B 10e Student Resources

Student Resource

Subject B-10e Aviation Legislation (EASA)

Copyright © 2008 Aviation Australia All rights reserved. No part of this document may be reproduced, transferred, sold, or otherwise disposed of, without the written permission of Aviation Australia.

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Part-66 Subject

B-10e Aviation Legislation (EASA)

CONTENTS Definitions

3

study resources

4

introduction

5

Regulatory Framework

10.1-1

Part-66 Certifying Staff-Maintenance

10.2-1

Part 145 Approved Maintenance Organisations

10.3-1

EU-OPS

10.4-1

Aircraft Certification - General

10.5.1-1

Aircraft Certification - Documents

10.5.2-1

Part - M

10.6-1

Applicable National and International Requirements - Maintenance

10.7.1-1

Applicable National and International Requirements – Airworthiness

10.7.2-1

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DEFINITIONS Define 

To describe the nature or basic qualities of.



To state the precise meaning of (a word or sense of a word).

State 

Specify in words or writing.



To set forth in words; declare.

Identify 

To establish the identity of.



Itemise.

List Describe 

Represent in words enabling hearer or reader to form an idea of an object or process.



To tell the facts, details, or particulars of something verbally or in writing.

Explain 

Make known in detail.



Offer reason for cause and effect.


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STUDY RESOURCES Part M Part 66 Part 145 EU OPS 1 Regulation 1592/2002 Regulation 1702/2003 Part 21 B-10e Student Resource


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INTRODUCTION The purpose of this subject is to familiarise you with European Aviation Safety Agency Legislation and Documentation involved with aviation maintenance. On completion of the following topics you will be able to: Topic 1

Regulatory Framework Define the role of the International Civil Aviation Organisation. Define the role of the Member States and National Aviation Authorities (NAAs). Define the role of the Europe Aviation Safety Agency (EASA). Define the role of the European Commission. Define the relationship between EU-OPS and the following parts:

Topic 2



Part 21.



Part-M.



Part-145.



Part-66.



Part-147.

Part-66 ‘Certifying Staff – Maintenance’ Describe the requirements of Part-66 for Licensing of Maintenance Personnel (Certifying Staff – Maintenance) in detail. Describe Licence categories and applicability. Describe the Area and Extent of limitations and ‘privileges’ within the Categories.

Topic 3

Part-145 ‘Approved Maintenance Organisations’ Describe the Part-145 regulation in detail.

Topic 4

EU-OPS State the requirements of Commercial Air Transport/Commercial Operations. State the requirements of Air Operators Certificates. State the operators responsibilities, regarding: 

Continuing Airworthiness.



Aircraft Maintenance.

List the Documents to be carried onboard Air Transport/Commercial aircraft. Identify aircraft placarding (Markings). Topic 5.1 Aircraft Certification - General State certification rules such as: 

EACS 23 / 25 / 27 / 29

State the following types of certification; 

Type Certification



Supplementary Type Certification.

State Part-21 Design / Production Organisation Approvals. Issue B: January 2008

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Topic 5.2 Aircraft Certification - Documents Explain Certificate of Airworthiness Categories, purposes of Flight Explain the requirements of the following; 

Certificate of Registration



Noise Certificate



Weight Schedule.

Explain Radio Station licence and approval. Topic 6

Aircraft Certification - Documents Describe the Part M Regulation and sub-sections

Topic 7.1 Applicable National and International Requirements - Maintenance Describe the purpose and documentation related to the following; 

Maintenance Programmes



Maintenance Checks and Inspections.



Master Minimum Equipment list.



Minimum Equipment List.



Dispatch Deviation list.



Airworthiness Directives



Service Bulletins, Manufacturers Service Information



Modifications and Repairs



Maintenance Records.



Maintenance documentation:



Maintenance Manuals



Structural Repair Manuals



Illustrated Parts Catalogue

Topic 7.2 Applicable National and International Requirements - Airworthiness State the purpose and documentation related to the following; 

Change of ownership



Continuing Airworthiness



Test flights.

Define ETOPS, maintenance and despatch requirements. Define All Weather Operation Category 2/3 operations and minimum equipment requirements.


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TOPIC 1: REGULATORY FRAMEWORK  ABIP

Advisory Body of Interested Parties.

 AMC

Acceptable Means of Compliance.

 AOC

Air Operators Certificate.

 DOA

Design Organisation Approval.

 EASA

European Aviation Safety Agency.

 EC

European Commission.

 EU

European Union.

 GM

Guidance Material.

 IR

Implementing Rules.

 JAA

Joint Aviation Authority.

 JAR

Joint Aviation Requirement.

 MOA

Maintenance Organisation Approvals.

 NAA

National Aviation Administration.

 POA

Production Organisation Approval.

Aviation engineering and maintenance is strictly regulated. Regulations control the design, construction, operation and maintenance of aircraft and components. After an aircraft has been designed, built and successfully tested, a Type Certificate is issued. A type certificated aircraft can then be placed on a country’s register and given international and registration markings. (Certificate of Registration). Each individual aircraft also requires a Certificate of Airworthiness to prove that it is in a safe condition for flight, and meets all the regulatory requirements. When an organisation wishes to use the aircraft for transportation, it must obtain an Air Operators Certificate. Aircraft operators must maintain their fleet to approved schedules of maintenance. Operators must maintain records of all work carried out, and will also have a Reliability Program that tests the adequacy of the approved maintenance schedule. For consistency of standards on an international basis, operators follow the recommendations laid down by the International Civil Aviation Organisation (ICAO).

International Civil Aviation Organisation (ICAO) Convention on International Civil Aviation (also known as Chicago Convention), was signed on 7 December 1944 by 52 States. Pending ratification of the Convention by 26 States, the Provisional International Civil Aviation Organization (PICAO) was established. It functioned from 6 June 1945 until 4 April 1947. By 5 March 1947 the 26th ratification was received. ICAO came into being on 4 April 1947. In October of the same year, ICAO became a specialized agency of the United Nations linked to Economic and Social Council (ECOSOC). There are 96 articles of the convention which establish the privileges and restrictions of all contracting states, and provide for the adoption of International Standards & Recommended Practices (SARPs) regulating international air Topic 1: Regulatory Framework Issue B: January 2008

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transport. These articles provide a means to secure international co-operation and uniformity in regulations and standards. The European Union is a contracting state to ICAO. EASA and other National Aviation Administrations (NAA), is given powers by European Parliament to enforce and implement conformity with ICAO. The organisation is made up of an Assembly, a Council and a Secretariat. The chief officers are the President of the Council and the Secretary General. The Assembly elects the Council, the governing body for a three year term. The Council is composed of members from 36 states who maintain their offices and conduct their business at the ICAO headquarters. The principal body concerned with the development of technical standards and other provisions is the Air Navigation Commission. Its primary role is to advise the Council of ICAO on air navigation issues. The Air navigation Commission is assisted in its work by the technical personnel of the Air Navigation Bureau, which is part of the Secretariat. ICOA’s Role and Safety Management Systems ICAO differentiates between state safety Programand safety management systems for organisations. In ICAO document 9859 (Safety Management Manual) the safety Programand safety management systems are described as follows:  A safety Programis an integrated set of regulations and activities aimed at improving safety.  A safety management system is an organised approach to managing safety, including the necessary organisational structures, accountabilities, policies and procedures. Amendment 30 of ICAO Annex 6 requires organisations (air operators and maintenance organisations) to establish a safety management system that as a minimum: a) identifies safety hazards; b) ensures that remedial action necessary to maintain an acceptable level of safety is implemented; c) provides for continuous monitoring and regular assessment of the safety level achieved; and d) aims to make continuous improvement to the overall level of safety. In addition organisations shall establish an appropriate management structure, assigning responsibilities and accountabilities, and allocating appropriate resources, consistent with the organisation’s stated safety objectives. It also requires real commitment to safety on the part of senior management. Personnel shall fully understand their responsibilities and know what to report, to whom and when. Senior management shall review not only the financial performance of the organisation, but also the safety performance. In order to stimulate reporting by their personnel, the organisations must promote the just culture so that reporters are not exposed to unjust blame. EASA - Position Paper on the compliance of the EASA system and EU-OPS with ICAO Annex 6 safety management systems (SMS) standards and recommended Topic 1: Regulatory Framework Issue B: January 2008

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practices for air operators. An organisation shall establish and maintain an SMS containing the following 4 components and corresponding elements: 1. Safety policy and objectives. a.

Management commitment and responsibilities

b.

Safety accountabilities of managers

c.

Appointment of key safety personnel

d.

SMS implementation plan

e.

Coordination of emergency response planning. Documentation

2. Safety risk management. a.

Hazard identification process

b.

Risk assessment and mitigation process

3. Safety assurance. a.

Safety performance monitoring and measurement

b.

The management of change

c.

Continuous improvement of the SMS

4. Safety promotion. a.

Training and education

b.

Safety communication

ICAO and EASA system ICAO Annex 6 paragraph 3.2.1: States shall establish a safety Programin order to achieve an acceptable level of safety in the operation of aircraft. Consistent with ICAO Doc. 9859, the EASA system comprises an integrated set of regulations and activities aimed at improving safety

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European Commission (EC) The mission of the European Commission is to promote the general interest of the European Union. It does so by participating in the decision-making process, in particular by presenting proposals for European law, by overseeing the correct implementation of the Treaties and European law, and by carrying out common policies and managing funds. This governance statement covers the internal functioning of the Commission: the factors, strategic planning, the responsibility and accountability mechanisms, the openness and transparency framework, the mechanism to provide for a quality regulatory framework in the EU, and finally the measures to promote ethics within the Commission. The legislation on the Single Market for air transport defines the granting of operating licences, the monitoring of airlines and their access to the market. It guarantees a competitive air transport market, quality services and more transparent fares. Regulation (EC) No 1008/2008 of the European Parliament and of the Council of 24 September 2008 establishing common rules for the operation of air services in the Community (Recast).


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European Aviation Safety Agency (EASA) REGULATION (EC) No 216/2008 on common rules in the field of civil aviation and establishing a European Aviation Safety Agency, and repealing Council Directive 91/670/EEC, Regulation (EC) No 1592/2002 and Directive 2004/36/EC The European Parliament of 15 July 2002 established the European Aviation Safety Agency to implement common rules in civil aviation.  The EASA is built on Regulation (EC) No. 1592/2002, which establishes safety objectives at legislative level.  Regulation (EC) No 216/2008 sets common rules in the field of civil aviation and establishing the EASA.  Regulation (EC) No 216/2008 repeals Regulation (EC) No. 1592/2002 The basic regulations cover two areas:  Airworthiness Certification.  Continuing Airworthiness.

Figure 1 EU Regulation Structure


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European citizens should at all times be ensured in civil aviation, by the adoption of common safety rules and by measures ensuring that products, persons and organisations in the Community comply with such rules and with those adopted to protect the environment. This should contribute to facilitating the free movement of goods, persons and organisations in the internal market. In addition, third-country aircraft operated into, within or out of the territory where the Treaty applies should be subject to appropriate oversight at Community level within the limits set by the Convention on International Civil Aviation, signed in Chicago on 7 December 1944 (the Chicago Convention), to which all Member States are parties. The European Aviation Safety Agency is the centrepiece of the European Union’s strategy for aviation safety. Their mission is to promote the highest common standards of safety and environmental protection in civil aviation. A common strategy Air transport is one of the safest forms of travel. As air traffic continues to grow a common initiative is needed at the European level to keep air transport safe and sustainable. The Agency develops common safety and environmental rules at the European level. It monitors the implementation of standards through inspections in the Member States and provides the necessary technical expertise, training and research. The Agency works hand in hand with the national authorities who continue to carry out many operational tasks, such as certification of individual aircraft or licensing of pilots.  EASA is the NAA for the European Community.  It implements the regulations set by the EC.  EASA does not replace a country’s National Aviation Administration.  EASA has a standardisation and oversight function for all aviation safety certification activities of Member States. Member State Obligations Member States may no longer:  Issue their own rules.  Deviate from common rules.  Impose additional requirements.  Conclude arrangements with third countries.


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Member State NAA Roles Providing expertise as appropriate for rulemaking and certification tasks. Issuing individual approvals in their territory (except DOA):  Airworthiness certificates.  Organisations.  Personnel. Taking action if so required to ensure safety or appropriate operational flexibility

EU-OPS 1 EU-OPS 1 is the transition into EC law of JAR-OPS 1, as specified by Regulation (EC) No 1899/2006 of the European Parliament and of the Council of 12 December 2006, amending Council Regulation (EEC) No 3922/1991 on the harmonisation of technical requirements and administrative procedures in the field of civil aviation. It has been implemented under Commission Regulation (EC) No 8/2008 and prescribes requirements applicable for any operator of any aeroplane for the purpose of commercial air transport by any operator whose principal place of business and, if any, registered office is in a Member State. EU-OPS 1 was introduced on 16 July 2008 and is detailed in Commission Regulation (EC) No 859/2008. It has now become effective in all EU Member States and also in Iceland, Norway and Switzerland. It supersedes equivalent national legislation in Member States and in Iceland, Norway and Switzerland, although in EU Member States, implementation of regulatory oversight remains with the designated NAA. EU-OPS is complemented by EASA Part 145 provisions for aircraft maintenance. Both are administered on behalf of the European Commission by EASA, in the case of EU-OPS as only an interim regulatory solution. Once the new EASA Regulatory System of Implementing Regulations (IRs) under Part-OPS has been developed, EU-OPS will be repealed. The target date for this further and final transition has been set in 2012. Part-OPS will cover the air operation of all aircraft except tilt-rotor, airships and UAVs. JAR-OPS 1 remains effective in all other JAA countries although with the entering into force of EC Regulation 216/2008 and the approval of the FUJA II Report, the JAA effectively no longer has a mandate to develop regulations which affect the EU. In addition, the JAA system, including the JAA Liaison Office (LO) at EASA closed on 30 June 2009 and liaison between EASA and the remaining 7 non EASA states using the JAA system has been taken over by EASA until a permanent solution has been implemented. The JAA continued to extend the JARs to IRs for the non-EASA JAA Member States up until the end of June 2009. EU-OPS prescribe requirements applicable to the operation of any civil aeroplane for the purpose of commercial air transport. Applies to aeroplanes only – not helicopters. The aeroplane operator’s principal place of business and, if any, registered office must be in a Member State. An operator shall not operate an aeroplane for the purpose of commercial air transport other than in accordance with EU-OPS. The Regulation applies to A to A operations. Topic 1: Regulatory Framework Issue B: January 2008

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EU-OPS 1– EASA PART 21 An operator will not be granted an AOC, or a variation to an AOC, and that AOC will not remain valid unless:  Aeroplanes operated have a standard certificate of airworthiness issued in accordance with Commission Regulation o

Type-certificates, restricted type-certificates, supplemental typecertificates.

o

Certificates of airworthiness, restricted certificates of airworthiness.

o

Permits to fly and authorized release certificates.

o

Noise certificates.

EU-OPS 1 is complemented by EASA Continuing Airworthiness. The Commission Regulation 2042/2003 covers the procedural requirements for Continuing Airworthiness:  7 Articles (Regulations)  4 Annexes o

Annex 1 Part M

o

Annex 2 Part145

o

Annex 3 Part 66

o

Annex 4 Part 147

EASA PART M (EC) regulation 2042/2003 allows EASA to set acceptable means of compliance and guidance material for complying with the Regulations on the continuing airworthiness of:  Aircraft.  Aeronautical products.  Parts.  Appliances.  Approval of organisations.  Approval of personnel. The Agency should issue certification specifications, including airworthiness codes and acceptable means of compliance, as well as any guidance material for the application of the Basic Regulation and its implementing rules.


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The Part M is divided into 2 sections: Section A Establishes the measures to be taken to ensure that airworthiness is maintained, including maintenance. It also specifies the conditions to be met by the persons or organisations involved in such continuing airworthiness management. Section B Establishes the administrative requirements to be followed by the competent authorities in charge of the application and the enforcement of Section A of this Part.

EU-OPS 1– EASA PART 145 EU-OPS 1 is complemented by EASA Part 145 provisions for aircraft maintenance. Both are administered on behalf of the European Commission by EASA, in the case of EU-OPS as only an interim regulatory solution.

