Aviation Legislation

B r i t i s h A i r w a y s E n g i n e e r i n g Tr a i n i n g

EASA Part-66 Module 10 Air Legislation Course Notes Book 1 of 1

66M10B12 ETBN 0496

ISSUE 2 - APRIL 2012

ENGINEERING TRAINING

66M10B12 ETBN 0496

ISSUE 2 - APRIL 2012

ENGINEERING TRAINING

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Aviation Legislation Notes These notes have been prepared by British Airways Engineering Training to provide a source of reference during your period of training. The information presented is as correct as possible at the time of printing and is not subject to amendment action. They will be useful to you during your training, but I must emphasise that the appropriate Approved Technical Publications must always be used when you are actually working on the aircraft. I trust your stay with us will be informative and enjoyable.

DAVE WINTER Examination Compliance Manager

Contents Air Legislation – Regulatory Framework ...... 2 British Legal System Overview .................... 9 Civil Aviation Act - 1982 .............................. 10 The Air Navigation Order (ANO) ................. 11 Air Navigation Regulations (ANR's) ............ 12 Civil Aviation Authority (CAA) ......................13 CAA Publications .......................................14 Mandatory Modifications and Requirements ............................................. 16 Joint Aviation Authorities .............................17 General Organisation of the JAA ................ 20 Joint Aviation Requirements ....................... 22 JAR Relationships ...................................... 23 Regulation Organisational Structure .......... 24 Relationship with other Aviation Authorities 25 EASA Part-66 ............................................. 26 EASA Part-145 Approved Maintenance Organisations ....... 36 EASA Part-145 Approval Certificate ........... 54 JAR-OPS 1 ................................................ 58 EASA PART-66 MODULE 10

Air Operators Certificate (AOC) .................59 Documents to be Carried Onboard ............ 62 Information Retained on the Ground ..........63 Aircraft Placards and Markings ..................64 EASA Part M – Aeroplane Maintenance .....68 Occurrence Reporting ...............................76 Certification Requirements (CS-25) ...........77 Type Certificates (EASA Part-21Subpart B-J) .......................81 Aircraft Certification (Documents) ..............95 Maintenance Planning .............................. 105 Approved Maintenance Schedule ............. 106 Maintenance Planning .............................. 109 Modification Procedures........................... 110 Modification Classes ................................111 Modification Record Book ........................ 112 Mandatory Modification and Inspections .. 113 Modification Work, Certification and Documentation ......................................... 114 Airworthiness Directives .......................... 115 Mandatory Aircraft Modifications & Inspections Summary .............................. 116 Stores Procedures ...................................117 Stores Accommodation ........................... 118 Clasification of Parts ................................119 Certification and Release Procedures .....120 Authorisations ..........................................122 Certification ..............................................123 Duplicate Inspection ................................. 124 Interface with Aircraft Operation ...............126 Maintenance Inspection ............................127 Clasification of Inspections ......................128 Scope of Inspection ................................. 129 Quality Control/Quality Assurance ...........132 The Quality Department ........................... 133 Quality Management ................................134 Additional Maintenance Procedures ......... 135 Control of life limited components ............ 140 Minimum Equipment List .......................... 143 Approved Technical Publications (ATP's) 145 All Weather Operations ............................153

AVIATION LEGISLATION APRIL 2012

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Air Legislation – Regulatory Framework The Purpose Of British Legislation To control and regulate: •

All phases of British Civil aircraft design, construction test and maintenance.

•

Operation of all civil aircraft over the UK and the Channel and the Atlantic and the operation of military aircraft over these areas.

History British Legislation revolves around three sets of initials, basically: • • •

AID ARB CAA and ARB

1914 1936 1971

The period immediately prior to World War 1 saw the rapid growth of the use of aircraft and the Royal Aircraft Factory at Farnborough - the principal constructor of military aircraft at the time, established its own inspection department for the: • •

Acceptance of all incoming supplies Continuous progress inspections during production. Final examination and test of the finished aircraft.

•

As civilian firms began to tender for contracts, the government decreed that their inspections should be of the same standard as Farnborough’s. To this end the Aeronautical Inspection Directorate - AID was formed in 1914 to ensure a consistently high standard of inspection throughout the British aircraft industry. In 1919 the AID was put under the control of the newly formed air ministry. 1919

International Convention of Aerial Navigation, Paris.

1920

First British Air Navigation Regulations as a result of the Air Navigation Act.

