Aviation Legislation Module 10 EASA Part-66 Cat A,B1 and B2 Shahzad Khalil Senior Engineering Instructor 8/11/2010
Module 10 Aviation Legislation Level A B1 B2 10.1 Regulatory Framework
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Role of International Civil Aviation Organisation; Role of the Civil Aviation Authority (CAA); Relationship between Part-43, Part–145, PART–66, Part–147; Relationship with other Aviation Authorities. 10.2 Part–66 – Certifying Staff – Maintenance Detailed understanding of JAR–66.
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10.3 Part–145 – Approved Maintenance Organisations Detailed understanding of JAR–145.
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10.4 Commercial Air Transportation : a) General Air Operators Certificates; Operators Responsibilities; Documents to be carried; Aircraft Placarding (Markings); b) Subpart M • Maintenance Responsibility; • Maintenance Management; • Aircraft Maintenance Programme; • Aircraft Technical Log; • Maintenance Records and Log Books; • Accident/Occurrence Reporting. 10.5 Aircraft Certification a) General – Certification rules : such as JAR–23/25/27/29; Type Certification; Supplemental Type Certification; Part–21 Design/Production Organisation Approvals.
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Level A B1 B2
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b) Documents – Certificate of Airworthiness; Certificate of Registration; Noise Certificate; Weight Schedule; Radio Station Licence and Approval. 10.6 Maintenance Requirements Part43/91/119/121/125/135
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Detailed understanding of maintenance Requirements of the part 43/91/121/125/135
10.7 a) Applicable National and international requirements for
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Maintenance Programs, Maintenance checks and inspections; Master Minimum Equipment Lists, Minimum Equipment List, Dispatch Deviation Lists; Airworthiness Directives; Service Bulletins, manufacturers service information; Modifications and repairs; Maintenance documentation: maintenance manuals, structural Repair manual, illustrated parts catalogue, etc. b) Continuing airworthiness; Test flights; ETOPS, maintenance and dispatch requirements; All Weather Operations, Category 2/3 operations and minimum Equipment requirements.
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Why we need Aviation Legislation? ¾ Aircraft is an international vehicle and Transportation of passengers and goods with aircraft does not confine itself to national borders. ¾ Inherent in aviation, is certain amount of risk and danger ¾ Rules and regulations were worked out for the following reasons: Protection of people on the ground Protection of paying passengers and cargo Protection of cockpit and cabin crews Standardization of activities within the civil aviation industry worldwide To ensure safe, airworthy and reliable civil aircraft operation
What is Aviation Legislation? ¾ “Aviation Legislation” is a term generally used to define the process through which Laws (or Regulations) relating to all areas of civil aviation industry are brought into force” ¾ In Pakistan, Rules, Regulations and statutes are brought into force through Civil Aviation Rules/Air Navigation Orders, Airworthiness Notices and policy Letters, issued from time to time by PCAA.
Regulatory Framework Role of ICAO ¾ In 1889, First Int. Conference was held in Paris to establish some generally accepted form of Air Law ¾ No real progress till First World War ¾ In 1914 UK, Aeronautical Inspection Directorate (AID) was formed to ensure high standards of inspection throughout Aircraft industry ¾ In 1918 UK, Air Ministry was formed and control of AID was transferred to this Ministry ¾ In 1919, International Convention for Aerial Navigation (ICAN) took place in Paris, which made a number of definitions and classifications like Private & state Aircraft ¾ In 1919, Air operator on realizing international cooperation established International Air Traffic Association ¾ In 1929, International Conference on private air law was held commonly known as Warsaw Convention overcoming the difficulties of selecting the law of which nation would be applicable in a given set of circumstances ¾ In November 1944, 52 nations sent representative to an International Civil aviation convention at Chicago. In this convention principles and arrangements were setup on International air rights. Pending ratification of the convention by 26 states, the Provisional International Civil aviation Organization was established. It functioned from 6 June 1945 until 4 April 1947. ¾ In 1945, International Air Transport Association (IATA) was created by an act of Canadian Parliament and replaces International Air Traffic Association ¾ On 4th April 1947, International Civil aviation Organization (ICAO) was established by the Chicago convention. In October of the same year, ICAO became a specialized agency of the United Nations linked to the Economic and Social Council (ECOSOC). ¾ Chicago convention is the constitution of ICAO. ¾ Currently there are 190 contracting states ¾ PCAA is a member of ICAO Aims and Objectives of ICAO ¾ ¾ ¾ ¾ ¾
Safe and orderly development of International Civil Aviation Aircraft design and operation for peaceful purposes Development of air navigation facilities Prevent economic waste caused by unreasonable competition Give a fair opportunity to every contracting state to operate international airline ICAO Structure
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Assembly Council Air Navigation Commission Secretariat http://www.icao.int
ICAO Assembly: ¾ One meeting is held on every three years in which all contracting states are represented ¾ There is one vote for each contracting states. ¾ Powers and duties include: ¾ Electing contracting states to be represented on the council ¾ Examining and taking appropriate action on reports of the council ¾ Voting annual budgets ¾ Considering amendments to the convention
ICAO Council: It is a permanent body and there are 36 contracting states elected by the assembly with adequate representation to: ¾ State of chief importance in Air transport ¾ States making largest contribution to the provision of facilities for international civil air navigation ¾ States whose designation will include that the major geographic area of the world are represented Air Navigation Commission: ¾ There are 15 members appointed by the council ¾ It considers and recommends to the council the for adoption , modification of the annexes ¾ Advise the council concerning the collection and communication to the contracting states of all information which it considers necessary and useful for the advancement of Air Navigation Secretariat: ¾ ¾ ¾ ¾
Administrative body of the organization, linchpin of the council and the ANC A secretary general appointed by the council Personnel directly recruited by the organization or seconded by National authorities There are five bureaus: ¾ Air Navigation Bureau (ANB) ¾ Air Transport Bureau (ATB) ¾ Technical Cooperation Bureau (TCB) ¾ Bureau of administration and service (ADB) ¾ Legal Bureau (LEB)
¾ There are seven regional Offices of ICAO Secretariat ¾ Asia and Pacific in Bangkok (APAC) http://www.icao.int/apac ¾ Eastern and southern Africa in Nairobi (ESAF) ¾ Europe and North Atlantic in Paris (EUR/NAT) ¾ Middle East in Cairo ¾ North America, Central America and Caribbean in Mexico (NACC) ¾ South America in Lima (SAM) ¾ West and Central Africa in Dakar (WACAF)
ICAO works in close co-operation with other members of the United Nations family such as the World Meteorological Organization, the International Telecommunication Union, the Universal Postal Union, the World Health Organization and the International Maritime Organization. Non-governmental organizations which also participate in ICAO's work include the International Air Transport Association, the Airports Council International, the International Federation of Air Line Pilots' Associations, and the International Council of Aircraft Owner and Pilot Associations. Standardizations: ¾ ¾ ¾ ¾ ¾ ¾
International Standards Recommended Practices and Procedures Communication/Navigation/Surveillance/Air Traffic Management CNS/ATM Regional Planning Facilitation Technical Cooperation for development
ICAO Annexes: ICAO Annexes are called as International Standards and Recommended Practices. These are published in Six Languages (English, French, Spanish, Russian, Arabic, and Chinese) Annex 1: Personnel Licensing Annex 2: Rules of the Air Annex 3: Metrological services for the international Air Navigation Annex 4: Aeronautical Charts Annex 5: Units of measurements to be used in air and ground operations Annex 6: Operation of Aircraft Annex 7: Aircraft Nationality and Registration marks Annex 8: Airworthiness of aircraft Annex 9: Facilitation Annex 10: Aeronautical Telecommunications Annex 11: Air Traffic Services Annex 12: Search and Rescue Annex 13: Aircraft accident and incident investigation Annex 14: Aerodromes Annex 15: Aeronautical Information Services Annex 16: Environmental Protection Annex 17: Security (Safeguarding int. Aviation against acts of unlawful interference) Annex 18: The safe Transport of dangerous goods by Air
History of Pakistan Aviation Legislation ¾ ¾ ¾ ¾
Civil Aviation Act 1937 (Govt. of India Act 1937) Aviation Ordinance 1960 Civil Aviation Rules 1978 Aviation Ordinance 1982; replaced dept. of Civil Aviation with a semi autonomous body known as Civil Aviation Authority, transferred control of AID to Airworthiness Division which then becomes Directorate. ¾ Civil Aviation Rules 1994; the Basic rules (total 378) governing Pakistan’s Aviation activities and part of Gazette of Pakistan which is a statutory document http://www.caapakistan.org Organogram Pakistan Civil Aviation Authority Director General PCAA Deputy Director General Principal Director Regulatory
PD Air Navigation
PD Airports
General Manager Regulatory
General Manager Audit/Surveillance
Director Airworthiness Controller of Airworthiness (South) Senior Airworthiness Surveyor Airworthiness Surveyor
General Manager Engineering
Controller of Airworthiness (North)
Role of EASA ¾ In 1970 work started on Joint Aviation Authorities (JAA) with the objectives to produce common certification requirements for large airplanes and engines to meet European Industry requirement (like Airbus); headquarter in Hoofddorp Netherland. ¾ In 1987 work of JAA was extended to operations, maintenance, licensing and certification/design standards for all classes of aircraft ¾ Since 1992 JAA codes are referenced in the European Community as Regulation on Harmonized Technical standards and have become law in the EC states ¾ In 2002, EASA was created; controlled by the European commission; headquarter in Köln (Germany) ¾ In 2003, EASA signed the Cyprus Arrangement and became operational for certification of aircraft, engines, parts and appliances and continued airworthiness ¾ In December 2003, First EASA type certificate was delivered ¾ EASA is NOT an ICAO contracting state ¾ Member states are known as ICAO Contracting States
http://www.easa.europa.eu EASA Members up to 18th Dec 2008 EU Members 1. Austria 3. Belgium 5. Bulgaria 7. Cyprus 9. Czech Republic 11. Denmark 13. Estonia 15. Finland 17. France 19. Germany 21. Greece 23. Hungary 25. Ireland 27. Italy
2. Latvia 4. Lithuania 6. Luxembourg 8. Malta 10. Netherlands 12. Poland 14. Portugal 16. Romania 18. Slovakia 20. Slovenia 22. Spain 24. Sweden 26. UK
Candidate members Croatia Former Yugoslav Republic of Macedonia Turkey
All members of the EU are EASA member States. The member states are known as Competent Authority. Functions of EASA include: ¾ ¾ ¾ ¾
Rulemaking Inspection, Training and standardization programs Safety and environmental type certification of aircraft, engines and parts Approval and oversight of aircraft design organizations worldwide and of production and maintenance organizations outside the EU. ¾ Data collection, Analysis and research to improve aviation safety
EASA ¾ Certification of non EU Operators ¾ Issue of regulations like Part 66, Part 145 and Part147 ¾ Issue of part 145 and 147 certifications of organizations outside the EU territory
National Aviation Authorities NAA: ¾ Issue of part 145 and 147 certifications of organizations inside the EU territory ¾ Issuance of Part 66 licenses ¾ The parliament and council regulations and regulations of the commissions are directly applicable in any member states. There is no need of National Adaptation
EASA Regulatory Structure: EASA Parts: Acceptable Means of Compliance (AMC): An AMC is a means or several alternative means to satisfy a requirement Guidance Material (GM): Published by EASA helps in the understanding of a requirement
The Relationship Between EASA and Other Aviation Authorities EASA works closely with representatives of other organisations to ensure that the agency takes their views into account: • Interested parties in industry, which are subject to rules drafted by EASA, are key to ensuring the success of civil aviation safety standards by assisting in the drafting and correct application of European Community and EASA rules; •
European aviation authorities perform a critical role in assisting EASA with the performance of its core rulemaking, certification and standardisation functions;
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International aviation organisations such as the Joint Aviation Authorities, Eurocontrol and the International Civil Aviation Organisation work together with EASA to promote international civil aviation standards;
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International aviation authorities such as the Federal Aviation Administration, Transport Canada, DAC/CTA (Brazil) and the Interstate Aviation Committee (Russia) work with EASA to ensure compliance with international standards and to facilitate trade in aeronautical products.
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Accident investigation bodies issue safety recommendations and analysis that guide the agency’s safety strategy.
