply

with the aircraft systems evaluation criteria that applies to transport category operators. Applicants operating under light aircraft operating rules using turbojet aircraft should also use the aircraft equipment evaluation standards for heavy transport aircraft. (FAA AC120-28C or 120-29).

19.5.3 Evaluation Approval: Systems evaluation approval should be accomplished in

accordance with approved data. (AC 91-16, 120-28C, or 120-29, as applicable). 19.6 CATEGORY IIIA EQUIPMENT APPROVAL: 19.6.1 The aircraft requirements for Category IIIA authorization include requirements for the

total aircraft performance and associated systems. The acceptance of an aircraft for this category must be completely based on performance and approved ‘Authority” data (i.e. data approved by aircraft design (Type Certificate and TCDS approving country).

(a) Upon receiving an operator's request for Category IIIA authorization, the

assigned Avionics Inspector should immediately contact central office to determine whether the aircraft has been approved for such operation and what equipment and systems have been approved. If the aircraft has not been Category IIIA certified, the Inspector should request assistance from the appropriate Aircraft Certification Office so that an application for a Supplemental Type Certificate can be properly consolidated.

(b) FAA Advisory Circulars contain information outlining the requirements for a

maintenance program. The nature of this type of operation will necessitate a detailed evaluation supported by well-defined maintenance, training, and reliability programs. All maintenance and reliability supporting documents become part of the accepted program.

(c) The initial program should also include appropriate programs identified in the Maintenance Review Board document. The frequency of maintenance actions may be revised when sufficient experience has been gained to justify a change and when there is no conflict with the certification requirements.

(d) The reliability of systems and/or components set forth as substantiation for the

Category IIIA certification becomes the performance criteria for the program.

(i) controlled monitoring of the Category IIIA system reliability will require that the operator, after initial evaluation, incorporate the pertinent systems and components into the approved reliability program. If the Category IIIA system reliability exceeds the approved program,


____________________________________________________________________________ Issue - 1 Page 19-5 30 March 2011

the operator should be allowed a reasonable time period in which to improve the reliability.

(ii) the appropriate Central Office specialist should be advised when the monthly removal rate is exceeded and informed of the probable cause. The reliability reporting is a necessity, particularly when operational approval was predicated upon probability analysis.

(e) The maintenance manual should identify all special techniques,

maintenance/inspection frequencies, and test equipment requirements to support the program. It should also specify the method of controlling the operational status of the aircraft. Those Licensed Engineers qualified to release an aircraft for Category IIIA must be identified.

(f) An approved training and recurrent training program must be provided. The

listing of such personnel must be current. Only those persons trained and qualified should be permitted to perform Category IIIA maintenance/inspections.

(g) The operational demand for Category IIIA airborne systems with exposure to numerous hidden functions requires that the aircraft be either periodically exercised or functionally checked. This is to ensure that all systems are operational and that no dormant failure has occurred. The initial program should provide either a periodic Category IIIA approach or periodic system functional check.

(h) Until sufficient experience and data is available (excluding any required demonstration period), it is recommended the aircraft status period not exceed 35 days. Failure to exercise the system by simulated Category IIIA approach or functionally checking the system within 35 days should automatically place the aircraft in a non-category IIIA status. The aircraft must maintain this status until the required functional check is made.

19.7 PROGRAM DEVELOPMENT 19.7.1 Initial Development. At the time of formal application, the Inspector should begin to

monitor development activity. Participation in all meetings with an applicant will usually require coordination with the Operations Inspector. It is important for the operator to include all key personnel in any meetings.

19.7.2 The Operator's Lower Minimums Program. The operator's lower minimums

program must be developed and the procedures used during the evaluation period. Operations specifications must reflect all special Category II/III maintenance requirements that were developed.

19.8 CATEGORY II MAINTENANCE MANUAL REQUIREMENTS.

19.8.1 The maintenance manual should identify all special techniques, maintenance/inspection

frequencies, and test equipment requirements that support the program. Those


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technicians qualified to release an aircraft with lower minimums should be listed or identified.

19.8.2 The operator's procedures must include a method for manual distribution to ensure

availability to the appropriate maintenance facility. 19.8.3 Operators should be encouraged to show the method of approval of required equipment

as listed in the maintenance portion of the manual. 19.9 MAINTENANCE/INSPECTION PROGRAMS.

19.9.1 The proposed maintenance/inspection programs must be tailored to the applicant's

operations and maintenance organization. All maintenance and reliability supporting documents become part of the accepted program.

(a) Requirements for Maintenance/Inspection Programs: (FAA AC 120-28C and 120-29, as amended, outline acceptable requirements for the maintenance/inspection programs). Maintenance/inspection programs must provide for the proper maintenance and inspection of equipment and aircraft systems.

(b) Control and Accountability: Emphasis must be placed on control and

accountability of all areas associated with lower landing minimums approvals. These areas primarily encompass the following:

(i) initial and recurrent training on flight guidance control systems; (ii) the use of test equipment; (iii) the differences in aircraft systems between aircraft in an operator's fleet; (iv) special procedures for airworthiness release and control of the aircraft

approach status; (v) initial and recurrent training in all areas of the lower minimums

program; and (vi) training for new personnel and equipment types.

(c) Operational Status of the Aircraft: The method for controlling the operational

status of the aircraft lower minimum required equipment must ensure that flight, dispatch, and maintenance personnel are kept aware of the current status.

(d) Purchase of Avionics Equipment "Package" Installations: General aviation

maintenance/inspection programs may be developed by some manufacturers and repair stations in conjunction with their Category II avionics equipment installation "package". The contents of such programs should be thoroughly evaluated for compliance and maintainability with Category II regulations.

(e) Requalification Procedures: The program must include procedures for

requalification of an aircraft for lower minimums following maintenance on any required system. This must include tests after replacements, resetting in rack, and interchange of components.


____________________________________________________________________________ Issue - 1 Page 19-7 30 March 2011

(f) Approval: The inspector will indicate approval of maintenance program

portion of the operator's Category II manual by signing and dating each page of the program.

19.10 MAINTENANCE TRAINING PROGRAMS.

19.10 Airworthiness avionics inspectors, during the course of normal surveillance, should

evaluate the maintenance facilities performing Category II equipment maintenance to ensure that the training provided meets the requirements of lower minimum standards.

19.11 EXISTING MAINTENANCE/INSPECTION PROGRAMS

19.11.1 Programs can be developed to be compatible with the existing maintenance/inspection

program, as long as there is a clear distinction between normal and lower minimum requirements.

19.11.2 When an operator's proposal is based on an existing maintenance/inspection program,

the inspector must ensure that all procedures will provide for the lower minimums program requirements. Caution should be exercised when an applicant has used a program approved for use by another operator for developing its own.

19.11.3 The following areas of the proposal and or existing programs should be closely

reviewed: (a) The existing reliability program

(b) The training program

(c) The initial evaluation checks for existing aircraft and for new aircraft

(d) The existing parts pool, borrowed parts procedure, and control of spare parts

19.11.4 Existing Reliability Programs. An operator's existing reliability program may be

accepted when shown to be adequate for its lower minimum operations.

19.12 TEST EQUIPMENT AND STANDARDS

19.12.1 Performance Standards, Tolerances, and Calibration Procedures

(a) Performance standards, tolerances, and calibration procedures applicable to ILS equipment have been adequately covered by: (i) technical Standard Orders (TSO)

(ii) radio Technical Commission of Aeronautics (RTCA) documents

(iii) manufacturers' instruction manuals


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(b) These standards or their equivalent are generally considered acceptable for inclusion in maintenance/inspection programs for equipment operated to landing Cat I minimums. Such standards may not be adequate for Category II. Those which will not provide category system performance should be revised to provide the required level of performance.

19.12.2 Category II Tolerances: In many cases, the tolerances for Category II airborne

equipment are more rigid than those for Category I. Therefore, the equipment used to inspect, test, and bench check Category II equipment may require more frequent test and calibration.

19.12.3 Established Standards and Tolerances: Standards and tolerance established in the

maintenance/inspection program for testing and calibrating airborne equipment and systems that are required for Category II operations should not be relaxed following program approval without adequate substantiation that system performance will not be degraded.

19.12.4 Self-Test Features: Self-test features may be used for periodic inspections if:

(a) They have been evaluated and found to adequately test the system

(b) Instructions for their use and interpretation of self-test indications are included

in the maintenance/inspection program portion of the Category II manual. Inclusion in the approved maintenance/inspection program will indicate ‘Authority” approval.

19.13 MAINTENANCE PERIOD EXTENSIONS - GENERAL AVIATION 19.13.1 Applications For Extensions

(a) Applications for extensions of maintenance periods for general aviation operators may be considered at the completion of one maintenance cycle of at least 12 calendar months. Application should be made by letter to the Office having jurisdiction of the area in which the operator is located.

(b) The following factors are considered in granting an extension:

(i) records of Category II approaches due to malfunctioning

equipment; (ii) number of Category II approaches (actual and simulated); (iii) maintenance records of Category II equipment failures; (iv) service history of known trends toward malfunctioning; (v) unit mean time between failures; and (vi) records of functional flight checks.

19.13.1 Check, Test, and Inspection Extensions: Extensions to the check, test, and inspection periods may be granted if factors indicate that the performance and reliability of the Category II instruments and equipment will not be adversely


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affected. General aviation extension periods, in most cases, would be one calendar month for tests, inspections, and functional flight checks, and four calendar months for bench checks. The operator's program should include procedures for obtaining the extensions.

19.13.2 Increased Extension Periods: The extension periods suggested in paragraph B may

be increased at the discretion of the Avionics Inspector. 19.14 FUNCTIONAL FLIGHT CHECKS. 19.14.1 Some operators have submitted programs that provide for functional flight checks.

This procedure must not be approved unless all airworthiness requirements have been satisfied before dispatch. In no instance can a functional flight check be substituted for the certification by maintenance of complete systems or equipment operation.

19.15. REPORTS AND RECORDS - GENERAL AVIATION 19.15.1 Responsibilities of Record keeping. The persons responsible for these reports should

be provided training in appropriate parts of the proposed lower landing minimums program.

19.15.2 Category III or any Auto land Category. Operators authorized for Category III, or

any Auto land category, should be encouraged to provide reports of airborne equipment malfunctions during actual approaches. The reports may be provided on a yearly basis or at any time the malfunctions significantly affect the Auto land capability.

19.16 PROGRAM APPROVAL PROCEDURES 19.16.1Review the Maintenance/Inspection Program: Review the applicant's

maintenance/inspection program to ensure that it contains control and accountability of the following: (a) All maintenance accomplished on lower minimum required systems and

equipment (b) All modifications to systems and equipment (c) Approach status of each aircraft at all times (d) Evaluations of self-test, Built-In Test Equipment (BITE), or Automated Test

Equipment (ATE) to ensure suitability (e) Spare equipment

(f) Maintenance calibration, use of test equipment, records/reporting requirements


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(g) Repetitive and chronic discrepancies to ensure the affected aircraft remains out of lower minimums approach status until positive corrective actions is made

(h) All aircraft in the fleet that have not been evaluated for lower minimums

approaches 19.16.2 Review the Existing Maintenance/Inspection Programs: Ensure that the existing

maintenance/inspection program has procedures for the following:

(a) Identifying chronic discrepancies and corrective action follow up

(b) Keeping aircraft with chronic and/or repetitive discrepancies out of a lower minimum status until positive corrective action is taken

(c) Training maintenance personnel assigned to reliability analysis

(d) Initial evaluation checks for existing aircraft and for new aircraft to the fleet before inclusion in the operator's lower minimum operations

(e) Identification of all components used in the lower minimum systems in the existing parts pool, parts borrowing procedure, and control of spare parts

(f) Ensuring that calibration standards for all test equipment used for maintaining lower minimum systems and equipment are met

(g) Ensuring that each flight crew and persons with operational dispatch authority are aware of any equipment malfunction that may restrict lower minimum operations

19.16.3 Review the Functional Flight Checks: If a functional flight check has been submitted, ensure that the following information is included:

(a) Maintenance clearance and/or concurrence before an aircraft is returned to a

lower minimum status, even if the functional flight check was found to be satisfactory

(b) Request for a flight check by maintenance in the aircraft log (c) Maintenance entry acknowledging the results and the action taken

(d). Evaluate the Supporting Data. Unless the applicant provides supporting

approval data, the Avionics Inspector should coordinate with the Operations Inspector and C. O. to determine the acceptability of each aircraft for the authorizations requested.


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(e). Review the Minimum Equipment List (MEL). Appropriate sections of the MEL must be revised to identify Category II required systems and special procedures, if applicable.

(f). Review the Personnel Training Requirements. Ensure there are procedures for the following:

(i) ensuring personnel contracted to perform Category II related

maintenance are qualified and the program requirements are made available to these persons; and

(ii) training and/or recurrent training for the air taxi maintenance personnel. Personnel not qualified to perform maintenance on Category II systems and equipment, including flight crew and dispatch, should be trained in the airworthiness release requirements of the lower minimums program.

19.17. TASK OUTCOMES 19.17.1 The Principal Operations Inspector has the primary responsibility to grant the operator

approval for lower minimums. It is the Avionics Inspector's responsibility to evaluate and approve the avionics requirements and associated support programs. Successful completion of this task will therefore consist of coordination with the Operations ASI for sending all original Category II and IIIA documentation to C.O.

. 19.17.2 The following data is useful.

(a) FAR Parts 23, 25, and 61 (b) FAA AC 91-16, Category II Operations - General Aviation Airplanes, as

amended (c) FAA AC 120-28C, Criteria for Approval of Category III Landing Weather

Minima, (d) FAA AC 120-29, Criteria for Approving Category I and Category II Landing

Minima

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CHAPTER 20. APPROVAL OF MAINTENANCE ORGANIZATIONS

20.1 INTRODUCTION 20.1.1 This chapter provides descriptive guidance to Airworthiness Officials of the Flight Safety

and Regulations Division on the issues to be considered in approval of organizations for the maintenance of aircraft.

20.2 REFERENCE 20.2.1 The Rule 190 and 191 of the CARs 1984 and the ANO (AW) C.2 refers to the

requirements for issue of Certificate of Approval to an Aircraft Maintenance Organisation. 20.3 OPERATOR 20.3.1 The ICAO Annex 6, Part I, 8.1.1 and Part III, Section II, 6.1.1 place an obligation on the

operator to ensure that the aeroplanes operated are maintained in an airworthy condition. Paragraph 8.1.2 for aeroplanes and 6.1.2 for helicopters require that an aircraft shall not be operated unless it is maintained and released by an approved maintenance organization or an equivalent system. A State, taking into account the complexity of aircraft and the degree of likely maintenance activity, may accept a system deemed to be equivalent in terms of continuing airworthiness. In this case, the certifying personnel must be licensed individually in accordance with Annex 1, Chapter 4.

20.3.2 Similarly the Annex 6, Part I, 8.2 and Part III, Section II, 6.2 include requirements for an

operator to ensure that a Maintenance Control Manual (MCM) is provided for the use and guidance of maintenance and operational personnel. The operator is required to ensure that the manual is amended and revised as necessary and that copies of the changes are distributed to holders of the manual.

20.3.3 Additionally the Annex 6, Part I, 11.2 and Part III, Section II, 9.2 specify the subjects to be

included in the operator’s maintenance control manual, and the Annex 6, Part I, 8.3 and Part III, Section II, 6.3 place an obligation on operators to provide an Aircraft Maintenance Programme (AMP) approved by the State of Registry for use and guidance of maintenance and operational personnel and to ensure that the maintenance of their aeroplanes is performed in accordance with this maintenance programme.

20.3.4 Taken together, Annex 6, Part I, 8.2 and 8.3 and Part III, Section II, 6.2 and 6.3 effectively

place an obligation on operators to have maintenance programmes and systems of maintenance control.


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20.3.5 Although an operator may include a maintenance facility within its organization, many operators now contract maintenance to a separate organization. This chapter therefore deals with approved maintenance organizations and Chapter 1 of this Part addresses the operator’s maintenance responsibilities for the issuance of an Air Operator Certificate.

20.4 MAINTENANCE ORGANIZATIONS 20.4.1 The ICAO Annex 6, Part I, Section 8.7 contain requirements for approved maintenance

organizations as referred to under 8.1.2 and Part III, Section II, 6.1.2. In summary, the requirements are regulating:

(a) Approval of the organization;

(b) Maintenance organization’s procedures manual;

(c) Maintenance procedures and quality assurance system;

(d) Facilities;

(e) Personnel;

(f) Records; and

(g) Maintenance release.

20.5 OVERVIEW OF THE CRITERIA ON WHICH APPROVAL OF MAINTENANCE

ORGANIZATIONS IS BASED 20.5.1 Issuance of Approval 20.5.1.1 It is strongly recommended that approval be granted only to a whole organization headed

by its Chief Executive Officer (CEO), who should be responsible to the CAAB for ensuring compliance with the terms and conditions of the approval. This approach provides a guarantee to the CAAB that responsibility for corrective action for any deficiencies identified by the CAAB is vested at the highest level in the organization’s management structure, thus ensuring that the necessary executive authority (including finance, where applicable) will be available. This might not be the case, for example, if the approval is vested only in the Inspection Department of an organization.

20.5.1.2 To support the CEO there should be a group of key personnel, nominated to the CAA,

who are appropriately qualified and experienced to manage the various aspects of the activities included in the approval.

20.5.2 Systems of Inspection and Quality Management


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20.5.2.1 To satisfy the obligation of Bangladesh as a Contracting State, under Part I of Annex 6, aircraft cannot be released to service following scheduled or unscheduled maintenance unless certifications are made by appropriately licensed and approved personnel that the tasks have been completed satisfactorily and in accordance with the procedures described in the maintenance organization’s procedures manual. There are three generally accepted methods of meeting this requirement:

(a) Licensed personnel either complete the task, or are responsible for its completion,

and issue the necessary certification;

(b) The staff of a production department completes the task, with a separate inspection department responsible for the necessary certification; or

(c) The staff of the production department completes the task to approved quality control

standards and also issues the necessary certification, while a separate quality assurance department performs sample audits to determine that the approved procedures are being adhered to and that the final product is satisfactory.

Note: It is not uncommon to find various combinations of (a), (b) and (c) in organizations.

20.5.2.2 Of the three methods described above, (c) is considered the optimum for the present

generation of large transport aircraft. Before considering this topic further, it is necessary for the purposes of this Chapter, to provide definitions of quality, quality control and quality assurance:

(a) Quality of a product or service is the degree to which it meets the requirements of the

customer, including the relevant airworthiness requirements;

(b) Quality control is a management system for programming and coordinating the ongoing quality and improvement efforts of the various groups in an organization to permit the completion of aircraft maintenance in accordance with the requirements of the airworthiness authority and any specific requirements of the organization or customer; and

(c) Quality assurance is the overall authority for the supervision of quality standards to

verify that the standards are appropriately complied with and, if necessary, to initiate corrective and preventive actions for improvement of the system functioning.

20.5.2.3 In practical terms, it is very difficult to manage quality control in circumstances where

completion of a task and determination of compliance with the associated quality requirements are responsibilities of separate persons [as in 20.5.2.2 (b) above]. The highest standard of quality of aircraft maintenance is very much dependent on the competence of the personnel who complete the tasks; it is not something that can be “inspected-in". Thus


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responsibility for quality control management is best vested in a competent production work force which completes the tasks and is qualified to accept responsibility for certification of them, in accordance with prescribed procedures.

20.5.2.4 No system of quality management is complete without an element of quality assurance.

This provides, through an independent audit system, the necessary feedback to the management of the approved organization to ensure that:

(a) Through product sampling, the requirements of the customer, including those related to

airworthiness, are being satisfied;

(b) The procedures of the organization are being complied with and that they remain appropriate for the undertakings of the organization; and

(c) The organization remains in compliance with the requirements and conditions of the

approval granted by the airworthiness authority. 20.5.2.5 Further guidance material on quality management is provided in Section 4.3 of this Part. 20.5.3 The Purpose of Maintenance Procedures Manual (MPM) of the Organization 20.5.3.1 The ICAO Annex 6, Part I, 8.7.2 places an obligation on the approved maintenance

organization to provide a maintenance organization’s procedures manual. 20.5.3.2 The purpose of the procedures manual for an approved maintenance organization is

threefold:

(a) To provide to the personnel the necessary information to enable them to fulfill their various roles in complying with the terms and conditions of the approval and the relevant airworthiness requirements;

(b) To provide airworthiness management for the maintenance activities undertaken by the organization; and

(c) To substantiate to the airworthiness authority how the activities included in the

approval and the relevant airworthiness requirements will be satisfied. 20.5.3.3 The provision of this manual (MPM) as an integral part of the approval of the

organization. The manual and the subsequent amendments to the manual should therefore be acceptable to the CAAB.


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20.5.3.4 In the case of large organizations, it may be more appropriate for the manual to be divided into two or more volumes. The first volume would contain the essential requirements for management of the approval and compliance with the appropriate airworthiness requirements, including the control of the contents of the other volumes.