EU-OPS 1– EASA PART 66 EU-OPS 1 is complemented by EASA Part 66 provisions for personnel engaged in aircraft maintenance. Part 66 covers the application of rules for the following:  Licence Application.  Privileges.  Basic knowledge requirements.  Experience requirements.  Type/task training and ratings.

EU-OPS 1– EASA PART 147 EC Regulation 2042/2003 Part147 provides EASA with the authority to implement the rules covering provisions for Maintenance Training Organisations. This section establishes the requirements to be met by organisations seeking approval to conduct training and examination as specified in Part-66. A training organisation shall be an organisation or part of an organisation registered as a legal entity. EC Regulation and EASA rules cover:  Facility requirements.  Personnel requirements.  Records of instructors, examiners and assessors.  Instructional equipment.  Maintenance training material.  Examinations.  Privileges. Topic 1: Regulatory Framework Issue B: January 2008

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TOPIC 2: PART 66 – CERTIFYING STAFF, MAINTENANCE That part of the EU Regulatory System which deals with aircraft maintenance engineer licensing. The main categories of licence issued are all type rated and are only valid when also authorised by a Part 145 Maintenance Organisation. The principle is that they confer Certificate of Release to Service (CRS) certification approval when valid. Work actually carried our prior to such certification may be done by others without such licences working within an approved organisation and under its approved system. Category B1 permits CRS certification in respect of airframe structures, powerplants and mechanically-based electrical systems. Category B2 permits CRS certification in respect of avionics and avionics-based electrical systems. Category C applies to an aircraft in its entirety in respect of CRS certification in base maintenance provided that such an aircraft is wholly within a Part 145 organisation. The system of engineer licensing used in the USA by the FAA is entirely different and not based upon aircraft type ratings.

License Categories There are four categories of Part 66 maintenance engineer licensing:  Category A  Category B1  Category B2  Category C Category A A category A aircraft maintenance licence permits the holder to issue Certificates of Release to Service (CRS) following minor scheduled line maintenance and simple defect rectification within the limits of tasks specifically endorsed on the authorisation. The certification privileges shall be restricted to work that the licence holder has personally performed in a Part-145 organisation. EASA GM 66.A.20 (b) permits tasks to be certified under the Category A certification authorisation as part of minor scheduled line maintenance or simple defect rectification are as specified in EASA AMC (e.g. wheel and brake changes and cabin defects). For the purpose of category A minor scheduled line maintenance means any minor check up to but not including the A check where functional tests can be carried out by the aircrew to ensure system serviceability. In the case of an aircraft type not controlled by a maintenance program based upon the A/B/C/D check principle, minor scheduled line maintenance means any minor check up to and including the weekly check or equivalent. The certification privileges are restricted to work that the authorisation holder has personally performed Category B1 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 Topic 2: Part-66 Certifying Staff-Maintenance Issue B: January 2008

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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. Category B2 A category B2 aircraft maintenance licence shall permit the holder to issue Certificates of Release to Service following maintenance on avionic and electrical systems. Category C 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 organisation Subcategories Categories A1 and B1 licences are subdivided into subcategories relative to combinations of aeroplanes, helicopters, turbine and piston engines. The subcategories are: A1 and B1.1 – Aeroplanes Turbine; A1 and B1.2 – Aeroplanes Piston; A1 and B1.3 – Helicopters Turbine; A1 and B1.4 – Helicopters Piston; There are no subcategories for Category B2.

Licence Ratings 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. 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.  Aeroplane turbine — single engine. Topic 2: Part-66 Certifying Staff-Maintenance Issue B: January 2008

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 Aeroplane turbine — multiple engine For category B2 or C:  Aeroplane.  Helicopter. EASA lists aircraft covered by aircraft type ratings. Aircraft type ratings will be used to ensure a common standard throughout the Member States. The inclusion of an aircraft type in the licence does not indicate that the aircraft type has been granted a type certificate in the Member State that issued the licence, this list being only intended for the purpose of maintenance. In order to keep this list current and type ratings consistent, where a Member State needs to issue a type rating that is not included in this list, such information should be first passed on to the Agency. Individual type ratings requiring type training include:  Aeroplanes with a maximum take-off mass of 5700 kg and above.  Helicopters with a maximum take-off mass of 3175 kg and above.  Other complex aircraft requiring type training. Manufacturers group rating (B1, B2 or C) cover a series within an individual type. (for example, A319, A320 and A321). 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.

Requirements for Issue Licence An applicant for an aircraft maintenance licence shall be at least 18 years of age. An application for an aircraft maintenance licence or amendment to such licence shall be made on EASA Form 19 and in a manner established by the competent authority and submitted thereto. An application for the amendment to an aircraft maintenance licence shall be made to the competent authority that issued the aircraft maintenance licence.

Basic Knowledge Requirements An applicant for an aircraft maintenance licence or the addition of a category or subcategory to such an aircraft maintenance licence shall demonstrate, by examination, a level of knowledge in the appropriate subject modules in accordance with Appendix I to Part. 66 The basic knowledge examinations shall be conducted by a training organisation appropriately approved under Part-147 or by the competent authority. 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 Part 66 Such credits shall be established in accordance with Section B, Subpart E of Part 66. Topic 2: Part-66 Certifying Staff-Maintenance Issue B: January 2008

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Basic Experience Requirements An applicant for an aircraft maintenance licence shall have acquired for category A and subcategories B1.2 and B1.4: (i) three years of practical maintenance experience on operating aircraft, if the applicant has no previous relevant technical training; or (ii) 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 (iii) one year of practical maintenance experience on operating aircraft and completion of a Part-147 approved basic training course. An applicant for an aircraft maintenance licence shall have acquired for category B2 and subcategories B1.1 and B1.3: (i) five years of practical maintenance experience on operating aircraft if the applicant has no previous relevant technical training; or (ii) 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 (iii) two years of practical maintenance experience on operating aircraft and completion of a Part -147 approved basic training course. For category C with respect to large aircraft: (i) 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 (ii) 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. For category C with respect to non large aircraft: 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 For category C obtained through the academic route: 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. Part 66 consists of Section A, which sets out requirements and Section B which establishes the administrative requirements of the competent authority (NAA).

Topic 2: Part-66 Certifying Staff-Maintenance Issue B: January 2008

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Continued validity of the aircraft maintenance licence 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, pursuant to 66. B.120. Any certification privileges based upon a aircraft maintenance licence becomes invalid as soon as the aircraft maintenance licence is invalid. The aircraft maintenance licence is only valid when issued and/or amended by the competent authority and when the holder has signed the document.

EASA Forms The following EASA forms are those related to licensing. FORM 1 – Certificate of Return to Service (CRS). EASA FORM 19 – Application for Initial / Amendment / Renewal of Part-66 Licence EASA FORM 26 – Part-66 Aircraft Maintenance Licence


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TOPIC 3: PART 145 APPROVED MAINTENANCE ORGANISATIONS Part 145 establishes the requirements to be met by an organisation to qualify for the issue of an approval for the maintenance of aircraft and components. The regulation is supported with a document which details acceptable means of compliance (AMC’s) and guidance material (GM). It is divided into Section A, the requirements and Section B, the procedure for competent authorities (NAA). Section A has 20 sub-sections that deal with 145.A.10 Scope – aircraft and/or component. 145.A.15 Application –145.A.20 Terms of Approval Appendix II refers. Rating: A1-A4, B-B3, C1-C20, D1, Class A rating can carry out maintenance on installed aircraft and any components, Class B rating can maintain uninstalled engine/APU during base and line maintenance, Class C can maintain uninstalled components intended for fitment to aircraft, Class D is a self contained rating not necessarily related to a specific aircraft, engine or components. Limitations Base: Planned maintenance, A, C & D check capability. Line: troubleshooting, defect rectification, scheduled maintenance, minor repairs and modifications. 145.A.25 Facility Requirements Working environment, equipment, lighting area, temperature control, dust and airborne particle control, noise control and secure storage areas for tooling and equipment. 143.A.30 Personnel Requirements Management structure, adequate numbers of staff with required experience/endorsements and knowledge, man-hour plan with sufficient staff to plan, perform, supervise, inspect and quality monitor the organisation, establish and control the competence of staff. 145.A.35 Certifying staff and category B1 B2 support staff Support staff are those who do not hold necessary certification privileges, both certifying and support staff required relevant aircraft/components training of min 6 months in a 2 year period and a continuation training program, records of licences, endorsements and training completed must also be kept. 145.A.40 Equipment, tools and materials The organisation must have the necessary tools and equipment specified by the manufacturer permanently available and a calibration program for such equipment. 145.A.42 Acceptance of components Components must have shelf life tracking program and adequate segregation for serviceable, unserviceable, unsalvageable, standard parts, raw and consumables parts. An organisation must use EASA Form 1 or equivalent to release components and may fabricate a restricted range of parts.

Topic 3: Part 145 Approved Maintenance Organisations Issue B: January 2008

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Maintenance Organisation Exposition (MOE) The maintenance organisation exposition (MOE) as specified in Part-145 provides an outline of the format of an acceptable maintenance organisation manual.  For larger organisations with more than 10 maintenance staff. Appendix IV of the Acceptable Means of Compliance (AMC) provides an outline of the format of an acceptable for a small organisation with less than 10 maintenance staff. The MOE must contain a list of commercial operators to which the organisation provides an aircraft maintenance service.  A list of subcontracted organisations.  A list of line stations.  A list of contracted organisations. The exposition shall be amended as necessary to remain an up-to-date description of the organisation. The exposition and any subsequent amendment shall be approved by the competent authority It is recommended that a simple exposition status sheet is maintained which contains information on when an amendment was received by the competent authority and when it was approved. The competent authority may define some class of amendments to the exposition which may be incorporated without prior authority approval. In this case a procedure should be stated in the amendment section of the MOE. The exposition chapter dealing with scope of work/approval should not be subject to this procedure. The organisation should submit each exposition amendment to the competent authority whether it is an amendment for approval or a delegated approval amendment. Where the amendment requires approval by the competent authority, the competent authority when satisfied should indicate its approval in writing. Where the amendment has been submitted under the delegated approval procedure the competent authority should acknowledge receipt in writing.

Maintenance Organisation Manual The maintenance organisation manual describes how the MOA intends to carry out maintenance. It lists and describes the following:  Organisational review.  Facilities.  Personnel requirements.  Certifying staff.  Components, equipment and tools.  Maintenance Data.  Component certificate of release to service. Topic 3: Part 145 Approved Maintenance Organisations Issue B: January 2008

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 Maintenance records.  Changes to the approved maintenance organisation.

Limitations on the Organisation This paragraph is intended to cover the situation where the larger organisation may temporarily not hold all the necessary tools, equipment etc., for an aircraft type or variant specified in the organisation's approval. This paragraph means that the competent authority need not amend the approval to delete the aircraft type or variants on the basis that it is a temporary situation and there is a commitment from the organisation to re-acquire tools, equipment etc. before maintenance on the type may recommence.

Facility Requirements Line Maintenance For line maintenance of aircraft, hangars are not essential but it is recommended that access to hangar accommodation be demonstrated for usage during inclement weather for minor scheduled work and lengthy defect rectification.

Base Maintenance For base maintenance of aircraft, aircraft hangars are both available and large enough to accommodate aircraft on planned base maintenance Working Environment For both Line and Base Maintenance, aircraft maintenance staff should be provided with an area where they may study maintenance instructions and complete maintenance records in a proper manner. The working environment including aircraft hangars, component workshops and office accommodation must be such that the effectiveness of personnel is not impaired:  Lighting is sufficient  Temperatures are maintained  Noise levels so not to distract staff but protection equipment supplied if necessary.  All the necessary equipment, tools and material to perform the approved scope of work and that equipment as required is controlled and calibrated.  Secure storage is provided for components, equipment, tools and material.


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Personnel Requirements Accountable Manager The organisation shall appoint an accountable manager who has corporate authority for ensuring that all maintenance required by the customer can be financed and carried out to the standard required by this Part. Dependent upon the size of the organisation, the Part-145 functions may be subdivided under individual managers or combined in any number of ways. Individual Managers The organisation should have, dependent upon the extent of approval, a base maintenance manager, a line maintenance manager, a workshop manager and a quality manager, all of whom should report to the accountable manager except in small Part-145 organisation where any one manager may also be the accountable manager, as determined by the competent authority, he/she may also be the line maintenance manager or the workshop manager. Certifying Staff A 145 organisation carrying out the base maintenance of large aircraft, must have appropriate aircraft type rated certifying staff qualified as category C IAW Part-66 and 145.A.35. In addition, the organisation shall have sufficient aircraft type rated staff qualified as category B1 and B2 (and maintain a register of those staff in the MOE) IAW Part-66 and 145.A.35 to support the category C certifying staff. In the case of base maintenance of aircraft other than large aircraft have either: an appropriate aircraft type rated certifying staff qualified as category B1 and B2 iaw Part-66 and145 or an appropriate aircraft type rated certifying staff qualified in category C assisted by B1 and B2 support staff Quality Manager The accountable manager shall appoint a person with responsibility for monitoring and maintaining a Quality Assurance System to deliver a safe product and remain in compliance with EASA regulations. The organisation shall have a maintenance man-hour plan showing that the organisation has sufficient staff to plan, perform, supervise, inspect and quality monitor the organisation in accordance with the approval. (Reviewed every 3 months) The organisation shall establish and control the competence of personnel involved in any maintenance, management and/or quality audits in accordance with a procedure and to a standard agreed by the competent authority. In the following unforeseen cases, where an aircraft is grounded at a location other than the main base where no appropriate certifying staff are available, the organisation quality dept contracted to provide maintenance support may issue a one-off certification authorisation: (i) to one of its employees holding equivalent type authorisations on aircraft of similar technology, construction and systems; or (ii) to any person with not less than five years maintenance experience and holding a valid ICAO aircraft maintenance licence rated for the aircraft type requiring certification provided there is no organisation appropriately approved under this Part at that location and the contracted organisation Topic 3: Part 145 Approved Maintenance Organisations Issue B: January 2008

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obtains and holds on file evidence of the experience and the licence of that person. Non-Destructive Testing The organisation shall ensure that personnel who carry out and/or control a continued airworthiness non-destructive test of aircraft structures and/or components are appropriately qualified for the particular non-destructive test in accordance with the European or equivalent Standard recognised by the Agency. Any organisation maintaining aircraft, shall in the case of aircraft line maintenance, have appropriate aircraft type rated certifying staff qualified as category B1 and B2 IAW Part-66 and 145. (B1 may carry out and/or control colour contrast dye penetrant tests) Experience The organisation shall ensure that all certifying staff and category B1 and B2 support staff are involved in at least six months of actual relevant aircraft or component maintenance experience in any consecutive two year period. For the purpose of this paragraph ‘involved in actual relevant aircraft or component maintenance’ means that the person has worked in an aircraft or component maintenance environment and has either exercised the privileges of the certification authorisation and/or has actually carried out maintenance on at least some of the aircraft type systems specified in the particular certification authorisation. Training The organisation shall ensure that all certifying staff and category B1 and B2 support staff receive sufficient continuation training in each two year period to ensure that such staff has up-to-date knowledge of relevant technology, organisation procedures and human factor issues. Issue of Approvals For approvals involving more than one Member State the approval should be granted in conjunction with the Member State in whose territory the other maintenance facilities are located. For practical reasons it is recommended that the initial approval should be granted on the basis of a joint audit visit by the approving Member State and the Member State in whose country the facility is located. Audits related to the renewal of the approval should be delegated to the Member State in whose territory the facility is located with the audit form and recommendation submitted to the approving Member State. The approval should be based only upon the organisational capability (including any associated sub-contractors) relative to Part-145 and not limited by reference to EASA/national type certificated products. For example, if the organisation is capable of maintaining within the limitation of Part-145 the Boeing 737-200 series aircraft the approval schedule should state A1 Boeing 737-200 series and not Boeing 737-2H6 which is a particular airline designator for one of many -200 series. The competent authority should indicate approval of the exposition in writing.