The Relationship between Part-66, Part-147 and Part-145 Under the European Aviation Safety Agency (EASA) regulation (EC) 1592/2002 it is a legal requirement throughout the member states of the European Union (EU) for aircraft to be maintained by organizations, which have been approved to do so by EASA and the approval, has been issued and is being supervised on its behalf by the Competent Authority in each member state and by EASA itself in non-member states. In the case of the UK the competent authority is the Civil Aviation Authority (CAA). The approval is issued in accordance with Implementing Regulations Part-145 (IR Part-145). As a consequence of this requirement, Certifying Maintenance Engineers and Mechanics who are employed within these maintenance organizations are required, in the first instance to be approved to a suitable standard based on education, training and experience. On satisfying the basic requirements, Certifying Maintenance Engineers and Mechanics are granted a licence by the relevant competent authority in accordance with Implementing Regulations Part-66 (IR Part-66). As they accumulate experience and undertake aircraft and equipment type and task training then this is reflected on their individual licenses and in the scope of work, which they are approved to carry out. In order to obtain the elements of basic training necessary for the granting of an IR Part-66 licence and to take the necessary examinations, which provide the evidence of conformity for the issue of a Part-66 licence, organizations have been set up in accordance with Implementing Regulations Part-147 (IR Part-147) these organizations are approved to provide the basic training, conversion of license training and aircraft and equipment type training depending on the specification of each IR Part-147 training organisation approval.
10.2 EASA PART -66 Certifying Staff Maintenance This section establishes the requirements for the issue of an aircraft maintenance licence and conditions of its validity and use, for aeroplanes and helicopters of the following categories: Category A - Line Maintenance Certifying Mechanic Category B1- Line Maintenance Certifying Technician Mechanical Category B2- Line Maintenance Certifying Technician Avionics Category C- Base Maintenance Certifying Engineer Categories A and B1 are subdivided into subcategories relative to combinations of aeroplanes, helicopters, turbine and piston engine. The subcategories are: — A1 and B1.1 Aeroplanes Turbine — A2 and B1.2 Aeroplanes Piston — A3 and B1.3 Helicopters Turbine — A4 and B1.4 Helicopters Piston ¾ An application for an AML or amendment to such licence shall be made on EASA Form 19 ¾ An applicant for an aircraft maintenance licence shall be at least 18 years of age. Privileges 1. A category ‘A’ aircraft maintenance licence permits the holder to issue certificates of release to service following minor scheduled line maintenance and simple defect rectification within the limits of tasks specifically endorsed on the authorization. The certification privileges shall be restricted to work that the licence holder has personally performed in a Part-145 organization. 2. A category ‘B1’ aircraft maintenance licence shall permit the holder to issue certificates of release to service following maintenance, including aircraft structure, powerplant and mechanical and electrical systems. Replacement of avionic line replaceable units, requiring simple tests to prove their serviceability, shall also be included in the privileges. Category B1 shall automatically include the appropriate ‘A’ subcategory. 3. A category ‘B2’ aircraft maintenance licence shall permit the holder to issue certificates of release to service following maintenance on avionic and electrical systems. 4. A category ‘C’ aircraft maintenance licence shall permit the holder to issue certificates of release to service following base maintenance on aircraft. The privileges apply to the aircraft in its entirety in a Part-145 organization. ¾ The holder of an aircraft maintenance licence may not exercise certification privileges unless: 1. In compliance with the applicable requirements of Part-M and/or Part-145. 2. In the preceding two-year period he/she has, either had six months of maintenance experience in accordance with the privileges granted by the aircraft maintenance licence or, met the provision for the issue of the appropriate privileges.
3. He/she is able to read, write and communicate to an understandable level in the language(s) in which the technical documentation and procedures necessary to support the issue of the certificate of release to service are written. ¾ The basic knowledge examinations shall be conducted by a training organization appropriately approved under Part- 147 or by the competent authority. ¾ Full or partial credit against the basic knowledge requirements and associated examination shall be given for any other technical qualification considered by the competent authority to be equivalent to the knowledge standard of this Part.
Experience requirements (a) An applicant for an aircraft maintenance licence shall have acquired: 1. for category A and subcategories B1.2 and B1.4: ¾ three years of practical maintenance experience on operating aircraft, if the applicant has no previous relevant technical training; or ¾ two years of practical maintenance experience on operating aircraft and completion of training considered relevant by the competent authority as a skilled worker, in a technical trade; or ¾ One year of practical maintenance experience on operating aircraft and completion of a Part-147 approved basic training course. 2. for category B2 and subcategories B1.1 and B1.3: ¾ five years of practical maintenance experience on operating aircraft if the applicant has no previous relevant technical training; or ¾ three years of practical maintenance experience on operating aircraft and completion of training considered relevant by the competent authority as a skilled worker, in a technical trade; or ¾ Two years of practical maintenance experience on operating aircraft and completion of a Part -147 approved basic training course. 3. for category C with respect to large aircraft: ¾ three years of experience exercising category B1.1, B1.3 or B2 privileges on large aircraft or as Part-145 B1.1, B1.3 or B2 support staff, or, a combination of both; or ¾ five years of experience exercising category B1.2 or B1.4 privileges on large aircraft or as Part-145 B1.2 or B1.4 support staff, or a combination of both; or 4. for category C with respect to non large aircraft: ¾ three years of experience exercising category B1 or B.2 privileges on non large aircraft or as Part-145 B1 or B.2 support staff, or a combination of both; or 5. for category C obtained through the academic route: ¾ an applicant holding an academic degree in a technical discipline, from a university or other higher educational institution recognised by the competent authority, three years
of experience working in a civil aircraft maintenance environment on a representative selection of tasks directly associated with aircraft maintenance including six months of observation of base maintenance tasks.
Continued validity of the aircraft maintenance licence ¾ The aircraft maintenance licence becomes invalid five years after its last issue or amendment, unless the holder submits his/her aircraft maintenance licence to the competent authority that issued it, in order to verify that the information contained in the licence is the same as that contained in the competent authority records. ¾ Any certification privileges based upon a aircraft maintenance licence becomes invalid as soon as the aircraft maintenance licence is invalid. ¾ The aircraft maintenance licence is only valid when issued and/or amended by the competent authority and when the holder has signed the document.
Type/task training and ratings The holder of a category A aircraft maintenance licence may only exercise certification privileges on a specific aircraft type following the satisfactory completion of the relevant category A aircraft task training carried out by an appropriately approved Part-145 or Part-147 organisation. The training shall include practical hands on training and theoretical training as appropriate for each task authorised. Satisfactory completion of training shall be demonstrated by an examination and/or by workplace assessment carried out by an appropriately approved Part-145 or Part-147 organisation. for aircraft other than large aircraft, the holder of a category B1 or B2 aircraft maintenance licence may also exercise certification privileges, when the aircraft maintenance licence is endorsed with the appropriate group ratings, or manufacturer group ratings, unless the Agency has determined that the complexity of the aircraft in question requires a type rating. ¾ Manufacturer group ratings may be granted after complying with the type rating requirements of two aircraft types representative of the group from the same manufacturer. ¾ Full group ratings may be granted after complying with the type rating requirements of three aircraft types representative of the group from different manufacturers. However, no full group rating may be granted to B1 multiple turbine engine aeroplanes, where only manufacturer group rating applies.
The groups shall consist of the following: for category B1 or C: — helicopter piston engine — helicopter turbine engine — aeroplane single piston engine — metal structure — aeroplane multiple piston engines — metal structure — aeroplane single piston engine — wooden structure — aeroplane multiple piston engines — wooden structure — aeroplane single piston engine — composite structure — aeroplane multiple piston engines — composite structure
for category B2 or C: — aeroplane — helicopter
In the case of a category ‘C’ ratings on aircraft other than large aircraft, for a person qualified by holding an academic degree, the first relevant aircraft type examination shall be at the category B1 or B2 level. 1. Category B1, B2 and C approved type examinations must consist of a mechanical examination for category B1 and an avionics examination for category B2 and both mechanical and avionics examination for category C. 2. The examination shall be conducted by training organizations appropriately approved under Part-147, or by the competent authority. 3. Aircraft type practical experience shall include a representative cross section of maintenance activities relevant to the category. NOTE: For a category C applicant holding an academic degree the representative selection of tasks should include the observation of hangar maintenance, maintenance planning, quality assurance, record-keeping, approved spare parts control and engineering development.
KNOWLEDGE LEVELS — CATEGORY A, B1, B2 AND C AIRCRAFT MAINTENANCE LICENCE Basic knowledge for categories A, B1 and B2 are indicated by the allocation of knowledge levels indicators (1, 2 or 3) against each applicable subject. Category C applicants must meet either the category B1 or the category B2 basic knowledge levels. The knowledge level indicators are defined as follows: LEVEL 1: A familiarisation with the principal elements of the subject. Objectives: The applicant should be familiar with the basic elements of the subject. The applicant should be able to give a simple description of the whole subject, using common words and examples. The applicant should be able to use typical terms. LEVEL 2: A general knowledge of the theoretical and practical aspects of the subject. An ability to apply that knowledge. Objectives: The applicant should be able to understand the theoretical fundamentals of the subject. The applicant should be able to give a general description of the subject using, as appropriate, typical examples. The applicant should be able to use mathematical formulae in conjunction with physical laws describing the subject. The applicant should be able to read and understand sketches, drawings and schematics describing the subject. The applicant should be able to apply his knowledge in a practical manner using detailed procedures. LEVEL 3: A detailed knowledge of the theoretical and practical aspects of the subject. A capacity to combine and apply the separate elements of knowledge in a logical and comprehensive manner. Objectives: The applicant should know the theory of the subject and interrelationships with other subjects. The applicant should be able to give a detailed description of the subject using theoretical fundamentals and specific Examples: The applicant should understand and be able to use mathematical formulae related to the subject. The applicant should be able to read, understand and prepare sketches, simple drawings and schematics describing the subject. The applicant should be able to apply his knowledge in a practical manner using manufacturer's instructions. The applicant should be able to interpret results from various sources and measurements and apply corrective action where appropriate.
Basic Examination Standard 1. All basic examinations must be carried out using the multi-choice question format and essay questions as specified below. 2. Each multi-choice question must have three alternative answers of which only one must be the correct answer and the candidate must be allowed a time per module which is based upon a nominal average of 75 sec/question. 3. Each essay question requires the preparation of a written answer and the candidate must be allowed 20 minutes to answer each such question. 4. Suitable essay questions must be drafted and evaluated using the knowledge in Part-66 Modules 7, 9 and 10. 5. Each question will have a model answer drafted for it, which will also include any known alternative answers that may be relevant for other subdivisions. 6. The model answer will also be broken down into a list of the important points known as Key Points. 7. The pass mark for each Part-66 module and sub-module multi-choice part of the examination is 75 %. 8. The pass mark for each essay question is 75 % in that the candidates answer must contain 75 % of the required key points addressed by the question and no significant error related to any required key point. 9. If either the multi-choice part only or the essay part only is failed, then it is only necessary to retake the multichoice or essay part, as appropriate. 10. Penalty marking systems must not be used to determine whether a candidate has passed. 11. All Part-66 modules that make up a complete Part-66 aircraft maintenance licence category or subcategory must be passed within a 5 year time period of passing the first module except in the case specified in paragraph 12. A failed module may not be retaken for at least 90 days following the date of the failed module examination, except in the case of a Part-147 approved maintenance training organization which conducts a course of retraining tailored to the failed subjects in the particular module when the failed module may be retaken after 30 days. 12. The 5 year time period specified in paragraph 1.11 does not apply to those modules which are common to more than one Part-66 aircraft maintenance licence category or subcategory and which were previously passed as part of another such category or subcategory examination.
10.4 Commercial Air Transportation : a) General • • • •
Air Operators Certificates; Operators Responsibilities; Documents to be carried; Aircraft Placarding (Markings);
Air operator Certificate The purpose of an AOC (Air Operators Certificate) is to ensure that any person or company operating aircraft for the purpose of commercial air transportation do so in a regulated and safe manner. It is a requirement of Section II, Chapter 2, 2.2.1 of ICAO Annex6, JAR-OPS 1.175 and Rule 186 of CAR 1994 that the AOC shall be granted before any commercial operation takes place. Rule 186 of CAR1994 Operators to hold an air operator certificate Notwithstanding the provisions of Section 2 of this Part, an aircraft shall not fly for the purpose of: ¾ regular public transport; ¾ charter; or ¾ aerial work; Unless the operator of that aircraft holds an air operator certificate issued by the DirectorGeneral. DGCAA Pakistan issues AOC to a company in accordance with CAR 186. The AOC shall be issued for the purpose of Regular public transport, Charter or, Aerial work. CAR 187 further requires that AOC holders should have adequate maintenance facilities, equipment and staff for safe operation. Flight Standards Directorate is the authorized office to accept and process the formal application of the operator for grant of AOC. The relevant requirements have been prescribed vide ANO 91.0004 on "Air Operator Certificate Commercial Air Operations Requirements". Airworthiness Directorate co-ordinates with CFS for compliance with airworthiness aspects of Issuance of an AOC. This Airworthiness Notice only prescribes Airworthiness requirements regarding issue and renewal of an Air Operator’s Certificate (AOC) by CAA. The applicant is required to apply to Chief Flight Standards in accordance with AOC Guide (CAAD Form 617). ¾ AW-NOTICE-65 Airworthiness Requirements for Issue of an Air Operator’s Certificate (AOC)
(JAR-OPS-1) An operator applying for an AOC, or a variation of an AOC, must allow the Authority to examine all safety aspects of the proposed operation. The applicant must also: • Not hold an AOC issued by another Authority unless specifically approved by the Authorities concerned. •
Have his principal place of business and registered office located in the state responsible for issuing the AOC.