20.5.3.5 Further guidance on the contents of a maintenance organization’s procedures manual is

provided in the ANO (AW) C.1 and C.2. 20.5.4 Personnel 20.5.4.1 The organization should employ sufficient personnel to plan, perform, supervise and

inspect the activities included in the approval. Because organizations engaged in aircraft maintenance for commercial reasons are under constant pressure to achieve maximum work throughput, it is important to determine that such organizations have the necessary personnel to match the anticipated workload without any reduction in the standards accepted by the airworthiness authority.

20.5.4.2 The ICAO Annex 6, Part I, 8.7.6.3 requires the approved maintenance organization to

establish the competence of maintenance personnel in accordance with a procedure and to a level acceptable to the airworthiness authority. It also states that the person signing a maintenance release shall be qualified in accordance with Annex 1. It is important to realize that aircraft maintenance is an integrated activity, involving technical records, planning, supervision, quality control or quality assurance personnel, mechanics and specialist technicians such as non-destructive test personnel. Procedures should exist to ensure that these persons are assessed for competence in relation to their particular role within the organization.

20.5.5 Training Policy 20.5.5.1 The ICAO Annex 6, Part I, 8.7.6.4 requires that “The maintenance organization shall

ensure that all maintenance personnel receive initial and continuation training appropriate to their assigned tasks and responsibilities.” Air transport is an industry which, more than most, has to adapt to technology in a constant state of evolution. Training provided to personnel engaged in aircraft maintenance needs to mirror this state of change.

20.5.5.2 It is strongly recommended that policies for initial and refresher training be considered in

the assessment for approval by the airworthiness authority. Consideration should be given to the needs of mechanics, quality control and quality assurance personnel, supervisors, planners and technical records personnel as well as of those persons signing a maintenance release.


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20.5.5.3 It is important to note that training should not be limited to providing knowledge of the products which are maintained by the organization. There is a need to ensure that all personnel are given training on the company procedures associated with the approval. Where the organization utilizes specialized techniques such as non-destructive inspection or novel methods of repair, appropriate training should be provided.

20.5.5.4 Human Factors aspects are recognized to be an essential element in any aviation activity.

The training programme is required to include training in knowledge and skills related to human performance, including coordination with other maintenance personnel and flight crew (guidance material relating to such training may be found in the Human Factors Training Manual (Doc 9683).

20.5.6 Maintenance Release 20.5.6.1 The ICAO Annex 6, Part I, 8.8 and Part III, Section II, 6.7 state that a maintenance

release shall be completed and signed to certify that the maintenance work performed has been completed satisfactorily and in accordance with procedures described in the maintenance organization’s procedures manual.

20.5.6.2 A maintenance release shall contain a certification including:

(a) the basic details of the maintenance carried out; (b) the date such maintenance was completed; (c) when applicable, the identity of the approved maintenance organization; and (d) the identity of the person or persons signing the release.

20.5.6.3 A maintenance release, which certifies that the maintenance work has been completed in

a satisfactory manner, is necessary before flight at the completion of any package of maintenance specified by the customer in accordance with such customer’s responsibility. [see Section 4 of the ANO (AW) B.3A]. This package of maintenance may include any one or a combination of the following elements:

(a) Each scheduled maintenance checks (e.g. “A” check or 500 Flight Hours (FH) or

other specified FH checks and all higher letter checks or applicable checks) as specified in the approved AMS/AMP of the aircraft type of each operator.

(b) Each scheduled lower maintenance check (e.g. weekly check, 50/100 FH checks normally accomplished in Line maintenance) other than the scheduled checks mentioned in 4.1(a) above.


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(c) Each un-scheduled maintenance (e.g. Airworthiness Directives, Modifications etc.) including defect rectification.

Note: This maintenance release should not be confused with the action that must be taken by the operator to give evidence that the aircraft is airworthy and fit to undertake a specific flight.

20.5.6.4 In all the cases, this maintenance release to service (for the aircraft or for the component)

means only that the work ordered by the customer (being most of the time the aircraft operator) has been completed satisfactory by the approved maintenance organization. It does not mean that the work ordered by the customer was sufficient to ensure the airworthiness of the aircraft or the component. The responsibility to get the aircraft airworthy or to install onboard only airworthy components remains with the aircraft operator.

20.5.7 Deferred Maintenance 20.5.7.1 As stated previously, the operator is responsible to ensure the airworthiness of the aircraft

and the serviceability of both operational and emergency equipment by:

(a) the accomplishment of pre-flight inspections; (b) the rectification to an approved standard of any defects and damage affecting safe

operation, taking into account the approved minimum equipment list and configuration deviation list if available for the aircraft type;

(c) the analysis of the effectiveness of the operator’s approved aircraft maintenance

programme; (d) the accomplishment of any operational directives, Airworthiness Directive and any

continued airworthiness requirement made mandatory by the CAA; and (e) the accomplishment of modifications and repairs in accordance with a standard

approved by the CAA. 20.5.7.2 Therefore, it is vital that the operator should be informed when the maintenance

organization could not fully comply with the operator’s work order, due for example to the operator’s time limitations (time constraints not acceptable for the maintenance organization) or to a lack of components or tools.

20.5.7.3 Normally, a maintenance release cannot be delivered in the case on non-compliance,

therefore the approved maintenance organization should follow a procedure which states what actions the mechanic, supervisor and certifying staff should take to bring the matter


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to the attention of the relevant person in charge of the coordination between the operator and the approved maintenance organization.

20.5.7.4 The operator should agree to the deferment of full compliance, then the maintenance

release may be issued by the approved maintenance organization subject to details of deferment being endorsed on the certificate including the operator’s acceptance.

20.5.7.5 Whether or not the aircraft operator has the authority to defer maintenance is an issue

between the aircraft operator and its CAA. 20.5.8 Qualification of Persons Signing a Maintenance Release 20.5.8.1 ICAO requirements for the licensing of a person signing the maintenance release are

provided in Annex 1. In relation to approved maintenance organizations, the qualification of certifying personnel employed by the organization shall be equivalent to the qualification required in Annex 1 for licensed individuals. Airworthiness Officials shall are required to refer to the ANO (AW) B.3A and should give particular attention to this point relating to CAAB’s requirements for approval of maintenance organizations.

20.5.8.2 For Foreign Airworthiness Authorities that issue aircraft maintenance (Engineer /

Mechanic / Technician) licences, possession of an appropriate licence demonstrates a level of knowledge and experience which may be appropriate as a basic qualification. But, Airworthiness Authorities that do not issue licences, it is important to ensure that proper procedures and training exist for qualifying the persons who will be signing the maintenance release.

20.5.8.3 All certifying personnel signing a maintenance release should be familiar with the

relevant company systems and procedures, and have appropriate knowledge of the aircraft or component being maintained. It is important that compliance with this requirement is determined before a certifying authorization is granted.

20.5.9 Facility Requirements 20.5.9.1 Facilities appropriate to the planned work should be available. These include access

equipment and, in particular, protection from adverse weather conditions. Specialized workshops should be segregated to ensure that environmental or work area contamination is unlikely to occur. Because aircraft maintenance is document-intensive, adequate office facilities should be available for personnel engaged in the management of quality, planning and technical records.

20.5.9.2 Storage facilities should be provided for parts, equipment, tools and material. Storage

conditions should be such that unauthorized access to serviceable parts is prevented and


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that there is complete segregation of serviceable and unserviceable parts. The facilities should provide security and prevent deterioration and damage to stored items.

20.5.10 Equipment, Tools, Material, Airworthiness and Maintenance Data 20.5.10.1 Equipment, tools, material, and airworthiness and maintenance data should be available

for completion of the scope of activities included in the approval granted by the airworthiness authority. For maintenance organizations that are not also aircraft operators, it is not uncommon to expect some specialized equipment, tools and data in respect of a particular variant of an aircraft type to be provided by the operator. Therefore, the Airworthiness Officials while assessing an arrangement of this nature should ensure that the activity is controlled by proper contractual arrangement between the Approved Maintenance Organization (AMO) and the Operator. The AMO should show that all tools and equipment as specified in the approved data can be made available when needed.

20.5.10.2 Much of the tooling and equipment associated with aircraft maintenance is subject to

periodic calibration. The calibration procedures should be acceptable to the airworthiness authority and the actual standards themselves traceable to international standards acceptable to the Bangladesh Standards Testing Institute (BSTI).

20.5.10.3 All tools and equipment that are required to be controlled in terms of servicing or

calibration should be clearly identified and listed in a control register including any personal tools and equipment that the organization agrees can be used. Where the manufacturer specifies a particular tool and equipment, then that tool or equipment should be used, unless otherwise agreed by the CAA in a particular case via a procedure specified in the approved maintenance organization’s procedures manual.

20.5.10.4 The control of these tools and equipment requires that the approved maintenance

organization as a procedure to inspect/maintain and, where appropriate, calibrate such items on a regular basis and indicate to users that the item is within any inspection or service calibration time-limit.

20.5.10.5 A clear system of labeling all tooling, equipment and test equipment is therefore necessary giving information on when the next inspection or service or calibration is due and if the item is unserviceable for any other reason where it may not be obvious. A register should be maintained for all precision tools and equipment together with a record of calibrations and standards used.

20.5.10.6 Inspection, maintenance and calibration on a regular basis should be in accordance with

the equipment manufacturer’s instructions except otherwise as accepted by the CAAB due to proper technical justification.

20.6.10 Contract and Subcontract


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20.6.10.1 It is accepted practice for operators to contract their maintenance requirements to approved maintenance organizations. In some States, it is accepted practice to permit approved maintenance organizations to subcontract work to organizations which are either not approved by the airworthiness authority or not approved for the activities under consideration. CAAB’s Airworthiness Officials should discourage this practice as far as possible. However, in the acceptance of this practice in unavoidable circumstances, consideration should be given to the following points (see also more details in the 20.6.11.5 below):

(a) The organization has its approval extended to include the subcontracted work; it assesses

the competence of the subcontractor; (b) The approved organization retains responsibility for quality control and release of

subcontracted activities, according to the appropriate airworthiness requirements; and (c) Necessary procedures should be in place for the control of subcontracted activities,

together with terms of reference for the personnel responsible for their management. 20.6.11 Component and Material Supplier’s Evaluation and Subcontractor Control

Procedure by the Approved Maintenance Organization 20.6.11.1 This paragraph mainly regards the component and material supplier’s evaluation carried

out by the approved maintenance organization and the control exercised by this approved maintenance organization on its approved or non approved contractors. The ultimate goal of the approved maintenance organization is to make sure that:

(a) The received component/material from its supplier is airworthy and/or (b) The contracted maintenance work has been performed according to its own

standards. 20.6.11.2 This component may come from a supplier (with out any maintenance work contracted)

or from a contractor (approved or not) in this latter case generally a maintenance task has been ordered.

20.6.11.3 Assessment of the Suppliers (no maintenance services are provided): The approved

maintenance organization should assess its suppliers (questionnaire, audit etc.), implement procedures in order to retain/withdraw the authorization to use such suppliers, and establish special instructions concerning the expected component/part release document (airworthiness tag, conformity statement). These documents may depend on the supplier origin (manufacturer, retailer, airline, distributors, maintenance workshop etc.).


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20.6.11.4 Assessment of the Approved Subcontractors (maintenance services are provided by these approved maintenance organizations also called approved workshops): Before using those approved contractors, the maintenance organization should describe how the following items are satisfactorily dealt with (not an exhaustive list of items):

(a) The approved workshops reference list (only those included in this list can be

contracted to work)

(b) The control of the scope of activity of the approved workshops towards the maintenance services sought by the approved maintenance organization

(c) The means internally implemented so that only those approved workshops could be

used as workshops (checking the list of the approved workshops chosen from lists issued by the CAA of the concerned State where the Subcontractor is located

20.6.11.5 Assessment of the Unapproved Subcontractors (maintenance services are provided

by these unapproved maintenance organizations): The quality assurance system of the approved maintenance organization should include all the subcontracted activities. All human resources, the means and the procedures used by the subcontractor should have been treated (and controlled) in the same way as the ones coming from the approved maintenance organization (those human resources, means and procedures are supposed to have already been accepted by the Authority in the framework of its approval). Special attention should be paid to the release to service procedure. The maintenance release is finally signed under the approval of the approved maintenance organization. The internal control activity of the subcontracting activities should be audited by the approved maintenance organization.

20.7.12 Inspection and Acceptance of Aircraft Components and Material From Outside

Contractors 20.7.12.1 This paragraph mainly concerns the compliance of materials in general (equipment,

components, standard parts, materials) received from suppliers/subcontractors (external sources). This paragraph refers to the acceptance of materials stated as compliant ones.

20.7.12.2 The approved maintenance organization may obtain component/material from various

sources: (a) From suppliers/distributors (purchase/hiring new materials or used /maintained

materials);

(b) from other approved maintenance organizations (maintained components);


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(c) from unapproved workshops but under cover of its own quality system (maintained components); or

(d) from maintenance workshops of the approved maintenance organization internally

maintained components). 20.7.12.3 In all these cases, the approved maintenance organization which receives the product

should define and implement reception procedures for components, standard parts, materials, new components or used maintained components. The reception procedures should, at a minimum, include the following:

(a) Authorization procedure for reception control and acceptance;

(b) Process of administrative control of the components and materials;

(c) Identification of the type of acceptable documents depending on the situation (e.g.

new/used components, materials, ingredients, standard parts, approved subcontracting, non approved subcontracting under cover of the organization, standard exchange, maintenance by a workshop of the organization, serviceable removed component.);

(d) Procedure of physical control;

(e) Procedure of acceptance (identification of the material, marking, tagging, register,

taking into account the storage limits, the life limits, the storage specificity, record of the acceptance); and

(f) Procedure for treatment of suspected unapproved parts (“bogus parts”) (record, notification to the CAAB).

20.8 SAFETY MANAGEMENT 20.8.1 ICAO Annex 6, Part I, 8.7.3.1 requires the States to establish a safety programme in order

to achieve an acceptable level of safety in the maintenance of the aircraft. Paragraph 8.7.3.3 of Part I requires the States, as part of their safety programme, to ensure from 1 January 2009 that the maintenance organizations implement a safety management system acceptable to the State.

20.8.2 CAAB’s Airworthiness Officials should refer to the appropriate sections of the ANO (AW)

C.2 and ensure that the AMOs comply with the requirements.

Note: Guidance on both the safety programme applicable to the States and the safety management system applicable to the maintenance organization is contained in the Safety Management Manual (SMM) (ICAO Doc 9859).


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20.9 QUALITY MANAGEMENT 20.9.1 General 20.9.1.1 In recognition of the key importance of this activity in continuing airworthiness, it is

essential for the manager (Head) of the quality department to have direct access to the CEO on quality issues.

20.9.1.2 The maintenance organization’s systems for quality control and assurance should take

into account all of the facilities and procedures utilized to ensure continuing airworthiness, where activities take place affecting the airworthiness of the aircraft and product quality for subjects not directly related to airworthiness. Quality control should therefore be effective throughout the maintenance of aircraft and quality auditing should ensure that control is being properly applied and achieving satisfactory results.

20.9.1.3 The organization’s quality control policies and systems should be described in the

approved maintenance organization manual, together with the quality assurance audit programme in respect of product, facility and procedures.

20.10.2 Procedures and Personnel Qualifications 20.10.2.1 Staff assigned to quality control and assurance duties should be:

(a) Sufficiently experienced in the company systems and procedures and technically knowledgeable of the aircraft being maintained so as to enable them to perform their duties satisfactorily;

(b) Experienced in the techniques of quality control and assurance or receive suitable

training before taking up their duties; and (c) Given clearly defined terms of reference and responsibility within the organization

and having reporting lines to senior management. Note: Airworthiness Officials should refer to the ANO (AW) B.7 for acceptance of

suitable person for the position of Head of Quality. This is particularly important where quality assurance personnel are also expected to perform other duties in the organization.

20.10.2.2 The department responsible for quality control and assurance should arrange for

independent quality audit checks to be carried out in accordance with the audit programme. Emphasis should be placed on the company systems employed to achieve and ensure


_______________________________________________________________________________________________


airworthiness, their suitability and effectiveness. The scope of quality checks within the organization should be based on the guidelines given in 27.10.2.3 below.

20.10.2.3 All quality checks should be recorded and assessed and any criticisms forwarded to the

person responsible for the particular facility or procedure for corrective action. There should be a feedback system for confirming to the quality assurance staff that corrective and preventive action has been taken and to ensure that persons concerned with any audit deficiency are made aware of both the adverse report and the outcome.

20.11 MAINTENANCE ORGANIZATION’S PROCEDURES MANUAL

Note: The maintenance organization’s procedures manual is a document which provides details of the organizational structure, management responsibilities, maintenance procedures and quality assurance or inspection systems to be observed by the organization.

20.11.1 Content of the Maintenance Organization’s Procedures Manual 20.11.1 The maintenance organization’s procedures manual specified in Annex 6, Part I, 8.7.2

should provide clear guidance to personnel on how the activities included in the airworthiness authority approval are managed, on their personal responsibilities and on how compliance with the appropriate continuing airworthiness requirements is achieved. It should also include a statement of the organization’s policies and objectives. If the maintenance organization is also the operator, the maintenance organization’s procedures manual and the operator’s maintenance control manual may be combined. The content of the maintenance procedures manual is outlined in the ANO (AW) C.2.

20.11.2 Content of the Quality Assurance System Manual 20.11.2.1 ICAO Annex 6, Part I, 8.7.4 requires that the AMO shall establish an Independent

Quality Assurance System to monitor compliance with and adequacy of the procedures, or by providing a system of inspection to ensure that all maintenance is properly performed. The requirement to establish such a system and the contents of the quality control and assurance system manual is also outlined in the ANO (AW) C.2.

20.12 ISSUE OF CERTIFICATE APPROVAL TO AN AMO 20.12.1 A team of Airworthiness Officials should carry out inspection of the facilities and

procedures of the applicant in accordance with the submitted MPM and the ANO (AW) C.1 and C.2.


_______________________________________________________________________________________________


20.12.2 Inspection (s) of an AMO for large aircraft shall be recorded on the Form AWS - 4. Normally more than one inspection shall be required and the applicant must be formally informed of the unsatisfactory finding (if any) until all issues are resolved satisfactorily.

20.12.3 Inspection (s) of an AMO for small aircraft shall be recorded on the Form AWS -***

Normally more than one inspection shall be required and the applicant must be informed formally of the unsatisfactory finding (if any) until all issues are resolved satisfactorily.

20.12.4 Finally on satisfactory assessment, the concerned Airworthiness Official should

recommend for issue of Certificate of Approval as an AMO to the applicant. On approval by the Chairman the Certificate of Approval with appropriate ratings shall be issued.

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Issue -1 Page 21 - 1 30 March 2011


CHAPTER 21. TYPE ACCEPTANCE CERTIFICATES FOR IMPORTED AIRCRAFT

21.1. OBJECTIVE

21.1.1 This chapter provides guidance in the procedure for the issue of a Type Acceptance

Certificate for foreign aircraft types, using an automatic acceptance procedure.

21.2 BACKGROUND

21.2.1 Recognised countries Automatic acceptance of aircraft Type Certificates or equivalent documents from recognised countries has been instituted by many states. This chapter deals with the procedures for automatic acceptance of a Type Certificate or equivalent issued by the National Airworthiness Authority (NAA) of a recognised country.

21.2.2 Recognised country for the purpose of issuing type certificates is a state (ICAO contracting or not) where the NAA has been found to have a comprehensive code of Airworthiness certification and oversight. States such as the USA, UK would be recognised without investigation however other states may require an in-depth analysis.

21.2.3 Some of these countries are in the process of international harmonisation and use or should use the term “Type Certificate”, but earlier documents may be referred to as “Type Approval Certificate”, “Certificate of Type Approval”, “Fiche de Navigabilite” etc.

21.2.4 The foreign NAA that issued the original Type Certificate or equivalent document will be regarded as the nominated NAA for airworthiness control of the aircraft listed on that certificate.

Note: This automatic acceptance procedure must not be applied in situations where the NAA of a recognised country has issued a Type Acceptance Certificate or similar document on the basis that the NAA of another country has issued a Type Certificate.

21.2.5 Certificate of Airworthiness Categories : Type Acceptance Certificates for foreign aircraft are issued to enable Certificates of Airworthiness (C o As) to be issued in one or more of the following categories:

(a) Transport; (b) Normal; (c) Utility; (d) Acrobatic;



(e) Commuter; (f) Manned free balloons; (g) Primary; (h) Restricted.

21.2.6 C of A should usually be issued in the same category available under the foreign Type Certificate, subject to a review by the ‘Authority’ of the foreign certification basis, including any special conditions, waivers, exemptions, equivalent safety determinations etc. made by the foreign NAA.