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Continued Validity An approval shall be issued for an unlimited duration. It shall remain valid subject to:  The organisation remaining in compliance with this part 145.  The competent authority being granted access to the organisation to determine continued compliance.  The certificate not being surrendered or revoked. Upon surrender or revocation, the approval shall be returned to the competent authority. Findings Level 1 finding is any significant non-compliance with Part-145 which lowers the safety standard and seriously hazards flight safety. Level 2 finding is any non-compliance with the Part-145 which could lower the safety standard and possibly hazard flight safety. After receipt of notification of findings, the holder of the maintenance organisation approval shall define a corrective action plan. It must demonstrate corrective action to the satisfaction of the competent authority.  Within a period agreed with this authority. Scope of Part 145 Approval

Figure 2 Example of Part 145 approval


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Certificate of Release to Service (CRS) There are two types of Certificate of Release to Service:  Aircraft certificate of release to service.  Component certificate of release to service. Aircraft Certificate of Release The aircraft certificate of release to service should contain the following statement: (a) 'Certifies that the work specified except as otherwise specified was carried out in accordance with Part-M and in respect to that work the aircraft is considered ready for release to service'. (b) For a Pilot-owner a certificate of release to service should contain the following statement: ‘Certifies that the limited pilot-owner maintenance specified except as otherwise specified was carried out in accordance with Part M and in respect to that work the aircraft is considered ready for release to service’ Aircraft certificate of release to service is necessary:  Before flight.  At the completion of any defect rectification. Whilst the aircraft operates a flight between scheduled maintenance checks.

Figure 3 Certificate of Release to Service Topic 3: Part 145 Approved Maintenance Organisations Issue B: January 2008

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The certificate of release to service should relate to the task specified in the manufacturer's or operator's instruction or the aircraft maintenance program which itself may cross-refer to a manufacturer's/operator's instruction in a maintenance manual, service bulletin etc. The date such maintenance was carried out should include when the maintenance took place relative to any life or overhaul limitation in terms of date/flying hours/cycles/landings etc., as appropriate. When extensive maintenance has been carried out, it is acceptable for the certificate of release to service to summarise the maintenance so long as there is a unique cross-reference to the work-pack containing full details of maintenance carried out. Dimensional information should be retained in the work-pack record. The person issuing the certificate of release to service should use his normal signature except in the case where a computer release to service system is used. In this latter case the competent authority will need to be satisfied that only the particular person can electronically issue the release to service. One such method of compliance is the use of a magnetic or optical personal card in conjunction with a personal identity number (PIN) known only to the individual, which is keyed into the computer. A certification stamp is optional. At the completion of all maintenance, owners, certifying staff, operators and maintenance organisations should ensure they have a clear, concise, legible record of the work performed. In the case of an M.A.801 (b) 2 release to service, certifying staff should retain all records necessary to prove that all requirements have been met for the issuance of a certificate of release to service.

Authorised Release Certificate EASA Form 1 The EASA Form 1 identifies the eligibility and status of an aircraft component. Completion of the certificate may be in English when it is used for export purposes, otherwise it can be completed in the official language(s) of the Member State concerned. The original certificate must accompany the items and a copy of the certificate must be retained by the organisation that manufactured or maintained the item. Where a single certificate was used to release a number of items and those items are subsequently separated out from each other, then a copy of the original certificate must accompany such items and the original certificate must be retained by the organisation that received the batch of items. Failure to retain the original certificate could invalidate the release status of the items. An equivalent document to an EASA Form 1 A release document issued by an organisation under the terms of a bilateral agreement signed by the European Community; A release document issued by an organisation approved under the terms of a JAA maintenance bilateral agreement until superseded by the corresponding agreement signed by the European Community; A JAA Form One issued prior to 28 Sept 2004 by a JAR 145 organisation approved by a JAA Full Member State; Topic 3: Part 145 Approved Maintenance Organisations Issue B: January 2008

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In the case of new aircraft components that were released from manufacturing prior to the Part-21 compliance date the component should be accompanied by a JAA Form One issued by a JAR 21 organisation approved by a JAA Full Member Authority and within the JAA mutual recognition system; A JAA Form One issued prior to 28 September 2005 by a production organisation approved by a competent authority in accordance with its national regulations. EASA Form 1 An aircraft component which has been maintained off the aircraft requires the issue of a certificate of release to service for such maintenance and another CRS to service in regard to being installed properly on the aircraft when such action occurs. In the case of components in storage prior to Part-145, Part-M and Part-21 and not released on an EASA Form 1 or equivalent in accordance with M.A.501(a) or removed serviceable from active aircraft which have been withdrawn from service, this paragraph ED Decision No 2003/19/RM 28/11/2003 provides additional guidance regarding the conditions under which an EASA Form 1 may be issued . An EASA Form 1 may be issued for an aircraft component which has been:  Released without an EASA Form 1 or equivalent.  Used on an aircraft and removed in a serviceable condition. Examples include leased and loaned aircraft components.  Removed from aircraft which have been withdrawn from service, or from aircraft which have been involved in abnormal occurrences such as accidents, incidents, heavy landings or lightning strikes.  Components maintained by an unapproved organisation. An appropriately rated M.A. Subpart F maintenance organisation may issue an EASA Form 1 as detailed in this AMC sub-paragraph 2.5 to 2.9, as appropriate, in accordance with procedures detailed in the manual as approved by the competent authority. The appropriately rated M.A. Subpart F maintenance organisation is responsible for ensuring that all reasonable measures have been taken to ensure that only approved and serviceable aircraft components are issued an EASA Form 1 under this paragraph. For the purposes of this paragraph 2 only, appropriately rated means an organisation with an approval class rating for the type of component or for the product in which it maybe installed. The EASA Form 1 identifies the eligibility and status of an aircraft component Completion of the certificate may be in English when it is used for export purposes, otherwise it can be completed in the official language of the Member State concerned. The original certificate must accompany the items and a copy of the certificate must be retained by the organisation that manufactured or maintained the item. Where a single certificate was used to release a number of items and those items are subsequently separated out from each other, then a copy of the original certificate must accompany such items and the original certificate must be retained Topic 3: Part 145 Approved Maintenance Organisations Issue B: January 2008

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by the organisation that received the batch of items. Failure to retain the original certificate could invalidate the release status of the items.

Figure 4 EASA Form 1

AMC M.A.302 Maintenance program The term “maintenance program” is intended to include scheduled maintenance tasks the associated procedures and standard maintenance practises. The term “maintenance schedule” is intended to embrace the scheduled maintenance tasks alone. The aircraft should only be maintained to one approved maintenance program at a given point in time. Where an owner or operator wishes to change from one approved program to other, a transfer check or inspection may need to be performed in order to implement the change. The maintenance program details should be reviewed at least annually. As a minimum revisions of documents affecting the program basis need to be considered by the owner or operator for inclusion in the maintenance program during the annual review. Applicable mandatory requirements for compliance with Part-21 should be incorporated into the owner or operator’s maintenance program as soon as possible. The aircraft maintenance program should contain a preface which will define the maintenance program contents, the inspection standards to be applied, permitted variations to task frequencies and where applicable, any procedure to manage the evolution of established check or inspection intervals. Appendix 1 to AMC M.A.302 provides detailed information on the contents of an approved aircraft maintenance program. The approved aircraft maintenance program should reflect applicable mandatory regulatory requirements addressed in documents issued by the TC holder to comply with Part-21.A.61. Topic 3: Part 145 Approved Maintenance Organisations Issue B: January 2008

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Repetitive maintenance tasks derived from modifications and repairs should be incorporated into the approved maintenance program.

Maintenance Data The organisation shall hold and use applicable current maintenance data in the performance of maintenance, including modifications and repairs. ‘Applicable’ means relevant to any aircraft, component or process specified in the organisation’s approval class rating schedule and in any associated capability list. Maintenance data shall be any of the following:  Any requirement, procedure, operational directive or information issued by the authority responsible for the oversight of the aircraft or component.  Any airworthiness directive issued by the authority.  Instructions for continuing airworthiness, issued by type certificate holders.  Any applicable standard practice recognised by the Agency as a good standard for maintenance. Except as specified in sub-paragraph 2, each person or organisation performing aircraft maintenance should have access to and use: (a) all maintenance related Parts and associated AMC’s, together with the maintenance related guidance material, (b) all applicable maintenance requirements and notices such as competent authority standards and specifications that have not been superseded by a requirement, procedure or directive, (c) all applicable airworthiness directives, The appropriate sections of the aircraft maintenance programme, aircraft maintenance manual, repair manual, supplementary structural inspection document, corrosion control document, service bulletins, service sheets modification leaflets, non destructive inspection manual, parts catalogue, type certificate data sheets as required for the work undertaken and any other specific document issued by the type certificate or supplementary type certificate holder’s maintenance data, except that in the case of operator or customer provided maintenance data it is not necessary to hold such provided data when the work order is completed. In addition to sub-paragraph 1, for components each organisation performing aircraft maintenance should hold and use the appropriate sections of the vendor maintenance and repair manual, service bulletins and service letters plus any document issued by the type certificate holder as maintenance data on whose product the component may be fitted when applicable, except that in the case of operator or customer provided maintenance data it is not necessary to hold such provided data when the work order is completed.


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Production Planning The organisation shall have a system appropriate to the amount and complexity of work to plan the availability of all necessary personnel, tools, equipment, material, maintenance data and facilities in order to ensure the safe completion of the maintenance work. When establishing the production planning procedure, consideration should be given to the following:  Logistics.  Inventory control.  Square metres of accommodation.  Man-hours estimation.  Man-hours availability.  Preparation of work.  Hangar availability.  Environmental conditions.  Co-ordination with internal and external suppliers. Shift Handovers The primary objective of the changeover / handover information is to ensure effective communication at the point of handing over the continuation or completion of maintenance actions.

Components, Equipment and Tools Once the applicant for M.A. Subpart F approval has determined the intended scope of approval for consideration by the competent authority, it will be necessary to show that all tools and equipment as specified in the maintenance data can be made available when needed. All such tools should be clearly identified and listed in a control register including any personal tools and equipment that the organisation agrees can be used. For tools required on an occasional basis, the organisation should ensure that they are controlled in terms of servicing or calibration as required. The control of these tools and equipment requires that the organisation has a procedure to inspect/service and, where appropriate, calibrate such items on a regular basis and indicate to users that the item is within any inspection or service or calibration time limit. A clear system of labelling all tooling, equipment and test equipment is therefore necessary giving information on when the next inspection or service or calibration is due and if the item is unserviceable for any other reason where it may not be obvious. A register should be maintained for all the organisation’s precision tooling and equipment together with a record of calibrations and standards used. Inspection, service or calibration on a regular basis should be in accordance with the equipment manufacturers' instructions except where the M.A. Subpart F Topic 3: Part 145 Approved Maintenance Organisations Issue B: January 2008

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organisation can show by results that a different time period is appropriate in a particular case.

Aircraft Defects An assessment of both the cause and any potentially hazardous effect of any defect or combination of defects that could affect flight safety should be made in order to initiate any necessary further investigation and analysis necessary to identify the root cause of the defect. All deferred defects should be made known to the pilot/flight crew, whenever possible, prior to their arrival at the aircraft. Deferred defects should be transferred on to worksheets at the next appropriate maintenance check, and any deferred defect which is not rectified during the maintenance check, should be re-entered on to a new deferred defect record sheet. The original date of the defect should be retained. The necessary components or parts needed for the rectification of defects should be made available or ordered on a priority basis, and fitted at the earliest opportunity.

Occurrence Reporting The aim of occurrence reporting is to identify any condition of the aircraft or component that results or may result in an unsafe condition that hazards seriously the flight safety. Reports to be made within 72 hours. An occurrence reporting system should enable and encourage free and frank reporting of any (potentially) safety related occurrence. This will be facilitated by the establishment of a just culture. An organisation should ensure that personnel are not inappropriately punished for reporting or co-operating with occurrence investigations. The internal reporting process should be closed-loop, ensuring that actions are taken internally to address safety hazards. Feedback to reportees, both on an individual and more general basis, is important to ensure their continued support for the scheme.

Quality System Except as specified in sub-paragraphs 7 and 9, the independent audit should ensure that all aspects of Part-145 compliance are checked every 12 months and may be carried out as a complete single exercise or subdivided over the 12 month period in accordance with a scheduled plan. The independent audit does not require each procedure to be checked against each product line when it can be shown that the particular procedure is common to more than one product line and the procedure has been checked every 12 months without resultant findings. Where findings have been identified, the particular procedure should be rechecked against other product lines until the findings have been rectified after which the independent audit procedure may revert back to 12 monthly for the particular procedure


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TOPIC 4: EU-OPS OPS 1 covers common technical requirements and administrative procedures applicable to commercial air transportation (aeroplanes) – not helicopters. EU-OPS 1 Replaces JAR-OPS 1 and JAR-OPS 3.  EU-OPS 1 entered into force 16 January 2007.  EU-OPS 1 applies from 16 July 2008. OPS 1 covers common technical requirements and administrative procedures applicable to Commercial Air Transportation (aeroplanes). OPS-1 contains subparts A thru S. SUBPART A – Applicability and definitions. SUBPART B – General. SUBPART C – Operator certification and supervision. SUBPART D – Operational procedures. SUBPART E to I – All weather operations and performance. SUBPART J – Mass and Balance (includes weighing). SUBPART K and L – Instruments and equipment communication and navigation equipment. SUBPART M – Aeroplane maintenance. SUBPART N and O – Flight crew and Cabin crew. SUBPART P – Manuals, logs and records. SUBPART Q, R, S – Flight and duty time limitations and rest requirements, Transport of dangerous goods by air, Security.

Air Operators Certificate EU-OPS 1 is the document that prescribes requirements applicable to the operation of any civil aeroplane for the purpose of commercial air transportation and is the document that shows compliance with several annexes of the Chicago Convention. Pg. 1.B.1 para 1.005 states that an operator shall not operate an aircraft unless in accordance with EU-OPS and that the aircraft must be operated in compliance with its Certificate of Airworthiness. Pg. 1.C.1 para 1.175:- an operator shall not operate an aeroplane for commercial air transport unless it is in accordance with the terms and conditions of an Air Operators Certificate. An Air Operators Certificate (AOC) must be issued by a competent authority before an aircraft can be used for commercial air transport. The aircraft to be operated must be registered and have a valid Certificate of Airworthiness (C of A). An operator will not be granted an AOC, or a variation to an AOC and that AOC will not remain valid unless aeroplanes operated have a standard certificate of airworthiness issued in accordance with Commission Regulation (EC) No 1702/2003. Topic 4: EU-OPS Issue B: January 2008

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Air Operators Responsibilities Pg. 1.C.2 para 1.185 Initial application shall include the official name and business name of the applicant, the proposed operation, description of the management organisation, an Operations Manual, the operators Maintenance Management Exposition, maintenance programmes, the aircraft technical log, any contracts concerning maintenance carried out by a third party (Part 145 organisation) and the number of aircraft to be operated. Other parts of EU-OPS are operational procedures that we do not need to cover. There are some interesting things mentioned that may be of assistance to students for day to day operations concerning engineering. One is page 1.D.16, refuelling with passengers on board. Contents and Conditions of the Air Operator Certificate An AOC specifies the following:  Name and location (principal place of business) of the operator.  Date of issue and period of validity.  Description of the type of operations authorised.  Type(s) of aeroplane(s) authorised for use.  Registration markings of the authorised aeroplane(s). o

Except that operators may obtain approval for a system to inform the Authority about the registration markings for aeroplanes operated under its AOC.

 Authorised areas of operation  Special limitations.  Special authorisations/approvals e.g. o

CAT II/CAT III (including approved minima).

o

MNPS (Min Nav Perf Spec).

o

ETOPS.

o

RNAV.

o

RVSM.

o

Transportation of Dangerous Goods.