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Have registered the aeroplanes that are to be operated under the AOC in the state responsible for issuing the AOC.
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Satisfy the Authority that he is able to conduct safe operations.
The above statements outline the requirements for the issue of an AOC. To achieve the issue of an AOC an operator must satisfy the Authority that: The organisation and management are suitable and appropriate to the scale and scope of the operation. This shall include the following: • Nomination of an Accountable manager, acceptable to the Authority, who has corporate authority for ensuring all operations and maintenance activities are carried out to the standard required by the Authority. •
The operator must nominate post holders, acceptable to the Authority, who are responsible for the management and supervision of the following areas ¾
Flight operations
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The maintenance system
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Crew training
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Ground operations
Procedures for the supervision of operations have been defined. These shall include the following: • The operator must ensure that each flight is conducted in accordance with the provisions of the operations manual. •
The operator must arrange appropriate ground handling facilities to ensure the safe handling of its flights.
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The operator must ensure that its aeroplanes are equipped and its crew are qualified, as required for the area and type of operation.
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The operator must comply with the maintenance requirements, in accordance with sub-part M, for all aeroplanes operated under the terms of its AOC.
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The operator must provide the Authority with a copy of the operations manual, as specified in sub-part P of JAR-OPS 1 and all amendments and revisions to it (See operations manual)
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The operator must maintain operational support facilities at the main operating base, appropriate for the area and type of operation.
OPERATORS RESPONSIBILITY JAR-OPS 1.020 (Laws, Regulations and Procedures) An operator must ensure that all employees and crew members are aware of, and comply with, the laws, regulations and procedures of those states in which operations are conducted and which are pertinent to the performance of their duties. JAR-OPS 1.030 (Minimum equipment lists) An operator must establish a Minimum Equipment List (MEL) approved by the Authority, for each aircraft type. In support of monitoring the compliance with, and adequacy of all the above, the operator will establish a Quality System and appoint a Quality Manager. They are tasked to ensure safe operational practices and airworthy aeroplanes. Compliance monitoring must include a feedback system to the Accountable manager to ensure corrective action as necessary. JAR-OPS 1.035 (Quality system) In pursuance of the grant, maintenance or renewal of an AOC, the operator will allow the Authority access to the organisation and aeroplanes and shall ensure that, with respect to maintenance, access is granted to any associated IR Part-145 maintenance organisation, to determine continued compliance with JAR-OPS. An AOC will be varied, suspended or revoked if the Authority is no longer satisfied that the operator can maintain SAFE OPERATIONS.
OPERATORS RESPONSIBILITIES- JAR-OPS 1.020 subpart B: An operator must ensure that: • they shall comply with the laws and, regulations and procedures of those states in which operations are conducted and which are pertinent to the performance of their duties: and • all crew members are familiar with the laws, regulations and procedures pertinent to the performance of their duties An operator shall establish one quality system and designate one quality manager to monitor compliance with and the adequacy of procedures required to ensure safe operation and airworthy aircraft. Compliance monitoring must include a feedback system to the Accountable manager to ensure corrective action. An operator shall establish an accident prevention and flight safety program, which may be integrated with the quality system. A crew member shall be responsible for: • Proper execution of duties in relation to the safety of the aircraft and its occupants. • Proper execution of duties specified in the instructions and procedures laid down in the operations manual. • Report any fault, failure, malfunction or defect which he believes may affect the airworthiness or safe operations of the aircraft including emergency systems. • Report any incident that endangered or could endanger the safety of operation. • Make use of the operators occurrence reporting schemes in accordance with JAR-OPS 1 DOCUMENTS TO BE CARRIED JAR-OPS 1.125 subpart B and ff An operator of any commercial air operation will ensure that the following are carried on each flight • The Certificate of Registration •
The Certificate of Airworthiness
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Noise Certificate (if applicable)
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Air Operators Certificate
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Aircraft Radio Licence
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Certificate of Third Party liability insurance
Additionally each flight crew member shall, on each flight, carry a valid flight crew licence with appropriate ratings for the purpose of the flight. JAR-OPS 1.125 APPENDIX 1 state that should documentation be lost or stolen, operations may continue to base or a place where a replacement document can be provided.
Further requirements stated in JAR-OPS 1.130 & 1.135 define the MANUALS and ADDITIONAL INFORMATION AND FORMS to be carried. Current parts of the Operations Manual relevant to the duties of the crew are carried on each flight. • Parts of the operations manual, which are required for the conduct of the flight, are easily available to the crew. •
Airplane Flight Manual.
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Operational Flight Plan JAR-OPS 1.1060
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Airplane Technical Log JAR-OPS 1.915
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Detail of filed ATS Flight Plan
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Appropriate NOTAM/AIS briefing documentation.
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Appropriate meteorological information
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Mass and balance documentation
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Notification of special category passengers
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Notification of hazardous cargo.
Air craft Placarding (Markings) Ref. JAR 25, Subpart G, 25.1541 The aircraft must contain: • The specified markings and placards • Any information, instrument markings and placards required for the safe operation if there are unusual design, operating or handling characteristics. Each marking and placard described above • Must be displayed in a conspicuous place; and • May not be easily erased, disfigured or obscured. Instrument markings: • When markings are on the cover glass of the instrument, there must be means to maintain the correct alignment of the glass cover with the face of the dial • Each instrument marking must be clearly visible to the appropriate crew member
10.4 Commercial Air Transportation b) Subpart M
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Maintenance Responsibility; Maintenance Management; Aircraft Maintenance Programme; Aircraft Technical Log; Maintenance Records and Log Books; Accident/Occurrence Reporting.
Airplane Maintenance-JAR-OPS 1 Subpart M An operator shall not operate an aircraft unless it is maintained and released to service by an organization appropriately approved/accepted in accordance with JAR-145 except that preflight inspections need not necessarily be carried out by the JAR-145 organization. This subpart prescribes aircraft maintenance requirements needed to comply with the operator certification requirements in JAR-OPS 1.180 A contract with a Jar145 AMO is a prerequisite required by the authority for granting an AOC to an applicant. The operator defines the subject to be dealt with between the operator and the maintenance provider in the Maintenance Management Exposition MME. The MME is a prerequisite for the operator to be able to be approved by the authority in accordance with JAR-OPS 1. The MME includes requirements of the operator in respect to: Aircraft Technical Log MEL Operators aircraft maintenance program Maintenance Records Retention Accomplishment and control of Airworthiness Directive Mandatory and Non-Mandatory Modifications Engineering Activity Reliability Program Pre-flight Inspection Aircraft weighing Flight Test Procedures ETOPS requirements RVSM requirements All weather Operations Sample of Documents Maintenance Responsibility; An operator shall ensure the airworthiness of the aircraft and the serviceability of both operational and emergency equipment by The accomplishment of pre-flight inspection (Defect rectification Not included) The rectification to an approved standard of any defect and damage affecting safe operation, taking into account the minimum equipment list and CDL if available The accomplishment of all maintenance in accordance with the approved operators aircraft maintenance program specified in JAR-OPS 1.910 The analysis of the effectiveness of the operators approved aircraft maintenance program. The accomplishment of modification in accordance with an approved standard and, for non-mandatory modifications, the establishment of an embodiment policy. The requirements specified in JAR-OPS 1.890 must be performed in accordance with procedures acceptable to the authority.
Maintenance Management – JAR-OPS 1.895 An operator must be appropriately approved in accordance with JAR-145 to carry out the requirements specified in JAR-OPS 1.890 except when the authority is satisfied that the maintenance can be contracted to an appropriate JAR-145 approved / accepted organization. An operator must employ a person or group of persons acceptable to the authority to ensure that all maintenance is carried out on time to an approved standard such that the maintenance responsibility requirements prescribed in JAR-OPS 1.890 are satisfied. The person, or senior person as appropriate is the nominated postholder referred to in JAR-OPS 1.175. The nominated postholder for maintenance is also responsible for any corrective action resulting from the quality monitoring in accordance with the quality system defined in JAR-OPS 1.900. The nominated postholder for maintenance should not be employed by a JAR-145 AMO under contract to the operator, unless specifically agreed by the authority. When an operator is not appropriately approved in accordance with JAR-145, arrangements must be made with such an organization to carry out the requirements specified in JAR-OPS 1.890. The arrangement must be in the form of a written maintenance contract between the operator and the JAR-145 AMO detailing the functions specified in JAR-OPS 1.890 and defining the support of the quality functions of JAR-OPS 1.900. Aircraft base and scheduled line maintenance and engine maintenance contracts, together with all amendments, must be acceptable to the authority. The authority does not require the commercial elements of a maintenance contract. The operator may have a contract with an organization that is not JAR-145 approved/accepted, provided that this contract, together with all amendments, is acceptable the authority. The authority does not require the commercial elements of a maintenance contract. An operator must provide suitable office accommodation at appropriate locations for the nominated postholder maintenance and his organization. Operator’s Aircraft Technical Log - JAR–OPS 1.915 (a) An operator must use an aeroplane technical log system containing the following information for each aeroplane: (1) Information about each flight necessary to ensure continued flight safety; (2) The current aeroplane certificate of release to service; (3) The current maintenance statement giving the aeroplane maintenance status of what scheduled and out of phase maintenance is next due except that the Authority may agree to the maintenance statement being kept elsewhere; (4) All outstanding deferred defects that affect the operation of the aeroplane; and (5) Any necessary guidance instructions on maintenance support arrangements. (b) The aeroplane technical log system and any subsequent amendment must be approved by the Authority. The aircraft technical log book system is established for recording of defects and malfunctions discovered during operation and for recording details of all maintenance carried on the particular aircraft.
The aircraft technical log reflects in summary the following details: The flight number The To/From The aircraft registration The date The flight time per flight leg The number of landings during training or check flight All work performed on the aircraft, entered as individual items All checks performed on the aircraft The engine and hydraulic oil refilled The remaining fuel on board Confirmation of action taken The JAR-145 AMO release to service Details of any ground De/Anti-icing carried out time started –temperatures-time limits No remarks during a flight must be clearly stated by crew with entering “NIL” in the respective field
Maintenance Records and Log Books- JAR–OPS 1.920; (a) An operator shall ensure that the aeroplane technical log is retained for 24 months after the date of the last entry. (b) An operator shall ensure that a system has been established to keep, in a form acceptable to the Authority, the following records for the periods specified: (1) All detailed maintenance records in respect of the aeroplane and any aeroplane component fitted thereto – 24 months after the aeroplane or aeroplane component was released to service; (2) The total time and flight cycles as appropriate, of the aeroplane and all life limited aeroplane components – 12 months after the aeroplane has been permanently withdrawn from service; (3) The time and flight cycles as appropriate, since last overhaul of the aeroplane or aeroplane component subjected to an overhaul life – Until the aeroplane or Aeroplane component overhaul has been superseded by another overhaul of equivalent work scope and detail; (4) The current aeroplane inspection status such that compliance with the approved operator’s aeroplane maintenance program can be established – Until the aeroplane or Aeroplane component inspection has been superseded by another inspection, of equivalent work scope and detail; (5) The current status of airworthiness directives applicable to the aeroplane and aeroplane components – 12 months after the aeroplane has been permanently withdrawn from service; and (6) Details of current modifications and repairs to the aeroplane, engine(s), propeller(s) and any other aeroplane component vital to flight safety – 12 months after the aeroplane has been permanently withdrawn from service. (c) An operator shall ensure that when an aeroplane is permanently transferred from one operator to another operator the records specified in paragraphs (a) and (b) are also transferred and the time periods prescribed will continue to apply to the new operator.