21.3 APPLICATION FOR A TYPE ACCEPTANCE CERTIFICATE

21.3.1 Who may apply: Either the holder of the original Type Certificate or any other person may apply for a Type Acceptance Certificate in respect of a type certificated aircraft, certificated by a recognised country. The Type Acceptance Certificate is issued in respect of the aircraft type itself. There is no certificate holder.

21.3.2 Aircraft type details: The application should state exactly which models are to be included on the Type Acceptance Certificate. These models must be included on the foreign Type Certificate. Each model included on the Type Acceptance Certificate must be covered by the data requirements of paragraph 5.4.

21.3.3 Supply of data: The data, listed in Appendix A, supporting the application should be supplied at the time of application, or, if it is not available at that time, a covering letter should be supplied giving the reasons and details of when the data will be available.

21.3.4 If the application relates to a variant of an aircraft type for which there is already a Type

Acceptance Certificate in force, then only data peculiar to the variant need be supplied. The Type Acceptance Certificate should be amended to include the new variant.

21.3.5 Supply of continuing airworthiness data : An inherent requirement of type acceptance is the continued airworthiness support of the aircraft and components in the form of service bulletins and other instructions, amendments to documents, and foreign airworthiness directives etc.

(i) the applicant must arrange and submit to the ‘Authority’ an undertaking from the

holder of the foreign Type Certificate to continue to supply to the ‘Authority’ those items listed in Appendix A.

(ii) the ‘Authority’ should arrange with the nominated NAA for the supply of airworthiness directives issued by that NAA for the type of aircraft concerned.



21.4 CONDITIONS, REFUSAL, SUSPENSION OR CANCELLATION 21.4.1 Issue of a Type Acceptance Certificate subject to conditions : The ‘Authority’ may,

under the relevant regulation, issue a Type Acceptance Certificate subject to a condition, if there are reasonable safety grounds, provided the condition is substantially the same as a condition imposed by the NAA of a recognised country on the corresponding foreign Type certificate.

21.4.2 The ‘Authority’ may also issue a Type Acceptance Certificate subject to other conditions,

provided there are reasonable grounds for believing that issuing the certificate without imposing conditions or taking other measures would constitute a significant threat to aviation safety.

21.4.3 Refusal to issue a Type Acceptance Certificate :Note that ‘Authority’ may, refuse to issue a Type Acceptance Certificate if there are reasonable safety grounds not to do so.

21.4.4 Suspension or cancellation of a Type Acceptance Certificate : The ‘Authority’ may suspend or cancel a Type Acceptance Certificate if it considers that it is necessary to do so in the interests of aviation safety. An inability on the part of the foreign Type Certificate holder to provide ongoing technical support for the aircraft type may constitute grounds for such suspension or cancellation.

21.4.5 Consultation : The ‘Authority’ should consult with and consider the views of, the applicant, the NAA that issued the foreign Type Certificate, and the manufacturer.

21.4.6 Director should exercise powers personally : Normally only the Director has the power to:

(a) Issue a Type Acceptance Certificate subject to a condition

(b) Refuse to issue a Type Acceptance Certificate; and (c) Suspend or cancel a Type Acceptance Certificate

21.5. AGED TRANSPORT CATEGORY AIRCRAFT

21.5.1 The applicant should be aware that before a standard CoA can be issued to such an

aircraft, the ‘Authority’ may require additional data related to the aircraft history, structural integrity programs, supplementary inspections etc.

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APPENDIX A

EXAMPLES OF TECHNICAL DATA, BY PRODUCT, WHICH SHOULD NORMALLY BE REQUESTED

1. AIRCRAFT.

a. A statement of the applicable design certification standards. b. General interior arrangement configuration drawings. c. Three-view drawing exterior configuration). d. Master drawing list. e. Master equipment list. f. Aircraft Flight Manual including the Configuration Deviation List, if applicable. g. Instructions for Continued Airworthiness. h. Certification compliance (checklist).

i. Data and descriptive information needed by the Authority to approve the type certificate data sheet.

j. Listing of service life for critical parts subject to fatigue, if this information is not provided elsewhere in the above data.

2. AIRCRAFT ENGINES.

a. Cross-Section arrangement drawing. b. Master drawing list. c. Instructions for Continued Airworthiness. d. Operating manual. e. Installation manual. f. Certification compliance (checklist). g. Data and descriptive information needed by the ‘Authority’ to prepare the type certificate

data sheet. h. Listing of service life for critical parts subject to fatigue, if this information is not provided

elsewhere in the above data.

3. PROPELLERS.

a. General arrangement drawings and model description. b. Master drawing list. c. Installation manual. d. Instructions for Continued Airworthiness. e. Operating manual. f. Certification compliance (checklist). g. Data and descriptive information needed by the ‘Authority’ to prepare the type certificate

data sheet. h. Listing of service life for critical parts subject to fatigue, if this information is not provided

elsewhere in the above data.



TYPE CERTIFICATION COMPLETION CHECKLIST

1. Resolution of all technical issues. 2. A statement from the ‘Authority’ certifying compliance with the type certification basis or

agreed certification criteria (including additional technical conditions). 3. Compliance checklist. 4. Instructions for Continued Airworthiness or Airworthiness Limitations. 5. Draft Aircraft Flight Manual. 6. Draft Type Certificate Data Sheet. 7. Noise Evaluation Statement (not required for amended TCs). To be provided by the

‘Authority’ 8. Dates established for ‘Authority’ issuance of type certificate and delivery of first aircraft.




CHAPTER 22. MANDATORY AIRWORTHINESS INFORMATION

22.1 MANDATORY AIRWORTHINESS INFORMATION 22.1.1 Mandatory airworthiness information to be transmitted by the State of Design 22.1.2 Annex 8, Part II, 4.2.1.1 states: “The State of Design of an aircraft shall …transmit to every

Contracting State which has in accordance with 4.2.3 a) advised the State of Design that it has entered the aircraft on its register, and to any other Contracting State upon request, any generally applicable information which it has found necessary for the continuing airworthiness of the aircraft, including its engines and propellers when applicable, and for the safe operation of the aircraft (herein called mandatory airworthiness information) …” and notification of the suspension or revocation of a Type Certificate.

Note 1.— In Annex 8, Part II, Note 1 to 4.2.1.1 states that the term ‘mandatory continuing airworthiness information’ is intended to include mandatory requirements for modification, replacement of parts or inspection of aircraft and amendment of operating limitations and procedures. Among such information is that issued by Contracting States in the form of Airworthiness Directives.

Note 2.— ICAO Circular 95 — The Continuing Airworthiness of Aircraft in Service — provides the necessary information to assist Contracting States in establishing contact with competent authorities of other Contracting States, for the purpose of maintaining continuing airworthiness of aircraft in service.” (Refer to Part III, Chapter 4, Section 4.4.5 for more detail regarding Airworthiness Directives.)

22.1.3 The type, model and serial number of the aircraft, engine, propeller, equipment or instrument

affected shall be included in the contents of the mandatory continuing airworthiness information. The mandatory information may require additional or more frequent inspections or maintenance or modifications, and usually with a time limit for compliance in terms of a date, flying hours or number of landings.

22.1.4 The State of Design, in determining the time limit for compliance should, without prejudice to

safety considerations, take into account the availability of modification kits, tools, material, etc. It should also take into account the service experience in other States and should not limit its evaluation to the service experience in its own State. Time limits for conducting initial inspections, as well as conducting recurrent inspections, are frequently tailored to the inspection methods being used.



22.1.5 States with maintenance organizations approved for aircraft types not registered or not operated in that State, or approved for parts or equipment not used in that State, should request the State of Design to provide all mandatory airworthiness information on those types and parts.

22.1.6 When the State of Design of the engine or propeller is different to the State of Design of the

aircraft, the State of Design for the aircraft should review mandatory airworthiness information from the State of Design for the engine or propeller and either promulgate that information as being applicable to the aircraft type in question, or supplement it to take account of the specific installation in the aircraft. The aircraft type design organization should assist in this review. (Reference Annex 8 Part II 4.2.1.2)

22.1.7 In accordance with Annex 8, Part II, Chapter 4, 4.3.1.2, when the State of Design of a

modification is different from the State of Design of the product being modified, the State of Design of the modification must transmit the mandatory continuing airworthiness information to the State of Design of the product and to States that have the modified product on their Registries. A State may fulfill this obligation by transmitting mandatory continuing airworthiness information to:

(a) Contracting States that are known (by the State of Design of the modification) to have

the modification embodied on aircraft on their register; or b) Contracting States that have notified under 4.2.3(a) with respect to aircraft types for which the modification is eligible; or c) All Contracting States.

22.1.8 The intent of Annex 8 requirement is to ensure that States of Registry receive any relevant

continuing information that impact aircraft on their registries. However, State of Design for a modification may not have information available as to the location of the modified aircraft. Therefore, several options for transmission of information are available to the State of Design for a modification. The smallest group of States that covers the known population of aircraft should be targeted in order to reduce the administrative burden as far as practicable.

22.2 ACTION BY STATE OF REGISTRY UPON RECEIPT OF MANDATORY AIRWORTHINESS INFORMATION 22.2.1 Annex 8, Part II, 4.2.3 d) states: “The State of Registry shall, upon receipt of mandatory

continuing airworthiness information from the State of Design, adopt the mandatory information directly or assess the information received and take appropriate action.” Legally, the mandatory status of mandatory airworthiness information is limited to the State that has issued that information. It is essential, however, that appropriate action be taken on all affected aircraft and parts in all States concerned. States should therefore carefully consider mandatory airworthiness information issued by the State of Design, as the State of Design and the type design organization are primarily responsible for issuing this airworthiness information and they normally are the best informed about accidents, incidents and service experience concerning the type design.



22.2.2 When the State of Registry legally adopts by reference the mandatory airworthiness information issued by the State of Design and does not provide its operators with that information, the State of Registry should assure that its operators have access to the mandatory airworthiness information and implement the required actions.

22.2.3 Some States assess all mandatory airworthiness information issued by States of Design and

subsequently issue their own mandatory information. Such States should have the necessary expertise and human resources to do so. States of Registry should verify whether or not the mandatory airworthiness information is applicable to the aircraft on their registry and can be accomplished as intended. The aircraft may have been modified or had equipment installed without the type design organization or the State of Design being directly involved in that modification or installation approval.

22.2.4 When in receipt of mandatory airworthiness information for an engine or propeller which has

a different State of Design to that of the aircraft, the State of Registry should ensure that it has received any associated mandatory airworthiness information from the State of Design for the aircraft. It must make a determination as to which one of the two is more appropriate to the specific operator. In general, the aircraft mandatory airworthiness information will only vary from that of the engine or propeller to account for specific features of the aircraft installation or operation in question.

22.2.5 Operators and States of Registry should be aware that some States of Design do not issue their

mandatory airworthiness information in the form of Airworthiness Directives, and may instead give mandatory status to service bulletins, etc. by requiring the type design organization to include a statement in the service bulletins, etc. that the information has mandatory status for aircraft registered in the State of Design. Some of these States of Design publish summary lists of service bulletins, etc. which they have classified as mandatory.

22.2.6 This service information made mandatory by the State of Design should be clearly

distinguished from service information that might be declared mandatory by the organization responsible for the type design. The type design organization may have classified the information as mandatory for reasons related to improving maintainability, inspectability, lifetime or for liability reasons.

22.2.7 The operator should accomplish actions made mandatory by its CAA, otherwise the aircraft is

not considered airworthy. The operator should also carefully record the actions accomplished. If this is not done conscientiously, the operator may be in a difficult position when surveyed by the CAA and in terms of liability, especially in case of an accident. Proper documentation of mandatory actions will also enable a smoother transfer of aircraft.

22.2.8 If an operator wishes to comply in an alternative way or desires an extension of the

compliance limit associated with mandatory airworthiness information, the approval of the airworthiness authority of the State of Registry must be obtained. For mandatory information issued by the State of Design and accepted by the State of Registry, the latter may not have sufficient knowledge or expertise to make an informed decision. In such cases, the State of



Registry may wish to consult the airworthiness authority of the State of Design or accept advice from the type design organization.

22.2.9 On occasion, compliance with mandatory airworthiness information has to be effected at very

short notice. Therefore, operators should be able to receive this information at any time (by telex, fax, email, etc.) and to develop the necessary actions.

22.2.10 Transmission to the State of Design of mandatory airworthiness information by other States

Annex 8, Part II, 4.2.3 e) states: “The State of Registry shall ensure the transmission to the State of Design of all mandatory continuing airworthiness information which it, as the State of Registry, originated in respect of that aircraft.” States should only make mandatory requirements additional to those of the State of Design when there are urgent safety-related reasons. When possible, such action should entail prior consultation with the State of Design, but in all cases the State of Design should be notified as soon as practicable or when the State of Registry has uniquely designed or modified aircraft because of unique airworthiness requirements.

22.3. AIRWORTHINESS ACTIONS BY STATE OF DESIGN AND DESIGN ORGANIZATION 22.3.1 Annex 8, Part II, 4.2.1.1 b) states: “The State of Design of an aircraft shall ensure that, in

respect of aeroplanes over 5 700 kg and helicopters over 3 175 kg maximum certificated take-off mass, there exists a system for:

(a) Receiving information submitted in accordance with 4.2.3 f); (b) Deciding if and when airworthiness action is needed; (c) Developing the necessary airworthiness actions; and (d) Promulgating the information on those actions including that required in 4.2.1.1 a).”

22.3.2 The State of Design and the type design organization should assess all airworthiness

information received, including the information mentioned under Annex 8, Part II, 4.2.3 e) and 4.2.3 f).

22.3.3 The type design organization should respond to the reporting operator and should include in

the response advice on the actions needed for the reported service difficulty to ensure continuing airworthiness. The type design organization should also inform other affected operators.

22.3.4 Whenever there is evidence that its product is unsafe because of a manufacturing or design

defect, the type design organization should investigate the reason for the defect and report to the State of Design the results of its investigation and any action being taken or proposed to



correct the defect. If action is required to correct the defect, the type design organization should submit the data necessary for the issuance of appropriate mandatory airworthiness information.

22.3.5 When the State of Design considers that the issuance of mandatory airworthiness information

is necessary to correct the unsafe condition, the type design organization should propose the appropriate design changes and/or required inspections and submit details of these proposals for approval. Following the approval of the proposed design changes or inspections, it should make available to all operators appropriate descriptive data and accomplishment instructions. The organization responsible for type design should also make updates to user documents not subject to approval by the CAA, such as the aircraft service manual, illustrated parts catalogue, etc.

22.4 OTHER AIRWORTHINESS INFORMATION 22.4.1 Transmission of information on faults, malfunctions and defects and other occurrences 22.4.2 Annex 8, Part II, 4.2.3 f) states: “The State of Registry shall ensure that in respect of

aeroplanes of over 5700 kg and helicopters above 3175 kg maximum certificated take-off mass, there exists a system whereby information on faults, malfunctions, defects and other occurrences that cause or might cause adverse effects on the continuing airworthiness of the aircraft is transmitted to the organization responsible for the type design of that aircraft.” When the State of Design for the engine or propeller is different to the State of Design for the aircraft, the State of Design of the aircraft should have a system to transmit information on service difficulties to the State of Design for the engine or propeller. The State of Registry may also elect to transmit the information to the State of Design for the engine or propeller.

22.4.3 It is essential that information on airworthiness deficiencies is transmitted without any delay to

the type design organization of the aircraft affected, so that corrective action may be developed by that organization and communicated to all operators of the aircraft type.

22.4.4 Some States may elect to enact regulations requiring operators of aircraft registered in the

State to report airworthiness deficiencies to the type design organization of the aircraft affected. Alternatively, a State may choose to require reporting to its own airworthiness authority, which should then pass the information on to the type design organization of the aircraft affected.

22.4.5 If the performance of maintenance is either partially or wholly assigned to a maintenance

organization, service experience on faults, malfunctions, defects, findings in inaccuracy of maintenance data, etc. of both the operator and the maintenance organization should be transmitted to the type design organization. The information from the operator should pertain to the operational and maintenance experience of its fleet. The information from the maintenance organization should pertain to its maintenance experience of all aircraft designed by the type design organization.



22.4.6 Details of a number of Contracting States’ systems for reporting of information on faults, defects and malfunctions may be found in ICAO Circular 95 — The Continuing Airworthiness of Aircraft in Service.

22.5 INFORMATION TO BE REPORTED TO THE AUTHORITY 22.5.1 Annex 8, Part II, 4.2.4 states: “Each Contracting State shall establish, in respect of aeroplanes

over 5700 kg and helicopters above 3175 kg maximum certificated take-off mass, the type of service information that is to be reported to its airworthiness authority by operators, organizations responsible for type design and maintenance organizations. Procedures for reporting this information shall also be established.” Operators, organizations responsible for type design and maintenance organizations should report to their airworthiness authority all faults, malfunctions, defects and other occurrences which cause or might cause adverse effects on the continuing airworthiness of the aircraft.

22.5.2 Some States have established a service difficulty reporting system. Operators in these States

should report information on faults, malfunctions, defects, etc. through this system. (Paragraph 22.4.4 of this Chapter provides information on such systems.)

22.5.3 It is necessary for the type design organization to systematically and periodically review and

analyze service data obtained from all operators. Summarized data should be reported to the State of Design. Use should be made of appropriate statistical methods and comparison of service data with predictions made for type certification. This aspect may be controlled by State of Design specifically for each case.

22.6.1 MONITORING AND ASSESSMENT OF MAINTENANCE AND OPERATIONAL EXPERIENCE BY THE OPERATOR 22.6.1 Responsibilities for monitoring and assessment of maintenance and operational experience by

the operator is specified in Annex 6, Part I, 8.5.1 and should be referred to in this respect: “The operator of an aeroplane over 5 700 kg maximum certificated take-off mass shall monitor and assess maintenance and operational experience with respect to continuing airworthiness and provide the information as prescribed by the State of Registry and report through the system specified in Annex 8, Part II, 4.2.3 f) and 4.2.4.”

22.6.2 If the performance of maintenance is either partially or wholly assigned to a maintenance

organization, this organization should report all maintenance action taken and all discrepancies found to the operator of the aircraft, thus enabling the operator to monitor and assess both maintenance and operational experienced any mutual relationship. The operator should have the expertise to fulfill this task or make contractual arrangements to obtain this expertise.

22.6.3 The operator should report all known discrepancies and adverse operational experience

relevant to the work contracted to the maintenance organization, thus enabling the maintenance organization to correct any possible technical cause of an operational problem.



22.6.4 Information on operators’ reliability programmes may be found in Part IV, Section 1.7 of this Manual.

22.6.5 Assessment of airworthiness information and subsequent action by the operator 4.4.3.4.1

Operators responsibilities with regard to the assessment of airworthiness information are to be found in Annex 6, Part I, 8.5.2. (Reference should be made to Part IV for explanatory material in this respect.) “The operator of an aeroplane over 5700 kg maximum certificated take-off mass shall obtain and assess continuing airworthiness information and recommendations available from the type design organization and shall implement resulting actions considered necessary in accordance with a procedure acceptable to the State of Registry.” Recommendations by the type design organization are normally made by service bulletins, service letters, etc.

22.6.6 Usually the airworthiness portions of the recommendations are approved by the State of

Design. If so, the document will clearly identify that approval. Operators should be aware that not all recommendations made by the type design organization have airworthiness consequences, and these may not be approved by the State of Design. In addition, some recommendations made by the type design organizations, usually things for which no operational credit is being given, may not have the full approval of the State of Design. In these cases, the State of Design merely ensures that the recommended action does not interfere with the safe operation of the aeroplane, and that its installation complies with the appropriate requirements. If there is any doubt as to what is approved and to what degree, the type design organization or the State of Design should be consulted.

22.6.7 Although these recommendations are normally not made mandatory by the State of Registry,

the operator should obtain and carefully assess this information. It is clear that the operator needs qualified staff to do so. In general, it is worthwhile to accomplish the recommendations of the organization responsible for type design, as they enhance the reliability and hence availability for service of the aircraft.

22.6.8 Even if a modification is optional, it still requires approval by the State of Registry. 22.6.9 Even if the performance of maintenance is either partially or wholly assigned to a

maintenance organization, the operator remains responsible for the continuing airworthiness of the aircraft. This means that the operator should have the expertise and personnel to perform the assessment of all relevant information and inform the maintenance organization, especially if this organization is in a different State, of all information made mandatory by the State of Registry.

22.6.10 The maintenance organization should have at its disposal all information issued by the type

design organization relevant to the contracted work. 22.7 TYPE OF INFORMATION ON CONTINUING AIRWORTHINESS TO BE TRANSMITTED BY THE TYPE DESIGN ORGANIZATION



22.7.1 Response to the reporting operator should include advice on the actions needed to overcome the reported service difficulty and ensure continuing airworthiness. Service difficulties that affect continuing airworthiness should be reported to the authority in the State of Design. Communication to the operator and the authority should include the following:

(a) A clear discussion of the seriousness and possible causes of the difficulty; (b) Permissible limits for continued operation; (c) Special inspection procedures where applicable; (d) The repeat inspection interval needed if continued operation is permissible; (e) Repairs or replacement required, and when required; and (f) Limitations for non-revenue ferry flight.