Air Operators Responsibilities Page 1.C.2 para 1.180 (a) An operator will not be granted an AOC, or variation to an AOC, and that AOC will not remain valid unless (1) aeroplanes operated have a standard Certificate of Airworthiness issued in accordance with Commission Regulation (EC) No 1702/2003 of 24 September 2003 laying down implementing rules for the airworthiness and environmental certification of aircraft and related products, parts and appliances, as well as for the certification of design and production organisations (1) by a Member State. Standard Certificates of Airworthiness issued by a Member State other than the State responsible for issuing the Topic 4: EU-OPS Issue B: January 2008

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AOC, will be accepted without further showing when issued in accordance with Part 21; (2) the maintenance system has been approved by the Authority in accordance with Part M, Subpart G; and (3) He has satisfied the Authority that he has the ability to: (i) Establish and maintain an adequate organisation; (ii) Establish and maintain a quality system in accordance with OPS 1.035; (iii) Comply with required training programmes; (iv) Comply with maintenance requirements, consistent with the nature and extent of the operations specified, including the relevant items prescribed in OPS 1.175(g) to (o); and (v) Comply with OPS 1.175. Operators Responsibilities Page 1.B.1 para 1.020 states that employees are made aware that they shall 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. An operator must ensure that all employees must comply with the laws, regulations and procedures. An operator must ensure that:  All employees are made aware that they shall 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  All crew members are familiar with the laws, regulations and procedures pertinent to the performance of their duties. Documents to be Carried Pg. 1.B.5 para 1.125 An operator shall ensure that the following are carried on each flight,  Certificate of Registration,  Certificate of Airworthiness,  Noise Certificate,  Air Operator Certificate,  Aircraft Radio Licence and  Third Party Liability Insurance Certificate. Para 1.130 an operations manual (aircraft) must be carried. This is becoming a digital source these days. Each flight crew member shall, on each flight, carry a valid flight crew licence with appropriate rating(s) for the purpose of the flight.

Topic 4: EU-OPS Issue B: January 2008

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Manuals to be carried An operator shall ensure that:  The current parts of the Operations Manual relevant to the duties of the crew are carried on each flight;  Those parts of the Operations Manual which are required for the conduct of a flight are easily accessible to the crew on board the aeroplane; and  The current Aeroplane Flight Manual is carried in the aeroplane unless the Authority has accepted that the Operations Manual prescribed in OPS 1.1045, Appendix 1, Part B contains relevant information for that aeroplane. Additional information and forms to be carried An operator shall ensure that, in addition to the documents and manuals prescribed in OPS 1.125 and OPS 1.130, the following information and forms, relevant to the type and area of operation, are carried on each flight:  Operational Flight Plan containing at least the information required in OPS 1.1060.  Aeroplane Technical Log containing at least the information required in Part M, paragraph M. A. 306 Operator’s technical log system.  Details of the filed ATS flight plan.  Appropriate NOTAM/AIS briefing documentation.  Appropriate meteorological information.  Mass and balance documentation as specified in Subpart J.  Notification of special categories of passenger such as security personnel, if not considered as crew, handicapped persons, inadmissible passengers, deportees and persons in custody.  Notification of special loads including dangerous goods including written information to the commander as prescribed in OPS 1.1215 (c).  Current maps and charts and associated documents as prescribed in OPS 1.290 (b)(7).  Any other documentation which may be required by the States concerned with this flight, such as cargo manifest, passenger manifest etc.  Forms to comply with the reporting requirements of the Authority and the operator. The Authority may permit the information detailed in subparagraph (a) above, or parts thereof, to be presented in a form other than on printed paper. An acceptable standard of accessibility, usability and reliability must be assured. Information retained on the ground An operator shall ensure that:  At least for the duration of each flight or series of flights; o

Information relevant to the flight and appropriate for the type of operation is preserved on the ground. Topic 4: EU-OPS


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o

The information is retained until it has been duplicated at the place at which it will be stored in accordance with OPS 1.1065;

 Or if this is impracticable, o

The same information is carried in a fireproof container in the aeroplane.

The information referred to in above includes:  A copy of the operational flight plan where appropriate;  Copies of the relevant part(s) of the aeroplane technical log;  Route specific notam documentation if specifically edited by the operator;  Mass and balance documentation if required (ops 1.625 refers); and  Special loads notification.

Aircraft Placarding (Markings) An aeroplane must contain the following:  The specified markings and placards.  Any additional information, instrument markings, and placards required for the safe operation if there are unusual design, operating, or handling characteristics. Each marking and placard must be displayed in a conspicuous place; and may not be easily erased, disfigured, or obscured. Markings include:  Doors.  Door handle operation.  Emergency Exit locations.  Emergency equipment.  Fire extinguisher location.  No smoking. Other placards and markings include:  No smoking.  Fasten seatbelts.  Life jacket locations.  Life rafts locations.  Emergency Locator Transmitter locations.  First aid equipment locations.  Supplemental Oxygen


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This topic is found in many places but general info is given from EU-OPS and JAR 25. An operator shall ensure that if areas of the fuselage are suitable for external break–in that they are marked in a certain manner. The colour of the markings must be red or yellow.

Figure 5 Break-In Points

An emergency lighting system independent of the main lighting system must be installed. An aircraft (other than an aircraft permitted by or under this Order to fly without being registered) shall not fly unless it bears painted thereon or affixed thereto, in the manner required by the law of the country in which it is registered, the nationality and registration marks required by that law.

Figure 6 Aircraft Registration


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Appendix 1 to OPS 1.305 ‘Fasten Seat Belts’ signs must be off; ‘NO SMOKING’ signs must be on while refuelling/defuelling. EU–OPS. OPS 1.731 Fasten Seat belt and No Smoking signs An operator shall not operate an aeroplane in which all passenger seats are not visible from the flight deck, unless it is equipped with a means of indicating to all passengers and cabin crew when seat belts shall be fastened and when smoking is not allowed.

Figure 7 No Smoking

EU–OPS. OPS 1.735 In an aeroplane with a maximum approved passenger seating configuration of more than 19 passengers, a door between the passenger compartment and the flight deck compartment with a placard ‘crew only’.


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TOPIC .5.1: AIRCRAFT CERTIFICATION – GENERAL Rulemaking The Community legislator has created therefore an obligation on the Agency (EASA) to issue Certification Specifications (CS) to be used in the certification processes. Such interpretative material includes airworthiness codes (direct technical interpretation of the airworthiness Essential Requirements included in Annex I of the Basic Regulation) and acceptable means of compliance (technical interpretation of airworthiness codes and rules adopted by the Commission to implement the Basic Regulation). CS 23 – Normal, Utility, Aerobatic, and Commuter Category Aeroplanes This airworthiness code is applicable to: Aeroplanes in the normal, utility and aerobatic categories that have a seating configuration, excluding the pilot seat(s), of nine or fewer and a maximum certificated takeoff weight of 5670 kg (12 500 lb) or less; and Propeller-driven twin-engined aeroplanes in the commuter category that have a seating configuration, excluding the pilot seat(s), of nineteen or fewer and a maximum certificated takeoff weight of 8618 kg (19 000 lb) or less. (a) The normal category is limited to non-aerobatic operations. Non-aerobatic operations include: (1) Any maneuver incident to normal flying; (2) Stalls (except whip stalls); and (3) Lazy eights, chandelles and steep turns or similar maneuvers, in which the angle of bank is not more than 60°. (b) The utility category is limited to any of the operations covered under subparagraph (a); plus: (1) Spins (if approved for the particular type of aeroplane); and (2) Lazy eights, chandelles, and steep turns, or similar maneuvers in which the angle of bank is more than 60° but not more than 90°. (c) The aerobatic category is without restrictions, other than those shown to be necessary as a result of required flight tests. (d) Commuter category operation is limited to any maneuver incident to normal flying, stalls (except whip stalls) and steep turns in which the angle of bank is not more than 60°. (e) Except for commuter category, aeroplanes may be certificated in more than one category if the requirements of each requested category are met.

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CS 25 – Large Aeroplanes This Code prescribes airworthiness standards for the issue of type certificates, and changes to those certificates, for Large Turbine powered Aeroplanes. “Large aeroplane” means an aeroplane of more than 5700 kg (12500 pounds) maximum certificated take-off weight. The category “Large Aeroplane” does not include the commuter aeroplane category (For commuter aeroplane category, see CS 23.1 and CS 23.3). CS 27 – Small Rotorcraft This Airworthiness Code is applicable to small rotorcraft with maximum weights of 3 175 kg (7 000 lbs) or less and nine or less passenger seats, or Multi-engine rotorcraft may be type-certificated as Category A provided some requirements referenced in Appendix C are met. Category A, with respect to rotorcraft, means a multi-engined rotorcraft designed with engine and system isolation features specified in CS–27 / CS–29 and capable of operations using take-off and landing data scheduled under a critical engine failure concept which assures adequate designated surface area and adequate performance capability for continued safe flight or safe rejected take-off in the event of engine failure. Category B, with respect to rotorcraft, means a single-engine or multi-engine rotorcraft which does not meet Category A standards. Category B rotorcraft have no guaranteed capability to continue safe flight in the event of an engine failure, and unscheduled landing is assumed. CS 29.1 Large Rotorcraft This Airworthiness Code is applicable to large rotorcraft. Large rotorcraft must be certificated in accordance with either the Category A or Category B requirements. A multi-engine rotorcraft may be type certificated as both Category A and Category B with appropriate and different operating limitations for each category. Rotorcraft with a maximum weight greater than 9072 kg (20 000 pounds) and 10 or more passenger seats must be type certificated as Category A rotorcraft. Rotorcraft with a maximum weight greater than 9072 kg (20 000 pounds) and nine or less passenger seats may be type certificated as Category B rotorcraft provided the Category A requirements of Subparts C, D, E, and F are met. Rotorcraft with a maximum weight of 9072 kg (20 000 pounds) or less but with 10 or more passenger seats may be type certificated as Category B rotorcraft provided the Category A requirements of CS 29.67(a)(2), 29.87, 29.1517, and of Subparts C, D, E, and F are met. Rotorcraft with a maximum weight of 9072 kg (20 000 pounds) or less and nine or less passenger seats may be type certificated as Category B rotorcraft.


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Type Certification A Type Certificate (TC), is awarded to manufacturer of an aircraft by the NAA in the country of origin. The TC will be awarded after it has been established that the particular design of a civil:  Aircraft.  Aircraft engine, or  Propeller. Meets regulating bodies' airworthiness requirements for safe flight under all normally conceivable conditions. An aircraft must have a type certified before it can be issued with a Certificate of Airworthiness (CofA). There are different categories of Type Certificate:  Type-Certificate (TC).  Restricted Type-Certificate (RTC).  Supplemental Type-Certificate (STC) A new or previously unregistered aircraft type needs a Type Certificate to have a Certificate of Airworthiness issued to it and therefore able to operate. The certificate constitutes a statement that the design of the aircraft has been approved by the NAA. The authority will evaluate the design, flight testing and previous service experience of the aircraft type. (a) Any organisation applying for a type-certificate or restricted typecertificate shall demonstrate its capability by holding a design organisation approval. (b) An application for a type-certificate or restricted type-certificate shall be made in a form and manner established by the Agency. (c) An application for an aircraft type-certificate or restricted type-certificate shall be accompanied by a three-view drawing of that aircraft and preliminary basic data, including the proposed operating characteristics and limitations. (d) An application for an engine or propeller type-certificate shall be accompanied by a general arrangement drawing, a description of the design features, the operating characteristics, and the proposed operating limitations, of the engine, or propeller. Supplementary Type Certification A Supplemental Type Certificate (STC) is issued by the aviation Authority 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 Topic 5.1: Aircraft Certification – “General” Issue B: January 2008

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applicants proposing subsequent product modifications and evaluating certification basis compatibility with other STC modifications. Any MAJOR changes to a Type Certificate by non type-certificate holders must be approved in accordance with Part 21, Section A, Subpart E. Part 21, Section A, Subpart E details the procedure for the approval of major changes to the type design under supplemental type certificate procedures, and establishes the rights and obligations of the applicants for, and holders of, those certificates. After the major change is approved by EASA, a Supplemental Type-Certificate will issue to the applicant (STC Holder). Restricted Type-Certificates (RTC) For an aircraft that does not meet the provisions of issuing a Type Certificate an applicant can apply for a restricted type-certificate (RTC) issued by the EASA after showing to be in compliance with the certification specifications necessary to ensure safe flight of the aircraft. Part 21 Section A Subpart B establishes the procedure for issuing type-certificates for products and restricted type-certificates for aircraft, and establishes the rights and obligations of the applicants for, and holders of, those certificates. Any natural or legal person that has demonstrated, or is in the process of demonstrating, its proper capability must be eligible as an applicant for a typecertificate or a restricted type-certificate under the conditions laid down in this Subpart. The type-certificate and restricted type-certificate are both considered to include the type design, the operating limitations, the type-certificate data sheet for airworthiness and emissions, the applicable type-certification basis and environmental protection requirements with which the Agency records compliance, and any other conditions or limitations prescribed for the product in the applicable certification specifications and environmental protection requirements. The aircraft type-certificate and restricted type-certificate, in addition, both include the type-certificate data sheet for noise. The engine type-certificate data sheet includes the record of emission compliance.


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Design Organisation Approvals (DOA) It is a mandatory requirement for an organisation to apply for the approved privileges of TC (RTC), STC and other major repairs. An organisation must be entitled to have a Design Organisation Approval issued by EASA when it has demonstrated compliance with the applicable requirements under Part 21, Section A, Subpart J. The holder of a design organisation approval must be entitled to perform design activities under Part 21, Section A, Subpart J and within its scope of approval. The design organisation must demonstrate that it has established and is able to maintain a design assurance system for the control and supervision of the design, and of design changes, of products, parts and appliances covered by the application.

Figure 8 Example of DOA Approved


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Production Organisation Approval An organisation shall be entitled to have a production organisation approval issued by the Competent Authority when it has complied with all the requirements. The production organisation shall demonstrate that it has established and is able to maintain a quality system. The organisation shall have a production organisation exposition A production organisation approval shall be issued for an unlimited duration. 21A.131 Scope (a) The procedure for the issuance of a production organisation approval for a production organisation showing conformity of products, parts and appliances with the applicable design data. (b) The rules governing the rights and obligations of the applicant for, and holders of, such approvals. 21A.133 Eligibility Any organisation must be eligible as an applicant for an approval. The applicant must: (a) justify that, for a defined scope of work, an approval is appropriate for the purpose of showing conformity with a specific design; and (b) hold or have applied for an approval of that specific design; or (c) have ensured, through an appropriate arrangement with the applicant for, or holder of, an approval of that specific design, satisfactory coordination between production and design. 21A.134 Application Each application for a production organisation approval must be made to the Competent Authority in a form and manner established by that authority, and must include an outline of the information required by 21A.143 and the terms of approval requested to be issued under 21A.151. 21A.135 Issue of production organisation approval An organisation must be entitled to have a production organisation approval issued by the Competent Authority when it has demonstrated compliance with the applicable requirements under this Subpart. 21A.139 Quality System The production organisation must demonstrate that it has established and is able to maintain a quality system. The quality system must be documented. This quality system must be such as to enable the organisation to ensure that each product, part or appliance produced by the organisation or by its partners, or supplied from or subcontracted to outside parties, conforms to the applicable design data and is in condition for safe operation. 21A.163 Privileges Pursuant to the terms of approval issued under 21A.135, the holder of a production organisation approval may: Topic 5.1: Aircraft Certification – “General” Issue B: January 2008

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(a) Perform production activities under this Part. (b) In the case of complete aircraft and upon presentation of a Statement of Conformity (EASA Form 52) under 21A.174, obtain an aircraft certificate of airworthiness and a noise certificate without further showing. (c) In the case of other products, parts or appliances issue authorised release certificates (EASA Form 1) under 21A.307 without further showing. (d) Maintain a new aircraft that it has produced and issue a certificate of release to service (EASA Form 53) in respect of that maintenance. 21A.165 Obligations of the holder The holder of a production organisation approval must: (a) Ensure that the production organisation exposition furnished in accordance with 21A.143 and the documents to which it refers, are used as basic working documents within the organisation. (b) Maintain the production organisation in conformity with the data and procedures approved for the production organisation approval. (c) 1. Determine that each completed aircraft conforms to the type design and is in condition for safe operation prior to submitting Statements of Conformity to the Competent Authority, or 2. Determine that other products, parts or appliances are complete and conform to the approved design data and are in condition for safe operation before issuing EASA Form 1 to certify airworthiness, and additionally in case of engines, determine according to data provided by the engine type-certificate holder that each completed engine is in compliance with the applicable emissions requirements as defined in 21A.18(b), current at the date of manufacture of the engine, to certify emissions compliance, or 3. Determine that other products, parts or appliances conform to the applicable data before issuing EASA Form 1 as a conformity certificate; (d) Record all details of work carried out. (e) Establish and maintain an internal occurrence reporting system in the interest of safety, to enable the collection and assessment of occurrence reports in order to identify adverse trends or to address deficiencies, and to extract reportable occurrences. This system must include evaluation of relevant information relating to occurrences and the promulgation of related information. (f) 1. Report to the holder of the type-certificate or design approval, all cases where products, parts or appliances have been released by the production organisation and subsequently identified to have possible deviations from the applicable design data, and investigate with the holder of the type-certificate or design approval in order to identify those deviations which could lead to an unsafe condition. 2. Report to the Agency and the competent authority of the Member State the deviations which could lead to an unsafe condition identified according to subparagraph (1). Such reports must be made in a form and manner established by the Agency under 21A.3(b)(2) or accepted by the competent authority of the Member State. 3. Where the holder of the production organisation approval is acting as a supplier to another production organisation, report also to that other organisation all cases where it has released products, parts or appliances to that organisation Topic 5.1: Aircraft Certification – “General” Issue B: January 2008

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and subsequently identified them to have possible deviations from the applicable design data. (g) Provide assistance to the holder of the type-certificate or design approval in dealing with any continuing airworthiness actions that are related to the products parts or appliances that have been produced. (h) Establish an archiving system incorporating requirements imposed on its partners, suppliers and subcontractors, ensuring conservation of the data used to justify conformity of the products, parts or appliances. Such data must be held at the disposal of the Competent Authority and be retained in order to provide the information necessary to ensure the continuing airworthiness of the products, parts or appliances. (i) Where, under its terms of approval, the holder issues a certificate of release to service, determine that each completed aircraft has been subjected to necessary maintenance and is in condition for safe operation, prior to issuing the certificate.