ACCIDENT / OCCURRENCE REPORTING Accident reporting An operator shall establish procedures to ensure that the nearest appropriate authority is notified by the quickest available means of any accident, involving the aircraft, resulting in serious injury (as defined in ICAO Annex 13) or death of any person or substantial damage to the aircraft or property. A commander shall submit a report to the authority of any accident on board, resulting in serious injury to, or death of, any person on board while he was responsible for the flight. Occurrence reporting Flight incident The commander of an aircraft shall submit a report to the authority of any incident that has endangered or may have endangered safe operation of a flight. Reports shall be dispatched within 72 hours of the event, unless exceptional circumstances prevent this.
Technical defects and exceedance of technical limitations; The commander shall ensure that all technical defects and exceedances of technical limitations occurring while he was responsible for the flight are recorded in the aircraft’s technical log. Air Traffic Incidents: The commander shall submit an air traffic incident report according ICAO rules whenever an aircraft in flight has been endangered by: A near collision with any other flying device Faulty air traffic procedures or lack of compliance with applicable procedures by Air Traffic Services or by the flight crew A failure of ATS facilities Bird hazards and strikes: The commander shall immediately inform the appropriate ground station whenever a potential bird hazard is observed. The commander shall submit a written bird strike report after landing whenever an aircraft for which he is responsible suffers a birds strike. In-flight emergencies with dangerous goods on board: If an in-flight emergency occurs and the situation permits, the commander shall inform the appropriate air traffic services unit of any dangerous goods on board. Unlawful interference: Following an act of unlawful interference of board an aircraft, the commander shall submit a report, as soon as practicable, to the appropriate authority. Irregularities of ground and navigational facilities and hazardous conditions: The commander shall notify the appropriate ground station as soon as practicable whenever a potentially hazardous condition such as: An irregularity in a ground or navigational facility A meteorological phenomenon A volcanic ash cloud A high radiation level is encountered during flight.
10.5 Aircraft Certification a) General – Certification rules: such as IR PART–23/25/27/29; Type Certification; Supplemental Type Certification; Part–21 Design/Production Organisation Approvals.
Level A B1 B2 - 1 1
European Aviation Certification Standards (EACS or CS) EACS 23/25/27/29 are based on the equivalent JAR requirements. An important element of this development has been the harmonization with the corresponding United States legislation FAR-25. The above referenced information is categorized as follows: ¾ CS-23 Certification specification for Airworthiness of Normal, Utility, Aerobatic, and Commuter category aeroplanes. ¾ CS-25 Certification specification for Airworthiness of Large Aeroplanes. ¾ CS-27 Certification specification for Airworthiness of Small Rotorcraft. ¾ CS-29 Certification specification for Airworthiness of Large Rotorcraft. The content f the standards is generally divided into the following topics PERFORMANCES: (e.g. climb gradients one engine inoperative) and handling qualities (e.g. static and dynamic stability, control force, etc.). STRUCTURE: (e.g. gust envelopes, maneuvers envelope, fatigue requirements, etc.). DESIGN AND CONSTRUCTION: (e.g. emergency evacuation provisions, fire protection etc.). POWERPLANT INSTALLATION: (e.g. uncontained powerplant failure, fuel and oil system requirements, etc.). SYSTEMS AND EQUIPMENT: (e.g. systems safety analyses: requirements for electrical, hydraulic and pneumatic systems: required equipment for flight and navigation, etc.). MANUALS AND LIMITATIONS: (e.g. speed limitations, flight manual, continued airworthiness manual, etc.). The above information has been extracted from the Certification Standard Explanatory notes. Additional information contained in these notes includes the exceptions applying to the use of units other than SI units within the EU. In aviation common use is made of the Knot, Nautical mile and foot; this is accepted and these units SHOULD NOT be converted to SI units.
TYPE CERTIFICATION Before the production of Aircraft, Engines or Propellers the manufacturer needs a Type certificate from his Regulatory body. The authority will only accept an application for a type certificate provided he holds an appropriate Design Organization Approval (under JAR 21 subpart JA). In Europe, the Type certificates are issued by National Aviation Authorities in accordance with EASA regulations on behalf of the Agency when products show compliance with the requirements of EASA, i.e. aircraft manufacturers have demonstrated compliance with CS 23, 25, 27 or 29. The applicant (usually the manufacturer) will be issued with the type certificate; he now becomes the Type Certificate Holder and assumes responsibilities with regard to continuing support of products throughout their service. Type certificate is considered to include the type design, the operating limitations, the type certificate data sheet; the applicable requirements with which the authority records compliance and any other conditions or limitations prescribed for the product in the applicable requirements. One responsibility for the type certificate holder is to keep a register of all known users of the product and to communicate all new and updated airworthiness data to them. Further to this he must produce maintenance and overhaul manuals, illustrated parts catalogues etc. and provide a full range of product support facilities to ensure continued airworthiness of the items manufactured to the Type Certificate. An application for type-certification of large aeroplanes and large rotorcraft shall be effective for five years and an application for any other type-certificate shall be effective for three years, unless an applicant shows at the time of application that its product requires a longer period of time for design, development, and testing, and the Agency approves a longer period.
Supplemental Type Certificate A Supplemental Type Certificate (STC) is a document issued by the Federal Aviation Administration (Manufacturer Regulatory Body) approving a product (aircraft, engine, or propeller) modification. The STC defines the product design change, states how the modification affects the existing type design, and lists serial number effectivity. It also identifies the certification basis listing specific regulatory compliance for the design change. Information contained in the certification basis is helpful for those applicants proposing subsequent product modifications and evaluating certification basis compatibility with other STC modifications.
Part–21 Design/Production Organization Approvals The applicant must furnish a Production Organization Exposition / POE providing the following information: ¾ A statement signed by the Accountable manager confirming that the production organization exposition and any associated manuals which define the approved organization’s compliance with the JAR-21 Subpart G will be complied with. ¾ Titles, names, duties and responsibilities of the managers involved ¾ A list of certifying staff ¾ A general description of man-power ¾ A general description of the facilities located at the address specified in the production organization’s certificate approval ¾ A general description of the production organization’s scope of work relevant to the Terms of Approval ¾ A description of the quality system and the procedures as required The authority issues a Production Organization Approval / POA when satisfied that compliance has been shown with JAR-21 subpart G. The POA remains valid until surrendered, suspended or terminated. The organization with a POA may: ¾ In the case of complete aircraft and upon presentation of a statement of conformity, obtain an aircraft certificate of airworthiness, standard or Export. ¾ In case of other products, parts or appliances issue authorized release certificates (JAA Form One). ¾ Maintain a new aircraft that he has produced and issue a certificate of release to service in respect to that maintenance.
Design Organization Approval Part 21 prescribes the requirements for the design organization Approval (DOA) as follows: ¾ Subpart JA: design organization Approval for products or changes to products ¾ Subpart JB: design organization Approval for parts and appliances The applicant must furnish a design organization handbook (DOH) to the authority which describes the organization, the relevant procedures and the products or changes to products to be designed. The applicant must show that design organization has been established and can maintain a design assurance system for the control and supervision of design, and of design changes covered by the application. The authority issues a DOA when satisfied that compliance has been shown with the appropriate Part-21 requirement. The DOA remains valid until surrendered, suspended or terminated. The organization with a DOA may: Obtain a type certificate or approval of a major change of a type design Obtain a supplemental type certificate Obtain a joint technical standard order (JTSO) Classify changes of type design and repairs as major or minor under a procedure acceptable to the authority Approve the design of major repairs to products for which he holds the type certificate or the supplemental type certificate under a procedure acceptable to the authority Other IR Parts: Part-22 Sail Planes and Powered Sailplanes Part-23 Normal, Utility, Aerobatic and Commuter category Aeroplane Part-25 Large Aeroplane Part-27 Small Rotorcraft Part-29 Large Rotorcraft A Technical Standard Order (TSO) is issued by the Authority/Administrator and is a minimum performance standard for specified articles (articles means materials, parts, processes, or appliances) used on civil aircraft.
10.5 Aircraft Certification b) Documents – Certificate of Airworthiness; Certificate of Registration; Noise Certificate; Weight Schedule; Radio Station Licence and Approval
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Certificate of Registration ICAO Annex 7 relates to the Nationality and Registration of Aircraft. RULE13 of PCAR 1994: Nationality and registration marksThe nationality mark of an aircraft registered in Pakistan shall be the letters "AP". The registration mark of an aircraft registered in Pakistan shall be the group of three letters assigned to the aircraft and included in its certificate of registration. The nationality and registration marks allocated to an aircraft shall be painted on its structure or affixed by any other means giving a similar degree of permanence and shall be clean and visible at all times. An aircraft registered in Pakistan shall carry an identification plate inscribed with its nationality and registration marks. The plate shall be made of fire proof material and shall be secured to the aircraft in a prominent position near the main entrance. The following documents are required for Aircraft Registration: Application on Form CAA-054 (Rev-I) Copy of Import Permit from Govt. of Pakistan NOC issued by Air Transport Directorate Proof of Ownership Custom Clearance De-registration of aircraft from previous state Processing fee RULE-14 of PCAR 1994: Position and size of marksThe nationality and registration marks on aircraft registered in Pakistan shall comply with this rule. On an airship, the marks shall be located on the hull or on the stabilizer surfaces; if the marks are located on the hull they shall be placed lengthwise on each side of the hull and also on its upper surface on the lie of symmetry. If the marks are located on the stabilizer surfaces they shall be positioned on the horizontal and on the vertical stabilizers; the marks on the horizontal stabilizer shall be located on the right half of the upper surface and on the left half of the lower surface with the tops of the letters towards the leading edge; the marks on the vertical stabilizer shall be located on each side of the bottom half of the stabilizer, with the letters placed horizontally. The marks shall be at least fifty cm in height.
On a spherical balloon other than an unmanned free balloon, the marks shall be located in two places diametrically opposite each other and near the maximum horizontal circumference of the balloon; the marks shall be visible from the sides and from the ground and shall be at least fifty cm in height. On a non-spherical balloon, other than an unmanned free balloon, the marks shall be located on each side near the maximum cross section of the balloon immediately above the rigging band, or immediately above the points of attachment of the basket suspension cables; the marks shall be visible from the sides and from the ground and shall be at least fifty cm in height. On an Aircraft which is heavier-than-air the marks shall be located on the left half of the lower surface of the wing structure, or extending across the whole of the lower surface of the wing structure. The marks shall be equidistant from the leading and trailing edges of the wings or as close to this position as possible, with the tops of the letters towards the leading edge of the wing. Marks shall be located on each side of the fuselage, or equivalent structure, between the wings and the tail surface, or shall have the marks on each side of the upper half of the vertical tail surface and if the vertical tail unit has multiple surfaces, the marks shall be positioned on the outboard sides of the outer surfaces. The marks on the wings shall be at least fifty cm in height, and on the fuselage or equivalent structure, or on the vertical tail surfaces; they shall be at least thirty cm in height. The type of letters for nationality and registration marks and their dimensions shall be as follows: ¾ the letters shall be capital letters in Roman characters without ornamentation; ¾ the letters in each separate group of marks shall be of equal height; ¾ except for the letter "I", the width of each letter and the length of a hyphen shall be two-thirds of the height of a letter; ¾ the letters and hyphens shall be formed by solid lines, ¾ the thickness of which shall be one-sixth of the height of a letter and shall be of a color contrasting clearly with the background; ¾ Each letter shall be separated from that which it immediately precedes or follows by a space of not less than one quarter of the width of a letter and for this purpose a hyphen shall be regarded as a letter. ¾ If an aircraft does not possess structures corresponding with those mentioned in the applicable part of this rule the nationality and registration marks shall appear on the aircraft in such position and of such size as the Director-General shall determine. Cancellation of Registration The person, or persons, or organization named in Pakistan Aircraft Register as the owner, or owners of that aircraft shall inform the Director-General: if the aircraft suffers destruction if it is permanently withdrawn from use if it is transferred to the aircraft register of another State If the Certificate of Airworthiness is not issued for two years after its registration or is not renewed for successive two years.