1929

Warsaw Convention

1932

Carriage by Air Act

1936

Air Navigation Act

Following many complaints about civil aviation being controlled by the military, this act gave power for the Secretary of State for Air to delegate certain of his functions to the Minister for Civil Aviation who in turn delegated his duties to the newly formed Air Registration Board (ARB) which assumed responsibility for the satisfactory construction of civil aircraft. 1936

Air Transport Association of America (ATA)

Organisation formed by a group of US airlines to promote a safe and efficient air transport system. Responsible for a variety of internationaly accepted standards including ATA100 and its successors.

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Air Legislation – Regulatory Framework

1914

AERONAUTICAL INSPECTION DIRECTORATE (AID) FORMED

1919

AIR MINISTRY FORMED

1920

BRITISH AIR NAVIGATION REGULATIONS WARSAW CONVENTION

1929 1932 1936

INTERNATIONAL CONVENTION ON AERIAL NAVIGATION

CARRIAGE BY AIR ACT AIR NAVIGATION ACT AIR REGISTRATION BOARD (ARB) CHICAGO CONVENTION INTERNATIONAL CIVIL AVIATION ORGANISATION (ICAO)

1944 1945 1948 1949

GENEVA CONVENTION CIVIL AVIATION ACT JOINT AIRWORTHINESS AUTHORITIES (JAA) FORMED

1970 CIVIL AVIATION ACT 1971 CIVIL AVIATION AUTHORITY (CAA) FORMED


1990

JOINT AVIATION AUTHORITIES ‘ARRANGEMENTS’ SIGNED

2003

EUROPEAN AVIATION SAFETY AGENCY (EASA) REPLACES JAA


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Air Legislation – Regulatory Framework 1944

Chicago Convention - ICAO

The 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 Organisation (PICAO) was established. It functioned from 6 June 1945 until 4 April 1947. By 5 March 1947 the 26th ratification was received. The International Civil Aviation Organisation (ICAO) came into being on 4 April 1947. In October of the same year, ICAO became a specialised agency of the United Nations Economic and Social Council (ECOSOC). The aims and objectives of ICAO are to develop the principles and techniques of international air navigation and to foster the planning and development of international air transport so as to: a)

b) c)

d)

e) f)

g) h) i)

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ensure the safe and orderly growth of international civil aviation throughout the world; encourage the arts of aircraft design and operation for peaceful purposes; encourage the development of airways, airports, and air navigation facilities for international civil aviation; meet the needs of the peoples of the world for safe, regular, efficient and economical air transport; prevent economic waste caused by unreasonable competition; ensure that the rights of Contracting States are fully respected and that every Contracting State has a fair opportunity to operate international airlines; avoid discrimination between Contracting States; promote safety of flight in international air navigation; promote generally the development of all aspects of international civil aeronautics.

The United Kingdom was and remains a participating member (i.e. Contracting State) of ICAO. Whenever amendments are made to the Convention, or to the technical standards, it is the responsibility of the Civil Aviation Authority (CAA) to advise the Department of the Environment, Transport and the Regions (DETR) of those changes and their acceptability for United Kingdom adoption. The Assembly, composed of representatives from all contracting states, is the sovereign body of ICAO. It meets every three years, reviewing in detail the work of the organisation and setting policy for the coming years. The Council, the governing body which is elected by the assembly for a three year term, is composed of 33 states. It is the Council which sets Standards and it’s Recommended Practices are adopted and incorporated as Annexes to the Convention on Civil Aviation. The Council is assisted by the Air Navigation Commission (technical matters), the Air Transport Committee (economic matters), the committee on Joint Support of Air Navigation Services and the Finance Committee. ICAO works in close co-operation with other members of the United Nations family and nongovernmental organisations which also participate in ICAO’s work include the International Air Transport Association (IATA), the International Federation of Airline Pilots’ Associations (IFALPA) and the International Council of Aircraft Owners and Pilots Associations.



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Air Legislation – Regulatory Framework

UK

OTHERS

USA

FORMED CHICAGO 1944 INTERNATIONAL CIVIL AVIATION ORGANISATION (ICAO) OTHER GOVERNMENTS

BRITISH GOVERNMENT

US GOVERNMENT

LAWS PASSED RATIFYING ICAO

CIVIL AVIATION ACT PASSED 1949 RATIFYING ICAO

LAWS PASSED RATIFYING ICAO

EASA NATIONAL AVIATION AUTHORITIES (NAAs)

NATIONAL REQUIREMENTS

IR’s

AIR NAVIGATION ORDER CIVIL AVIATION AUTHORITY (CAA)

JOINT AVIATION BRITISH CIVIL AUTHORITY AIRWORTHINESS (JAA) REQUIREMENTS (BCARs) JOINT AVIATION REQUIREMENTS (JARs) FEDERAL AVIATION REGULATIONS (FARs)

IRS


FEDERAL AVIATION ADMINISTRATION (FAA)


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Air Legislation – Regulatory Framework 1945

International Air Transport Association (IATA)

It works in close liaison with the International Civil Aviation Organisation (ICAO) and the Council of Europe.