Figure 9 Example of Approved Production Organisations


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TOPIC 5:2: AIRCRAFT CERTIFICATION - DOCUMENTS Certificate of Airworthiness To be allowed to fly, the aircraft must have either a current Certificate of Airworthiness (EASA Form 25), Restricted Certificate of Airworthiness (EASA Form 24) or a Permit to Fly (EASA Form 20) Each aircraft shall be issued with an individual certificate of airworthiness when it is shown that it conforms with the type design approved in its type-certificate and that relevant documentation, inspections and tests demonstrate that the aircraft is in condition for safe operation. Airworthiness certificates are classified as follows: Certificates of airworthiness shall be issued to aircraft which conform to a typecertificate, Restricted certificates of airworthiness shall be issued to aircraft, 1. which conform to a restricted type-certificate 2. comply with specific certification specifications ensuring adequate safety. Permits to fly shall be issued to aircraft that do not meet, or have not been shown to meet, applicable certification specifications but are capable of safe flight under defined conditions. Each application for a certificate of airworthiness or restricted certificate of airworthiness shall include: 1. the class of airworthiness certificate applied for; 2. with regard to new aircraft: (i) A statement of conformity: 

issued under 21A.163(b), or



issued under 21A.130 and validated by the Competent Authority,



or, for an imported aircraft, a statement signed by the exporting authority that the aircraft conforms to a design approved by the Agency

(ii) A weight and balance report with a loading schedule. (iii) The flight manual, when required by the applicable airworthiness code for the particular aircraft. 3. with regard to used aircraft: (i) originating from a Member State, an airworthiness review certificate issued in accordance with Part M. (ii) originating from a non-member State: 

 

a statement by the competent authority of the State where the aircraft is, or was, registered, reflecting the airworthiness status of the aircraft on its register at time of transfer. a weight and balance report with a loading schedule. the flight manual when such material is required by the applicable airworthiness code for the particular aircraft. Topic 5.2: Aircraft Certification – “Documents”


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

historical records to establish the production, modification, and maintenance standard of the aircraft, including all limitations associated with a restricted certificate of airworthiness under 21A.184(c).



a recommendation for the issuance of a certificate of airworthiness or restricted certificate of airworthiness and an airworthiness review certificate following an airworthiness review in accordance with Part M.

(c) Unless otherwise agreed, the statements referred to in subparagraphs (b)(2)(i) and (b)(3)(ii) shall be issued no more than 60 days before presentation of the aircraft to the competent authority of the Member State of registry.

Aircraft for which their Certificates of Airworthiness are not issued (a) aircraft having a clear historical relevance, related to: (i) participation in a noteworthy historic event’ (ii) a major step in the development of aviation; or (iii) a major role played in the armed forces meeting one or more of the following criteria: (i) its initial design is established as being more than 40 years old; (ii) its production stopped at least 25 years ago; (iii) fewer than 50 aircraft of the same basic design (b) aircraft specifically designed for research, experimental or scientific purposes (c) aircraft of which at least 51 % is built by an amateur (d) aircraft whose initial design was intended for military purposes only (e) aeroplanes having no more than two seats, the stall speed or the minimum steady flight speed in landing configuration not exceeding 35 knots and a maximum take-off mass of no more than: (i) 300 kg for a land plane, single seater (ii) 450 kg for a land plane, two seater (iii) 330 kg for an amphibian or floatplane single seater (iv) 495 kg for an amphibian or floatplane two seater, provided that, where operating both as a floatplane and as a land plane, it falls below both MTOM limits. (f) ‘gliders’ with a structural mass of less than 80 kg when single seater or 100 kg when two seater. (g) unmanned aircraft with an operating mass of less than 150 kg. (h) any other aircraft with a total mass without pilot of less than 70 kg.

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Permit To Fly A Permit to Fly is generally issued when a certificate of airworthiness is temporarily invalid, for example as the result of a damage, or when a certificate of airworthiness cannot be issued for instance when the aircraft does not comply with the essential requirements for airworthiness or when compliance with those requirements has not yet been shown, but the aircraft is nevertheless capable of performing a safe flight. Starting on 29 March 2007, EASA is responsible for the approval of the flight conditions on the basis of which a permit to fly can be issued by the Competent Authority of the Member State of Registry, or of the Member State prescribing the identification marks. The Agency approves the Flight Conditions in cases related to the safety of the design, defined as follows:  the aircraft does not conform to an approved design; or  an Airworthiness Limitation, a Certification Maintenance Requirement or an Airworthiness Directive has not been complied with; or  the intended flight(s) are outside the approved envelope.

Occasions for when a Permit to Fly might be issued Any aircraft that does not hold a valid CoA or R-CoA, but are capable of safe flight under defined conditions may be eligible for an EASA Permit to Fly. Purposes for a Permit to Fly include:  Development  Showing compliance with regulations or certification specifications.  Design organisations or production organisations crew training.  Production flight testing of new production aircraft.  Flying aircraft under production between production facilities.  Flying the aircraft for customer acceptance.  Delivering or exporting the aircraft.  Flying the aircraft for Authority acceptance.  Exhibition and air show.  Record breaking, air racing or similar competition.  Flying aircraft meeting the applicable airworthiness requirements before conformity to the environmental requirements has been found;  For non-commercial flying activity on individual non-complex aircraft or types for which a certificate of airworthiness or restricted certificate of airworthiness is not appropriate. Only those purposes where design elements are involved require EASA to approve the Flight Conditions, except where DOA privileges exist.


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Note that aircraft qualifying for Permits to Fly do not necessarily comply with the Essential Requirements set out in Regulation (EC) No 216/2008, Article 5, and referred to in Annex 1 to that Regulation.

Application for a Permit to Fly Application for an EASA Permit to Fly is made in two parts:  To EASA for approval of Flight Conditions (EASA Form 37, incorporating Form 18b)  To NAA of state of registry for issue of Permit Flight Conditions consist of: (a) the configuration(s) for which the permit to fly is requested; (b) any condition or restriction necessary for safe operation of the aircraft, including: 1. the conditions or restrictions put on itineraries or airspace, or both, required for the flight(s); 2. the conditions and restrictions put on the flight crew to fly the aircraft; 3. the restrictions regarding carriage of persons other than flight crew; 4. the operating limitations, specific procedures or technical conditions to be met; 5. the specific flight test Program(if applicable); 6. the specific continuing airworthiness arrangements including maintenance instructions and regime under which they will be performed; (c) the substantiation that the aircraft is capable of safe flight under the conditions or restrictions of subparagraph (b); (d) the method used for the control of the aircraft configuration, in order to remain within the established conditions. These can be as simple as applying additional limitations for a specific purpose for a limited duration or be as comprehensive as a full description of the individual aircraft, including its modification state, limitations, flight manuals and maintenance instructions. The former would apply to a fully certificated aircraft whose certificate of airworthiness is invalidated because it is fitted with a modification that has not yet been approved. Limitations may include:  Day VFR for an aircraft normally approved for Night IFR  No flight over built-up areas  Crew limitations  Operating altitude or airspeed limitations  Prohibition from using cabin pressurization etc The latter would apply to an aircraft that has not been otherwise certificated, an example being the Sukhoi Su-26. These may be different for each serial number. Topic 5.2: Aircraft Certification – “Documents” Issue B: January 2008

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The validity of the approved Flight Conditions will normally be limited. The maximum validity is 12 months.

Certificate of Registration A holder of an AOC must register the aircraft which are to operate under the holders AOC in the state responsible for issuing the AOC. Aircraft must not fly in or over another country unless it is registered with a contracted state. Provided an aircraft takes off and lands within the states boundaries and does not fly outside of the state it can fly unregistered. To register an aircraft, proof of ownership must accompany the application to the states competent authority under which it is intended to be registered. The Certificate of Registration includes the following information:  serial number of the aircraft  the nationality mark of the aircraft, and the registration mark assigned to it  the name of the constructor of the aircraft  the name and address of the owner

CAP 393 Upon receiving an application for the registration of an aircraft and being satisfied that the aircraft may properly be so registered, the authority shall register the aircraft, wherever it may be, and will include in the register the following particulars: (a) the number of the certificate; (b) the nationality mark of the aircraft, and the registration mark assigned to it (c) the name of the constructor of the aircraft and its designation; (d) the serial number of the aircraft; and (e) (i) the name and address of every person who is entitled as owner to a legal interest in the aircraft or a share therein, or, in the case of an aircraft which is the subject of a charter by demise, the name and address of the charterer by demise; and (ii) in the case of an aircraft registered in pursuance of paragraphs (4) or (5), an indication that it is so registered.

Noise Certificate All aircraft must have a Noise Certificate to confirm that they fall within the limitations as laid down by ICAO legislation. The information regarding noise is included in the Flight Manual and must be available for the issuance of a Type Certificate. For the issue of a Noise Certificate, a statement of conformity must be presented to the competent authority of the state with whom the aircraft is registered Topic 5.2: Aircraft Certification – “Documents” Issue B: January 2008

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When ownership of an aircraft is transferred, if the aircraft remains on the same register, the noise certificate shall be transferred together with the aircraft. But should the aircraft move to the register of another member state, the noise certificate shall be issued on presentation of the former noise certificate.

Weight Schedule All aircraft for which a Certificate of Airworthiness is in force shall be weighed and the position of its centre of gravity determined. The operator of the aircraft shall prepare a weight schedule showing: 1. The basic weight of the aircraft, which is the weight of an empty aircraft, the unusable fuel, full operating fluids including oil and hydraulic fluid. 2. The position of the centre of gravity when the aircraft is at its basic weight and also the extremes of fore and aft positions for each operating condition. Each aircraft must carry a weight and balance documentation for flight. Centre of gravity limits The extreme forward and the extreme aft centre of gravity limitations must be established for each practicably separable operating condition. No such limit may lie beyond – (a) The extremes selected by the applicant; (b) The extremes within which the structure is proven; or (c) The extremes within which compliance with each applicable flight requirement is shown. Maximum weights Maximum weights corresponding to the aeroplane operating conditions (such as ramp, ground taxi, take-off, en-route and landing) environmental conditions (such as altitude and temperature), and loading conditions (such as zero fuel weight, centre of gravity position and weight distribution) must be established so that they are not more than – (1) The highest weight selected by the applicant for the particular conditions; or (2) The highest weight at which compliance with each applicable structural loading and flight requirement is shown. (3) The highest weight at which compliance is shown with the certification requirements of JAR-36. Minimum weight The minimum weight (the lowest weight at which compliance with each applicable requirement of this JAR–25 is shown) must be established so that it is not less than (1) The lowest weight selected by the applicant ; o

Removable ballast may be used in showing compliance with the flight requirements of this Subpart.

(2) The design minimum weight (the lowest weight at which compliance with each structural loading condition of this JAR–25 is shown); or limits Topic 5.2: Aircraft Certification – “Documents” Issue B: January 2008

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(3) The lowest weight at which compliance with each applicable flight requirement is shown.

Radio Station Licence The radio station licence is issued by each of the member states authorities to each aircraft and is a requirement for flight. No aircraft can operate its radio unless it carries a licence, and by a person duly licensed to operate one. The licence is required to be carried on every flight An application for a licence must be accompanied by a list of the equipment both radio and navigational fitted to the aircraft for which the application refers. All the fitted equipment must be of an approved type and any modifications carried out on the equipment must be recorded.


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TOPIC 6: PART - M Part M, Article 2, Definitions Within the scope of the basic Regulation, the following definitions shall apply: (a) “aircraft” means any machine that can derive support in the atmosphere from the reactions of the air other than reactions of the air against the earth’s surface; (b) “certifying staff” means personnel responsible for the release of an aircraft or a component after maintenance; (c) “component” means any engine, propeller, part or appliance; (d) “continuing airworthiness” means all of the processes ensuring that, at any time in its operating life, the aircraft complies with the airworthiness requirements in force and is in a condition for safe operation; (e) “JAA” means “Joint Aviation Authorities”; (f) “JAR” means “Joint Aviation Requirements”; (g) “large aircraft” means an aircraft, classified as an aeroplane with a maximum take-off mass of more than 5700 kg, or a multi-engined helicopter; (h) “maintenance” means any one or combination of overhaul, repair, inspection, replacement, modification or defect rectification of an aircraft or component, with the exception of pre-flight inspection; (i) “organisation” means a natural person, a legal person or part of a legal person. Such an organisation may be established at more than one location whether or not within the territory of the Member States; (j) “pre-flight inspection” means the inspection carried out before flight to ensure that the aircraft is fit for the intended flight. Part-M Article 3 Continuing airworthiness requirements (k) “ELA1 aircraft” means the following European Light Aircraft: (i) an aeroplane, sailplane or powered sailplane with a Maximum Take-off Mass (MTOM) less than 1000 kg that is not classified as complex motorpowered aircraft; (ii) a balloon with a maximum design lifting gas or hot air volume of not more than 3400 m3 for hot-air balloons, 1050 m3 for gas balloons, 300 m3 for tethered gas balloons; (iii) an airship designed for not more than two occupants and a maximum design lifting gas or hot-air volume of not more than 2500 m3 for hot-air airships and 1000 m3 for gas airships; (l) “LSA aircraft” means a light sport aeroplane which has all of the following characteristics: (i) a Maximum Take-off Mass (MTOM) of not more than 600 kg; (ii) a maximum stalling speed in the landing configuration (VS0) of not more than 45 knots Calibrated Airspeed (CAS) at the aircraft’s maximum certificated takeoff mass and most critical centre of gravity; (iii) a maximum seating capacity of no more than two persons, including the pilot; Topic 6: Part – “M” Issue B: January 2008

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(iv) a single, non-turbine engine fitted with a propeller; (v) a non-pressurised cabin;

General – The Basic Rulemaking As everything cannot be specified by law for evident reasons of flexibility and ease of understanding of legal requirements, a certain level of discretion must be left to the regulated persons and the regulators in charge with implementation. Such level of discretion depends on the level of trust among the regulators (mutual recognition) and the need for uniformity in the Common Market. To facilitate however the task of regulated persons, the regulators should indicate in advance how they will make use of such discretion; this would not only improve legal certainty, but also avoid suspicions of discrimination among applicants. The Community legislator has created therefore an obligation on the Agency to issue Certification Specifications (CS) to be used in the certification processes. Such interpretative material includes airworthiness codes (direct technical interpretation of the airworthiness Essential Requirements included in Annex I of the Basic Regulation ) and acceptable means of compliance (technical interpretation of airworthiness codes and rules adopted by the Commission to implement the Basic Regulation). The fact that the Agency is instructed by law to develop such material does not mean that national regulators should not participate in this process as well. On the contrary, in domains where they are themselves the competent authorities to implement Community law, they should, where necessary feel encouraged to develop such material based on their own understanding or by using material issued by EASA. Because the related material issued by EASA is not of a legislative nature, it cannot create obligations on the regulated persons. As however the legislator wanted such material to provide for legal certainty and to contribute to uniform implementation, it must commit the competent authorities so that regulated persons complying with it must be recognised as complying with the law. This is the reason why the adoption of such material by EASA is subject to an open rulemaking process as prescribed by Article 52 of the Basic Regulation.