Certificate of Airworthiness ICAO Annex 8 -Airworthiness of Aircraft Rule 16-22 Part IV of PCAR 1994- Certificate of Airworthiness PCAA ANO-92.0004 -Certificate of Airworthiness and Export Certificate of Airworthiness Categories of Certificate of Airworthiness Aircraft is categorized according to the functions performed by it. Civil Aviation Rules 1994 permit operation of the aircraft in the following categories: Regular Public Transport Charter Aerial Work Private
Issue / Validation of Certificate of Airworthiness To enable issue/validation of Certificate of Airworthiness (including Export Certificate of Airworthiness) the applicant shall provide, to the Airworthiness Directorate, the Certificate of Airworthiness issued by the State of Manufacture or by the State in which the aircraft was last registered, together with the application on CAA Form 053 (Rev-I) and requisite fee. Following documents relating to the aircraft shall be submitted to Airworthiness Directorate for retention:A copy of type certificate and its technical data sheets or acceptable equivalent documents issued by the State of design/manufacture. A copy of the Certificate of Airworthiness for export issued by the State of manufacture/State of last registry or the current Certificate of Airworthiness. A copy of Flight Manual or acceptable equivalent document. A copy of the crew operations manual. A copy of the manufacturer's maintenance/service, overhaul, repair and wiring diagram manuals and illustrated parts catalogues of the aircraft, engine, propeller and installed equipment along with a written confirmation from the manufacturers thereof that amendments, revisions, or new issues will be supplied to the CAA as and when these are issued. A complete set of all manufacturers’ service bulletins or equivalent documents issued in respect of the aircraft along with a written confirmation from the manufacturers thereof that amendments, revisions, or new issues will be supplied to the CAA as and when these are issued. A copy of the aircraft weight and balance manual. A copy of production flight test report issued by the aircraft manufacturer. For aircraft assemble in Pakistan: o Flight test report of the aircraft on CAA Form 058 (Rev-1) o Flight test report of the aircraft's Avionics equipment on CAA Form 062 (Rev1). o Ground test (ATC) report of the aircraft's Avionics equipment on CAA Form 063. The Certificate of Airworthiness of the aircraft will be issued by the Airworthiness Directorate and validated for a period of twelve (12) months by the nearest
Airworthiness field office on Form CAA-462 (Rev-II) after its necessary checks and inspections have been carried out satisfactorily. Renewal of Certificate of Airworthiness The airworthiness field office will renew certificate of airworthiness of the aircraft when the owner/operator applies on CAA Form 469 along with necessary fee. The aircraft shall comply with the following requirements: The aircraft has been serviced and maintained in accordance with schedule, methods and procedures given by the manufacturer and approved by the Airworthiness Directorate; All inspections, repairs, overhauls, modifications and replacements which affect Airworthiness have been carried out as prescribed by the manufacturer and approved by the Airworthiness Directorate; If the aircraft is the subject of reliability program, including in particular engine trend monitoring, corrective action has been instituted to rectify any adverse trends; All certification maintenance requirements have been complied with at the prescribed intervals and by appropriately licensed personnel; All modifications or inspections declared mandatory by the Airworthiness Directorate have been complied with. With regard to inspections, this includes both inspections which require a onetime action and those with repetitive content; Compliance of all applicable Airworthiness Directives, mandatory modifications and inspections shall be intimated to the Airworthiness Directorate on CAA Form 024; Any parts of the aircraft that have an ultimate service life limit declared by the organization responsible for the type design or the Airworthiness Directorate have not exceeded their approved lives; 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 CAA; If the aircraft has been released into service with any structural parts missing, this is in compliance with procedures approved by the Airworthiness Directorate. All minor damages and repairs are within limits as given in the structural repair manual for the aircraft; All markings and placards included in the approval of the type design and approved by the Airworthiness Directorate are available; The aircraft weight and balance data is in conformity with the requirements of the Airworthiness Directorate, including reweighing (if required) and/or compliance with a system for recording progressive weight and balance change; The aircraft maintenance records are in conformity with the requirements of the Airworthiness Directorate; Airworthiness flight test shall be completed to ensure that the aircraft flight characteristics do not change significantly from the previous flight test and to ensure proper functioning of the aircraft and its systems in flight. However flight test report of the aircraft which is maintained under approved progressive maintenance schedule will be carried out as per the requirements given in the schedule. The flight test reports shall be submitted to the Airworthiness Directorate. The Certificate of Airworthiness of the aircraft will be renewed for a period not exceeding twelve months from the date of satisfactory flight test. The aircraft which is maintained under the approved progressive maintenance schedule will have its Certificates of Airworthiness
renewed from the next day of its expiry period. The renewal will be affected after necessary checks and inspections have been carried out satisfactorily by the nearest Airworthiness field office. Invalidation of Certificate of Airworthiness Any failure to maintain an aircraft in an Airworthiness condition as defined by the appropriate Airworthiness requirements laid down by the Airworthiness Directorate shall render the aircraft ineligible for operation until the aircraft is restored to an Airworthiness condition. Certificate of Airworthiness of the aircraft will cease to be valid: On expiry date of validity entered on the Certificate; If the aircraft or any of its equipment which is essential to the continued airworthiness of the aircraft is overhauled or repaired, or such equipment is removed or replaced, other than in a manner which complies with the maintenance and repair procedures issued by the aircraft and its equipment manufacturers and maintenance schedule approved by the Airworthiness Directorate; If the aircraft or its equipment is inspected and / or repaired by an organization not approved by the Airworthiness Directorate. If any inspection of the aircraft, or of its equipment, required by the approved maintenance procedures or schedules is not carried out; If any modification specified by the aircraft manufacturer or Airworthiness Directorate as mandatory for the continued Airworthiness of the aircraft is not carried out; If any modification is carried out or equipment installed, other than as approved by the Airworthiness Directorate; If any Airworthiness Directive issued by the state of manufacture or a directive issued by the Airworthiness Directorate is not complied with; If the aircraft has sustained damage of such nature that in the opinion of a licensed aircraft maintenance engineer, or authorized person or an approved maintenance organization it is no longer fit to fly. If the Airworthiness Directorate has reason to believe that the aircraft is not airworthy. Export Certificate of Airworthiness Part IV section I Rule 16(c) of PCAR 1994 requires an export certificate of airworthiness to be issued, when a product is exported from Pakistan. An export certificate of airworthiness will be issued to: New aircraft that are assembled and that have been flight tested, and other Class I products located in Pakistan. Class II products. Note - Class I product – is a complete aircraft, aircraft engine, or propeller which has been type certified and has been issued with a data sheet. Class II product – is a major component of Class I product such as wings, fuselages, empennage assemblies, landing gears, power transmission, control surfaces, etc., the failure of which would jeopardize the safety of a Class I product.
The applicant will be entitled to an export certificate of airworthiness only if the applicant shows that the product meets all the airworthiness requirements. An export certificate of airworthiness does NOT authorize the operation of aircraft. The export certificate of airworthiness will be issued on the CAA form CAA-702.
Aircraft Noise Certificate ICAO Annex 16 Environmental Protection Vol.-I “Aircraft Noise” PCAA AWNOT-62 “Aircraft Noise Certificate”
The Sixteenth Session of the ICAO Assembly, Buenos Aires, September 1968, adopted the following Resolution: A16-3: Aircraft Noise in the Vicinity of Airports Whereas the problem of aircraft noise is so serious in the vicinity of many of the world’s airports that public reaction is mounting to a degree that gives cause for great concern and requires urgent solution; Whereas the noise that concerns the public and civil aviation today is being caused by increase in traffic of existing aircraft; Whereas the introduction of future aircraft types could increase and aggravate this noise unless action is taken to alleviate the situation; Whereas the Fifth Air Navigation Conference of ICAO held in Montreal in November 1967 made certain recommendations,based on the principal conclusions of the International Conference on the Reduction of Noise and Disturbance Caused by Civil Aircraft (“The London Noise Conference”) held in London in November 1966, with the object of reaching international solutions to the problem through the machinery of ICAO; (Part II. Aircraft Noise Certification Chapter 1.4) The documents attesting noise certification for an aircraft shall provide at least the following information: a) State of Registry; nationality and registration marks; b) Manufacturer’s serial number; c) Manufacturer’s type and model designation; engine type/model; propeller type/model (if applicable); d) Statement of any additional modifications incorporated for the purpose of compliance with the applicable noise certification Standards; e) The maximum mass at which compliance with the applicable noise certification Standards has been demonstrated. Only one maximum take-off and landing mass pair shall be certificated for each individual aircraft; (f) The average noise level(s) at the reference point(s) for which compliance with the applicable Standard has been demonstrated to the satisfaction of the certificating authority; g) The chapter of Annex 16, Volume I, according to which the aircraft was certificated; and h) The height above the runway at which thrust/power is reduced following full thrust/power take-off. The information required under 1.4 b) through h) shall be included in the flight manual. Noise evaluation measure The noise evaluation measure shall be the effective perceived noise level in EPNdB Maximum noise levels The maximum noise levels of aeroplanes, when determined in accordance with the noise evaluation method, shall not exceed the following: a) At lateral and approach noise measurement points: 108 EPNdB for aeroplanes with maximum certificated take-off mass of 272 000 kg or over, decreasing linearly with the logarithm of the mass at the rate of 2 EPNdB per halving of the mass down to 102 EPNdB at 34 000 kg, after which the limit remains constant; b) At flyover noise measurement point: 108 EPNdB for aeroplanes with maximum certificated take-off mass of 272 000 kg or over, decreasing linearly with the logarithm of the
mass at the rate of 5 EPNdB per halving of the mass down to 93 EPNdB at 34 000 kg, after which the limit remains constant. Aircraft Noise certificate is also a requirement of JAR–OPS 1.125 “Documents to be carried” Noise Certificate (Ref. JAR-36- 120) • must be accessible and stored with other airworthiness certificates • shall not exceed the noise levels specified in JAR-36.140 at the following points on level terrain: Lateral reference measurement point: the point on a line parallel to and 450 m from the runway centre line, or extended centre line, where the noise level after lift-off is at a maximum during take-off Flyover reference noise measurement point: the point on the extended centreline of the runway at a distance of 6.5 km from the start-of-roll Approach reference noise measurement point: the point on the ground, on the extended centre-line of the runway 2000 m from the threshold. On level ground this corresponds to a position 120 m (394 ft) vertically below the 3"descent path originating at a point on the runway 300 m beyond the threshold
Weight Schedule (JAR-OPS1.605) An operator shall specify in the operations Manual the principles and methods involved in the loading and in the mass and balance system that meet the requirements of JAR-OPS 1.605 Each weight change has to be recorded and registered in the weight and balance sheet of the aircraft A scheduled aircraft weighing has to be established for every flight a weight calculation (load sheet) must be performed and signed by the pilot An operator shall ensure that during any phase of operation, the loading, mass and centre of gravity of the aeroplane remains within the limitations must establish the mass and the centre of gravity of any aeroplane by actual weighing before first service must reweight if the effect of modifications on the mass and balance is not accurately known must determine the mass of all-operating items and crewmembers and the influence of their position on the aeroplane centre of gravity must be determined must establish the mass of the traffic load must determine the mass of the fuel load by using the actual density or, if not known, the density calculated Re-Weighing of Aircraft Re-weighing of aircraft at the time of renewal of the Certificate of Airworthiness will be dependent on the date of the last weighing, and on the history of the aircraft. NOTE:
Aircraft are normally weighed when all manufacturing processes are completed.
Aircraft of more than 5700 kg MTOM must be re-weighed within two years after the date of manufacture. Subsequent check weighing must be carried out at intervals not exceeding five years and at such other times as the CAA may require. Aircraft of 5700 kg MTOM or less must be re-weighed at such times as the CAA may require. The CAA must be consulted if there is any doubt as to whether the aircraft ought to be re-weighed. When re-weighing is necessary, an amended Weight and Centre-of-Gravity Schedule, or its equivalent, must be prepared. At the time of a re-weighing or when a revised Weight and Centre-of-Gravity Schedule is raised following the addition, removal or relocation of equipment, a copy of the Weight and Centre-of-Gravity Schedule must be retained by the Approved Organisation and made available to the CAA upon request. NOTE:
For an aircraft operated by a JAR-OPS Operator, weighing requirements must be determined in accordance with SUBPART J OF JAR-OPS 1 OR JAR-OPS 3 as appropriate.
Radio Station Licence and Approval Rule-34 of PCAR 1994 Section 5 - Radio Equipment in Aircraft 34. Radio equipment to be licensed and approved- Radio equipment shall not be installed in an aircraft registered in Pakistan unless: (a) There is in respect of such radio equipment a licence issued by the Federal Government; (b) The installation in the aircraft has been approved by the Director-General; and (c) The equipment is of a type approved by the Director-General and complies with such directions issued by him in respect of airworthiness requirements.