22.7.2 The type design organization should also inform other affected operators of reported service

difficulties that affect the continued airworthiness of the aircraft type. Communications should include the following:

(a) A clear description of the difficulty reported using visual aids (photograph or sketch); (b) A clear discussion of the seriousness of the difficulty; (c) Applicable part and serial numbers; (d) Aircraft and/or component time in landings and flight hours when the difficulty was

found; (e) How the difficulty was discovered; (f) Analysis of the cause, if known; (g) Recommended actions; (h) Permissible limits for continued operation; and (i) Feedback information desired.

22.8 SERVICE DIFFICULTY REPORTING SYSTEM 22.8.1 General



22.8.2 The Service Difficulty Reporting System (SDR) is established to support the CAA in its mandate to foster an acceptable level of safety by:

(a) Promoting product safety improvement;

(b) Detecting trends (as opposed to isolated cases); and

(c) Giving the CAA the necessary tools to discharge the State of Registry’s obligations with regard to continuing airworthiness information, as set forth in Annex 8, Part II, 4.2.3 f).

22.8.3 The current aircraft population is too large to achieve full knowledge of all potential safety

problems solely through inspection. Furthermore, in most States the aircraft population is increasing more rapidly than the AID staff. The SDR assists in effective decision making, manpower utilization and enhancement of safety. A properly implemented SDR provides the intelligence needed to assess defects, institute early corrective action and thus assist in accident prevention.

22.8.4 The SDR is a feedback system which provides a most effective resource for decision-making

on matters of reliability and airworthiness. The level of sophistication of the SDR can range from the use of advanced computers with immediate readout capabilities, to manual programmes which utilize a reporting form that is completed by the operator and manually processed by the regulatory agencies. Future development of the SDR could result in a world-wide sharing of service difficulty information such as is being done now with the ICAO coordinated accident/incident reporting programme.

22.8.5 Sources of information for the service difficulty report Service difficulty reports should be

received from sources such as commercial aviation operators, and from any source having access to aviation safety information, such as air traffic control. Significant malfunctions, failures, or conditions brought to the attention of or noted by the AID inspector during surveillance of aviation industry activities should also be reported.

22.9 GUIDELINES FOR REPORTING 22.9.1 CAA regulations should require commercial operators to submit specified information to the

AID. The reports should be submitted on a common form. The regulations should require a report for each malfunction, failure, or defect that occurs under the reportable categories. Similar failures that continue to occur should be reported so the manufacturer and the State of Manufacture are aware of trends that are developing. One-time reporting of similar defects is unacceptable. In addition, each operator should report any other failure, malfunction, or defect in an aircraft that occurs or is detected at any time, if in the holder's opinion that failure, malfunction or defect has endangered or may endanger the safe operation of an aircraft.

Note.— A number of examples of forms and methods used for handling service difficulty reports by Contracting States may be found in ICAO Circular 95 — The Continuing Airworthiness of Aircraft in Service.



22.9.2 Each operator should report the occurrence or detection of each failure, malfunction or defect concerning at least the following:

(a) Fires during flight and whether or not a fire warning system was installed and

functioned properly;

(b) False fire warning during flight;

(c) An engine exhaust system that causes damage during flight to the engine, adjacent structure, equipment, or components;

(d) An aircraft component that causes accumulation or circulation of smoke, vapour, or toxic or noxious fumes in the crew compartment or passenger cabin during flight;

(e) Engine shutdown during flight because of flameout;

(f) Engine shutdown during flight when external damage to the engine or aircraft structure occurs;

(g) Engine shutdown during flight due to foreign object ingestion or icing;

(h) Shutdown during flight of more than one engine;

(i) A propeller feathering system or ability of the system to control over speed during flight;

(j) A fuel or fuel-dumping system that affects fuel flow or causes hazardous leakage during flight;

(k) A landing gear extension or retraction, or opening or closing of landing gear doors during flight;

(l) Brake system components that result in loss of brake actuating force when the aircraft is in motion on the ground;

(m) Aircraft structure that requires significant repair;

(n) Cracks, permanent deformation, or corrosion of aircraft structure, if more than the maximum acceptable to the manufacturer or the CAA;

(o) Aircraft components or systems that result in taking emergency actions during flight (except action to shut down an engine).

(p) Each interruption to a flight, unscheduled change of aircraft en route, or unscheduled stop or diversion from a route, caused by known or suspected mechanical difficulties or malfunctions;

(q) The number of engines removed prematurely because of malfunction, failure or defect, listed by make and model and the aircraft type in which it was installed; and



(r) The number of propeller featherings in flight, listed by type of propeller and engine and aircraft on which it was installed.

22.9.3 In addition to the reports required above, each operator should report any other failure,

malfunction or defect in an aircraft that occurs or is detected at any time, if in his opinion, the failure, malfunction or defect has endangered or may endanger the safe operation of the aircraft.

22.9.4 The reports required of the operator should be submitted in writing to the State’s organization,

and in the timeframe, identified in the approved air carrier operations specifications. 22.10 SIGNIFICANT REPORTS 22.10.1 The following significant reports warrant immediate notification of the appropriate State

organization by telephone or telex:

(a) Primary structure failure;

(b) Control system failure;

(c) Fire in the aircraft;

(d) Engine structural failure; or

(e) Any other condition considered an imminent hazard to safety, 22.10.2 The telephone or telex report should follow the format of the Service Difficulty Report and

being of an alert nature, should contain the following information when available and relevant:

(a) Aircraft owner’s name and address;

(b) Whether accident or incident;

(c) Related service bulletins, service letters, airworthiness directives; and

(d) Disposition of the defective parts. 22.10.3 The information contained in the telephone or telex report should be entered on the SDR

form and submitted in the normal manner to the AID as soon as possible after the telephone/telex submission.

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Issue-1 Page 23- 1 30 March 2011


CHAPTER 23. SHORT TERM ESCALATION & LIFE DEVELOPMENT PROGRAM PROCEDURES

23.1 BACKGROUND

23.1.1 This chapter provides guidance for approving short term escalation procedures and life development programs (long term) for aircraft, engines, and components based on procedures contained in the operators Maintenance Manual.

23.2 GENERAL.

23.2.1 Time limitations are maintenance intervals established by the provisions of an

approved reliability program or by an operator s life development program. They are based on continuing analysis and surveillance of a fleet’s operating performance. Since operators try to obtain the maximum safe operating life from a component yet also try to avoid delays due to units being operated to the point of failure, the time limitations must be of a conservative average.

Note: That if service records indicate that any item consistently requires repair, adjustment, or other maintenance within the current time limitations due to damage, wear, or deterioration, the operator must correct the problem before applying for any increase. An operator may therefore need to adjust these intervals for an individual component, engine, or aircraft.

23.2.2 USE OF A SHORT TERM ESCALATION

(a) Under controlled conditions, an operator may use a short term

escalation(overrun) for an individual component, engine, or aircraft without affecting safety. These procedures require close monitoring to ensure that they do not conceal unsound maintenance practices, maintenance program deficiencies, or poor management decisions.

(b) Short term escalations for operators with out approved procedures in the

company MM must be approved by the CAA on a case by case basis. (c) Operators with approved procedures do not require prior approval before

using an escalation. The operator must, however, inform the CAA of an escalation as soon as possible after the escalation is put into effect.



(d) A short term escalation should only be used after carefully analyzing the history of the aircraft and its components. A review of the proposed escalation should include:

(i) previous inspections results (ii) supplemental/additional inspections that may be needed to ensure

continued airworthiness during the escalation (iii)items not covered by the escalation. The escalation must not cause these

items to exceed their maintenance intervals.

(e) Maximum short term escalation intervals may be a percentage of an existing interval for a particular inspection, or may be designated in hours of service, in cycles, or in other increments. Acceptable escalations could be 10% of the currently approved period or a maximum of 500hrs/cyles . For items on calendar time 10% or 6 months maximum.

23.2.3 EXTENSION OF SHORT TERM ESCALATION.

(a) For operators with an approved in-house approval procedure the 500-

hour/cycle maximum time limit for an escalation is usually sufficient for an operator to position and/or repair the affected item. Occasionally, an operator cannot effectively accomplish the task within this time limit. After an in-depth review of this situation, an individual item may be extended beyond the 500-hour limit. In order to do this, an operator must seek approval from the Director. This extension remains in effect for a prescribed time limit unless the component or inspection is accomplished prior to the time limit.

23.3 PROCEDURES FOR APPROVAL OF IN-HOUSE SHORT TERM ESCALATION PROCEDURES

23.3.1 The inspector must ensure that the procedures accomplish the following:

(a) List the operator’s management personnel with escalation approval authority. These personnel must be senior management and preferably include the Quality manager.

(b) Define the maximum limitations for a short term escalation (c) Contain criteria that defines the type of data acceptable for justifying a

short term escalation (d) Correspond with the overall maintenance program. The procedures must

ensure that an escalation will not create an unsafe condition.



(e) Restrict the occurrence of repetitive short term escalations that indicate a need for a change in the maintenance program

(f) Provide a method for recording all escalations, with provisions for

submitting/reporting to the CAA

23.4 PROCEDURES FOR LONG TERM TBO INCREASES

23.4.1 Long Term Increases in the Approved TBO: Long term increases in component, engine, or propeller overhaul intervals must be approved by the CAA and are normally controlled by a Life Developing Program using the sampling method. In the Life Development program engine O/H periods may be increased in 10% increments of the currently approved period, but not to exceed 500hrs between samples.

23.4.2 Program Approval: If an operator wishes to increase the approved TBO he

should request approval from the CAA to initiate a Life Development program. These approvals are given for specific items by part number. The request should include full details of the program advising the following details:

(a) The TBO period expected to be achieved,

(b) The sampling intervals proposed,

(c) The name of the overhaul agency to be used for this program (operators should remain with the same overhaul agency during this program,

(d) Evidence that the engine manufacturer supports such an escalation program.

23.4.3 The operator must also submit justification to support the requested increase. The

justification must include a satisfactory strip report from the last two overhauls carried out at a manufacturers approved overhaul period. The strip reports must include a statement from the approved overhaul agency supporting an increase in the TBO period. The data must indicate that the increase will not adversely affect the airworthiness of the aircraft. Industry experience and manufacturer's recommendations for similar equipment can be used as supporting justification, but shall not be the sole source

23.5 SAMPLING PROGRAM:

23.5.1 In the Life Development program engine O/H periods may be increased in 10% increments of the currently approved period, but not to exceed 500 hrs between



samples. Movement from one sample period to the next should be based on satisfactory service experience and a teardown examination, by a manufacturer’s approved overhaul facility, of at least two exhibit samples at each sample stage. The engines chosen for exhibit must have operated to within 5 percent of the currently approved time interval and must have accrued at least 70% of its operating time with the current operator. No engine may proceed to the next sample stage unless both previous samples were satisfactory and the O/H agency has recommended an increase to the next sample stage.

23.5.2 The Inspector must ensure that the part or engine sampled represents the total

sample population and that it has not been given special treatment or been subjected to early inspections by the operator.

NOTE THAT UNDER NO CIRCUMSTANCES MAY INTERNAL COMPONENTS WITH FATIGUE LIVES (Group ‘A’), ESTABLISHED BY THE MANUFACTURER EXCEED THE MANUFACTURERS PUBLISHED PERIODS. THESE ITEMS ARE EXCLUDED FROM THE PROGRAM

23.6 PHYSICAL INSPECTION OF SAMPLES:

23.6.1 Physical inspection of samples need not be conducted by a CAA Airworthiness Inspector if the overhaul agency is approved by the manufacturer to recommend overhaul period increases and properly documents the work. However, the assigned Inspector must coordinate the inspection process with the certificate holder

23.7 ENGINE ACCESSORIES:

23.7.1 Engine accessories such as FCU, fuel pumps etc may not have time interval increases in line with the engine inspection/overhaul time. These items must undergo their own individual escalation program.

23.8 MONITORING.

23.8.1 Close monitoring of the operation may be required by the inspector to ensure the following:

(a) The authorization is not being abused

(b) The manual procedures are being followed

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Issue-1 Page 24 - 1 30 March 2011


CHAPTER 24. PARTS POOLING & BORROWING

24.1 BACKGROUND

24.1.1 An operator must ensure that all replacement parts meet or exceed original

certification standards. Standard hardware and materials from recognized sources can be used and exchanged without special procedures. When special requirements must be met, accurate documentation must be maintained. The purchase, use, and exchange of parts require special procedures that must be part of the operator’s approved Maintenance Procedures Manual.

24.1.2 This chapter provides guidance in evaluating and approving aircraft parts, a parts

pool, and a parts borrowing authorization.

24.2 PARTS POOL AGREEMENT AUTHORIZATIONS.

24.2.1 These authorizations normally are applicable to airline operators operating outside the home state.

(a) When operating under this authorization, all other provisions of the regulations remain applicable. In addition, the regulations normally requires the operator to carry out regular surveillance of the foreign facilities and their procedures to ensure that all work on pooled parts is performed according to the operator’s manuals. The operators MPM must include procedures to ensure quality inspectors perform an initial inspection of the involved foreign facilities. This inspection should ensure that facilities meet the certificate holder’s manual requirements, have properly qualified and trained personnel, and can furnish the parts intended.

(b) These authorizations are normally approved by approval of the appropriate

section of the company Maintenance Procedures Manual or issuance of the appropriate operations specifications. The MPM or operations specifications are required to only to list those participants (and their locations) inspected by the operator and acceptable to the Director.

(i) In instances where several operators use a foreign facility, the Director

normally does not object to a participating operator accepting another participating reputable operator’s initial or biennial inspection report, provided the operator’s manual reflects the arrangement.



(ii) Many states regulations permit the release to service and use of airframe components, powerplants, components, and spare parts that have been maintained, modified, or inspected by persons employed outside the home state who do not hold local licences or approvals. The operator’s MCM or operations specifications must detail this procedure.

(c) Foreign Facility Inspections:

(i)The CAA may inspect the foreign parts pool facility parts. (ii) The operator must have in its manual procedures to inspect the parts

pooling facilities. The manual also must include procedures to ensure the maintenance of parts according to the operator’s maintenance manuals.

24.4 PARTS BORROWING AUTHORIZATION

(a) An operator may be approved to allow it to borrow a part with a higher time

since overhaul than authorized in the MPM, subject to certain conditions and limitations. Since no regulations normally govern this activity, the operators MPM or operations specifications must specify that the operator can borrow a part from another operator when the time in service of the available part exceeds the operator’s approved overhaul time limit. The parts, however, cannot exceed the lender’s approved time limits.

(b) If the number of landings controls the part’s service or overhaul time limit, an

operator may borrow and use a part for a maximum of 100 hours or 50 landings when the time in service of the part exceeds the borrower’s approved time limits. The following limitations are suggested:

(i) The part should have a minimum time of 200 hours or 100 landings (if

approved time is controlled by landings) remaining before service or overhaul in the lender’s program

(ii) If the part is life-limited, the part may not be operated beyond its approved

life limit (c) The Operator’s MPM must have procedures to control the above restrictions

and must include an approved list of authorized vendors, repair stations, and airlines from which it may borrow parts.

24.5 PARTS APPROVAL

(a) Most Civil Aviation authorities do not have the authority to prevent the

sale or use of aircraft parts of questionable serviceability. Although it is



the operator’s responsibility to be aware of the possible consequences of using questionable parts on certificated aircraft, the inspector should offer guidance to help prevent possible problems. An operator using a part of unknown quality, condition, or origin must be able to prove conclusively that such parts conform to the TC and are serviceable.

(b) The operator is responsible for maintaining parts in a condition that

ensures the parts continue to meet the original type design. Procedures to ensure this proper maintenance must be part of the operator’s manual.

(c) The FAA has a parts manufacturing approval system in effect that allows

the FAA to control the sale of reproduction parts. Parts manufactured under this system must display evidence of FAA approval, verifying the origin and serviceability.

(d) Aircraft maintenance organizations and air operators may manufacture

replacement parts as part of their maintenance program. These parts are acceptable, provided they are manufactured according to acceptable CAA approved data.

(e) Parts, and components from aircraft that have been involved in accidents

or crashes are available to the industry as replacements. Serviceability must be assured before use.

(f) Ex-military aircraft now under civilian type certificates create parts

problems, particularly when the original manufacturer has ceased production. Certain parts of original manufacture are available for a given aircraft for a number of years after its departure from military status. If original manufacturer fabrication can be substantiated for such parts, they are acceptable providing they comply with all applicable airworthiness directives.

(g) Certain parts for ex-military or currently manufactured aircraft are and

have been scarce. Occasionally, parties other than the original or approved manufacturer produce these parts illegally and offer them for sale. These illegal parts constitute a hazard to flight safety.

24.6 TYPICAL PARTS POOLING AND BORROWING APPROVALS

24.6.1 The operator is authorized to participate in a parts pool agreement subject to the

following conditions and limitations:

(a) Only the parts pool participants listed in the table below shall be eligible to provide parts to the certificate holder.



PARTICIPANT

LOCATION

AER LINGUS AIR CANADA QANTAS

DUBLIN MONTREAL SINGAPORE, SYDNEY, LONDON

(b) The certificate holder shall not use any part provided by any participant

identified herein unless that part complies with applicable provision of the Regulations and the certificate holder's manual.

(c) Administration of this agreement, related policies, and maintenance

procedures, including those procedures pertaining to the control over subsequent revisions of maintenance data by the foreign air carrier, shall be included in the certificate holder's manual.

24.7 PARTS BORROWING AUTHORIZATION 24.7.1 The operator is authorized to use a borrowed part in accordance with the

following conditions and limitations:

(a) The borrowed part must be obtained from a certificated operator maintaining aircraft under a continuous airworthiness maintenance program.

(b) A borrowed part having a higher time in service since overhaul that the

certificate holder's approved overhaul time limit may be used as follows:

(i) The part must have at least 200 hours time in service remaining until overhaul (or 100 landings if the overhaul time limit is controlled by landings) in relation to the lender's overhaul time limit.

(ii) The part may be used for a time period not to exceed 100 hours

time in service (or 50 landings if the overhaul time limit is controlled by landings).

(c) The certificate holder shall not use a "life-limited" borrowed part beyond

its approved life limit.

_________________________




Chapter 25. FLIGHT PERMITS - FERRY FLIGHTS 25.1 OBJECTIVE. 25.1.1 This chapter provides guidance for evaluating an application from an operator to

allow him to authorize ferry flights. This authorization is normally granted by amending his operations specifications or CMM and Operations manual to allow for the in-house issue of a special flight permit to conduct a ferry flight.

25.2 GENERAL

(a) Definition: Damaged aircraft - An aircraft that has sustained physical damage or has inoperative/malfunctioning equipment.

(b) Issuance: The authorizing regulation of the NAA, should not automatically

authorize the issuance of permits to all operators. Therefore, an eligible operator's operations specifications or Company Manuals (operations and maintenance) will be used to authorize the issue of such permits and to ensure responsible utilization of the permit.

(c) Eligibility: The authority to issue special flight permits should only be given

to certain operators subject to the following regulations: (i) Aircraft involved in an accident or incident may not be ferried prior to

notifying the CAA accident investigation coordinator. (ii) An Airworthiness Directive (AD) may dictate that safety demands further

limitations. The AD may limit ferry flights to those specifically approved by the CAA.

(iii)No person may operate an aircraft to which an AD applies except in accordance with the requirements of that AD. Therefore, if an AD requires compliance before further flight, with no provision for the issuance of special flight permit, the operation of the specified aircraft would not be permitted.

(d) Manual Review:

(i) The operator should consider certain conditions and the limitations necessary before authorizing the operation of an aircraft. These conditions and limitations should be included in the operator's manuals.

(ii) When reviewing manual material, the following items should be considered:



(aa) Technical data

(bb) Operational equipment necessary for safe operation of the aircraft (cc) Aircraft weight limits (dd) Fuel distribution limits (ee) Center of gravity limits (ff) Aircraft maneuver limitations (gg) Flight equipment usage, limitations, e.g., autopilot, etc. (hh) Airspeed limits

(ii) Meteorological limits, including:

(aaa) conditions to be avoided (bbb) required inspections when these conditions are encountered (ccc) weather minimums

(e) Certain large transport category aircraft operators may be authorized to

conduct a ferry flight of a four engine airplane or a turbine engine powered airplane equipped with three engines, with one engine inoperative, to a base for the purpose of repairing that engine. The following restrictions should apply:

(i) The particular airplane model must have had a test flight conducted with

an engine inoperative in accordance with performance data contained in the applicable airplane flight manual

(ii) The approved airplane flight manual must contain the performance data (iii) The operator's manual must contain operating procedures for the safe

operation of the airplane, including the specific requirements listed in the appropriate regulation

(iv) The operator may not depart an airport where the initial climb-out is in thickly populated or the weather conditions at the takeoff or destination airport are less than those required for Visual Flight Rules (VFR) flight

(v) Only required flight crewmembers can be carried aboard during this ferry flight

(vi) The required flight crewmembers must be trained, and be thoroughly familiar with the company's operating procedures and the airplane Approved Flight Manual, for one-engine inoperative ferry flights.