Part M Part M establishes common technical requirements and administrative procedures for ensuring the continuing airworthiness of aircraft and components. The covering page is the regulation 2042/2003 which establishes that a large aircraft is one which has a maximum take off mass of more than 5700 kg. Part M of EC regulation 2042/2003 details the rules for the continuing airworthiness and maintenance of aircraft subject to EASA regulation. There are three documents.  Part M – Continuing Airworthiness Requirements  AMC to Part M (Acceptable Means of Compliance)  GM to Part M (Guidance Material) Part M – Continuing Airworthiness establishes the measures to be taken to ensure that airworthiness is maintained, including maintenance. It also specifies the Topic 6: Part – “M” Issue B: January 2008

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conditions to be met by the persons or organisations involved in such a continuing airworthiness management. It is divided into Sections A & B. Section A has 9 sub-sections A – General, B – Accountability, C – Continuing airworthiness, D – Maintenance standards, E – Components, F – Maintenance organisation, G – Continuing airworthiness management organisation, H – Certificate of release to service CRS, I – Airworthiness review certificate. Section B establishes the administrative requirements to be followed by the competent authorities in charge of the application and enforcement of Section A of this Part and is divided into the same 9 subparts as Section A. A - General is the definition of the Part and is the heading above. The owner is responsible for the continuing airworthiness of an aircraft and must ensure that no flight takes place unless:  the aircraft is maintained in an airworthy condition  any operational and emergency equipment fitted is correctly installed and serviceable  the airworthiness certificate remains valid,  the maintenance of the aircraft is performed iaw the approved maintenance programme  Reference to aircraft includes the components fitted to or intended to be fitted to the aircraft. 2. The performance of ground de-icing and anti-icing activities does not require a Part-145 approval. 3. The requirement means that the operator is responsible for determining what maintenance is required, when it has to be performed and by whom and to what standard, in order to ensure the continued airworthiness of the aircraft being operated. 4. An operator should therefore have adequate knowledge of the design status (type specification, customer options, airworthiness directives (AD), modifications, operational equipment) and required and performed maintenance. Status of aircraft design and maintenance should be adequately documented to support the performance of the quality system. 5. An operator should establish adequate co-ordination between flight operations and maintenance to ensure that both will receive all information on the condition of the aircraft necessary to enable both to perform their tasks. Topic 6: Part – “M” Issue B: January 2008

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6. The requirement does not mean that an operator himself performs the maintenance (this is to be done by a maintenance organisation approved under Part-145) but that the operator carries the responsibility for the airworthy condition of aircraft it operates and thus should be satisfied before the intended flight that all required maintenance has been properly carried out. 7. When an operator is not appropriately approved in accordance with Part-145, the operator should provide a clear work order to the maintenance contractor. The fact that an operator has contracted a maintenance organisation approved under Part145 should not prevent it from checking at the maintenance facilities on any aspect of the contracted work if he wishes to do so to satisfy his responsibility for the airworthiness of the aircraft. Maintenance of large aircraft, aircraft used for commercial air transport and components must be carried out by a Part-145 approved maintenance organisation. The owner/operator is responsible for granting the competent authority access to the organisation/aircraft to determine continued compliance with this Part. The owner/operator is responsible for reporting to the appropriate authorities any identified condition of an aircraft or component that hazards seriously the flight safety within 72 hours. Definition of AMC The term Acceptable Means of Compliance (AMC) as referred to in Articles 18 and 19 of the Basic Regulation and its implementing rules is primarily used to qualify technical interpretative material to be used in the EASA certification process. In this respect, the AMC serve as means by which the certification requirements contained in the Basic Regulation, and its implementing rules, and more specifically in their annexes (also referred as "Parts"), can be met by the applicant. Nature of the AMC The main purpose of the AMC is to facilitate the uniform application and implementation by the EU Member States of the Basic Regulation and its implementing rules, as well as the showing of compliance of the applicant with the certification requirements contained in the EASA airworthiness codes and the aforementioned rules. As explained in the above introduction, such material is not binding on the applicants, which may decide to show compliance with the applicable certification requirements using other means. Competent National Aviation Authorities (NAAs) may also produce their own acceptable means of compliance, based or not on those issued by EASA. Just as with AMC issued by EASA, such national means of compliance cannot bind the applicants either; the applicant can always choose to comply by other means. Guidance Material (GM) Guidance Material (GM) provides guidance on how the smallest organisations satisfy the intent of Part-M. Note GM to Part M is incomplete.

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Subpart B Accountability M.A.201 Responsibilities (a) The owner is responsible for the continuing airworthiness of an aircraft and shall ensure that no flight takes place unless: 1. the aircraft is maintained in an airworthy condition, and; 2. any operational and emergency equipment fitted is correctly installed and serviceable or clearly identified as unserviceable, and; 3. the airworthiness certificate remains valid, and; 4. the maintenance of the aircraft is performed in accordance with the approved maintenance program as specified in M.A.302. (b) When the aircraft is leased, the responsibilities of the owner are transferred to the lessee if: 1. the lessee is stipulated on the registration document, or; 2. detailed in the leasing contract. When reference is made in this Part to the “owner”, the term owner covers the owner or the lessee, as applicable. (c) Any person or organisation performing maintenance shall be responsible for the tasks performed. (d) The pilot-in-command or, in the case of commercial air transport, the operator shall be responsible for the satisfactory accomplishment of the pre-flight inspection. This inspection must be carried out by the pilot or another qualified person but need not be carried out by an approved maintenance organisation or by Part-66 certifying staff. (e) In order to satisfy the responsibilities of paragraph (a), (i) The owner of an aircraft may contract the tasks associated with continuing airworthiness to a continuing airworthiness management organisation approved in accordance with Section A, Subpart G of this Annex (Part M). In this case, the continuing airworthiness management organisation assumes responsibility for the proper accomplishment of these tasks. (ii) An owner who decides to manage the continuing airworthiness of the aircraft under its own responsibility, without a contract in accordance with Appendix I, may nevertheless make a limited contract with a continuing airworthiness management organisation approved in accordance with Section A, Subpart G of this Annex (Part M), for the development of the maintenance program and its approval in accordance with point M.A.302. In that case, the limited contract transfers the responsibility for the development and approval of the maintenance program to the contracted continuing airworthiness management organisation. (f) In the case of large aircraft, in order to satisfy the responsibilities of paragraph (a) the owner of an aircraft shall ensure that the tasks associated with continuing airworthiness are performed by an approved continuing airworthiness management organisation. A written contract shall be made in accordance with Appendix I. In this case, the continuing airworthiness management organisation assumes responsibility for the proper accomplishment of these tasks. Topic 6: Part – “M” Issue B: January 2008

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(g) Maintenance of large aircraft, aircraft used for commercial air transport and components thereof shall be carried out by a Part-145 approved maintenance organisation. (h) In the case of commercial air transport the operator is responsible for the continuing airworthiness of the aircraft it operates and shall: 1. be approved, as part of the air operator certificate issued by the competent authority, pursuant to M.A. Subpart G for the aircraft it operates; and 2. be approved in accordance with Part-145 or contract such an organisation; and 3. ensure that paragraph (a) is satisfied. (i) When an operator is requested by a Member State to hold a certificate for commercial operations, other than for commercial air transport, it shall: 1. be appropriately approved, pursuant to M.A. Subpart G, for the management of the continuing airworthiness of the aircraft it operates or contract such an organisation; and 2. be appropriately approved in accordance with M.A. Subpart F or Part-145, or contract such organisations; and 3. ensure that paragraph (a) is satisfied. (j) The owner/operator is responsible for granting the competent authority access to the organisation/aircraft to determine continued compliance with this Part. Continuing Airworthiness This defines the tasks that constitute maintaining airworthiness. It mandates a maintenance programme, airworthiness directives and the approvals of all modifications and repairs according to Part 21. Furthermore, it mandates a recording system and the transfer of this data with the aircraft. The aircraft continuing airworthiness and the serviceability of both operational and emergency equipment shall be ensured by: 1. the accomplishment of pre-flight inspections; 2. the rectification to an officially recognised standard of any defect and damage affecting safe operation taking into account, for all large aircraft or aircraft used for commercial air transport, the minimum equipment list and configuration deviation list if applicable to the aircraft type; 3. the accomplishment of all maintenance, in accordance with the M.A.302 approved aircraft maintenance program; 4. for all large aircraft or aircraft used for commercial air transport the analysis of the effectiveness of the M.A.302 approved maintenance programme; 5. the accomplishment of any applicable: (i) airworthiness directive, (ii) operational directive with a continuing airworthiness impact, (iii) continued airworthiness requirement established by the Agency, (iv) measures mandated by the competent authority in immediate reaction to a safety problem; Topic 6: Part – “M” Issue B: January 2008

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6. the accomplishment of modifications and repairs in accordance with M.A.304; 7. for non-mandatory modifications and/or inspections, for all large aircraft or aircraft used for commercial air transport the establishment of an embodiment policy; 8. maintenance check flights when necessary. C – Continuing Airworthiness has M.A.301 Continuing airworthiness tasks, which ensures the aircraft continuing airworthiness by the accomplishment of  pre-flight checks,  commercial air transport operators having an approved minimum equipment list (MEL) or configuration deviation list (CDL),  reporting systems for significant incidents and defects,  repetitive incidents and defect,  deferred and carried forward defects,  unscheduled removals and system performance,  operating rules such as extended twin engine operations (ETOPS),  long range operations (LROPS),  reduced vertical separation minimum (RVSM),  all weather operations (AWOPS) etc. With regard to the pre-flight inspection it is intended to mean all of the actions necessary to ensure that the aircraft is fit to make the intended flight. These should typically include but are not necessarily limited to: (a) a walk-around type inspection of the aircraft and its emergency equipment for condition including, in particular, any obvious signs of wear, damage or leakage. In addition, the presence of all required equipment including emergency equipment should be established. (b) an inspection of the aircraft continuing airworthiness record system or the operators technical log as applicable to ensure that the intended flight is not adversely affected by any outstanding deferred defects and that no required maintenance action shown in the maintenance statement is overdue or will become due during the flight. (c) a control that consumable fluids, gases etc. uplifted prior to flight are of the correct specification, free from contamination, and correctly recorded. (d) a control that all doors are securely fastened. (e) a control that control surface and landing gear locks, pitot/static covers, restraint devices and engine/aperture blanks have been removed. (f) a control that all the aircraft’s external surfaces and engines are free from ice, snow, sand, dust etc. M.A.302 Maintenance Program, states every aircraft must be maintained in accordance with a maintenance program approved by the competent authority, which must be periodically reviewed and amended accordingly. The maintenance program must contain details, including frequency, of all maintenance to be carried Topic 6: Part – “M” Issue B: January 2008

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out, including any specific tasks linked to specific operations. The program must include a reliability program when a maintenance program is based , on a Maintenance Steering Group logic, or mainly on conditioning monitoring. M.A.303 Airworthiness Directives, states any applicable airworthiness directive must be carried out within the requirements of that airworthiness directive, unless otherwise specified by the Agency. Airworthiness Directives are issued by EASA, acting in accordance with Regulation (EC) No 216/2008 on behalf of the European Community, its Member States and of the European third countries that participate in the activities of EASA under Article 66 of that Regulation. In accordance with EC 2042/2003 Annex I, Part M.A.301, the continuing airworthiness of an aircraft shall be ensured by accomplishing any applicable ADs. Consequently, no person may operate an aircraft to which an AD applies, except in accordance with the requirements of that AD unless otherwise specified by the Agency [EC 2042/2003 Annex I, Part M.A.303] or agreed with the Authority of the State of Registry [EC 216/2008, Article 14(4) exemption].  ADs applicable to an EASA approved type certificate are those ADs which have been issued or adopted by the Agency.  ADs are issued by the Agency through Agency decisions.  ADs are adopted by the Agency through: for ADs issued after 28-09-2003: ED Decision 2/2003 on the implementation of airworthiness directives for products, parts and appliances designed in third countries for ADs issued before 28-09-2003: EU Commission Regulation (EC) 1702/2003 article 2 (3)(a)(iii) (ADs issued by the State of Design for products, parts and appliances) The dissemination of airworthiness directives to aircraft owners is a responsibility of the State of Registry and does not belong to the Agency. M.A.304 Data for Modifications and Repairs, states damage shall be assessed and modifications and repairs carried out using data approved by the Agency or by an approved Part-21 design organisation, as appropriate. M.A.305 Aircraft Continuing Airworthiness Record System, states that the aircraft continuing airworthiness records shall consist of, as appropriate, an aircraft logbook, engine logbook(s) or engine module log cards, propeller logbook(s) and log cards, for any service life limited component and the operator’s technical log. The aircraft continuing airworthiness records shall contain the current: 1. status of airworthiness directives and measures mandated by the competent authority in immediate reaction to a safety problem; 2. status of modifications and repairs; 3. status of compliance with maintenance program; 4. status of service life limited components; 5. mass and balance report; 6. list of deferred maintenance. Topic 6: Part – “M” Issue B: January 2008

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All entries made in the aircraft continuing airworthiness records shall be clear and accurate. When it is necessary to correct any entry, the correction shall be made in a manner that clearly shows the original entry.

Operator's technical log system For commercial air transport the operator’s aircraft technical log is a system for recording defects and malfunctions during the aircraft operation and for recording details of all maintenance carried out on an aircraft between scheduled base maintenance visits. In addition, it is used for recording flight safety and maintenance information the operating crew need to know. Cabin or galley defects and malfunctions that affect the safe operation of the aircraft or the safety of its occupants are regarded as forming part of the aircraft log book where recorded by another means. The operator’s aircraft technical log system may range from a simple single section document to a complex system containing many sections but in all cases it should include the information specified for the example used here which happens to use a 5 section document/ computer system: Section 1 should contain details of the registered name and address of the operator the aircraft type and the complete international registration marks of the aircraft. Section 2 should contain details of when the next scheduled maintenance is due, including, if relevant any out of phase component changes due before the next maintenance check. In addition this section should contain the current certificate of release to service (CRS), for the complete aircraft, issued normally at the end of the last maintenance check Section 3 should contain details of all information considered necessary to ensure continued flight safety. Such information includes: 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. the running total of flying hours, v. details of any failure, defect or malfunction to the aircraft affecting airworthiness or safe operation of the aircraft vi. the quantity of fuel and oil uplifted and the quantity of fuel available vii. the pre-flight inspection signature. Section 4 should contain details of all deferred defects that affect or may affect the safe operation of the aircraft and should therefore be known to the aircraft commander. Section 5 should contain any necessary maintenance support information that the aircraft commander needs to know. Such information would include data on how to contact maintenance engineering if problems arise whilst operating the routes etc. Operators technical log system The aircraft technical log system can be either a paper or computer system or any combination of both methods acceptable to the competent authority. Topic 6: Part – “M” Issue B: January 2008

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In case of a computer system, it should contain Programsafeguards against the ability of unauthorised personnel to alter the database.