10.7 a) Other Maintenance requirements for Maintenance Programs, Maintenance checks and inspections; Master Minimum Equipment Lists, Minimum Equipment List, Dispatch Deviation Lists; Airworthiness Directives; Service Bulletins, manufacturers service information; Modifications and repairs; Maintenance documentation: maintenance manuals, structural Repair manual, illustrated parts catalogue, etc.
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15- AIRWORTHINESS DIRECTIVES Introduction Over the life of aeronautical products, defects affecting airworthiness are discovered. These result from design conditions not foreseen in the original Product Certification or manufacturing deficiencies. Many become evident only after years of in-service operation and are completely unforeseen. Structural fatigue or corrosion are examples. FAR/JAR 39 forms the basis of the procedures. Definition The Airworthiness Directive (AD) system is the medium for correction for any condition that causes the product to be out of conformity to the Approved Design Standards. An AD identifies the disparity, defines its particulars, and establishes limitations for inspection, repair, or alteration under which the product may continue to be operated. They are issued by the National Aviation Authority from either the manufacturer’s or the airline’s country. Airworthiness Directives effectively alter the original certification of the product. Thus, for example an AD against a Type Certificated product becomes a part of the Type Certificate. The Airworthiness Directives may also be raised due to change in aviation legislations e.g. mandating of TCAS and EGPWS. Distribution They are distributed i) telegraphically to owners and operators ii) Organisations such as IATA, ATA etc. iii) Foreign Airworthiness Authorities Their availability can be checked through i) FAA ‘Summary of Airworthiness Directives’ ii) CAA (UK) ‘Mandatory Aircraft Modification and Inspection Summary (MAMIS)’ iii) CAA (UK) ‘Foreign Airworthiness Directives’ These summaries are used to check any outstanding ADs against a given type of design and hence the airline and the operator would not be excused for missing any ADs. Contents of an Airworthiness Directive Generally the Airworthiness Directive is made up of several parts: i) AD title ii) Applicability iii) Required compliance action iv) Effective dates v) Compliance time We will proceed to detail the contents
Applicability of ADs An AD contains an applicability statement specifying the product to which it applies. It applies to the make and model set forth in this statement, regardless of the classification of the product or category of the Airworthiness Certificate issued for an aircraft. it applies to each product identified in the statement, regardless of whether it has been modified, altered, or repaired in the subject areas. The presence of any alteration or repair does not remove the product from applicability. Type Certificate and Airworthiness Certification information is used to identify the product affected. Applicability may be defined by specifying serial numbers or manufacturer's line numbers, part numbers, or other identification. When there is no reference to serial numbers, all serial numbers are affected. Effective dates The effective date of the AD or an amendment is be found in the last sentence of the body of each AD. For example, "This amendment becomes effective on July 10, 1995." Similarly, the revision date for an emergency AD distributed by telegram or priority mail is the date it was issued. For example, "Priority Letter AD 95-11-09, issued May 25, 1995, becomes effective upon receipt." The "clock" tracking compliance starts with the effective date. Compliance time Compliance with an AD is mandatory. No person may operate' a product to which an AD applies, except in accordance with the conditions of the AD. An airplane that has not had an effective AD accomplished within specified limits is out of conformity and is thus not airworthy. This is consistent with the definition of airworthiness discussed before. Compliance time is stated in various ways. Typical compliance statements include; "Prior to further flight, inspect..." "Compliance is required within the next 50 hours time in service after the effective date of this AD..." 'Within the next 10 landings after the effective date of this AD... " 'Within 50 cycles...” to which cycle refers to the complete aircraft / components operating cycles. "Within 12 months after the effective date of this AD..." No person may operate an affected product after expiration of the stated compliance time. In some instances, an AD may authorize operation after the compliance date has passed, if a special flight permit is obtained. These are granted only when the AD specifically permits it. Recurring/periodic ADs In order to provide for flexibility in administering compliance requirements, an AD should provide for adjustment of repetitive inspection intervals to coincide with inspections required by approved maintenance program inspections. Any conditions and approval requirements under which adjustments may be allowed are stated in the AD. If the AD does not contain such provisions, adjustments are usually not permitted. However, amendment, modification, or adjustment of the terms of the AD may be requested.
Alternative or equivalent means of compliance Many ADs indicate the acceptability of one or more alternative methods of compliance. Any alternative method of compliance or adjustment of compliance time other than that listed in the AD must be substantiated to and approved by the certifying Airworthiness Authority before it may be used. The alternative method may address either no action, if the current configuration eliminates the unsafe condition, or different actions necessary to address the unsafe condition. It may be stated in the AD itself e.g. an extra repetitive inspection in place of a mandatory modification. Reference to Manufacturer's Service Bulletins in ADs Manufacturer's Service Bulletins are normally not related to airworthiness. Incorporation of them is, therefore, not mandatory. However, when a manufacturer's Service Bulletin is incorporated, by reference, into the Airworthiness Directive accomplishment instructions the bulletin becomes mandatory. Thus any change in the details of the bulletin constitutes alternative means of accomplishment. Changes, therefore, must be approved.
DEFERRED MAINTANENCE MEL / CDL Introduction The regulations' traditionally specified that all installed aircraft equipment required by the airworthiness and operating regulations must be operative. However, experience indicated that, with varying levels of redundancy designed into airplanes, operation of every system or installed component was not necessary when the remaining operative equipment provided an acceptable level of safety. The Minimum Equipment List (MEL) is a document established by the operator and approved by National Authorities of the operator. Operator's MEL is developed on the base of manufacturer’s Master MEL (MMEL) and customised by the operator as a function of its own operational policies and national operational requirements. The Configuration Deviation List (CDL) is a document approved by the Airworthiness Authority having certified the aircraft. The CDL is included in the Aeroplane Flight Manual. These documents allow operations with certain items, systems, equipment, instruments or components inoperative or missing as it has been demonstrated that an acceptable level of safety is maintained by appropriate operating limitations, by the transfer of the function to another operating component(s) or by reference to other instruments or components providing the required information. MINIMUM EQUIPMENT LIST (MEL) Definition A MEL provides the means to release an airplane for flight with inoperative equipment. The intent is to permit operation for a limited period until repair or replacement of the defective equipment can be accomplished. It is, however, important that repair be accomplished at the earliest opportunity rather than continue operations indefinitely with inoperative equipment. Nothing in the concept disallows the authority of the pilot in command. The pilot may require that any item covered by the Minimum Equipment List be repaired before flight. Master Minimum Equipment Lists (MMEL) During type certification, the agreement between manufacturer and the Airworthiness Authorities formalizes the Minimum Equipment as the Master MEL or MMEL. The principal criteria used when adopting an MMEL item are that: i) An acceptable level of safety is assured after considering subsequent failure of the next critical component within a system. ii) Any interrelationships between allowed inoperative items do not compromise safety. Once adopted, a list is subject to periodic revision. As operating experience is gained, revisions arise from needs from individual operators petitioning the Airworthiness Authority. There is no defined revision cycle. There is usually a separate list for each large airplane type; for example, the MMEL for the 737 addresses all model variants of that type design. Small airplanes are covered by a generic master list.
Operator Minimum Equipment Lists (MEL) MMELs are not intended for operating use. Rather they act as the source document from which an individual operator's MEL is developed. An individual operator's MEL when appropriately authorized permits operation with inoperative equipment for those aircraft listed in his Operations Specifications. The Operator’s MEL is developed to satisfy i) MMEL ii) Manufacturer’s recommendations iii) Operator’s company Standards and Policies iv) Operator’s general company procedures v) Operator’s Flight Operations procedures vi) Operator’s Maintenance procedures. Operator MELs will frequently differ in format and content from the MMEL but they cannot be less restrictive. Operators are responsible for exercising the necessary control to ensure that an acceptable level of safety is maintained. This includes a repair program embracing the parts, personnel, facilities, procedures, and schedules to ensure timely clearance of deferred items. Suitable conditions and limitations in the form of placards, maintenance procedures, crew operating procedures, and other restrictions that are necessary must be specified. In operating with multiple inoperative items, the interrelationships between those items and the effect on airplane operation and crew workload must also be considered. MEL Repair Interval As The MEL is not intended to provide for continued operation of an aircraft for an unlimited period of time. Repairs should be made as soon as possible within the time limit imposed by Rectification Intervals. Rectification Intervals (A, B, C, and D) have been introduced in accordance with definitions of JAR-MMEL/MEL Category A. Items in this category must be repaired within the interval stated in the operator's approved MEL. Category B. Items in this category must be repaired within 3 consecutive calendar days (72 hours), excluding the day the malfunction was recorded in the maintenance record (logbook). Category C. Items in this category must be repaired within 10 consecutive calendar days (240 hours), excluding the day the malfunction was recorded in the maintenance record (logbook). Category D. Items in this category are those which are in excess of regulatory requirements. They include items that may be installed, deactivated, or removed at the discretion of the operator. They may be added to the operator's MEL but are not required by the MMEL or are required only for a given type of operation. These must be repaired within 120 consecutive calendar days, excluding the day the malfunction was recorded in the maintenance record (logbook). Dispatch of the aircraft is not allowed after expiry of the Rectification Interval specified in the MEL unless the Rectification Interval is extended in accordance with the following: A one time extension of the applicable Rectification Interval B, C, or D, may be permitted for the same duration as that specified in the MEL provided:
i) A description of specific duties and responsibilities for controlling extensions is established by the operator, and ii) The Authority is notified within 10 days of any extension authorised. Approval of Operator MEL When reviewing the proposed MEL, the Airworthiness Authority will check for the following: i) Nothing is contained in the MEL that is less restrictive than the MMEL. ii) Nothing contradicts the FAA approved Airplane Flight Manual iii) Nothing violates any limitations and conditions stipulated by ADs issued against the aircraft iv) Operations (0) and maintenance (M) procedures required by the MMEL are adequate v) A defined management control process for administration of the MEL
Deferral Procedures Once it has been determined that an item is deferrable, a decision is made to defer or fix it. This normally involves, at the minimum, station maintenance personnel and the pilot in command. However, in many instances flight dispatch, maintenance engineering, and a central maintenance control or quality control organization will be a party to the decision. Some airlines designate, in the body of their MEL, specific individuals or organizations that have deferral authority for each item listed in their MEL. After the decision is made to defer, specific actions will be taken by various organizations. Station maintenance personnel will: Properly secure the deferred item in accordance with company procedures. Appropriately, placard the cockpit. Clear the aircraft log by transcribing the item from the airplane log to a deferred maintenance log or its equivalent. The deferred log is carried aboard the airplane and is available to the pilot in command. Notify the record-keeping function within the airline so that the necessary bookkeeping will take place, thus ensuring that the item is properly tracked and scheduled for later repair within allowable time limits. Notify dispatch and/or the pilot in command that the item is deferred. Notify any other organizations within maintenance that may be affected by the deferral; for example, main base stores, line station maintenance, central maintenance control. Dispatch and/or the pilot in command shall, as appropriate, Observe any special limitations or modified operating procedures attendant to the deferred item. Notify other operations organizations and line stations affected by the deferral. Maintenance control or other appropriate organization charged with tracking deferred items and scheduling will take appropriate action to clear the item from the deferred log within the allowed time for deferral.
CONFIGURATION DEVIATION LIST (CDL) Introduction During the course of operation, certain secondary airframe or engine parts may be missing from the aircraft. Normally these will be access doors, fairings and non-structural parts. Absence of these parts does not adversely affect the basic aircraft handling and performance. As such they are not considered as airworthiness items Definition Configuration Deviation List (CDL) is a means of releasing the aircraft with items missing from aircraft standard design configuration. Determination of items is done during type certification itself i.e. they have been flight tested during certification. The CDL is a part of the Approved Aircraft Manual. Handling CDL items Although the concept of Rectification Interval does not exist for the CDL, all CDL items are not allowed to be left unrepaired for an unlimited period of time as stated in the Flight Manual. However, a specific time limit is required in the dispatch condition itself for some items. Decision for repair is under the operator responsibility. It is company policy that every effort be made to maintain 100 % serviceability with rectification being initiated at the first practical opportunity. An aircraft must not be dispatched with multiple MEL/CDL items inoperative without the Commander having first determined that any interface or interrelationship between inoperative systems or components will not result in a degradation in the level of safety and/or undue increase in crew workload. In case of defect, engineering personnel will certify in the Technical Log adjacent to the appropriate defect the MEL / CDL subject title, system and item number together with any operational limitations. When applicable, operational flight plan, take off and landing performance and fuel requirement penalties must be taken into account due to inoperative equipment or component. When a CDL item is rectified, engineering personnel should make an entry in the Technical Log identifying the item and details of the rectification, including a statement that the CDL item has been removed.