25.3 APPLICATIONS INVOLVING FOREIGN AIR TRANSPORTATION. 25.3.1 ICAO Annex 8 recognizes the temporary loss of airworthiness due to damage to

the aircraft. In this case, damaged aircraft can refer to inoperative or malfunctioning equipment as well as physical damage to the aircraft. In such an event, Annex 8,Part II, Section 6.2.2, recognizes that the country of registry may allow the aircraft to be ferried to a where it can be restored to an airworthy condition.

25.3.2 Since Annex 8 provides for this flight situation, an operator is not required to

obtain permission to fly over, into, or out of foreign countries when exercising the provision of a special flight permit for purposes of repair.

NOTE: This authorization does not extend to situations, which involve flying an

undamaged aircraft to a base where modifications will be performed. 25.4. DISPLAY OF PERMIT. 25.4.1 The operator must display in the aircraft the current airworthiness certificate,

including the special flight permit or authorization. The operator must carry on board the aircraft a copy of those conditions and limitations imposed by the Director and contained in the operations specifications or company manual.

25.5. PROCEDURES 25.5.1 Review the Operator's Operations and Maintenance Manuals

(a) Ensure that the manuals have the following procedures for ferry flights:

(i) Provisions for conveying the authorization to the operating crew (ii) A system for recording details of each flight conducted under this

authorization (iii) Procedures to determine that the proposed special flight complies

with the (insert country name ) Regulations and is not prohibited by any Airworthiness Directives (ADs)

(iv) Procedures to allow additional crewmembers and other authorized persons to be carried aboard the aircraft during ferry flights when the aircraft flight characteristics have not been appreciably changed or its operation in flight has not been substantially affected

(v) Procedures to ensure the display of the current airworthiness certificate and the special flight permit or authorization

(vi) Procedures to ensure the review of the following items prior to releasing the ferry flight:



(aa) technical data to which the aircraft must perform (bb) operational equipment necessary for safe operation of the aircraft (cc) aircraft weight limits (dd) fuel distribution limits (ee) center of gravity limits (ff) aircraft maneuver limitations (gg) equipment usage limitations, e.g., autopilot (hh) airspeed limits (ii) meteorological limits, including conditions to be avoided,

inspections required should these conditions be encountered inadvertently, and weather minimums

(vii) Procedures to ensure that such flights are only approved by senior

operations and airworthiness management staff.

(b) For one engine inoperative ferry flights, ensure the following:

(i) The operator has a four engine airplane or a turbine engine powered airplane equipped with three engines

(ii) The applicable airplane has been previously test flown with one engine inoperative in accordance with its approved Airplane Flight Manual. The approved Airplane Flight Manual must contain the following data:

(aa) maximum weight (bb) configuration of the inoperative propeller, if applicable (cc) runway length for takeoff, including temperature accountability (dd) attitude range (ee) certificate limitations (ff) ranges of operational limits (gg) performance information (hh) operating procedures

(c) The operator's manual must include the following:

(i) a limitation that the operating weight on any ferry flight must be the minimum necessary with the necessary reserve fuel load

(ii) a limitation that takeoffs must be made from dry runways unless, based on a showing of actual runway operating takeoff techniques on wet runways with one engine inoperative, takeoffs with full controllability from wet runways have been approved for the



specific model aircraft and included in the approved Airplane Flight Manual

(iii) procedures for operations from airports in which the runways may require a takeoff or approach over populated areas

(iv) inspection procedures for determining the operating conditions of the operative engines

(v) a restriction that no person may takeoff from an airport in which the initial climb is over thickly populated areas or weather conditions at the takeoff and destination airport are less than those required for Visual Flight Rules (VFR) flight

(vi) procedures that ensure carrying only essential flight crewmembers aboard the airplane during the ferry flight

(vii) procedures that ensure flight crewmembers are thoroughly familiar with the operator's operating procedures and the approved Airplane Flight Manual for one engine inoperative ferry flights

25.5.2 Ensure that the CAA Accident Investigator is advised prior to any authorization of

an aircraft involved in an accident or incident ______________________




CHAPTER 26. TYPE CERTIFICATES FOR IMPORTED AIRCRAFT

26.1 OBJECTIVE

26.1.1 This chapter provides guidance in the procedure for the issue of a type Certificate for foreign aircraft types.

26.2 BACKGROUND

26.2.1 Many countries are in the process of international harmonisation and use or will use the

term Type Certificate”, however the equivalent document may be referred to as “Type Approval Certificate”, “Certificate of Type Approval”, etc.

26.2.2 The foreign NAA that issued the Type Certificate or equivalent will be regarded as the

nominated NAA for airworthiness control of the aircraft listed on that certificate.

26.3 CERTIFICATE OF AIRWORTHINESS CATEGORIES

26.3.1 Type certificates for foreign aircraft are issued to enable Certificates of Airworthiness (C

o As) to be issued in one or more of the following categories:

(a) Transport;

(b) Normal; (c) Utility;

(d) Acrobatic; (e) Commuter; (f) Manned free balloons; (g) Primary; (h) Restricted.

26.3.2 C o A should usually be issued in the same category available under the foreign Type

Certificate, subject to a review by the Authority of the foreign certification basis,



including any special conditions, waivers, exemptions, equivalent safety determinations etc. made by the foreign NAA, and a review of the data supporting the certification.

26.4 APPLICATION FOR A TYPE CERTIFICATE FOR FOREIGN AIRCRAFT 26.4.1 Who may apply : 26.4.1.1Either the holder of the original Type Certificate or any other person may apply for a

Type Certificate in respect of a foreign aircraft type, if that aircraft type has a Type Certificate or equivalent issued by the NAA of a non-recognised country. The Type Certificate, if issued, will be in respect of the aircraft type itself; there is no holder of a Type Certificate.

26.4.2 Foreign certification basis : The Authority may issue a Type Certificate for a foreign aircraft type that has been:

(a) Shown to meet the applicable airworthiness standards of the state of manufacturer

mentioned in the applicable state requirement (i.e. JAR 23, JAR 25 etc.), and the foreign NAA (whether a contracting State of ICAO or not) has issued a certificate to the effect that the aircraft type meets those requirements; or

(b) Certificated by the NAA of any other country which is a contracting State of ICAO as meeting the airworthiness requirements of that country, and has been shown to meet any other requirements imposed by the authority that are necessary to provide a level of safety equivalent to that provided for comparable aircraft.

26.4.3 Aircraft type details :

26.4.3.1The application should state exactly which models are to be included on the Type Certificate. These models must be included on the foreign Type Certificate.

26.4 SUPPLY OF DATA :

26.4.1 An application for type certification should be accompanied by:

(a) The data listed in Chapter 21, Appendix A; and (b) The design data package supporting the issue of the foreign certificate.

26.4.2 The Authority should advise in each particular case which design and test reports are

required. In some instances, summary reports may be adequate. This data should be classified as “commercial-in-confidence” and stored by the Authority in a secure area and not released to any third party without the express permission of the manufacturer, foreign Type Certificate holder or the author of the report, whichever is appropriate.



26.4.3 Additional data may be required during the course of the review. State rules should give the authority the power to request data relevant to the application.

26.4.4.3Any costs associated with the supply of this data should be the responsibility of the applicant.

26.5 SUPPLY OF CONTINUING AIRWORTHINESS DATA

26.5.1 An inherent part of type certification of imported aircraft is continued support of the

aircraft and components in the form of service bulletins and other instructions, including amendments to documents, and foreign airworthiness directives.

26.5.2 The applicant must arrange and submit to the Authority an undertaking from the holder of

the foreign Type Certificate to continue to supply to the Authority (in English) those items listed in Appendix A.

26.5.3 The Authority should arrange with the nominated NAA for the supply of mandatory

airworthiness data issued by that NAA for that type of aircraft.

26.6 LARGE TRANSPORT CATEGORY AIRCRAFT AND AIRCRAFT WITH A CERTIFICATION BASIS UNFAMILIAR TO THE AUTHORITY.

26.6.1 Applicants should be made aware that part of the validation exercise, particularly for

transport category aircraft, helicopters and for aircraft with a certification basis that is not familiar to the Authority, may involve a visit to the manufacturer by the Authorities certification specialists.

26.6.2 Applicants should also be made aware that Type certification involves a considerable

amount of time and effort and a commensurate measure of expense, with no guarantee that a Type Certificate will necessarily be issued at the conclusion of the process.

26.6.3 Applicants could be advised that if civil certification from one of the recognised countries

could be obtained then an application for a Type Acceptance Certificate may be expedited under the procedures explained in Chapter 21.

26.6.4 Applicants are urged to give serious consideration to these issues before committing

further effort and expense to the proposed certification application.

26.6 SUSPENSION OR CANCELLATION OF A TYPE CERTIFICATE FOR A FOREIGN AIRCRAFT

26.6.1 The Authority has the power to suspend or cancel a Type Certificate if it considers that it

is necessary to do so in the interests of aviation safety. An inability on the part of the



foreign Type Certificate holder to provide ongoing technical support for the aircraft type may constitute grounds for such suspension or cancellation.

26.6.2 The Authority should first consult with and consider the views of the operator of the

aircraft, the NAA that issued the foreign Type Certificate, and the manufacturer. Normally only the Director has the power to suspend or cancel a Type Certificate.

26.7 AGED TRANSPORT CATEGORY AIRCRAFT

26.7.1 The applicant should be aware that before a standard C o A can be issued, the Authority may require additional data related to the aircraft history, structural integrity programs, supplementary inspections etc. in accordance with the ANO (AW) B.21

_________________________




CHAPTER 27. AIRCRAFT AIRWORTHINESS CERTIFICATION CATEGORIES AND DESIGNATIONS EXPLAINED

27.1 OBJECTIVE

27.1.1 The objective of this chapter is to explain the different airworthiness certification

categories and designations as may be applied to aeroplanes.

27.2 BACKGROUND

27.2.1 Aircraft certification is the whole process of assessing an aircraft type against its type

design and the aircraft’s condition for safe operation, which culminates in issue of a Certificate of Airworthiness (C o A) for an individual aircraft. Type Certification is a part-process of aircraft certification which leads to issue of a Type Certificate or equivalent document. This is necessary before the first of type or first of model C o As can be issued.

27.2.2 The obligation for Contracting States of the International Civil Aviation Organisation

(ICAO), to issue C o As, is laid down in Part II, Section 3 of ICAO Annex 8, “Airworthiness of Aircraft”. A C o A may be issued on the basis of satisfactory evidence that an individual aircraft complies with the appropriate airworthiness requirements, and that the aircraft has been constructed and assembled satisfactorily. A category block is always contained in a C o A format.

27.2.3 Aircraft are categorised in two discrete areas — operational and airworthiness. The former applies to the manner in which the aircraft is to be operated, i.e. Transport, Aerial Work or Private, and is referred to as its Classification of Operation. It is towards the airworthiness categorisation of civil aircraft that this chapter is directed

27.2.4 Inspectors should note that the detailed procedures for application and issue of C o As, in

particular categories, and the operating restrictions associated with those C o As, are explained in succeeding chapters, as follows:

(a) “Standard Certificates of Airworthiness” (b) “Special Certificates of Airworthiness” (c) “Type Acceptance Certificate - Automatic Issue” (d) “Aircraft Type Certificate - Non-Automatic Issue”

27.3 DEFINITION OF CATEGORY



27.3.1 An aircraft airworthiness category is essentially a homogeneous grouping of aircraft types and models of generally similar characteristics, based on the proposed or intended use of the aircraft, and their operating limitations.

27.4 STANDARD CERTIFICATES OF AIRWORTHINESS

27.4.1 A standard C o A may be issued in the following categories:

(a) Transport (b) Normal (c) Utility (d) Acrobatic (e) Commuter (f) Manned free balloons

27.5 SPECIAL CERTIFICATES OF AIRWORTHINESS

27.5.1 A special C o A is issued to an aircraft which does not meet the requirements of an

applicable comprehensive and detailed airworthiness code as required for standard category aircraft.

27.5.2 A special C o A may be issued in the following categories:

(a) Primary (b) Restricted (c) Amateur Built

27.5.3 Although not categories as such, the following are discussed in this Chapter:

(a) Experimental aircraft (b) Gliders (c) Ultra lights (d) Exemption aircraft

27.5.4 Note that experimental aircraft are not type-certificated; such aircraft may be issued an

experimental certificate for one or more of a number of specific recognised purposes, as follows:



(a) Research and development (b) Showing compliance with regulations (c) Training the applicant’s flight crew (d) Exhibition (e) Air racing (f) Market surveys (g) Operating amateur-built aircraft (h) Operating kit-built aircraft (i) Private operations of aircraft previously used for research and development or

showing compliance with regulations 27.5.5 An experimental certificate is classified as a special certificate of airworthiness.

27.6 BRIEF SPECIFIC CATEGORY AND DESIGNATION INFORMATION

27.6.1. Transport Category:

(a) Transport category applies to multi-engined aircraft primarily intended for the

regular public transport of passengers and/or cargo for hire or reward; (b) Transport category generally applies to aircraft with a maximum take-off weight

(MTOW) in excess of 5700 kg. Such aircraft must meet the airworthiness standards for transport category aeroplanes (FAR Part 25 (for aeroplanes) or FAR Part 29 (for rotorcraft)), or be automatically accepted from a country recognised by the Authority, or comply with the predecessors or equivalents of these standards.

(c) There are some exceptions to the requirements outlined in (b) above:

(i) othing precludes a multi-engined aircraft of less than 5700kg MTOW being

certificated in the transport category, if that is the election of a manufacturer. However, the aircraft type must still meet the applicable standards (e.g. FARs Part 25 or Part 29);

(ii) commuter category aircraft may be in excess of 5700 kg MTOW; (iii) some normal category types may be in excess of 5700 kg MTOW e.g. aircraft

certificated under Special FAR (SFAR) Part 41;



(d) Some countries airworthiness standards include a transport category of aircraft based on FAR Part 23 (normal) certification, as long as certain minimum design features (such as multi-engined configuration) are met.

27.6.2 Normal Category:

(a) Normal category applies to aircraft which are intended for non-acrobatic

operation, having a seating configuration (excluding pilot seats) of nine seats or less, and a MTOW of 5700 kg or less, or 2750 kg or less for rotorcraft;

(b) Normal category aircraft must meet the appropriate airworthiness standards (e.g. FAR Part 23 (for aeroplanes), or Part 27 (for rotorcraft)), or be automatically accepted from a recognised country, or comply with the predecessors or equivalents of these standards;

(c) Note that normal category aeroplanes which have been type-certificated under the JAR-VLA design requirements carry more design restrictions than the broad category specified in (a) above:

(i) single, non-turbine engine only; (ii) two seats or less; (iii) MTOW of 750 kg or less; (iv) stall speed of 45 knots or less, in the landing configuration; (v) operating restrictions are also placed on JAR-VLA types fitted with an engine certificated under FAR Part 32;

(d) Notwithstanding the nine seats maximum limitation expressed in (a) above, normal category includes aircraft certificated under SFAR 41 and SFAR 23 (with weight and seating limitation extensions).

(e) Non-acrobatic operation includes:

(i) any manoeuvre incidental to normal flying; (ii) stalls, other than flick stalls; (iii) lazy eights, chandelles and steep turns, in which the angle of bank does not exceed 60.

27.6.3. Utility Category:

(a) Utility category applies to aeroplanes, gliders and powered sailplanes which can be

used for limited acrobatic operations, having a seating configuration (excluding pilot seats) of nine seats or less, and an MTOW of 5700 kg or less. Utility category aircraft can be considered as normal category “plus” aircraft, and can thus, for example, provide more operational flexibility as a basic training aircraft;

(b) Utility category aircraft must meet the appropriate design requirements (e. g. FARs

Part 22 or 23), or be automatically accepted from a recognised country, or comply with the predecessors or equivalents of these standards. Design requirements additional to those required for normal category include increased structural load and design dive speed factors;



(c) Limited acrobatic operation includes:

(i) spins (if approved for the particular type); (ii) lazy eights, chandelles, and steep turns, or similar manoeuvres, in which the angle of bank is more than 60�, but not more than 90

27.6.4. Acrobatic Category:

(a) Acrobatic category (aerobatic category has exactly the same meaning) applies to

aeroplanes, gliders and powered sailplanes which can be used for acrobatic operations, having a seating configuration (excluding pilot seats) of nine seats or less, and a MTOW of 5700 kg or less. Acrobatic aircraft can be flown without restrictions, other than those shown to be necessary as a result of certification flight testing;

(b) Acrobatic category aircraft must meet the appropriate design requirements (e.g. FAR Parts 22 or 23), or be automatically accepted from a recognised country, or are aircraft which complied with the predecessors or equivalents of these standards.

27.6.5. Commuter Category:

(a) Commuter category applies to aircraft which are intended for non-acrobatic

operation, and which are multi-engined, propeller-driven aeroplanes having a seating configuration (excluding pilot seats) of 19 seats or less, and a MTOW of 8618 kg or less;

(b) Commuter category aircraft must meet the appropriate design requirements (e.g.

FAR Part 23), or be automatically accepted from a recognised country. The design code (from a specified amendment onwards) calls up a number of design requirements for commuter category additional to those specified for normal category, in areas such as performance, structural, control and powerplant certification, and thus confer a higher level of safety than is intrinsic to the normal category. In this sense, the commuter category design code is often referred to as “FAR 23 plus”.

27.6.6. Manned Free Balloon Category:

(a) Manned free balloon category applies to non-power-driven, lighter-than-air

aircraft, where lift may be derived by systems such as hot air or trapped light gas;

(b) Manned free balloons must meet the appropriate design requirements (e. g. FAR Part 31).



27.6.7. Special Classes of Aircraft:

(a) An example of a special class of aircraft which would be entitled to the issue of a

standard C o A is an airship. An airship is defined as an engine-driven, lighter-than-air aircraft that can be steered; it may be of rigid or flexible hull construction. Hot air airships were also required to comply with the applicable requirements for the manned balloon category. A tilt rotor aircraft is another example of a unique type of design that would qualify as a special class;

(b) A certification basis for any particular special class of aircraft will be negotiated

between the Authority and an applicant for issue of a standard C o A on a case-by-case basis. In this case, certification basis means an airworthiness design standard, plus any special conditions applied by the Authority to that code.

27.6.8 Primary Category:

(a) A primary category aircraft (which may be an aeroplane, glider or powered sailplane,

rotorcraft, manned free balloon or other class of aircraft) is of simple design and is intended for pleasure and personal use. The aircraft must:

(i) be un-powered, or powered by a single, naturally-aspirated engine; (ii) have a stall speed of 61 knots or less in the landing configuration (or for a

rotorcraft, have a maximum main rotor disc loading of 29.3 kg/sq. meter, under sea level ISA conditions);

(iii) have a MTOW of 1225 kg or less (1530 kg for seaplanes); (iv) have a maximum seating capacity of not more than four persons, including

the pilot; and (iv) have an un-pressurised cabin, if applicable;

(b) The aircraft must meet the airworthiness standards of FAR Part 26 which may

include the applicable standards of FAR Parts 22, 23, 27, 31, 32, 33 and/or 35, and/or such other airworthiness design criteria that the Authority considers appropriate, which may include standards proposed by the applicant for type certification, and agreed with and promulgated by the Authority. It is important to note that primary category aircraft are not amateur-built aircraft;

(c) An aircraft which has been issued with a standard C o A, e.g. a normal category

aircraft, can undergo a conversion process to allow it to be issued with a special C o A in the primary category; this would usually be done to realise relaxation in maintenance commitments and costs. If this process is followed, subsequent reversion to a standard C o A category may be difficult;

(d) A primary category aircraft cannot be operated for most commercial purposes;

however, if maintained by a LAME or an approved maintenance organisation, the aircraft can be used for certain types of pilot training (day/VMC only) or can be rented out for non-commercial operations.



27.6.10. Restricted Category:

(a) Restricted category applies to aircraft which may carry out certain special purpose

operations, usually for hire or reward. Aircraft types which may be eligible for issue of a special C o A in the restricted category include:

(i) those designed and type certificated specifically as restricted category e.g.

specialist water bombers, agricultural aircraft; (ii) ex-military aircraft of Australia Canada, the USA, and/or the UK; (iii) aircraft which may have been standard category, but have been modified for

special purpose operations; noting that, under certain conditions, such aircraft can be transferred from restricted to a standard C o A category, and back.

(b) Restricted category aircraft may not carry passengers or cargo for hire or reward.