Figure 10 Example of a Technical Log

Maintenance Standards This defines what is understood as maintenance, lists what data, what qualifications what tools and what facilities are necessary to carry out maintenance. All maintenance shall be performed using the tools, equipment and material specified in the maintenance data. Where necessary, tools and equipment shall be controlled and calibrated to an officially recognised standard. The area in which maintenance is carried out shall be well organised and clean in respect of dirt and contamination. All maintenance shall be performed within any environmental limitations specified in the maintenance data. In case of inclement weather or lengthy maintenance, proper facilities shall be used. After completion of all maintenance a loose article check must be carried out in the area worked and that all access panels removed have been refitted. No component may be fitted unless it is in a satisfactory condition, has been appropriately released to service on an EASA Form 1 or equivalent. (a) No component may be fitted unless it is in a satisfactory condition, has been appropriately released to service on an EASA Form 1 or equivalent and is marked in accordance with Part 21 Subpart Q, unless otherwise specified in Part- 145 and Subpart F. Topic 6: Part – “M” Issue B: January 2008

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(b) Prior to installation of a component on an aircraft the person or approved maintenance organisation shall ensure that the particular component is eligible to be fitted when different modification and/or airworthiness directive configurations may be applicable. (c) Standard parts shall only be fitted to an aircraft or a component when the maintenance data specifies the particular standard part. Standard parts shall only be fitted when accompanied by evidence of conformity traceable to the applicable standard. (d) Material being either raw material or consumable material shall only be used on an aircraft or a component when the aircraft or component manufacturer states so in relevant maintenance data or as specified in Part-145. Such material shall only be used when the material meets the required specification and has appropriate traceability. All material must be accompanied by documentation clearly relating to the particular material and containing a conformity to specification statement plus both the manufacturing and supplier source.

Components (a) No component may be fitted unless it is in a satisfactory condition, has been appropriately released to service on an EASA Form 1 or equivalent and is marked in accordance with Part 21 Subpart Q, unless otherwise specified in Part- 145 and Subpart F. (b) Prior to installation of a component on an aircraft the person or approved maintenance organisation must ensure that the particular component is eligible to be fitted when different modification and/or airworthiness directive configurations may be applicable. (c) Standard parts must only be fitted to an aircraft or a component when the maintenance data specifies the particular standard part. Standard parts must only be fitted when accompanied by evidence of conformity traceable to the applicable standard. (d) Material being either raw material or consumable material must only be used on an aircraft or a component when the aircraft or component manufacturer states so in relevant maintenance data or as specified in Part-145. Such material must only be used when the material meets the required specification and has appropriate traceability. All material must be accompanied by documentation clearly relating to the particular material and containing a conformity to specification statement plus both the manufacturing and supplier source.

M.A.504 Control of unserviceable components (a) A component shall be considered unserviceable in any one of the following circumstances: 1. expiry of the service life limit as defined in the maintenance program; 2. non-compliance with the applicable airworthiness directives and other continued airworthiness requirement mandated by the Agency; 3. absence of the necessary information to determine the airworthiness status or eligibility for installation; 4. evidence of defects or malfunctions; Topic 6: Part – “M” Issue B: January 2008

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5. involvement in an incident or accident likely to affect its serviceability. (b) Unserviceable components shall be identified and stored in a secure location under the control of an approved maintenance organisation until a decision is made on the future status of such component. Nevertheless, for aircraft not used in commercial air transport other than large aircraft, the person or organisation that declared the component unserviceable may transfer its custody, after identifying it as unserviceable, to the aircraft owner provided that such transfer is reflected in the aircraft logbook or engine logbook or component logbook.

Unsalvageable Components The following types of components should typically be classified as unsalvageable: (a) components with non-repairable defects, whether visible or not to the naked eye; (b) components that do not meet design specifications, and cannot be brought into conformity with such specifications; (c) components subjected to unacceptable modification or rework that is irreversible; (d) certified life-limited parts that have reached or exceeded their certified life limits, or have missing or incomplete records; (e) components that cannot be returned to airworthy condition due to exposure to extreme forces, heat or adverse environment; Any person or organisation accountable under Part-M shall, in the case of a paragraph (c) unsalvageable components: 1. retain such component in the paragraph (b) location, or; 2. arrange for the component to be mutilated in a manner that ensures that it is beyond economic salvage or repair before relinquishing responsibility for such component. (e) Notwithstanding paragraph (d) a person or organisation accountable under PartM may transfer responsibility of components classified as unsalvageable to an organisation for training or research without mutilation. Mutilation should be accomplished in such a manner that the components become permanently unusable for their original intended use. Mutilated components should not be able to be reworked or camouflaged to provide the appearance of being serviceable, such as by re-plating, shortening and re-threading long bolts, welding, straightening, machining, cleaning, polishing, or repainting. 2. Mutilation may be accomplished by one or a combination of the following procedures: (a) grinding, (b) burning, (c) removal of a major lug or other integral feature, (d) permanent distortion of parts, (e) cutting a hole with cutting torch or saw, (f) melting, Topic 6: Part – “M” Issue B: January 2008

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(g) sawing into many small pieces, (h) any other method accepted by the competent authority or the Agency on a case by case basis. 3. The following procedures are examples of mutilation that are often less successful because they may not be consistently effective: (a) stamping or vibro-etching, (b) spraying with paint, (c) small distortions, incisions or hammer marks, (d) identification by tag or markings, (e) drilling small holes, (f) sawing in two pieces only. 4. Since manufacturers producing approved aircraft components should maintain records of serial numbers for “retired” certified life-limited or other critical components, the organisation that mutilates a component should provide the original manufacturer with the data plate and/or serial number and final disposition of the component.

Maintenance Organisation An approved maintenance organisation may be approved to maintain aircraft/aircraft components not type certificated by the Agency An approved maintenance organisation may fabricate, in conformity with maintenance data, a restricted range of parts for the use in the course of undergoing work within its own facilities, as identified in the maintenance organisation manual. The maintenance organisation exposition as specified in Part-145 provides an outline of the format of an acceptable maintenance organisation manual for larger organisations with more than 10 maintenance staff, dependent upon the complexity of the organisation. Protection from the weather elements relates to the normal prevailing local weather elements that are expected throughout any twelve-month period. Aircraft hangar and aircraft component workshop structures should be to a standard that prevents the ingress of rain, hail, ice, snow, wind and dust etc

Personnel & Certifying Staff The maintenance organisation should have, dependent upon the extent of approval, an aircraft maintenance manager, a workshop manager all of whom should report to the accountable manager. In small maintenance organisations any manager may also be the accountable manager, and may also be the aircraft maintenance manager or the workshop Any approved maintenance organisation that carries out continued airworthiness non-destructive testing should establish qualification procedures for nondestructive testing. Boroscoping and other techniques such as delamination coin tapping are nondestructive inspections rather than non-destructive testing. The approved maintenance organisation shall record all details concerning certifying staff and maintain a current list of all certifying staff. The use of Topic 6: Part – “M” Issue B: January 2008

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temporarily subcontracted staff is permitted in the case of higher than normally expected contracted work and only for personnel not issuing a certificate of release to service.

Components, Equipment and Tools Tools and equipment shall be controlled and calibrated to an officially recognised standard. Records of such calibrations and the standard used shall be kept by the organisation. All tools and equipment as specified in the maintenance data must be available when needed and be clearly marked and listed in a controlled tool register. Inspection, service or calibration on a regular basis should be in accordance with the equipment manufacturers' instructions

Aircraft Continuing Airworthiness Record System Information on times, dates, cycles etc. should give an overall picture on the state of maintenance of the aircraft and its components. The current status of all service life-limited aircraft components should indicate the component life limitation, total number of hours, accumulated cycles or calendar time and the number of hours/cycles/time remaining before the required retirement time of the component is reached. The current status of AD should identify the applicable AD including revision or amendment numbers. Where an AD is generally applicable to the aircraft or component type but is not applicable to the particular aircraft or component, then this should be identified. The AD status includes the date when the AD was accomplished, and where the AD is controlled by flight hours or flight cycles it should include the aircraft or engine or component total flight hours or cycles, as appropriate. For repetitive ADs, only the last application should be recorded in the AD status. The status should also specify which part of a multi-part directive has been accomplished and the method, where a choice is available in the AD. The status of current modification and repairs means a list of embodied modification and repairs together with the substantiating data supporting compliance with the airworthiness requirements. This can be in the form of a Supplemental Type Certificate (STC), SB, Structural Repair Manual (SRM) or similar approved document. The substantiating data may include: (a) compliance program; and, (b) master drawing or drawing list, production drawings, and installation instructions; and, (c) engineering reports (static strength, fatigue, damage tolerance, fault analysis, etc.); and, (d) ground and flight test program and results; and, (e) mass and balance change data; and, Topic 6: Part – “M” Issue B: January 2008

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(f) maintenance and repair manual supplements; and, (g) maintenance program changes and instructions for continuing airworthiness; and, (h) aircraft flight manual supplement. Some gas turbine engines are assembled from modules and a true total time in service for a total engine is not kept. When owners and operators wish to take advantage of the modular design, then total time in service and maintenance records for each module is to be maintained. The continuing airworthiness records as specified are to be kept with the module and should show compliance with any mandatory requirements pertaining to that module.

Continuing Airworthiness Management Organisation This defines organisations approved for the management of the continuing airworthiness of aircraft. This part requires facilities, data and competent staff. It also describes the tasks for which these organisations are approved for and it gives the general rules for record keeping. Any organisation approved to this part may also have the privilege to carry out airworthiness reviews. These periodic reviews are carried out to ensure the aircraft’s continuing airworthiness has been properly carried out and that the aircraft can be considered as airworthy at the time of the inspection. For every aircraft managed, the approved continuing airworthiness management organisation shall: 1. develop and control a maintenance Programfor the aircraft managed including any applicable reliability programme, 2. present the aircraft maintenance Programand its amendments to the competent authority for approval and provide a copy of the Programto the owner of non commercially operated aircraft, 3. manage the approval of modification and repairs. 4. ensure that all maintenance is carried out in accordance with the approved maintenance Programand released in accordance with M.A Subpart H.. 5. ensure that all applicable airworthiness directives and operational directives with a continuing airworthiness impact, are applied, 6. ensure that all defects discovered during scheduled maintenance or reported are corrected by an appropriately approved maintenance organisation, 7. ensure that the aircraft is taken to an appropriately approved maintenance organisation whenever necessary, 8. coordinate scheduled maintenance, the application of airworthiness directives, the replacement of service life limited parts, and component inspection to ensure the work is carried out properly, 9. manage and archive all continuing airworthiness records and/or operator’s technical log. 10. ensure that the mass and balance statement reflects the current status of the aircraft. Topic 6: Part – “M” Issue B: January 2008

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Airworthiness Review To satisfy the requirement for an M.A.902 airworthiness review of an aircraft, a full documented review of the aircraft records shall be carried out by the approved continuing airworthiness management organisation in order to be satisfied that: 1. airframe, engine and propeller flying hours and associated flight cycles have been properly recorded, and; 2. the flight manual is applicable to the aircraft configuration and reflects the latest revision status, and; 3. all the maintenance due on the aircraft according to the approved maintenance program has been carried out, and; 4. all known defects have been corrected or, when applicable, carried forward in a controlled manner, and; 5. all applicable airworthiness directives have been applied and properly registered, and; 6. all modifications and repairs applied to the aircraft have been registered and are approved according to Part-21, and; 7. all service life limited components installed on the aircraft are properly identified, registered and have not exceeded their approved service life limit, and; 8. all maintenance has been released in accordance with this Part, and; 9. the current mass and balance statement reflects the configuration of the aircraft and is valid, and; 10. the aircraft complies with the latest revision of its type design approved by the Agency. (b) The approved continuing airworthiness management organisation’s airworthiness review staff shall carry out a physical survey of the aircraft. For this survey, airworthiness review staff not appropriately qualified to Part-66 shall be assisted by such qualified personnel. (c) Through the physical survey of the aircraft, the airworthiness review staff shall ensure that: 1. all required markings and placards are properly installed, and; 2. the aircraft complies with its approved flight manual, and; 3. the aircraft configuration complies with the approved documentation, and; 4. no evident defect can be found that has not been addressed according to M.A.404, and; 5. no inconsistencies can be found between the aircraft and the paragraph (a) documented review of records. (d) By derogation to M.A.902(a) the airworthiness review can be anticipated by a maximum period of 90 days without loss of continuity of the airworthiness review pattern, to allow the physical review to take place during a maintenance check. (e) An M.A.902 airworthiness review certificate (EASA Form 15b) or a recommendation is issued by appropriately authorised M.A.707 airworthiness review staff on behalf of the approved continuing airworthiness management Topic 6: Part – “M” Issue B: January 2008

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organisation when satisfied that the airworthiness review has been properly carried out. (f) A copy of any airworthiness review certificate issued or extended for an aircraft shall be sent to the Member State of Registry of that aircraft within 10 days. (g) Airworthiness review tasks shall not be sub-contracted. (h) Should the outcome of the airworthiness review be inconclusive, the competent authority shall be informed.

Certificate of Release to Service This part determines those who may release an aircraft to service, when and how it shall be done. It authorises Part 145, Subpart F and licensed engineers holding Part 66. Furthermore, the pilot-owner may also do so after very limited maintenance. A certificate of release to service is necessary before flight, at the completion of any defect rectification, whilst the aircraft operates a flight between scheduled maintenance checks. Except for aircraft released to service by a Part-145 organisation, the certificate of release to service shall be issued according to this Subpart. A certificate of release to service shall be issued at the completion of any maintenance on an aircraft component whilst off the aircraft. The authorised release certificate identified as EASA Form 1 for the Member States constitutes the aircraft component certificate of release to service.

Figure 11 Example of a CRS


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TOPIC 7.1: NATIONAL & INTERNATIONAL REQUIREMENTS REGULATION (EC) NO 216/2008 Regulation (EC) NO 216/2008 applies to the design, production, maintenance and operation of aeronautical products, parts and appliances. It applies to personnel and organisations involved in the design, production and maintenance of products. It also applies to personnel and organisations involved in the operation of aircraft. AMC M.A.302 Aircraft Maintenance Program The term “maintenance program” is intended to include scheduled maintenance tasks the associated procedures and standard maintenance practises. The term “maintenance schedule” is intended to embrace the scheduled maintenance tasks alone. Part M 304 states “Damage shall be assessed and modifications and repairs carried out using data approved by the Agency or by an approved Part-21 design organisation, as appropriate”. A Maintenance Program is a document which describes the specific scheduled maintenance tasks and their frequency of completion. It relates to procedures, such as a reliability program, necessary for the safe operation of those aircraft to which it applies. The aircraft should only be maintained to one approved maintenance program at a given point in time. Where an owner or operator wishes to change from one approved program to other, a transfer check or inspection may be necessary. 3. The maintenance program details should be reviewed at least annually. As a minimum revisions of documents affecting the program basis need to be considered by the owner or operator for inclusion in the maintenance program during the annual review. Applicable mandatory requirements for compliance with Part-21 should be incorporated into the owner or operator’s maintenance program as soon as possible. The aircraft maintenance program should contain a preface which will define the maintenance program contents, the inspection standards to be applied, permitted variations to task frequencies and where applicable, any procedure to manage the evolution of established check or inspection intervals. Appendix I to AMC M.A.302 provides detailed information on the contents of an approved aircraft maintenance program. The approved aircraft maintenance program should reflect applicable mandatory regulatory requirements addressed in documents issued by the TC holder to comply with Part-21.A.61. Repetitive maintenance tasks derived from modifications and repairs should be incorporated into the approved maintenance program.