MAINTENANCE CHECKS Introduction With the MRB Report finalised, the maintenance programme for the aircraft is approved by the certifying Airworthiness Authority. However MRB reports on its own cannot be used directly. As MRB only define the basic type configuration, it will not cover buyer furnished items such as customised avionics package and in-flight entertainment systems. Another document is needed before a complete maintenance programme can be derived. Maintenance Planning Document The aircraft manufacturers produce the Maintenance Planning Document (MPD). It supplements the MRB and is advisory. It includes buyer furnished equipment and is customised to suit the airline’s fleet. Some manufacturers will also include information from Service Bulletins, Service Letters and other sources. A scheduled maintenance program is constructed from the MRB report and the materials contained in the MPD. Included in the MPD are: i) Maintenance labour-hours estimates for tasks ii) Facilities and tooling recommendations iii) Recommended optional maintenance tasks iv) Administrative process and planning information, including packaging methods The airline builds its maintenance programme around the MPD. Task cards The smallest unit in a maintenance programme is a task. These individual tasks are printed on individual card for action by the maintenance crew. Task cards translate individual inspections, checks, or other maintenance work into specific task instructions to be followed by individual certifying staff when performing work. They provide space for individual signoff by the certifying staff accomplishing the work and the appropriate inspector sign-off for Duplicate Inspection Items. They are a part of the aircraft maintenance record. They are divided into two categories, routine and non-routine. Routine cards are those tasks defined by the inspection program. They come from the scheduled maintenance program. Non-routine discrepancy cards document discrepancies discovered during the conduct of a given inspection or other maintenance activity. They are ad hoc word instructions addressing the specific repair task to be accomplished. Deficiencies discovered during flight are not recorded on non-routine cards. Rather the pilot in the aircraft technical logbook or the cabin crew in the cabin log enters them.
CERTIFICATE OF MAINTENANCE REVIEW Introduction An aircraft registered in the Pakistan, in respect of which a Certificate of Airworthiness in the Transport Category (Passenger), Transport Category (Cargo) or Aerial Work Category and Private is in force, shall be subject to a maintenance review at intervals specified in the Approved Maintenance Schedule or the relevant Approval Document of the Maintenance Schedule, as appropriate. At the completion of a review, a Certificate of Maintenance Review shall be issued. General Rules The Signatory shall only issue a Certificate of Maintenance Review when satisfied, at the time of the review, that the following aspects of maintenance have been carried out: i) All maintenance specified in the Approved Maintenance Schedule has been carried out within the prescribed time period and any extension to limiting periods is in accordance with PCAA approved procedures. ii) All modifications and inspections deemed mandatory by the PCAA have been carried out within the prescribed time periods and any extension to limiting periods has been authorized by the PCAA. Due account must be taken of any repetitive inspections. iii) All defects entered in the Technical Log have been rectified or deferred in accordance with PCAA Approved procedures. iv) All Certificates of Release to Service required have been issued in accordance with the procedures of BCAR A6–7 The time intervals for the Certificate of Maintenance Review will be specified on a calendar ‘not exceed’ basis only and therefore, it is not necessarily intended to align with any check except for the renewal of the certificate of airworthiness. The issue of Certificate of Maintenance Review should not exceed 4 calendar **months for all aircraft type except for private category aircraft of less than 2730kg MTWA, which shall not exceed 1 year. A certificate of maintenance review shall be issued in duplicate. One copy of the most recently issued certificate shall be carried in the aircraft and the operator elsewhere than in the aircraft shall keep the other.
TECHNICAL LOG A technical log shall be maintained in respect of a Pakistan registered aircraft if in relation to such aircraft a certificate of airworthiness in either the transport or in the aerial work category is in force. General Rules At the end of every flight by an aircraft, the commander of the aircraft shall enter— (i) the times when the aircraft took off and landed; (ii) particulars of any defect which is known to him and which affects the airworthiness or safe operation of the aircraft, or if no such defect is known to him, an entry to that effect shall be made; and (iii) such other particulars in respect of the airworthiness or operation of the aircraft as the Director General may require, in a technical log, or in the case of an aircraft of which the authorised maximum total weight does not exceed 2,730 kilogrammes and which in private or special category, in such other record as shall be approved by the Director General. Upon the rectification of any defect which has been entered in a technical log a person issuing a certificate of release to service required in respect of that defect shall enter the certificate in the technical log in such a position as it will be readily identifiable with the defect to which it relates. Basic Technical Log Requirements The Technical Log shall contain the following: i) A Title Page with the registered name and address of the Operator, the aircraft type and the full international registration marks of the aircraft; ii) A valid Certificate of Maintenance Review iii) A Maintenance Statement of the next inspection due, to comply with the inspection cycle of the Approved Maintenance Schedule and any out of phase inspection or component change due before that time; A readily identifiable section containing sector record pages. Each page shall be pre-printed with the Operator’s name and page serial number and shall make provision for recording the following: i) The aircraft type and registration mark; ii) The date and place of take-off and landing; iii) The times at which the aircraft took off and landed; iv) Particulars of any defect in any part of the aircraft affecting the airworthiness or safe operation of the aircraft which is known to the Commander or, if no such defect is known to him, an entry to that effect; v) The date and signature of the Commander following completion of item vi) The arrival fuel state; vii) A Certificate of Release to Service in respect of any work carried out for the rectification of defects. This certificate shall be entered in such a position and manner as to be readily identifiable with the entry of the defect to which it relates;
viii) The quantities of fuel and oil uplifted, and the quantity available in each tank, or combination of tanks, at the beginning of each flight; ix) The running total of flying hours, such that the hours to the next inspection can be readily determined; x) Provision for pre-flight and daily inspection signatures; xi) The times when ground de-icing was started and completed. A readily identifiable section containing acceptable deferred defect record pages. Each page shall be pre-printed with the Operator’s name and page serial number and shall make provision for recording the following: i) A cross-reference for each deferred defect such that the original defect can be clearly identified in the sector record page section; ii) The original date of occurrence of the defect deferred; iii) Brief details of the defect; iv) A cross-reference for each deferred defect such that the action in respect of such deferred defect can be readily identified on the sector record page. Retention of Records The technical log shall be carried in the aircraft as required and copies of the entries shall be kept on the ground: A technical log or such other approved record required by PCAA shall be preserved by the operator of the aircraft to which it relates until a date two years after the aircraft has been destroyed or has been permanently withdrawn from use, or for such shorter period as the Director General may permit in a particular case. Adequate arrangements shall be made to extract information recorded in the Technical Log for use by the Maintenance Organization. DUPLICATE INSPECTION Definitions Vital Point. Any point on an aircraft at which single mal-assembly could lead to catastrophe, i.e. result in loss of aircraft and/or in fatalities. Certain parts in an aircraft ’s structure or system (including controls and control systems) which are vital to the safety of the aircraft, are not only designed to achieve the appropriate high integrity but are also dependent upon specified maintenance actions to safeguard their integrity throughout the life of the aircraft. For such parts normal inspection procedures and techniques may not provide verification with a sufficiently high degree of confidence, and it will be necessary for two independent (duplicate) inspections to be carried out after initial assembly, or re-assembly following disconnection or adjustment The vital points shall be identified and listed in the maintenance documents. Control System. A system by which the flight path, attitude, or propulsive force of an aircraft is changed, including the flight, engine and propeller controls, the related system controls and the associated operating mechanisms. Duplicate Inspection. An inspection first made and certified by one qualified person and subsequently made and certified by a second qualified person.
Procedures – General A duplicate inspection of all Vital Points/Control Systems in an aircraft shall be made after initial assembly and before a Certificate of Release to Service has been issued after overhaul, repair, replacement, modification or adjustment and, in any case, before the first flight. The first and second inspections must take account of the full extent of the work undertaken and not simply the immediate area of disturbance. This is to ensure that distant or remote parts of the system that may have been affected by the disturbance are also subject to duplicate inspections. Where work has been carried out on other systems for safety precautions, or to enhance accessibility, the need to carry out a duplicate inspection on these systems shall be considered. Persons who carry out and certify duplicate inspections are therefore required to undertake an independent review of the complete task, as detailed in the maintenance manual and by reference to worksheets used, including shift hand-over records, to assess the scope of the duplicate inspection(s)required. It may not be possible to inspect the complete Vital Point/Control System when assembled in the aircraft, due to routing the controls through conduits or boxed-in sections and the presealing of various units. In these cases the persons certifying the duplicate inspection shall be satisfied that a duplicate inspection has been made previously on the units and covered sections and that the sealed units are acceptable for the particular use. Such tests as are necessary shall be completed to determine that these particular units and sections have full, free and correct directional movement. Vital Points/Control Systems subject to duplicate inspection must not be disturbed or readjusted after the first certified inspection and the second part of the duplicate inspection must, as nearly as possible, follow immediately after the first part. It is desirable that the inspections of a Control System are made as near as is practicable to the time of the intended flight and that the full extent of the disturbance is understood by both persons who carry out the duplicate inspections. If a Vital Point/Control System is disturbed after completion of the duplicate inspection, that part that has been disturbed shall again be inspected in duplicate and a Certificate of Release to Service issued before the aircraft flies. The duplicate inspection shall be the final operation to establish the integrity of the Vital Point/Control System when all the work has been completed and shall take into account all the relevant instructions and information contained in the associated technical data. Inspections shall include an inspection to ensure that full, free and correct movement of the controls is obtained throughout the systems relative to the movements of the crew controls. An additional inspection shall be made, when all covers and fairings are finally secured, to ensure that full, free and correct movement of the controls is obtained. Signatories Persons qualified to make the first and/or second part of a duplicate inspection are as follows: i) Aircraft engineers appropriately licensed in Categories A, B,C,D and X. ii) Persons employed by Approved Organisations, who are appropriately authorized to make such inspections and to certify the task itself in accordance with company procedures.
iii) Should a minor adjustment of the Vital Point/Control System be necessary when the aircraft is away from base, the second part of the duplicate inspection may be completed by a pilot or flight engineer licensed for the type of aircraft concerned MAINTANENCE, REPAIR AND OVERHAUL MANUAL Introduction Manuals containing information and recommendations necessary for the maintenance, overhaul and repair of aircraft, including engines and auxiliary power units, propellers, components, accessories, instruments, electrical and radio apparatus and their associated systems, and radio station fixed fittings, shall be provided by the constructor/manufacturer/Type Design Organisation to comply with the procedures outlined in this BCAR Chapter A5-3 for aircraft to be granted a Certificate of Airworthiness. General Except as otherwise agreed by the PCAA, manuals shall be certificated and published under the authority of the appropriate Approved Organisation and shall accurately reflect the design and production standard of the item concerned Manuals, published by an Approved Organisation, must bear a statement that they comply with BCAR A5-3. A copy of each certified manual must be lodged with the PCAA. STATEMENT OF INITIAL CERTIFICATION signifies PCAA’s approval of the manuals. Engine, auxiliary power unit and propeller constructors and manufacturers of other components shall provide the aircraft Type Design Organisation with certified manuals which relate to those of their products installed in the aircraft. In the case of approved products the certified manuals shall be provided by the manufacturer, or produced by the aircraft Type Design Organisation in collaboration with the manufacturer. All manuals shall be adequately illustrated and include such instructions and information considered necessary to meet the requirements of Continued Airworthiness. Manuals conforming with the Specification for Manufacturers ’ Technical Data – Air Transport Association of America – Specification No.100,would also be acceptable as a basis for compliance, subject to the inclusion of any variations from the Specifications which may be required by the DCA and which are defined to the Applicant. ATA Specification 100 ATA Specifications 100 has been adopted as a global standard with regards to Engineering Manuals Specifications. These standards has been adopted by both IATA and ICAO and followed by all aircraft and parts manufacturer. The intentions of the Specification are (1) To clarify the general requirements of the airline industry with reference to coverage and preparation of technical data. (2) To provide an airline with all necessary data for the operation, maintenance, overhaul, repair of aircraft, engines and equipment. (3) To permit maximum usage without the necessity of rewriting to meet individual airline requirements. (4) To standardise manual layout, format of manuals (5) Specify Revisions Procedures for the issue of Service Bulletin
The manual defined and described by ATA Specification 100 are as follows: Maintenance Manual, Overhaul Manual, Illustrated Parts Catalogue, Tool and Equipment lists, Wiring Diagram Manual, Service Bulletins, Structural Repair Manual, Weight and Balance Manual. The following list of systems, sub-systems and titles shows examples of the breakdown of a typical manual according to ATA 100. The major divisions are termed 'Group', each group being divided into chapters and allocated blocks of chapter numbers. Thus. GROUP CHAPTER NUMBERS Aircraft General 1 -19 Aircraft Systems 20-49 Structures 50-59 Propellers/Rotor 60-69 Power Plant 70-89 Each chapter is arranged alphabetically in a group and is divided into sections and then further sub-divided into designated subjects by a "dash number". EXAMPLE ATA 24 – 21 – 8 24 21 8 Chapter Section Subject or System Sub-system Topics Electrical Power Main Generation Voltage Regulator
The manuals are also required as a part of Instructions for Continued Airworthiness requirement of the Type Certificates/Supplementary Type Certificates of the aircraft. The Instructions for Continued Airworthiness will determine the required number of manuals required but the broad listing are as follows: Maintenance Manuals (MM) A manufacturer's maintenance manual is the primary reference tool for the LAE working on aircraft. Airframe maintenance manuals generally cover an aircraft and all of the equipment installed on it when it is in service. Powerplant maintenance manuals, on the other hand, cover areas of the engines that are not dealt with in the airframe manual. Maintenance manuals provide information on routine servicing, system descriptions and functions, handling procedures, and component removal and installation. In addition, these manuals contain basic repair procedures and troubleshooting guides for common malfunctions. Maintenance information presented in these manuals is considered acceptable data by the PCAA, and may be approved data for the purpose of major repairs and alterations. Overhaul Manual Overhaul manuals contain information on the repair and rebuilding of components that can be removed from an aircraft. These manuals contain multiple illustrations showing how individual components are assembled as well as list individual part numbers.