Essential crew required for the particular special purpose operation, or needed to accomplish the work activity directly associated with the special purpose, may be carried. Particular limitations on operation may be placed on the C o A. Special purpose operations that may be carried out are:

(i) agricultural operations for example, spraying, dusting, and seeding, and

livestock and feral animal control; or (ii) forest and wildlife conservation; or (iii) firefighting; or (iv) aerial surveying and scientific research for example, photography, mapping,

and oil and mineral exploration; or (v) patrolling for example, pipelines, power lines, or canals; or (vi) weather control and atmospheric research for example, cloud seeding; or (vii) aerial advertising for example, skywriting, banner towing, airborne signs and

public address systems; or (viii) glider towing; or (ix) target towing; or (x) target designation; or (xi) any other similar operation;

(c) The restricted category can therefore include a vast range of aircraft classes and

types, e.g. multi-engined ex-military bombers or patrol aircraft, used for forest firefighting, or large, purpose-designed aircraft used for the same mission; high-performance, corporate jet aircraft modified for high-speed target towing, commuter category aircraft extensively modified for geophysical survey etc.

27.6.11. Limited Category:

(a) The limited category varies from state to state. Some states differ markedly from the

limited category prescribed by the FAA in the FARs. In some states a type certificate is not issued in the limited category (as is done in the USA) because in some states a limited category aircraft is not required to comply with any specific civil airworthiness or design standards. However, the Authority must be satisfied that the



aircraft meets airworthiness requirements consistent with its special purpose use. If it has been manufactured in accordance with the requirements of and accepted by an armed force, then it must have had a demonstrated history of safe operation. For other than ex-military aircraft e.g. replica aircraft, the aircraft must meet airworthiness standards and requirements that are satisfactory to the Authority;

(b) The limited category caters for operation of ex-military aircraft, which are not

restricted to sources listed in paragraph 8.10 (a) above. For these types, the applicant for C o A issue restores, or has the aircraft restored under a set of recommended practices and procedures. The Authority or an authorised person inspects the aircraft to determine that the aircraft has been properly restored using acceptable workmanship methods, techniques and practices, and is in a condition for safe operation;

(c) Limited category aircraft can only be operated for one or more special purposes for

which the C o A is in force, and these are specifically included on the C o A. They may be:

(i) parachute jumping; or (ii) acrobatic flights; or (iii) acrobatic training; or (iv) mock combat; or (v) operating historic and ex-military aircraft in adventure type operations; or (vi) operating replica aircraft; or (vii) exhibition flights; or (viii) any purpose in which the sole usage of the aircraft is the carriage of

persons where that carriage of persons occurs as an integral part of engaging in a recreational pursuit that is intrinsically dangerous; additionally, a limited category aircraft can be used for other specific operations in support of the special purpose operations, e.g. flying an aircraft to and from airshows; maintenance test flying etc.;

(d) Finally, limited category aircraft may carry passengers for hire or reward, subject to

risk warning requirements. The aircraft can be of any shape, weight or size, but are limited to the carriage of six occupants or less (including passengers and crew), unless approved by the Authority to carry more. The Authorities normally exempt themselves from liabilities in regard to operation of this category of aircraft.

27.6.14 Special Flight Permit:

(a) A special flight permit may be issued where an aircraft does not meet the applicable

airworthiness requirements, but can be reasonably expected to be capable of safe flight for the intended purposes, which may include one or more of the following:

(i) flying the aircraft to a base where repairs, alterations, or maintenance are

to be performed, or to a point of storage; (ii) delivering or exporting the aircraft;



(iii) production flight testing new production aircraft; (iv) evacuating the aircraft from an area of impending danger; (v) conducting customer demonstration flights in new production aircraft that

have satisfactorily completed production flight tests; (vi) assisting in searching for, bringing aid to or rescuing persons in danger on

a particular occasion; (vii) assisting in dealing with a state of emergency; (viii) operations at a weight in excess of MTOW;

(b) A special flight permit normally contains, on that permit, the specific conditions and

limitations pertaining to the permit operations. The Authority may also relax certain regulatory requirements for operations under the permit e.g. the aircraft need not necessarily be registered or the aircraft may be flown without a maintenance release;

(c) A special flight permit allows operation of an aircraft outside the home state, so long

as it is operated for the intended purpose, and within the timeframe specified on the permit (normally for delivery or export purposes). The permit does not authorise flight over countries other than the home state without permission of those countries.

27.6.15. Experimental Aircraft:

(a) Experimental aircraft are, by their very nature, not type-certificated. “Experimental” is not a category as such, rather, it is a designation. It is also important to note that an experimental certificate does not attest to an aircraft being fully airworthy, despite being grouped under the special C o A.

(b) The experimental certificate system allows any person or commercial concern to

construct an aircraft of any size and seating capacity, and with any number and type of engines. Experimental certificates can be issued for one or more of a number of specific recognised purposes as follows (note: no passenger-carrying experimental aircraft operations can be undertaken for hire or reward):

(i) research and development. For example - testing new aircraft design concepts, new aircraft equipment, new aircraft installations, new aircraft operating techniques, or new uses for aircraft:

(aa) this purpose is primarily intended for operations which lead to subsequent issue of a type certificate, including proof-of-concept flying, or for operations which may be pure research and development (R & D) in nature, such as determining whether an idea warrants further investigation;

(bb) both commercially-built and amateur-built aircraft are eligible for issue of an experimental certificate under this purpose. Operations are limited to genuine research and development activities. An experimental certificate is valid only for the period of time specified on the certificate, normally one year, and for the number of flights necessary to complete the R & D program;



(cc) thus the R & D purpose is essentially a transitory one, and indefinite operation under this purpose is not intended. Any other aircraft necessary to support the R & D project (such as a chase plane etc.) are also eligible for certification under this purpose;

(ii) showing compliance with regulations. For example -conducting flight tests and other operations to show compliance with the airworthiness regulations including flights to show compliance for issue of Type and Supplemental Type Certificates, flights to substantiate major design changes, and flights to show compliance with the function and reliability requirements of the regulations:

(aa) this purpose provides for operations to show compliance with the FARs or other relevant design code after completion of testing under the R & D purpose, where the Type Certificate holder has revised the relevant design data, or where a person has applied for approval of a major modification or design change under a Supplemental Type Certificate. It also provides for test flying undertaken by the Authority as part of a type certification program;

(bb) an experimental certificate for this purpose is valid only for the period of time specified on the certificate, normally one year, and for the number of flights necessary to accomplish the purpose;

(iii) training the applicant’s flight crew:

(aa) operations under this purpose are limited to flight crews (normally the aircraft manufacturer’s employees) for whom training in the experimental aircraft is necessary for subsequent operations of the aircraft in type certification programs or for production flight testing;

(bb) an experimental certificate for this purpose is valid only for the

period of time specified on the certificate, normally one year, and for the number of flights necessary to accomplish the training;

(iv) exhibition. For example - exhibiting the aircraft’s flight capabilities, performance, or unusual characteristics at air shows, motion picture and television productions, and the maintenance of exhibition flight proficiency, including flying to and from such air shows and productions (for persons exhibiting aircraft):

(aa) operations covered under this purpose are for valid exhibition purposes only, as described immediately above. Also included are:

(aaa) the exhibition of historic and ex-military aircraft which do not have a standard CoA in a standard category, or a special CoA in the limited category, and



(bbb) operations for the purpose of training for the exhibition or maintaining proficiency;

(bb) an experimental certificate for this purpose is normally valid for an unlimited period of time. However, operations under this purpose are normally limited to a specified area in the vicinity of the airport at which the aircraft is permanently based, or at the venue of the intended exhibition, including flying to and from the venue, and are based on a submitted list of events to be attended;

(v) air racing. For example - participating in air races, including (for participants) practicing for air races, and flying to and from racing events:

(aa) an experimental certificate for this purpose is normally valid for one year. Operations under this purpose are normally limited to a specified area in the vicinity of the airport at which the aircraft is permanently based, or at the venue of the intended race, and are based on a submitted list of events to be attended.

(vi) market surveys. For example - use of aircraft for purposes of conducting market surveys, sales demonstrations, and customer crew training:

(aa) issue of experimental certificates for this purpose are confined to:

(aaa) a manufacturer of an aircraft manufactured within the state that is to be used for market surveys, sales demonstrations, or customer crew training;

(bbb) a manufacturer of aircraft engines who has altered a type-

certificated aircraft by installing different engines, manufactured by the manufacturer within the state, who may apply for an experimental certificate for market surveys if the basic aircraft, before alteration, was type-certificated in the normal, utility, acrobatic, commuter, or transport category;

(ccc) a person who has altered the design of a type-certificated

aircraft to be used for market surveys if the basic aircraft, before alteration, was type- certificated in the normal, utility, acrobatic, commuter, or transport category;

(bb) an experimental certificate for this purpose is normally limited to the time needed for the prescribed operations, and normally does not exceed one year. The applicant must have established an inspection and maintenance program and have flown for at least 50 hours, or at least 5 hours if it is a type-certificated aircraft which has been modified;



(vii) operating amateur-built aircraft:

(aa) this purpose allows an amateur builder to construct an aircraft using the same basic guidelines as for an EAA, but without a EAA help being available. On the other hand, an amateur builder can still elect to operate his or her aircraft on an experimental certificate even if an EAA assistance for the type involved is available;

(bb) there are no prescribed design standards for amateur-built aircraft to be operated under experimental certificates.

(cc) amateur-built experimental certificates may also be issued to aircraft which are built from a kit manufactured by a person who may not hold a Production Certificate (PC) for the kit, as long as the major portion rule is observed;

(dd) no authority approval is required before construction of this class of amateur-built aircraft is commenced, nor are stage inspections required. Prospective builders should contact an approved organisation before project commencement. Any choice of engine, propeller, wheels, etc., and any choice of materials may be used in the construction of the aircraft. The use of used or salvaged major assemblies e.g. wings, fuselage, empennage, undercarriage assemblies from type-certificated aircraft is permitted, as long as they are individually in a condition for safe operation. These assemblies will be considered in determining the “major portion”, but no credit for fabrication and assembly will be given to the builder;

(ee) a construction log must be kept by the amateur builder. The

approval process will consist of a general inspection of the aircraft, and a construction documentation check, prior to the issue of the experimental certificate;

(ff) an experimental certificate for this purpose is normally valid for an unlimited period of time;

(gg) aircraft which are manufactured and completely assembled as a business for sale to other persons are not considered to be bona fide amateur-built aircraft, regardless of the status of the builder. Further, amateur-built kit owner(s) will jeopardise eligibility for experimental certificate issue if another person or persons build the aircraft;

(viii) operating kit-built aircraft:

(aa) this purpose provides for operation of kit-built aircraft where the kit is manufactured by a person holding a Production Certificate (PC) for the kit, and the kit aircraft is type certificated in the primary category, but the kit is assembled without the benefit of



the PC holder’s supervision and quality control. The major portion rule as discussed above in 8.12 (a) (i) does not apply;

(bb) an experimental certificate for this purpose is normally valid for an unlimited period of time;

(ix) private operations of prototype aircraft previously issued with experimental certificates for the purposes of R & D, showing compliance with regulations, and exhibition:

(aa) this purpose provides for limited private use of prototype aircraft subsequent to operations for purposes as per the heading above. Note that there can be only one prototype in any series of an aircraft type;

(bb) operations are confined to the carriage of six occupants maximum (unless otherwise approved by the Authority), and not for hire or reward. The aircraft is subject to the same limitations and conditions as amateur-built experimental aircraft. A prototype may be eligible for subsequent certification, as a standard category aircraft, if the aircraft has been shown to comply with the applicable airworthiness standards for the category sought, and conformance has been demonstrated throughout the aircraft’s construction period;

(cc) an experimental certificate for this purpose is normally valid for an unlimited period of time.

27.7 GLIDERS AND POWERED SAILPLANES

27.7.1 Gliders and powered sailplanes are not categories for the purposes of airworthiness

certification. Rather, these classes of aircraft are placed in categories which reflect their capabilities, mode of construction and degree of development, i.e.:

(a) Primary (b) Utility (c) Acrobatic (d) Amateur-built (experimental) (e) Kit-built (experimental)

27.7.2 Gliders are required to meet the design requirements of FAR/JAR Part 22. In some

countries all C o A activities for these classes of aircraft are undertaken by the state Gliding Federation (or similar).



27.8. ULTRALIGHT AIRCRAFT

27.8.1.Again, ultra light aircraft is not a category for the purposes of airworthiness certification.

In many countries, an ultra light is considered to be a single-engined aircraft with a MTOW not exceeding 544 kg.

27.8.2.There are currently a number of different classes of ultra light aircraft, and they are

governed by different standards. 27.8.3 Some ultra light aircraft may operate as normally registered civil aircraft, or under the

umbrella of a relevant sport aviation organisation.

27.8.4 Ultra light aircraft as such are not reflected as a category in either standard or special C o A. However, depending on their registration status, design standards and modes of construction, certain ultra light aircraft could be issued with a C o A in the amateur-built or kit-built (experimental), or primary categories.

27.9 EXEMPTION AIRCRAFT

27.9.1 “Exemption” aircraft are those specified in a states regulations, and by their very nature

are not generally eligible for a C o A, and are not classified as categories in the airworthiness sense, e.g.:

(a) Hang gliders (b) Single place gyroplanes with empty weight not exceeding 250 kg (c) Two place gyroplanes with empty weight not exceeding 300 kg (d) Tethered balloons, kites, parasails or gyrogliders (e) Weight shift controlled aeroplanes and powered parachutes (f) Unmanned free balloons (g) Ultra light aeroplanes

27.9.2 It should be noted that a number of the above classes of aircraft could also be classified “ultra lights” as already discussed in the paragraph above.

27.10 MULTIPLE AIRWORTHINESS CERTIFICATION

27.10.1 “Multiple certification” can be viewed in two contexts:



(a) The granting of certification in two categories, on the one standard C o A, e.g. normal and utility typed in as two categories for the one aircraft on its standard C o A, if the relevant design standards are met;

(b) The multiple certification procedure is directed at the capability for certain categories

of aircraft to be eligible for multiple C o As if they can be converted to restricted category and back under certain prescribed conditions.

27.10.2 The procedure at (b) above is normally allowed for under the regulations (e.g. FAR 21.)

It allows two C o As (one to cover the restricted category operation, and one to cover the other relevant category) to be issued for the one aircraft. The combination of limited and restricted categories is not precluded. The only categories excluded from this arrangement are primary and intermediate. An applicant for multiple C o As is entitled to them if compliance is shown with the requirements of each category when the aircraft is in the configuration for that category. Additionally, the applicant must show that the aircraft can be converted from one category to the other by removing or adding equipment using simple mechanical means.

_____________________________




CHAPTER 28. STANDARD CERTIFICATES OF AIRWORTHINESS

28.1 OBJECTIVE

28.1.1 This chapter provides guidance and information relating to the issue of standard Certificates

of Airworthiness (C o As) in particular categories

28.2. BACKGROUND

28.2.1 Aircraft airworthiness certification is the whole process of assessing an aircraft type against

its type design and condition for safe operation, which culminates in issue of a Certificate of Airworthiness (C o A) for an individual aircraft. Type certification is a part of the process of aircraft airworthiness certification which leads to issue of a Type Certificate or equivalent document. This is necessary before individual C o As can be issued.

28.2.2 The obligation for Contracting States of the International Civil Aviation Organisation

(ICAO), to issue C o As, is laid down in Part II, Section 3 of ICAO Annex 8, “Airworthiness of Aircraft”. A C o A may be issued on the basis of satisfactory evidence that an individual aircraft complies with the appropriate airworthiness requirements, and that the aircraft has been constructed and assembled satisfactorily.

28.2.3 C o As are issued for individual aircraft as one of the preconditions to the aircraft being able

to fly legally, in the sense of being fit to fly. Actual aircraft type approval stops at the issue of the Type Certificate.

28.2.4 Certification of individual aircraft (the C o A issue process) involves:

(a) Ensuring that the aircraft conforms with the definition of the design and its method of construction i.e. the aircraft conforms to the type design; this in turn ensures that the aircraft meets:

(i) a design standard; and (ii) the specified airworthiness requirements;

(b) Ensuring that the aircraft is free from manufacturing and post-production test defects; (c) Ensuring that the required modifications, as dictated by both design changes and specific

national Airworthiness Directives (ADs), have been embodied; (d) Ensuring that the required operational equipment has been fitted; (e) Ensuring that the aircraft’s airworthiness state is properly reflected in the required

documentation including alterations have been carried out in accordance with approved data.



28.3 STANDARD CERTIFICATES OF AIRWORTHINESS

28.3.1 A standard C o A may be issued in the following categories:

(a) Transport (b) Normal (c) Utility (e) Acrobatic (f) Commuter (g) Manned free balloons

28.3.2. Standard C o As are only issued to aircraft which meet prescribed airworthiness standards

e.g. Part 23 (a design standard for small aircraft); Part 25 (a design standard for transport category aircraft); Part 31 (a design standard for manned free balloons).

28.3.3 Special C o As or special flight permits cover all other cases.

28.4 APPLYING FOR A STANDARD CERTIFICATE OF AIRWORTHINESS

28.4.1 Who may apply

28.4.2 The regulations generally state that “the holder of the Certificate of Registration (C o R) is

eligible to apply for a Certificate of Airworthiness for the aircraft” 28.4.3 The holder of a C o R is normally the person who has the custody and airworthiness control of

the aircraft (otherwise defined as the “owner”). Therefore one major prerequisite for application for a standard C o A is that the aircraft must already be registered on the Civil Aircraft Register.

28.4.4 Other basic prerequisites

28.4.5 As well as the aircraft being registered and appropriately marked, in accordance with the

regulations, there are normally two other basic prerequisites for issue of a standard C o A:

(a) The aircraft must have been type certificated; a Type Certificate, Type Acceptance Certificate, or equivalent document must have been issued;

(b) Many states require that a fireproof plate is secured to the aircraft, e.g:



28.4.6 “An (insert country name) aircraft shall carry, secured to the aircraft in a permanent position near the main entrance, a plate of fireproof metal or other fireproof material of suitable physical properties inscribed with the nationality mark and registration mark of the aircraft and with such other details as the Authority requires to give effect to the Convention”.

28.4.7 The application form

28.4.8 A standard C o A application should be made on the prescribed Form and would normally

contain the following details.

(a) Registration mark: enter the aircraft’s registration mark after the state designator; (b) Manufacturer: enter the name of the manufacturer as it appears on the aircraft

identification plate; (c) Serial number: enter the aircraft serial number as it appears on the aircraft

identification plate; (d) Model: enter the model designation if and as it appears on the aircraft identification

plate. If the details are not on the plate, use the relevant information contained in the aircraft’s flight manual, and/or the type certificate data sheet. (Note: This information should align with that specified on the applicable Certificate of Registration);

(e) Place and year of construction: if this information is not available from the

identification plate or log books, then it must be obtained from the aircraft manufacturer, using the aircraft’s serial number with the query;

(f) Aircraft location and maintenance organisation: enter aircraft location and/or the

approved organisation where the aircraft is to be processed for C o A. (g) Category requested: tick boxes as applicable, noting:

(i) a standard C o A can be issued in more than one category (for example normal and utility) if the relevant design standards for each are met;

(ii) two C o As (for example, one to cover standard C o A category operation, and one to cover restricted category operation) may be issued for the one aircraft. An applicant for multiple C o As in this context is entitled to such if compliance is shown with the requirements of each category when the aircraft is in the configuration for that category. (The applicant must show that the aircraft can be converted from one category to the other by removing or adding equipment using simple mechanical means);

(iii)that the multiple certificates box should be ticked if multiple certification as described above is to be pursued. Note also that an application for issue of the special C o A must be made at this time. Refer to the chapter on “Special Certificates of Airworthiness”;

(iv) that if a standard C o A in the special class category is being requested, then the class is entered on the dotted line e.g. airship, tilt rotor etc;



(h) C of R holder details: enter the specific details as required.

28.5 AIRCRAFT SOURCES

28.5.1 General

28.5.2 The sourcing of an aircraft involved in a standard C o A application process has a direct

bearing on the expense, effort, time and data provision requirements. The relevant variables being:

(a) Whether the aircraft is locally or foreign manufactured; (b) Whether the aircraft has been based in this state prior to application, or whether it is being

imported; (c) Whether the aircraft is new or used; (d) Whether the aircraft is a first-of-type (FOT) or first-of-model (FOM) for the purpose of

C o A application; (e) The age of the aircraft; (f) The modification status of the aircraft.

28.5.3 Country of manufacture

28.5.4 If an aircraft is one of a type manufactured in this state, then, as a general rule, there should

be few complications associated with provision of data necessary for design conformance; type certification data will be held within the Authority resources, and the C o A applicant would not normally be troubled in this regard.

28.5.5 If an aircraft of foreign manufacture has been approved for operation in this state, then it will

have been issued with some form of Type Certificate or equivalent document, depending on the era of such approval

28.5.6 Some states regulations allow the Authority to automatically issue a Type Acceptance

Certificate (TAC) for an aircraft type that has a current Type Certificate issued to it by one or more recognised overseas authorities.