Originally formed in 1919 as a primarily european oranisation, it became truly international when PanAm joined in 1939. Relaunched in 1945 as an international association of airlines which attempts to regulate fares, routes, etc and to use standard procedures to provide quick, easy traffic of passengers and cargo between airlines. 1949

Civil Aviation Act

Ratified the Chicago convention and all previous laws governing the administration of Civil Aviation - but gave no technical definition to those laws. Gave authority for the Privy Council and Minister to: •

Make orders – (Air Navigation Orders) ANOs. Make regulations - (Air Navigation Regulations) ANRs. Set up a Board to advise on technical aspects of civil aviation. Enforce the ANOs dealing with conditions of operating and flying in the UK, airport licences etc.

• • •

1951

Granting of licences to aircraft maintenance engineers. Issue and renewal of Certificate of Airworthiness. (C of A)

•

1955

European Civil Aviation Conferance (ECAC)

European Civil Aviation Conferance formed with UK as a founder member. Its purpose is to promote the continued development of a safe, efficient and sustainable European air transport system, to harmonise civil aviation policies and practices amongst its Member States and promote understanding on policy matters between its Member States and other parts of the world.

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Joint Airworthiness Authorities (JAA)

Joint Airworthiness Authorities formed by several European countries including UK as an associated body of ECAC. Main purpose was to develop common standards for the certification of large aircraft and engines to aid development of colaborative projects (e.g. Airbus) and the import and export of aircraft within the group. 1971

Civil Aviation Act

The three major provisions of this Act were to establish the: •

•

•

ARB Order

Gave power to the Air Registration Board for the: •

1970

Civil Aviation Authority (CAA) to take over from the ARB and control and regulate civil aviation in the UK. Airworthiness Requirements Board to advise the CAA on matters of design, construction and maintenance concerned with the issue and renewal of C of As. British Airways Board (BAB) to control the activities of British Airways (then, the state owned BOAC and BEA).

The old ARB became the Airworthiness Division (AWD) of the CAA. During recent reorganisation it's responsibilities have fallen to the Safety Regulation Group (SRG) of the CAA. 1987

Joint Aviation Authorities (JAA)

The enlarged and renamed Joint Aviation Authorities is extended to cover operations, maintenance, licensing and certification/design standards for aircraft of all classes.



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Air Legislation – Regulatory Framework - Continued 2003

European Aviation Safety Agency (EASA)

An Agency of the European Union tasked to: Establish and Maintain a high uniform level of civil aviation safety in Europe. The European Aviation Safety Agency is the centrepiece of the European Union's strategy for aviation safety. Its mission is to carry out certain executive tasks related to aviation safety, such as the certification of aeronautical products and organisations involved in their design, production and maintenance. Provide technical expertise to the European Union by assisting in the drafting of rules for aviation safety and providing technical input to the conclusion of the relevant international agreements, also promoting the highest common standards of safety and environmental protection in civil aviation. While national authorities continue to carry out the majority of operational tasks - such as certification of individual aircraft or licensing of pilots - the Agency ensures common safety and environmental standards at the European level. Current responsibilities include: • • • •

Rulemaking Inspections Safety and Environmental Approval and Data

The European Commission recently proposed to extend the Agency's responsibilities to further important areas of safety regulation: Rules and procedures for civil aviation operations; Licensing of crews in the member states, Certification of non-EU operators. The Agency expects to take over these tasks by late 2007 or early 2008. In the long-term, it is also likely to play a key role in the safety regulation of airports and air traffic management systems. The aviation inductry benefits from common specifications, cost-efficient services and a single point of contact.



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For Your Notes

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British Legal System Overview A Bill is usually drafted under the supervision of a Minister of the Crown, and introduced into the House of Commons or House of Lords by a member of Parliament. If it passes through all its stages of discussion and debate it receives the Royal Assent and becomes an Act of Parliament or ‘Statute’. The Civil Aviation Act is an example.

An Order in Council is a type of Statutory Instrument issued by the monarch on advice from the Privy Council, the Cabinet and specialist committees set up. They are used when an ordinary Statutory Instrument would be inappropriate. They often relate to the regulation of professions or professional bodies. The Air Navigation Order is just such an order.

Statue Law is comprised of Acts of Parliament and subordinate (derived) legislation made under the authority of the parent Act. Subordinate, secondary or delegated legislation are the descriptions given to the vast body of rules, orders, regulations and bye-laws created by subordinate bodies under specific powers delegated to those bodies by Parliament.