Illustrated Parts Catalogue (IPC) Parts catalogues show the location and part numbers of items installed on an aircraft. They contain detailed exploded views of all areas of an aircraft to assist the technician in locating parts. Approved parts are controlled here provided it is current and not superseded by mandatory instructions. Wiring Diagram Manual (WDM) The majority of aircraft electrical systems and their components are illustrated in individual wiring manuals. Wiring manuals contain schematic diagrams to aid in electrical system troubleshooting. They also list part numbers and locations of electrical system components. Structural Repair Manual (SRM) For repair of serious damage, structural repair manuals are used. These manuals contain detailed information for repair of an aircraft's primary and secondary structure. The repairs described in a structural repair manual are developed by the manufacturer's engineering staff, and thus are usually considered approved data by the PCAA. Service Bulletins (SB) and Service Notes One way manufacturers communicate with aircraft owners and operators is through service bulletins and service notes. Service bulletins are issued to inform aircraft owners and technicians of possible design defects, modifications, servicing changes, or other information that may be useful in maintaining an aircraft or component. On occasion, service bulletins are made mandatory and are incorporated into airworthiness directives to correct an unsafe condition.
AIRCRAFT, ENGINE AND PROPELLER LOGBOOKS Introduction In addition to any other logbooks required by or under PCAA, the following logbooks shall be kept in respect of every Pakistan aircraft flying for the purpose of public transport: (a) an aircraft log-book; (b) a separate log-book in respect of each engine fitted in the aircraft; and (c) a separate log-book in respect of each variable pitch propeller fitted to the aircraft In the case of an aircraft having an authorised maximum total weight not exceeding 2,730 kilogrammes the logbooks shall be of a type approved by the Director General. General When all the relevant work has been carried out, a Certificate of Release to Service shall be entered in/attached to the appropriate logbook. Where it is more convenient, the required particulars may be entered in a separate record, but an entry shall be made in the appropriate logbook, containing a summary of the work carried out and a cross-reference to the document containing the Certificate of Release to Service. Full particulars of work done to incorporate modifications shall be entered in the appropriate logbook, quoting the reference number of the appropriate document, e.g. Certification of Compliance Document for a Major modification, Service Bulletin for a mandatory inspection. A Certificate of Release to Service shall be issued, where appropriate, and attached thereto When it is more convenient, the information above may be entered in a separate record, which shall be certified in the same manner as that required for entry in the appropriate logbook. The reference number of this record, and the place where it may be examined, shall be entered in the logbook under a brief description of the particular modification. A similar record shall be kept when logbooks are not required. All relevant records of mandatory inspections, overhauls, modifications, repairs and replacements shall be made available to the PCAA for examination on request, and these shall not be destroyed without authorization from the PCAA. NOTE: The log books, and other documents which are identified and referred to in the log books (therefore forming part of the log books) shall be preserved until a date two years after the aircraft, the engine or the variable pitch propeller, as the case may be has been destroyed, or permanently withdrawn from use. Logbook Entries The following entries shall be included in the aircraft log-book: (i) the name of the constructor, the type of the aircraft, the number assigned to it by the constructor and the date of the construction of the aircraft; (ii) nationality and registration marks of the aircraft; (iii) the name and address of the operator of the aircraft; (iv) the date of each flight and the duration of the period between take-off and landing or, if more than one flight was made on that day, the number of flights and the total duration of the periods between take-offs and landings on that day; (v) particulars of all maintenance work carried out on the aircraft or its equipment; (vi) particulars of any defects occurring in the aircraft or in any equipment required to be carried therein the action taken to rectify such defects including a reference to the relevant entries in the technical log
(vii) particulars of any overhaul, repair, replacement and modification relating to the aircraft or any such equipment except its engines and propellers. The required entries for engine and propeller log-books are similar except certain items which are peculiar to them like i) part and serial number ii) the location of installation iii) overhaul life etc. With ETOPS operations, APU logbooks are also mandatory.
10.7 a) Applicable National and international requirements for b) Continuing airworthiness; Test flights; ETOPS, maintenance and dispatch requirements; All Weather Operations, Category 2/3 operations and minimum Equipment requirements.
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EXTENDED TWIN ENGINE OPERATIONS (ETOPS) Introduction ETOPS (Extended Twin Operations) is defined by ICAO to describe the operation of twinengined aircraft over a route that contains a point further than one hour's flying time, at the approved one engine inoperative cruise speed (under standard conditions and in still air), from an adequate airport. Regulations ETOPS requirements are essentially the same for all the airworthiness authorities and are detailed in the following regulations: - FAA issued Advisory Circular (AC) 120-42A which provides the criteria for 75-, 120- and 180-minute operations, - the European Joint Airworthiness Authorities (JAA) developed the Advisory Material Joint (AMJ) 120-42 with provisions for accelerated approval for 75-, 120- and 180-minute operations (currently published as Information Leaflet (IL) number 20). PCAA regulations with regards to ETOPS are also derived from above. ETOPS Approval The approval process is summed thus - Manufacturer must obtain ETOPS Type Design Approval - The operator must obtain ETOPS Operational Approval ETOPS Type Design Approval It is the responsibility of the aircraft manufacturer to ensure that the aircraft's design satisfies the ETOPS regulations. Once the airworthiness authorities have agreed that the candidate aircraft engine combination meets the requirements of the applicable regulations, the authorities declare this aircraft type capable of flying ETOPS for a given maximum diversion time. The ETOPS capability of the aircraft-engine combination is declared in the following documents approved by the Airworthiness Authorities - Type Certification Data Sheet (TCDS), - Aircraft Flight Manual (AFM), - Configuration, Maintenance and Procedures Standards (CMP), - Master Minimum Equipment List (MMEL). The continuality of the ETOPS Type Design Approval is dependent on satisfactory global inservice experience of the said type. This is under the purview of the type certifying authority. For example, the FAA, for Boeing and other American aircraft and the JAA, for Airbus and other European aircraft. ETOPS Operational Approval An operator’s twin-engine aircraft can only operate ETOPS flight unless authorized by Operation Specification Approval (for both Maintenance and Flight Operations) issued by the local Airworthiness Authority, PCAA for Pakistan.
The operator has to prove that it has the appropriate experience with the considered airframe/engine combination and, that it is familiar with the considered area of ETOPS operation. ETOPS Operational Approval issued by PCAA does not refer only to the approval of the operator's flight operations organisation and procedures but, more broadly, to all of the following aspects: aircraft configuration, maintenance practices, ETOPS training and dispatch practices. On the satisfaction of the PCAA that the above conditions are met, these documents are amended: iv) Crew Manual / Operation Manual v) Operator’s MEL vi) Company’s Engineering Manual Specific manual for all company ETOPS-related engineering procedures is mandatory and this is the ETOPS Maintenance Manual. Upon satisfactory application, the PCAA will grant to the airline an Operational Approval to conduct ETOPS flight with a given maximum diversion time. This Operational Approval can be in the form of an approved Operations Specification containing the appropriate limitations. The ETOPS Operational Approval is for 75, 90, 120, 138, 180, and 207 minutes not exceeding the Type design approval for the aircraft itself. PCAA currently provides ETOPS operational approval on a route-to-route basis. Maximum permitted diversion time upon entry into service of airframe/engine combination is 120 minutes. The continuality of the ETOPS Operational Approval shall depend on the good In-Flight Shutdown (IFSD) rate for the operator’s ETOPS fleet. Any ETOPS-related incident must be highlighted to PCAA within 24 hours.
A non-ETOPS flight will be constrained by the shaded 60 min flight-time circles. A 120 min ETOPS flight-time circles would permit a direct routing.
ALL WEATHER OPERATIONS Introduction The term All Weather Operations is used to describe aircraft operations under all runaway visibility conditions with regards to takeoff, landing and taxi. The special emphasis is on poor visibility conditions. The regulation covering this is JAR-AWO (All Weather Operations). The JAR-AWO is made of
i) Category I (CAT I) ii) Category II (CAT II) iii) Category III (CAT III) iv) Low Visibility Take Off (LVTO) v) Low Visibility Taxi (LV TAXI)
The objective of CAT II / CAT III operations is to provide a level of safety when landing in low visibility conditions, equivalent to that of 'normal' operating conditions. Category II / Category III constitutes the main part of All Weather Operations (AWO). CAT I refers to good visibility i.e. 'normal' operating conditions.
Decision Height (DH) To understand the concepts of CAT-II/CAT-III operations, it is essential to understand the term decision height (DH). Decision height is the wheel height above the runway elevation by which a go-around must be initiated unless adequate visual reference has been established and the aircraft position and approach path have been assessed as satisfactory to continue the approach and landing in safety. The DH is measured by means of radio-altimeter.
Runaway Visual Range (RVR): Another term encountered is the Runway Visual Range (RVR). It is the range over which a pilot of an aircraft on the centerline of the runway can see the runway surface markings or the lights delineating the runway or identifying its centerline.
Category II (CAT II) category II approach is a precision instrument approach and landing with decision height lower than 60m (200ft) but not less than 30m (100ft), and a runway visual range not less than 350m (1200ft). The main objective of CAT II operations is to provide a level of safety equivalent to other operations, but in more adverse weather conditions and lower visibility. CAT II weather minima allow sufficient visual references at DH to permit a manual landing (or a missed approach) to be executed.
Category III (CAT III) The main difference between CAT II / CAT III operations is that Category II provides sufficient visual reference to permit a manual landing at DH, whereas Category III does not provide sufficient visual references and requires an automatic landing system. CAT Ill is divided in three sub-categories: CAT III A, CAT III B, and CAT III C, associated with three minima levels (CAT III A is associated with highest minima, and CAT III C with lowest minima). An automatic landing system is mandatory to perform Category III operations. Its reliability must be sufficient to control the aircraft to touchdown in CAT III A operations and through rollout to a safe taxi speed in CAT III B.
CAT IIIA A category III A approach is a precision instrument approach and landing with no decision height or a decision height lower than 100ft (30m) and a runway visual range not less than 700ft (200m).
CAT IIIB A category III B approach is a precision approach and landing with no decision height or a decision height lower than 50ft (15m) and a runway visual range less than 700ft (200m), but not less than 150ft (50m). CAT IIIC A category III C approach is a precision approach and landing with no decision height and no runway visual range limitation. CAT III C operations are not currently authorized by Airworthiness Authorities.
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Organizational Structure Pakistan International Airlines
Chief Engineer Line Maint
Chief Engineer Base Maint
Chief Engineer Cabin Maint
MD PIA (AM for EASA 145) Director Engineering (D AM) Chief Engineer Power Plant Over Haul
Chief Engineer AV OH
Chief Engineer Awn Man.
Chief Enginee r HR/ TRG/ Auto
Chief Engineer Engg BusinessD dvelopme nt
Chief Engineer Maint Operation Center
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