28.5.7 If a type acceptance certificate cannot be issued as per 28.5.4 above, then a full design

validation must be undertaken by the Authority. This involves scrutiny of design data by the Authority technical specialists, and possibly a team technical visit to the manufacturer’s site, in the case of transport category aircraft, and small aircraft if new technology or unique design is involved. The applicant for this process to be undertaken (which would normally be the C o A applicant) is liable for the costs of such an exercise, which are additional to the normal C o A costs. The whole validation process culminates in issue of a Type Certificate.



28.5.8 Imported aircraft

28.5.9 It is desirable for an application for a standard C o A for aircraft being imported into this state

to be supported by a foreign export C o A or equivalent document (as discussed in more detail later in this chapter, and that local format logbooks and other documentation have been raised

28.5.10 Used aircraft

28.5.11Used aircraft obviously have a “history” of operation, and some data in regard to this as discussed further below will be required

28.5.12 First-of-type/First-of-model

28.5.13 The following are definitions of “type” and “model”:

(a) “Type” means a design and make of aircraft and refers to a group of essentially similar

aircraft which, although possibly existing in different models, stem from a common basic design;

(b) “Model” means a particular version of an aircraft type, such as would be distinguished

from another version of the same type by a change of sufficient effect on the weight and balance, structural strength, operational characteristics, or other characteristics as would require a separate entry on the type certificate identifying and approving the particular version as distinct from the identification and approval of other versions.

28.5.14 The authority may produce a Ground Inspection Report (GIR), based on the C o A issue

exercise for a First of Type (FOT) or First of Model (FOM) aircraft. It is for this reason that such a C o A issue exercise is more time-consuming than those for subsequent aircraft of the type or model. FOT/FOM C o As issue exercises are normally only carried out by the Authority inspectors. One criteria may be that the particular aircraft is a similar model to an aircraft already issued with a local C o A.

28.5.15 Any condition identified during the ground inspection will be included as a condition on the C o A for all aircraft of this type and model.

28.5.16 Age and modification status

28.5.17 Old aircraft and those incorporating major modifications usually incur some extra time and effort in terms of documentary requirements, as discussed further below.

28 .6 SUPPLY OF DATA

28.6.1 The applicant should be advised that timely submission of the following data for inspection

by the Authority will assist in the processing of an application for the issue of a C o A. It is in



the applicant’s interest that such submission should be made at the time of application, or as soon as practicable thereafter

28.6.2 (a) All aircraft:

(i) the Certificate of Registration (ii) evidence that there is a local Type Certificate or Type Acceptance Certificate in force

for the aircraft type and model; (iii)evidence that the particular aircraft complies with the type design; (iv) the logbooks or equivalent maintenance records for the aircraft; (v) the current weight and balance report; (vi) a copy of the Aircraft Flight Manual (AFM), if it is required by the regulations.

(b) used aircraft

(i) data listed in (a):and (ii) the following data from the aircraft’s service history:

(aa) total hours and flights of the aircraft and all life limited components; (bb) number of landings made, or if not available, a reliable estimate thereof; (cc) number of cabin pressurisation cycles and the pressure differentials to which

the cabin has been subjected during its life; (dd) statement describing the past operational uses of the aircraft, including any

special mission roles and the approximate times in each role; (ee) record of total hours and/or operating cycles, as appropriate, of all designated

life-limited components of engines; (ff) record of all major structural and life-limited component changes such as those

of wings, rotor blades, tail planes etc., and the individual histories of such components unless new when fitted;

(gg) record of all major structural repairs, and details of all salvage schemes, including the nature and cause of the damage in each case e.g. corrosion, cracking, lightning strike and accidental damage; (hh) record of all major repairs performed on manned balloons;

(c) aged aircraft: Special requirements may be imposed on used aircraft with MTOWs in

excess of 5700 kilograms where the aircraft are older than 14 years from the date of manufacture. For such aircraft, data requirements are:

(i) data listed in (b) above;



(ii) details regarding previous operators of the aircraft, previous countries in which the aircraft has operated, and details of all structural repairs to the aircraft not carried out in accordance with the manufacturer’s approved data; and

(iii) a copy of the relevant Structural Inspection Document (USA FAA Advisory Circular No. 91-60 is relevant).

(d) imported aircraft:

(i) data listed in (a), (b) or (c) as appropriate; and (ii) one of the following documents:

(aa) a current export C o A for export to this state, or current C o A. An Export C o A should have been issued within 90 days and 50 hours flight time at the date of application for the C o A; or

(bb) if neither of the above is available, nor can be reasonably obtained,

then a written statement from the aircraft manufacturer, or from a maintenance organisation with an appropriate approval for aircraft maintenance for the type, that all applicable Airworthiness Directives (ADs) issued by the appropriate authority of the country of manufacture, or, for aircraft types certificated in this state as per 7.2 (c) above, that all applicable ADs issued by the authority of the recognised country that issued the type certificate (if this is not the country of manufacture), have been complied with, and that the aircraft conforms to Type Certificate requirements.;

(e) Modified aircraft: A major modification is a change in the type design which has an

appreciable effect on the weight, balance, structural strength, reliability, operational characteristics, or other characteristics affecting the airworthiness of an aircraft, aircraft engine or propeller, but not so appreciable as to necessitate a change to the Type Certificate. The major modification may be incorporated as a Supplemental Type Certificate (STC). For aircraft incorporating major modifications, the data requirements are:

(i) data as listed in the applicable paras (a) to (e) above; and (ii) written evidence that the modifications were incorporated in accordance with

approved data:

(aa) manufacturer’s data approved by a recognised authority; or

(bb) data approved by a recognised authority in the country of manufacture; or

(cc) data approved by an appropriate locally authorised person;

28.7 THE AIRCRAFT INSPECTION



28.7.1 As well as carrying out detailed documentary checks on the data and documentation provided as per the above paragraph, the AWI should carry out a physical inspection of the aircraft or be satisfied that the aircraft has been inspected and conforms to the type design, and is in a safe condition for flight.

28.7.2 The applicant should be made aware that the aircraft should be made available at a time and

place mutually agreed to between the AWI and the applicant. 28.7.3 The physical inspection involves the completion of detailed checklists, and encompasses:

(a) Inspection of structure, systems and engines, to the extent considered necessary to verify the aircraft is in a safe condition for flight, and to correlate physical aspects with the aircraft’s documentation. The inspector will arrange provision of inspecting aids and checklists, but the applicant will be responsible for providing internal access to structure and systems if this is beyond the inspector’s scope using his or her limited resources;

(b) Checking the correctness of registration markings and fireproof plate; (c) Correlation of aircraft data plate details with documentation; (d) Ensuring all placards as called up by the AFM, Maintenance Manual and/or ADs are

correctly positioned, formatted and legible; (e) Ensuring the role equipment is correctly installed; and (f) Operational equipment as required by the aircraft’s intended role e.g. instrumentation,

communication and navigation equipment, oxygen provisions, survival equipment etc. is correctly installed.

28.7.4 Formal non-compliance documents are not raised during the inspection process. Rather, the

AWI will continue a dialogue with the applicant in this regard, advising him or her of deficiencies if and as they are discovered, and advising the applicant in regard to the need for rectification. Non-compliances may be pursued in different ways:

(a) Rectified before the C o A can be issued; (b) The applicant accepting operational restrictions on the aircraft for subsequent use (see

paragraph xx of this document; (c) Transferred to the flight and technical log as deferred defects.

28.7.5 Some overseas regulatory authorities require a test flight (often referred to as a full

maintenance test flight) as part of the C o A issue procedure. However, the need for some particular form of check test flight may arise during the course of the C o A aircraft inspection process e.g. to investigate apparent design non-compliances, or the nature of defects, which cannot be resolved by ground inspection alone.



28.7.6 Once the aircraft and document inspections by the AWI have been satisfactorily completed and any flight test satisfactorily completed, then that person completes the process and the C o A is issued to the applicant.

28.8. MULTIPLE AIRWORTHINESS CERTIFICATION

28.8.1 If this has been applied for as per paragraph 6.4.2(g), for example in regard to the restricted

category multiple certification, then the AWI will have ensured that all the requirements for restricted category operation were checked during the C o A inspection, as well as ensuring the conversion from one category to the other by removing or adding equipment can be undertaken using simple mechanical means. The applicant may have to perform demonstrations in this respect to the satisfaction of the AWI.

28.8.2 This sub-process will be completed when the Special C o A in the restricted category is

issued concurrently with the standard C o A .A similar process applies for other multiple airworthiness certifications.

28.9 CONDITIONS APPLIED TO A CERTIFICATE OF AIRWORTHINESS

28.9.1 The Authority is permitted under the regulations to place any condition on the issue of a C o

A considered necessary in the interests of aviation safety. This may include operational limitations. Any condition will be in writing , attached to the C o A.

28.9.2 The AWI will, as a matter of course, fully discuss all proposed C o A conditions with the

applicant prior to issue of the C o A. The aircraft must be subsequently operated and/or maintained under the terms of the C o A conditions.

28.10. STATUS OF THE CERTIFICATE OF AIRWORTHINESS

28.10.1 Duration

28.10.2 Some states do not require that standard C o As be renewed on a periodic basis, although the C o A can be issued for a specific period. However the prevailing philosophy is to ensure ongoing airworthiness of aircraft through prescribed maintenance requirements, surveillance and other continuing airworthiness controls.

28.10.3 Transfer

28.10.4 A C o A is transferred with the aircraft as the C o A is issued to the particular aircraft. Thus

the C o R holder may change, but this does not invalidate the C o A. However, a C o A ceases to be in force if the aircraft ceases to be registered in this state.

28.10.5 Cancellation/Suspension



28.10.6 The Authority has the power to suspend or cancel a C o A. Such action should be through written notice to the holder of the C o A, who is normally the C o R holder. Such action will be taken if maintenance on the aircraft is not carried out in accordance with the CARs, and/or, in the case of regular public transport aircraft, if type certification support, in the sense of continuing airworthiness obligations, ceases from an overseas source. If the Authority otherwise considers cancellation/suspension action is warranted in the interests of safety, then it may also suspend or cancel the C o A

28.10.7 A suspension of a C o A will be lifted on a date prescribed by the Authority. 28.10.8 If a C o A has been cancelled, either through action as per (a) above, or after an aircraft

ceases to be on the Register, then a new C o A will be required.

28.10.9 Variation

28.10.10 If a condition on a C o A is to be varied by the Authority, then the C o A will be re-issued.

28.10.11 Surrender

28.10.12 If a C o A stops being in force, expires or is suspended or cancelled, the holder of the C o

A must surrender it to the Authority, on written request from the Authority.

28.11 OVERSEAS ISSUE OF AN CERTIFICATE OF AIRWORTHINESS

28.11.1 The Authority normally reserves the right to refuse a request to assess an aircraft overseas. 28.11.2 Some Authorities do not issue C o A overseas, for the following reasons:

(a) Diversion of limited Authority resources for the additional travel time involved; (b) The administration of tasks normally carried out by persons whose qualification

privileges do not extend to work carried outside of this state e.g. the issue of a maintenance release;

(c) The degree of preparation prior to departure, necessary for the C o A documentation; (d) The management and administrative tasks associated with overseas travel, including the

recovery of associated costs. 28.11.3 The applicant must make a written, justifiable request to the Airworthiness District Office

that will be issuing the C o A, providing:

(a) The reasons (justification) for the request; (b) Details of the location of the aircraft;



(c) Details of the maintenance organisation that will be performing maintenance on the aircraft.

(d) Aircraft type and model;

28.11.4 It is normal for the applicant to acknowledge in writing that he or she accepts the principle of

full cost recovery, including travel and accommodation costs. These costs should be in addition to the C o A issue fees.

28.11.5 In the case of FOT/FOM aircraft where automatic acceptance is involved, the Type

Acceptance Certificate must have been issued by the Authority prior to the AWI’s departure. 28.11.6 Where a full design validation exercise has been involved for a FOT/FOM aircraft prior to

issue of the Type Certificate, then the C o A issue exercise overseas may not immediately follow the Authority team design validation visit, for the following reasons:

(a) There are invariably registration and contractual problems which delay immediate C o A

issue; (b) The manufacturer is forced to accelerate the processing of modifications and flight

manual amendments to a degree inconsistent with safe and proper administrative and airworthiness control;

(c) The regulatory authority in the country of origin may be pressured to rush its approval

and endorsement procedures to the detriment of other established programs and priorities.

28.12. SUPPLEMENTAL TYPE CERTIFICATES

28.12.1 A STC formally identifies a major modification normally carried out on an aircraft by a party other than the type certificate holder, and is supported by an approved data package. 28.12.2 A STC incorporated into an aircraft for which C o A issue is required will fall into one of three groups:

(a) An STC of local design, approved by the Authority; (b) A foreign STC which has been previously accepted by the Authority; or issued by an

authority of a recognised country and automatically accepted;

(c) STCs which have not been approved or accepted by the Authority as per (a) and (b) above.

28.12.3 An STC must be applicable to the particular aircraft by serial number and be in accordance with the Type Certificate or Type Acceptance Certificate certification basis.



28.12.4 In the case of 28.11.2 above, it will be the responsibility of the applicant to furnish to the Authority the design data package for the STC, so that the Authority technical specialists may carry out a design validation. The package required, consisting of drawings, test reports, flight manual supplement (if required) etc., is that lodged by the STC holder to the regulatory authority which issued the STC. Applicants must be aware that the prime aircraft manufacturer and any overseas regulatory authority involved are under no obligation to, and indeed may be precluded from, supplying the STC data package. The applicant will have to negotiate with the STC holder, and this often takes time; the STC holder will normally charge for provision of the data. Costs are the applicant’s responsibility

28.12.5 Finally, a physical inspection, as part of the overall C o A issue inspection, of the STC as fitted to the specific aircraft, may be required in order to establish conformity of the STC. However, the aircraft documentation should be checked that the continuing airworthiness and maintenance requirements are adequately addressed.

28.13 ASSOCIATED MATTERS

28.13.1 The following matters are associated with C o A exercises. In some countries, these are

integral with C o A application/issue procedures, and this has introduced confusion for some applicants seeking a C o A.

28.13.2 Noise certification

28.13.3 Noise certification for individual aircraft is required before the aircraft can legally be

operated in some countries. Aircraft noise is regulated through the Regulations. Noise certification or lack of such has no legal impact on type approval, or individual C o A issue. However, if an individual aircraft does not meet the noise requirements, then it may be illegal for that aircraft to operate in some countries, even though the aircraft may have a valid C o A.

28.13.4 Maintenance release

28.13.5 A maintenance release is not issued prior to C o A issue. However, an aircraft operating on a standard C o A cannot legally fly until a maintenance release has been issued and is in force.

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CAAB AIRWORTHINESS INSPECT0R HANDBOOK



CHAPTER 29. COMPUTER GENERATED & STORED RECORDS CONTROL

29.1 BACKGROUND.

29.1.1 The material in this part is intended to provide guidance to Airworthiness

Inspectors concerning controls for managing information systems that generate and store records used in the maintenance of aircraft and aircraft components .

29.2 APPLICABLE RELATED REQUIREMENTS & INFORMATION.

29.2.1 Chapter 11 (Maintenance Records) of the Inspectors manual and ICAO Annex 6, 8.8 29.2.2 An operator shall ensure that the following records are kept: (a) The total time in service (hours, calendar time and cycles, as appropriate)

of the aeroplane and all life limited components; (b) The current status of compliance with all mandatory continuing

airworthiness information; (c) Appropriate details of modifications and repairs to the aeroplane and its

major components; (d) The time in service (hours, calendar time and cycles, as appropriate) since

last overhaul of the aeroplane or its components subject to a mandatory overhaul life;

(e) The current aeroplane inspection status such that compliance with the

maintenance manual can be established; and (f) The detailed maintenance records to show that all requirements in the

maintenance manual for issuance of a maintenance release have been met. 29.2.3 The records in 8.8.1 a) to e) shall be kept for a period of 90 days after the end of

the operating life of the unit to which they refer, and the records in 8.8.1 f) for a period of one year after the issuance of the maintenance release.

29.2.4 The records shall be transferred to the new operator in the event of any change of operator.



29.3 DEFINITIONS.

29.3.1 For the purpose of this Document , the following definitions apply:

(a) Authorizations: Permission granted by management to individuals authorized full or partial admission to restricted access information management systems.

(b) Data: A set of alphanumeric and/or graphic characters organized to represent

facts or instructions suitable for communicating, interpreting, or processing by a computer.

(c) Field: An element of a computer file that may contain data and whose size is

controlled by the program. (d) Information Systems: A computer system which is designed to automate a

specific function such as records management. (e) Privacy Keys: A password or procedure that allows full or partial access to a

restricted information management system. (f) Privacy Locks: A procedure that restricts access to a portion of an

information system. g) Read Only Capability: The authority given to an individual which allows

that person to access or read data in a field without being able to change or enter data.

(i) Record: A history of the maintenance of a particular aircraft, aircraft

component or item. As used in this document, a record is not a group of associated data fields or files within an information management system.

(j) Write Capability: The authority given to a user which allows that person to

enter or change data in a field.

29.4 DISCUSSION.

29.4.1 Maintenance organisations are required by various regulations to maintain

maintenance and quality records as evidence that maintenance was carried out in accordance with the regulations and approved data. As the aerospace industry has developed, many organisations have developed or purchased information systems to generate and store maintenance records. ICAO Annex 6 and various states regulations contain requirements regarding the content of those records. As such, this document will not discuss what maintenance and quality records should contain, but rather control mechanisms that should be used when an organisation



uses a computer based information system to generate and/or store records of maintenance carried out under its approval.

29.5 COMPUTER GENERATED AND STORED MAINTENANCE RECORDS

29.5.1 A record system will detect and deter unauthorized disclosure, modification, or use of records. Record systems require protection to ensure that an accurate history of the maintenance of an aircraft, aircraft component or item exists. An information management system should be protected from intruders. The system should also be protected from employees with authorized access privileges who attempt to perform unauthorized actions. Protection is achieved not only by technical, physical, and personnel safeguards, but also by clearly advising all employees of the organizational procedures regarding authorized system use.

29.5.2 SECURITY PRINCIPLES OF ELECTRONIC RECORD SYSTEMS: Although information management systems are diverse, common security attributes should be present in all record systems. An acceptable electronic record system should include:

(a) User Identification. Each user of the system should be uniquely identified

in the system with an account number or other identification code. This identification code is used to identify who has logged onto the system and is the primary means of verifying access. The information management system should retain the user identification codes entered as a means of verifying the requests made upon the system. This information should be available for review by the system manager.

(b) Authentication of User. There should be a means of verifying that the

person entering the user identification code is the authorized individual. Typically, this authentication is through a password known only to the authorized user. This password would allow access to the system only when used together with the user identification code. Passwords should be updated periodically.

(c) Principle of Least Possible Privilege. The authorization capability of the

record system should follow the principle that each person is limited to only the information and transaction authority that is required by their job responsibilities. Privacy locks may be used to ensure this principle is followed. The level of access at which information is guarded within the system will depend on the design of the system. Based upon the design of the information management system, privacy locks and keys may control



single data elements or any combinations of data elements. Levels of protection may include the following: (i) data items, (ii) data aggregates, (iii) sets, (iv) fields, (v) files, or (vi) the complete system.

(d) Relation to Quality Data Responsibilities. The system should ensure that

authorization privileges coincide with the responsibilities outlined in the organization’s quality control program. For instance, a line maintenance engineer should not normally have write capability to an inspection acceptance field within a maintenance record. Additionally, an inspector should not have access to a design engineer disposition fields within modification or repair authorization document. The system should be capable of assigning each user the specific access authority needed. The various types of authorizations necessary may include:

(i) read Only Access. Allows the user to read all or specific fields of

information, but does not allow any write or data manipulation capability.

(ii) insert or Write Access Authorizations. Allows the user to enter data into specified fields or series of fields.

(iii)change Access Authorizations. Allows the user to change entries in specified fields, but does not allow removal of the original entry. This may be accomplished by adding information to a restricted field which is only used when the information in a field must be retained, but the information is not correct. For example, when a component has been rejected by inspection, the rejection history may need to be retained even after the component is repaired. Change authorization may be given to allow a senior inspector the authority to change the inspection status of a reworked item, but the record retains the original rejection indication and the user identification of the individual making the change.

(iv) delete Access Authorizations. Allows the user to remove entries and leave the fields blank. While authorization to delete information by the user making the entry may be unrestricted, subsequent delete authorization should be closely controlled and possibly issued only to supervisors for deleting incorrect entries by subordinate employees. Subsequent to final approval of a product, information should not be deleted. After approval, incorrect data should be changed rather than deleted.



(v) security Access Authorizations. The security access authorizations should be retained by the system manager and only exercised when properly executed documents allow their use, such as an approval letter signed by the director of quality.

29.5.3 AUDITING MECHANISMS

(a) The information management system should include mechanisms that

detect security breaches. These breaches should include any attempt to circumvent security or modify data without authorization. When such a security breach is detected, the system should alert the security manager and note any fields that have been accessed. The security breach information should be retained within the system until reviewed by the system manager. Security breach logs should be available only to select individuals and be protected from modification or altering of data at all times. Normally the system operator will be warned of unauthorized activity while serious events, such as repeated unauthorized access attempts, may generate alarms at the system level.