Topic 7.1: Applicable National and International Requirements – “Airworthiness” Issue B: January 2008

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CRITICAL DESIGN CONFIGURATION CONTROL LIMITATIONS (CDCCL) If the TC/STC holder identifies Critical Design Configuration Control Limitations (CDCCL) have been identified for the aircraft type, maintenance instructions should be developed. CDCCL’s are an aircraft installation or component that should be retained for the operational life of the aircraft, component or part during:  Modification  Change  Repair, or  Scheduled maintenance

Aircraft Maintenance Documentation Maintenance organisations must be in receipt of updates for all manuals. Maintenance Manual (M M) This is the aircraft manufacturer’s Maintenance manual which contains comprehensive instructions for the maintenance and in situ testing of all systems and components installed in their aircraft. Overhaul Manual (O/H M) The aircraft manufacturer’s overhaul manual contains information for the overhaul and testing in workshops of aircraft components removed from the aircraft Wiring Manual (WM) The wiring manual is used in conjunction with other manuals for circuit diagnosis and fault finding. It contains the wiring diagrams and specifications for all of the aircraft circuits, broken down into systems and sub systems. A wiring diagram may be a block diagram or a schematic or other type. It will show the complete electrical circuit for the aircraft system or sub system and list the specifications for looms, cables and wires. Illustrated Parts Catalogue (IPC) This is the aircraft manufacturer’s catalogue, where you will find; (a) A comprehensive listing of part numbers cross-referenced to illustrations of the aircraft structure. (b) Related components portrayed in an exploded view method. Structural Repair Manual (SRM) This aircraft manufacturer’s manual is where you will find information and specific instructions for the repair of primary and secondary structures of the aircraft. Also included are material and fastener substitution as well as specific repair techniques. Aircraft Log Books These are used to;  Provide a history of operation and maintenance for the individual aircraft.  Control maintenance schedules and time replacement of components and assemblies on airframe and engines. Topic 7.1: Applicable National and International Requirements – “Airworthiness” Issue B: January 2008

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Revision of Manuals Aircraft maintenance manuals, overhaul manuals, wiring manuals, illustrated parts catalogues, structural repair manuals, vendor manuals, service bulletins etc, are required to provide the latest accurate information; they are therefore subject to constant revision. The publisher of these manuals regularly distributes amendment material to the owner operators for incorporation into their manuals. Every page has a revision date or status and all manuals have a list of effective pages issued with every revision package. It is the responsibility of the owner to ensure the manuals are kept up to date and it is the responsibility of the user to ensure that he/she are referencing the latest amendment Service Bulletins (SB) The ongoing monitoring and testing of aircraft and associated components by the manufacturer and the feedback of information from aircraft operators of in-service problems necessitates the issuing of a document called a “service bulletin” This is issued to aircraft operators, calling for remedial action in the form of adjustment, modification, inspection or servicing of the component or aircraft in question. Airworthiness Directives (AD) Airworthiness Directives are issued by EASA, acting in accordance with Regulation (EC) No 216/2008 on behalf of the European Community, its Member States and of the European third countries that participate in the activities of EASA under Article 66 of that Regulation. In accordance with EC 2042/2003 Annex I, Part-M.A.301, the continuing airworthiness of an aircraft shall be ensured by accomplishing any applicable ADs. Consequently, no person may operate an aircraft to which an AD applies, except in accordance with the requirements of that AD unless otherwise specified by the Agency [EC 2042/2003 Annex I, Part-M.A.303] or agreed with the Authority of the State of Registry [EC 216/2008, Article 14(4) exemption]. ADs applicable to an EASA approved type certificate are those ADs which have been issued or adopted by the Agency. ADs are issued by the Agency through Agency decisions. ADs are adopted by the Agency through:  for ADs issued after 28-09-2003: ED Decision 2/2003 on the implementation of airworthiness directives for products, parts and appliances designed in third countries  for ADs issued before 28-09-2003: EU Commission Regulation (EC) 1702/2003 article 2 (3)(a)(iii) (ADs issued by the State of Design for products, parts and appliances) The dissemination of airworthiness directives to aircraft owners is a responsibility of the State of Registry and does not belong to the Agency. Applicability Part M 303 states “Any applicable airworthiness directive must be carried out within the requirements of that airworthiness directive, unless otherwise specified by the Agency”. Alternative Methods of Compliance to Airworthiness Directives (AMOC to ADs) Topic 7.1: Applicable National and International Requirements – “Airworthiness” Issue B: January 2008

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An Alternative Method of Compliance (AMOC) is an EASA approved deviation to an AD. It is a different way, other than the one specified in an AD, to address an unsafe condition on products, parts and appliances. An AMOC must provide an acceptable level of safety, equivalent to the level of safety intended for compliance with the original AD. Sensitive Security Airworthiness Directive (SSAD) An SSAD is an AD issued or adopted by EASA that mandates certain corrective actions, the content of which includes security sensitive information. An SSAD will be disseminated by EASA to those states having affected aircraft on the register. Further distribution of the SSAD to operators of the affected aircraft or other concerned parties remains under State of Registry responsibility, and should be done on a "need to know" basis only. An SSAD record is uploaded in the EASA AD publishing tool, but only after the end of the SSAD compliance time and without attachments;. Safety Information Bulletins (SIB) Safety Information Bulletins (SIB) are for information only, They do not contain mandatory instructions. An SIB is used to alert an operator that a problem may exist. SIBs do not relate to unsafe conditions. SIBs were formerly named Safety Information Notices. MMEL & MEL The Master Minimum Equipment List (MMEL) is a document that lists the equipment that may be temporarily inoperative, subject to certain conditions, while maintaining an acceptable level of safety of an aircraft. Each MMEL is specific to an aircraft type. All items related to the airworthiness of the aircraft and not included in the list are automatically required to be operative. EASA will only accept an application for MMEL approval from the Type Certificate Holder (manufacturer). The MMEL shall take into account the effects of multiple unserviceabilities which may have a significant effect upon safety. The MEL is an approved document, prepared by the operator, taking into account the relevant operational and maintenance conditions they operate under. It lists items from the MMEL which may be temporarily inoperative, subject to certain conditions, at the commencement of the flight. The MMEL and associated Minimum Equipment List (MEL) are alleviating documents, their purpose is not to encourage the operation of aircraft with inoperative equipment as it is undesirable for aircraft to be dispatched with inoperative equipment. Dispatch is permitted only as a result of careful analysis of each item to ensure that the acceptable level of safety is maintained. The continued operation of an aircraft in this condition should be minimised. There are limitations governing rectification intervals for inoperative equipment. MEL Rectification Intervals “Rectification Intervals” Inoperative items or components, deferred in accordance with the MEL, must be rectified at or prior to the rectification intervals established by the following letter designators: Topic 7.1: Applicable National and International Requirements – “Airworthiness” Issue B: January 2008

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“Category A” No standard interval is specified, however, items in this category shall be repaired in accordance with the conditions stated in the “Remarks or Exceptions” column (5). Where a time period is specified it shall start at 00:01 on the calendar day following the day of discovery. “Category B” Items in this category shall be repaired within three (3) consecutive calendar days, excluding the day of discovery. For example, if it were discovered at 10 a.m. on January 26th, the three day interval would begin at midnight the 26th and end at midnight the 29th. “Category C” Items in this category shall be repaired within ten (10) consecutive calendar days, excluding the day of discovery For example, if it were discovered at 10 a.m. on January 26th the ten day interval would begin at midnight the 26th and end at midnight February 5th. “Category D” Items in this category shall be repaired within one hundred and twenty (120) consecutive calendar days, excluding the day of discovery.25. “Remarks or Exceptions” (Column 5) in this column includes a statement either prohibiting or permitting operation with a specific number of items inoperative, provisos (conditions and limitations) for such operation, and appropriate notes. Configuration Deviation List (CDL) Configuration Deviation List (CDL) identifies any external parts of an aircraft which may be missing at the commencement of flight. The CDL contains information associated with operating limitations and aircraft performance corrections where necessary. The CDL is established by the holder of the type design and approved by the State of Design. The CDL is published as part of the Aircraft Flight Manual and is found in the DDG. The MMEL and associated Minimum Equipment List (MEL) are alleviating documents, their purpose is not to encourage the operation of aircraft with inoperative equipment as it is undesirable for aircraft to be dispatched with inoperative equipment. Dispatch is permitted only as a result of careful analysis of each item to ensure that the acceptable level of safety is maintained. The continued operation of an aircraft in this condition should be minimised. There are limitations governing rectification intervals for inoperative equipment. Dispatch Deviation List (DDL), Dispatch Deviation List (DDL), also called Dispatch Deviation Guide (DDG) is a document which contains the Minimum Equipment List (MEL) and Configuration Deviation List (CDL). The DDG contains operational and maintenance procedures for the MEL and CDL This document must be carried on the flight deck of large transport category aircraft. It is an approved publication subject to review and amendment.


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M.A.304 Data For Modifications And Repairs A person or organisation repairing an aircraft or component should assess the damage against published approved repair data. The action to be taken if the damage is beyond the limits or outside the scope could involve any one or more of the following options;  Repair by replacement of damaged parts,  Requesting technical support from the following: o

Type certificate holder

o

An approved Part-21 organisation

o

An agency approval of the particular repair data.

Part M 304 states “Damage shall be assessed and modifications and repairs carried out using data approved by the Agency or by an approved Part-21 design organisation, as appropriate”.



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TOPIC 7.2: ADDITIONAL MAINTENANCE REQUIREMENTS Continuing Airworthiness tasks: Continuing Airworthiness tasks include the following:  Maintenance Program  Airworthiness Directives  Data for Modifications and repair  A/C Continuing Airworthiness Record System  Operators Technical Log System Mandatory Continuing Airworthiness Information Mandatory Continuing Airworthiness Information (MCAI) is defined as “mandatory requirements for the modification, replacement of parts, or inspection of aircraft and amendment of operating limitations and procedures.” An Airworthiness Directive (AD) is one type of such information. ICAO requires that member States have a system to maintain the airworthiness of aeronautical products on their registry. As part of this system, States publish and exchange MCAI

Flight Tests Where there is a need to fly an EASA aircraft when an EASA airworthiness certificate is not in force or a flight is necessary for the issue of such a certificate, an application will need to be made for an EASA Permit to Fly. Applications for an EASA Permit to Fly to allow flight testing to take place or where the airworthiness certificate is not in force, shall be made by an appropriately type rated licensed aircraft engineer, Part 145 maintenance organisation or Part 21 design organisation, using an application for the issue of an EASA permit to fly EASA Permit to Fly – Flight Release Certificate is issued on EASA Form 20 An EASA Permit to Fly may be issued to an aircraft that does not fully comply with the type certification or applicable airworthiness and maintenance requirements, providing it is capable of performing a basic flight or series of flights safely. An EASA Permit to Fly may be issued to an aircraft for the purposes of flight testing for the purposes of obtaining or amending a Type Certificate, Supplemental Type Certificate or for production flight testing.

ETOPS – Extended Twin-Engine Operations EASA Extended Twin-Engine Operations (ETOPS) is harmonised with ICAO and FAA. ETOPS rules permit twin-engine commercial air transport aeroplanes to fly routes that are further than 120 minutes flying time:  From an adequate aerodrome  At the approved one-engine-inoperative speed  Under standard conditions in still air

Training Material Only 7.2: Additional Maintenance Requirements Issue A: October 2008

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Aircraft must be approved to operate under ETOPS rules. Maintenance Engineers must be approved to certify for ETOPS aircraft. Other ETOPS classifications  ETOPS-60 minutes  ETOPS-90 minutes  ETOPS-120/ETOPS-138 (120 + 15%) minutes  ETOPS-180/ETOPS-207 (180 + 15%) minutes ETOPS Maintenance Procedures ETOPS Maintenance Procedures ensure the safety and reliability of flights operating at extended range. ETOPS Maintenance procedures include:  Engine condition monitoring  Oil consumption monitoring  ETOPS Pre-flight check  Identical maintenace considerations for ETOPS Significant systems Engine condition monitoring monitors N1, N2, exhaust gas temperature, fuel flow, oil pressure and vibration. Oil consumption monitoring monitors engine and APU oil consumption rate per hour and oil quantity. Pre-flight check are performed ETOPS systems before each ETOPS flight, Check items include:  Fire resistance integrity of cargo compartment linings  Navigation equipment Identical maintenance on ETOPS Significant systems means that similar systems should not be disturbed during the same maintenance visit, for example:  Both engine generators should not be replace  Magnetic chip detectors on both engines should not be inspected Checking oil quantities on both engines and the APU is not considered to be identical maintenance.

All Weather Operations – Cat II & III All commercial air transport aeroplanes are categorised according to their ability to land utilising the ILS. For a pilot to be able to make an approach to a runway in bad weather, the weather has to be at or above certain conditions depending on the CAT number of the ILS. If the weather is worse than the categorisation of the runway then no approach can be made except for aircraft equipped and certified to Cat 3C.


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Aircraft that have suffered unserviceable equipment and have had their ILS categorisation downgraded, must upon becoming serviceable carry out a practice approach in conditions one above the level of approach conditions being flown. Instrument landing system (ILS) facilities are a highly accurate and dependable means of navigating to the runway in IFR conditions. When using the ILS, the pilot determines aircraft position primarily by reference to his instruments The ILS consists of:  localizer transmitter;  glide path transmitter;  outer marker  approach lighting system CAT II or CAT III approach is not available at all airports. FAA AC120 Criteria For Approval Of Category I And Category II Weather Minima For Approach. CONTINUING AIRWORTHINESS / MAINTENANCE. Maintenance Program General Provisions. As approved by FAA, each operator should have an approved continuous airworthiness maintenance program (CAMP) in place. The approved CAMP should include any necessary provisions to address lower landing minima (LLM), or low visibility takeoff, IAW the operator’s intended operations and the manufacturers recommended maintenance program. An LLM program may be an extension of a CAMP. A maintenance program should consider any applicable MRB requirements or equivalent requirements (e.g., AD’s, mandatory service bulletins) that may relate to low visibility operations. Emphasis should be on maintaining and ensuring total system performance, accuracy, availability, reliability, and integrity for the intended low visibility operations. Maintenance Program Requirements The maintenance program should be compatible with an operator’s organization and ability to implement and supervise the program. Maintenance personnel should be familiar with the Operators approved program, their individual responsibilities in accomplishing that program, and availability of any resources within or outside of the maintenance organization that may be necessary to ensure program effectiveness (e.g., getting applicable information related to the manufacturer’s recommended maintenance program, getting information referenced in this AC such as service bulletin information). Training Material Only 7.2: Additional Maintenance Requirements Issue A: October 2008

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NOTE: Maintenance programs meeting requirements for and approved for Category III typically are also considered acceptable for Category II. Aircraft low visibility systems status, however, must be clearly identified for pilots, maintenance, and dispatch, when combined programs are used. Low visibility as used in the context of requiring approval is taken to mean landing with minima less than Category I or take-off with visibility less than 500 m. Category I means a precision approach with a decision height (DH) not lower than 200 ft and a visibility of not less than 800 m or runway visual range (RVR) not less than 550 m. Category II means a precision approach with a DH between 100 ft and 200 ft, and RVR not less than 350 m. Category IIIA means a precision approach with a DH below 100 ft or no DH, and RVR not less than 200 m. Category IIIB means a precision approach with a DH lower than 50 ft or with no DH, and RVR between 200 m and 50 m. Category IIIC means a precision approach with no DH and no RVR limitations. Currently, airline operators can only conduct Cat I approach procedures to Cat I minima at Australian aerodromes. Some airline operators have aircraft equipped with Head Up Display (HUD), Enhanced Visual Systems (EVS), or auto-landing capabilities. Both the JAA and FAA have published guidelines for allowing such equipped aircraft to operate to below the Cat I minima at Cat I equipped aerodromes (known as Special Cat II operations), and these airlines are keen to derive these benefits from their aircraft. To allow early introduction of the Special Cat II operations in Australia at aerodromes where the stake holders wish to have such operations, CASA needs to develop appropriate guidelines to clearly set out the requirements for airline operators, ATC, instrument procedure designers and aerodrome operators at aerodromes when such operations are conducted. Category II & III Maintenance Requirements The operator must have in place, in the CASA-approved Aircraft Maintenance Planning Document, the requirements and practices that are necessary for supporting Category II, Category IIIA and Category IIIB operations All Weather Operations Category II & III Any operator wishing to conduct autoland – whether for low visibility operations or normal operations – will require CASA approval. CASA should be satisfied that the operator is adequately prepared. This requires an assessment of the following matters:  Aircraft certification and equipment  Maintenance procedures  Demonstration of achievement of required accuracy  Internal reporting system of results of autolands  Crew training and procedures  Qualification, recency and standards of aircraft and crews  Operations Manual material


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B 10e Student Resources

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