29.5.4 PROTECTION AGAINST SOFTWARE AND HARDWARE DESTRUCTION.

(a) Information system records should be protected from destructive computer

programs commonly called computer viruses, which attack or degrade the software. Information management systems should include virus detection programs which ensure that viruses are not introduced into the environment through contaminated software or hardware.

(i) inventories. Inventories of all software and hardware configurations and locations should be used to ensure unauthorized hardware/software does not enter the computer environment.

(ii) portable Equipment. Portable computer equipment such as laptops represent special risks from destructive software and thus procedures should address their use in the computer environment.

(iii)network Security. Many organisations use large computer networks with several interacting workstations or terminals. If a large interactive system is used, procedures should address additional protection necessary to control the network. The degree of protection should be defined by the organisation and based upon the complexity and application of the system. Additional protection may be as outlined in the examples cited in paragraph 5.a..

(iv) system Backup. Provisions should be developed for loss of data resulting from system failure. In all cases, lost data must be regenerated. The



amount of time between backups will depend on the degree of risk the approval holder wishes to accept to reestablish lost information.

29.5.5 MEDIA CONTROL

(a) The media upon which information is stored should be carefully controlled

and protected. Transportable media such as tapes, disks and cartridges should be stored in secure locations. Media from external sources should be subject to validation to ensure they are from authorized sources. The listing below is not all-inclusive of the types of media available, it only cites examples.

(b) Floppy disks and computer hard drives should not be used for long term

storage of quality and maintenance records. Information that is required to be retained for more than three months should be transferred to optical disks or a magnetic computer, chromium dioxide, or metal particle tapes. An external or electronic labeling system should be used which ensures that individual records can be retrieved.

(c) Magnetic tapes should be tested within six months of use to verify the tape is

free of errors and complies with the standards set by the Government . Optimally, new tapes that have been maintained in a cool dry environment should be chosen for storing records. Specific storage criteria for magnetic tapes includes:

(i) environmental temperatures between 62 and 68 degrees Fahrenheit. (ii) relative humidity between 35% and 45%. (iii)all tapes should be rewound under controlled tension every 3 ½ years. (iv) all information that will be retained for more than 10 years should be

transferred to new tapes prior to reaching 10 years. (v) annually, a statistically valid sample of all tapes should be tested to

identify any loss of data. Tapes with 10 or more errors due to storage conditions should have all data transferred to new tapes. If the sample contains defective tapes, all other tapes that might have been affected by the same cause, that is poor quality tape, high usage, poor environment, or improper handling should be tested and corrected.

(vi) smoking, eating, or drinking in the magnetic tape storage or test areas should be prohibited.

(d) Optical disks are not highly sensitive to physical abuse, environmental

conditions, or magnetic force fields. Optical disks need only be protected from loss.



(e) Chromium dioxide tapes should be handled like magnetic tapes except for periodic rewinding and cleaning. Although unproven, some industry experts believe that rewinding and cleaning can be destructive to these tapes.

(f) Several types of metal particle tapes will become available in the next few

years. It is possible that the metal particles are subject to oxidation. Prior to use of any metal particle tapes for long term storage, the organisation must ensure that the tapes can maintain integrity of the data stored.

29.5.6 DOCUMENTATION

(a) The information management system should be properly documented.

(b) All software programs within the system, including program changes, should be fully documented.

(c) Procedures should be developed that control all data entered into the system.

The procedures should address all information management system/human interface activities. The procedures should be kept current.

29.5.7 AVAILABILITY

(a) The computer industry is extremely dynamic concerning the systems that are available for record keeping. If the organisation changes from one system to another, the records that were produced by the old system must remain accessible to the CAA in a usable format. The organization’s documented quality control system should indicate how this accessibility is accomplished.

29.6 INFORMATION MANAGEMENT SYSTEM FACILITY MANAGEMENT.

29.6.1 The information management system can not be properly protected unless the facilities that house the equipment are properly protected from physical threats and hazards. Areas that should be considered include:

(a) Physical Security: Each area in which electronic records will be used should be surveyed for potential physical hazards. Fire and water are two of the most damaging forces in regards to electronic information. Although not all hazards can be eliminated, opportunities for loss can be minimized by careful planning.

(b) Environmental Conditions: Procedures should address the environmental

(temperature, humidity, static, etc.) conditions of the areas where the record



system computers and stored media are located. Manufacturer’s specifications provide a good guide for developing procedures.

(c) Disaster Recovery: A contingency plan should be developed that will allow

recovery of critical system information in case of a disaster, such as a fire. One acceptable method is to have a remote backup system to which data is regularly transferred.

29.7 TRAINING.

29.7.1 Organizations that have elected to use electronic record systems should train each

employee who is involved with any portion of that system. The subject matter and objectives should vary depending on the employee’s level within the organization and job responsibilities. Training should include security awareness, organizational policy, system operation and record storage requirements. Training should be documented and those documents made available for review by the CAA.

_________________________




CHAPTER 30. AIRCRAFT FUELING.

30.1 BACKGROUND

30.1.1 Improper fueling procedures may cause aircraft accidents. If operators of fueling

facilities establish procedures for safe and proper fueling of aircraft and fueling personnel follow these procedures, many aircraft accidents or incidents will be prevented. Fueling personnel should be familiar with the fuel requirements for the models and types of aircraft they are servicing. This chapter contain a description of fuel contamination and other problems that may be encountered in fueling aircraft and recommended procedures for combating these problems.

30.2 GENERAL

30.2.1 An operator must have procedures for handling and dispensing fuels. The

following must be included as components of the operator’s procedure manual:

(a) Dispensing equipment procedures (b) Electrostatic protection procedures (c) Contamination protection procedures (d) Related record keeping procedures

30.2.2 The operator’s manuals must include procedures for vendors and contractors. A

states aviation regulations may not establish standards for fueling facilities, but this does not relieve the operator of overall responsibility for conducting those operations within established industry standards

30.3 FUELS

30.3.1 Aviation Gasoline.

(a) The naming system for the grades of aviation gasoline is derived from the

general term “AVGAS,” a widely used abbreviation of the words “aviation gasoline”, followed by the grade marking. The grades are identified by their performance numbers, as recognized by all military and commercial specifications, e.g., 80, 100LL, and 100.



(b) The naming system for AVGAS grades is printed on all containers in white letters and numbers on a red background.

(c) Storage containers are also marked with a circular band around the

color the piping, the color of which matches the dye in the AVGAS flowing through the line. The dyes are red for AVGAS 80, blue for AVGAS 100LL, and green for AVGAS 100. A minimum 4 inch wide band is recommended. If the pipeline is painted the color of the AVGAS, then no banding is needed.

30.3.2 Jet Fuels: The three classifications of aviation turbine fuels are universally referred to as “jet fuels”.

(a) The naming system for the jet fuel is printed on all containers in white

letters on a black background to distinguish it from aviation gasoline. (b) Examples of jet fuel storage container markings include the following:

(i) jet A fuel containers marked with a single 4-inch wide

(minimum) black band around the piping (ii) jet A-1 fuel containers marked with two 4-inch wide

(minimum) black bands (iii) jet B-1 fuel containers marked with three 4-inch wide

(minimum) yellow bands 30.4 FUEL CONTAMINATION

30.4.1 Water in the Fuel.

(a) Water occurs in aviation fuels in three forms:

(i) dissolved water occurs similar to the humidity in the atmosphere that converts to droplets and settles out as the fuel temperature decreases during flight.

(ii) suspended water appears in the form of droplets that reflect light. High concentration of droplets will cause fuel to have a cloudy or hazy appearance.

(iii) solid bodies of water may be caused by leakage of storage tanks, leaking filler neck seals, or the settling out of suspended water droplets.

(b) Accumulation of water: There is no way of preventing the accumulation

of water formed through condensation in fuel tanks. The accumulation is



certain, and the rate of accumulation will vary; so it is recommended that storage tanks, fuel truck tanks and aircraft fuel tanks be checked DAILY for the presence of water. Any water discovered should be REMOVED immediately. In addition to the daily water check, fuel tanks should be CHECKED AFTER EACH DELIVERY as insurance against inadvertent water contamination.

(c) The minimum settling time: Adequate settling time is NECESSARY for

accurate testing. The minimum settling time for aviation gas is 15 minutes per foot-depth of fuel and 60 minutes per foot-depth of turbine fuel.

(d) Water checks of storage tanks and fuel trucks: Water checks of storage

tanks and fuel trucks may be made by attaching water detecting paste, or litmus paper, to the bottom of the tank dip stick.

(i) push the dip stick to the bottom of the tank and hold for 30

seconds. When the stick is removed, the detecting paste or litmus paper will have changed color if water is present.

(ii) the source of excessive amounts of water must be determined and corrected before further use of fuel from the tank.

30.4.2 Rust and Scale: Rust and scale dislodged from the inside of fuel storage tanks

may enter the aircraft fuel tanks and clog systems. Turbine fuel tends to dislodge rust and scale and carry the particles in suspension. Because of this, fuel dispensing equipment filters should be serviced frequently. Aviation gasoline should not be stored in tanks or equipment that have been used for turbine fuel storage.

30.4.3 Micro-Organic Growth: Micro-organic growth thrives in turbine fuel and appears as a soapy, slippery slime on the inside surfaces of fuel storage tanks. Micro-organisms of bacteria and fungi multiply rapidly and may cause serious corrosion in aircraft fuel tanks, as well as clog fuel filters, screens, and control units. Therefore, turbine fuel storage tanks should be checked frequently for the presence of slime or micro-organic growth. If found, the tank should be cleaned thoroughly to assure removal of the micro-organic growth and prevent further contamination.

30.4.4 Dirt, Lint, and Dust : Dirt, lint, and dust may collect on fuel dispensing hose nozzles when proper storage receptacles are not used. Fuel hose nozzles should not be stored in such a manner that dirt or moisture will collect in them. Always check the nozzle for dirt and water before using it.

30.4.5 Contamination With Other Types Or Grades Of Fuel: Contamination with other types or grades of fuel can cause aircraft engine damage and possible failure



in flight. Turbine fuels mixed with aviation gasoline reduce the antiknock and volatility of fuels required for reciprocating engines. Quantities of aviation gasoline mixed with turbine fuels will cause damaging lead deposits to collect in jet engines when used indiscriminately. Transportation or storage of turbine fuel in tanks previously used for storage or transportation of aviation gasoline is not recommended as contamination from rust and scale, or a possible change of fuel specification, may result.

30.4.6 Additives: Certain turbine engine powered aircraft require the use of fuel containing anti-icing additives. Therefore, fuel personnel must know whether or not the fuels they dispense contain additives. When anti-icing additives are to be added to the fuel, the manufacturer’s instructions (usually printed on the container) should be followed to assure proper mixture. Anti-icing additive content in excess of 0.15% by volume of fuel is not recommended as higher concentration can cause the aircraft fuel capacitance system to give erroneous indications. Concentrations of at least 0.05% additive by volume of fuel are effective in eliminating microbial growth.

30.5 FUEL DISPENSING EQUIPMENT. 30.5.1 Fuel servicing vehicles should be conspicuously and legibly marked to indicate

the type and grade of fuel.

(a) Markings should be displayed on each side and on the rear of the vehicle in CONTRASTING colors.

(b) Fuel hydrants and pit installations should be identified similarly, according

to type of fuel and grade. (c) Turbine fueling vehicles should be marked to show whether or not anti-

icing additives are contained in the fuel being dispensed. (d) Leaking or otherwise defective pumping equipment, plumbing, hoses,

nozzles, and grounding cables of fuel dispensing vehicles and stationary facilities should be repaired before further use. Fuel/nozzle/lever stop notches should be removed to avoid the possibility of an inadvertent blocking open of the valve.

(e) Fuel dispensing vehicles, and stationary facilities, should be equipped with

appropriate fire extinguishers, fire blankets, static grounding cables, explosion proof flashlights, and ladders. Fire extinguishers should be located so they are accessible from either side of the vehicle and remote from probable fire hazard.



(f) Fueling vehicles should be positioned as distant from the aircraft as permitted by the length of the fuel dispensing hose. Mobile units should be parked parallel to or heading away from the aircraft wing leading edge, so it may be moved away quickly in the event of an emergency. When the fueling operation is completed, the fueling vehicle should be parked at least fifty feet from aircraft or buildings and positioned in a manner to permit removal from the area without delay.

30.6 FUELING PROCEDURES

30.6.1 General: Fueling procedures. Fueling personnel should first check with the flight crew to determine the type and grade of fuel required, including additives for the aircraft. It is a good practice to have the pilot sign a demand, identifying the grade and quantity of fuel desired. In the absence of the flight crew, fueling personnel should check the placard located near the aircraft fuel tank filler port, or the aircraft owner’s manual that is usually carried in the aircraft, to determine the type and grade of fuel required.

(a) Check to ensure that:

(i) no electrical or radio equipment in the aircraft is energized or being

maintained while fuel is being dispensed into the aircraft, except those switches that may require energizing to operate fuel selector valves and quantity gauge systems.

(ii) qualified personnel should be stationed at the aircraft fuel control panel during pressure fueling operations.

(iii) fueling personnel should not carry objects in the breast pockets of their clothing when servicing aircraft or filling fuel service vehicles because loose objects may fall into fuel tanks.

(iv) matches or lighters should never be carried during fueling operations.

(v) because of the high lead content, direct avgas fuel contact with skin or the wearing of fuel saturated clothing should be avoided. Skin irritation or blisters may result from direct contact with fuel.

(vi) immediate medical attention should be sought if fuel enters the eyes.

(vii) in the event of fuel spillage, discontinue fueling operations until the spill can be removed, using proper safety precautions.

30.6.2 Fueling From Mobile Equipment : The following sequence should be followed by the fueling crew.



(a) Connect a grounding cable from the fueling vehicle to a satisfactory ground. Grounding posts usually consist of pipes or rods driven far enough into the ground to result in a zero potential.

(b) Connect a ground cable from ground to the aircraft (on landing gear axle

or other unpainted surface). Do not attach ground cables to the propeller or radio antenna.

(c) Connect a grounding cable from the fueling vehicle to the aircraft. The

fueling vehicle may be equipped with a “T” or “Y” cable permitting ground attachment first and grounding of the aircraft with the other end.

(d) Connect a grounding cable from the fuel nozzle to the aircraft before

removing the aircraft tank cap. This bond is most essential and needs to be maintained throughout the fueling operation and until the fuel cap is replaced.

CAUTION: Conductive-type fuel hose does not provide a satisfactory method of bonding.

(e) The fuel dispensing equipment grounding cables should be removed in the

reverse order of the sequence outlined above.

30.6.3 Fueling From Hydrants, Pits, And Cabinets:

(a) Connect the grounding cable from the dispenser to the aircraft. (b) Connect the grounding cable from the hose nozzle to the aircraft before

removing the fuel cap.

30.6.4 Overwing Fueling: The fuel filler hose should be draped over the wing leading edge. Never lay the fuel filler hose over the wing trailing edge because aircraft structural damage may result. A simple rubber shower mat may be used to provide protection for wing leading edges during fuel operation. Step ladders or padded upright ladders may be used to provide easy access to high wing and large aircraft. Standing on wing surfaces should be avoided and never stand on wing struts. Hold the fuel nozzle firmly while it is inserted in the fuel tank filler neck and never block the nozzle lever in the open position. Be sure that fuel filler caps are replaced and securely latched when fueling is completed.

30.6.5 Underwing Fueling: Discharge possible static buildup in the fuel dispensing hose by touching the pressure nozzle to an unpainted part of the aircraft, such as a



landing gear axle, before attaching to the aircraft filler receptacle. No static ground wire between the filler nozzle and the aircraft is necessary.

30.6.6 Fueling From Drums: Refueling from drum storage or cans should be considered as an unsatisfactory operation and one to be avoided whenever possible. All containers of this type should be regarded with suspicion and the contents carefully inspected, identified, and checked for water and other contamination.

(a) Drums or cans should, if practicable, be protected from the sun and

weather. All drums should be stored off the ground and on their sides, with the bungs below the liquid level, and in such a manner that they are visible and accessible. Drums stored vertically can accumulate water around the bungs which can be sucked into the drum by thermal heating and cooling of the fuel. Additionally, fuel in the drums or cans should be used according to the fueling delivery date - oldest stock first. Avgas has a 6 month shelf life therefore old fuel should be sampled and checked by a laboratory before use in an aircraft.

(b) Only sound clean drums with good interiors should be used. Where fuel

storage in drums has occurred for long periods, the use of the fuel is questionable unless it has been tested for quality. Bungs should always be screwed tightly into empty drums because an open bunghole allows hazardous vapors to escape from the drum after the drum has been emptied.

(c) When fueling from drums, it is advisable to use a 5 micron filtered

portable pumping unit, the best filtering equipment available locally or, as a last resort, a chamois skin filter and filter funnel. Remember refueling from drums or cans is considered to be unsatisfactory. Extraordinary precautions are necessary to eliminate the hazards of water and other contaminants.

30.6.7 Water Drain: The aircraft fuel tank sumps should be drained before each fuel

servicing to remove water that may have accumulated from condensation or entered the tank during fueling operations. Draining fuel sumps immediately after fueling serves little purpose because the agitation action of fuel entering the tank may suspend water and contaminants - which can remain suspended for many minutes and may not settle out until the aircraft is airborne.

30.7 PROCEDURES



30.7.1 References: FAA AC 150/5230, Aircraft Fuel Storage, Handling, and Dispensing on Airports, as amended FAA AC 20-125, Water in Aviation Fuel

30.7.2 Review Procedures: Review the Operator’s Manual. Ensure that the manual indicates whether services will be performed by the operator or contracted out.

(a) Review the operator’s manual to ensure that it defines the following:

(i) lines of authority and responsibilities (ii) the operator’s training program (iii) the vendor’s training program, if applicable

(b) Ensure that the manual contains procedures for the following:

(i) inspection of incoming fuels (ii) elimination of fuel contamination (iii) use of dispensing equipment (iv) refueling and de-fueling, by specific make and model of aircraft

(c) Ensure that the manual includes procedures for record retention and

ongoing inspections of the following:

(i) fuel (millipore checks, etc.) (ii) storage facilities and dispensing equipment (iii) filters (iv) safety equipment (v) training programs for servicing personnel (vi) individual training records (vii) vendors (in accordance with operator’s program)

(d) If the manual is acceptable at this point, continue on to the facilities

inspection. If the manual is unacceptable, return it to the operator for corrections and/or revisions.

(e) Inspect the Facility

(f) Ensure that:

(i) personnel training requirements are documented and current (ii) training is conducted according to the manual curriculum (iii) piping is marked and color coded to identify fuel type and grade (iv) control/cutoff valves are clearly marked with instructions for

emergency use, e.g., on/off



(g) Ensure that the fuel farm/storage area provides for the following:

(i) proper security (fenced and posted) (ii) proper display of “Flammable” and “No Smoking” signs (iii) markings to identify type/grade of fuel

(h) Ensure that the equipment includes the following:

(i) a positive low point sump (ii) adequate fire extinguishers

(i) Ensure that fuel filters/filter separators contain, at a minimum, the

following:

(i) an inlet strainer (ii) inflow and outflow filter/separators sized to match maximum

pump flow capacity (iii) differential pressure check system (iv) positive water defense system (v) sump drain with outlet located to facilitate capture of outflow (vi) fuel sampling (millipore or equivalent) fittings downstream of all

filters and filter/separators

(j) Ensure that hoses, nozzles and outflow connectors are:

(i) specifically designed and tested for delivery of aviation fuels (ii) controlled by spring loaded, non by-passable automatic (dead man)

fuel flow cutoff valves (iii) equipped with dust cap or other feature that will minimize

contaminant introduction into fuel/system (iv) equipped with non by-passable 100 mesh nozzle/connector screens (v) color coded to identify fuel type

(k) Ensure that electrical equipment, switches, and wiring are of a type or

design approved for use in hazardous locations (explosion proof, e.g., free of exposed conductors, contacts, switches, connectors, motors, etc).

(l) Verify that grounding and bonding equipment ensures that piping, filters,

tanks, and electrical components are electrically bonded together and interconnected to an adequate electrical ground. The system should have ground wires, bonding wires, and clamps adequate to facilitate prompt, definite electrical ground connection between fueler/pit/cabinet, grounding system, and aircraft being fueled.



(m) Ensure that fuel tenders and fueling pits have the following: (i) appropriate markings displayed, e.g., “DANGER”,

“FLAMMABLE”, “NO SMOKING”, fuel grade, standard hazardous material placard, filter due dates, and emergency fuel shutoff

(ii) appropriately placed fire extinguishers (iii) air filter/spark arrestor and a leak-free exhaust system terminating

in a standard baffled original equipment type muffler, if equipped with internal combustion engine

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