Statutory Instruments are usually drafted in the legal department of the Ministry that presented the Bill to Parliament. They allow changes to be made without the need for a new bill and they name the person, usually the Secretary of State or Minister, to whom authority is given to make these changes. They all contain a note that explains their scope and purpose.

Acts of Parliament cannot always cover every rule or regulation for every detail of the subject they deal with. In order to prevent the need for an Act of Parliament every time a detail needs to be updated or added to, an Act can give the Government the power to do this at a later stage. This is done through Statutory Instruments, the 'tools' which are used to apply the law.

The powers of the Statutory Instruments have the full force of law. The laws made through these powers are Secondary or Delegated Legislation. Like the Air Navigation Order, the Air Navigation Regulations are Statutory Instruments. They are, however, subordinate to the Order. Statutory Instruments are issued by Her Majesty’s Stationery Office.

CIVIL AVIATION ACT AIR NAVIGATION ORDER AIR NAVIGATION REGULATIONS BRITISH CIVIL AIRWORTHINESS REGULATIONS JOINT AVIATION REQUIREMENTS EASA PART-66 MODULE 10


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Civil Aviation Act - 1982 The primary aviation legislation in the United Kingdom is the Civil Aviation Act, enacted in 1982. It replaced the 1971 Act. So far, there has only been one amendment (July 1996), involving Article 92 of the Act, and providing for the prosecution of persons committing offences on foreign aircraft while in flight to the United Kingdom, and for connection purposes. The Act is an Act of Parliament and can only be amended by Parliament. It contains 110 articles in five parts and sixteen schedules dealing with the application of some of the sections.

The Act also provides for the constitution of a 'body corporate' called the Civil Aviation Authority (CAA). The functions of the CAA are provided for in Article 3 of the Act and include: •

• The Act charges the Secretary of State with the general duty of organizing, carrying out and encouraging measures for: • • • •

the development of civil aviation; the designing, development and production of civil aircraft; the promotion and safety in the use thereof; research into questions relating to air navigation.

The act ratifies the Chicago Convention and providesa legal basis for IACO Standards and Recommended Practices (SARP’s) in UK law.

•

the functions conferred on it by the Act with respect to the licensing of air transport, the licensing of the provision of accommodation in aircraft, the provision of air navigation services, the operation of aerodromes and the provision of assistance and information; such functions as are conferred on it by Air Navigation Orders (ANO) with respect to the registration of aircraft, the safety of air navigation and aircraft (including airworthiness), the control of air traffic, the certification of operators of aircraft and the licensing of air crews and aerodromes; and such other functions as are conferred on it by virtue of the Act or any other enactment.

Part III of the Act contains provision for making an 'Order in Council' which is refered to as the Air Navigation Order (ANO) and describes its contents. The Act provides for offences against the provisions of the ANO to be prosecuted. United Kingdom aviation safety legislation is part of the criminal law. Any breach of any of its requirements is a criminal offence. The CAA has been given responsibility by the Department of the Environment, Transport and the Regions (DETR) to enforce civil aviation legislation. To this effect, the CAA’s Aviation Regulation Enforcement and Investigation Bureau (AREIB) employs a team of officers to investigate alleged offences and where appropriate prosecute offenders in the criminal courts.

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The Air Navigation Order (ANO) Since this is an Order in Council then it is subordinate to the Act. It interprets the clauses and sections of the Act in more detail and although it is also written in ‘officialese’, it is more adaptable as a working reference document than the Act. The current order is dated ……………. amendment …………. You will always find the amendment state included in the title reference given in the opening pages. The information in the Order is arranged as follows: • • •

Parts Articles Schedules

14 168 15

Overall they set out what we may loosely term the rules under which all types of aircraft must be operated. The ANO is amended by an Act of Parliament. If a need for an amendment should arise, the CAA develops and proposes changes to the legislation but does not have the power to actually amend the legislation. However, the CAA has been given a discretionary power to impose requirements on the basis of being satisfied as to the competence of any applicant for a certificate or a licence. To ensure that the applicant has satisfied the CAA requirements, it has set out detailed requirements in CAPs, British Civil Airworthiness Requirements (BCAR) or European Aviation Safety Agency (EASA)

These are listed in numerical sequence on the pages of Section 1 of the Order. The parts are: Part I Part II Part III Part IV Part V Part VI Part VII Part VIII Part IX Part XI

Registration And Marking Of Aircraft Air Operators’ Certificates Airworthiness And Equipment Of Aircraft Aircraft Crew And Licensing Operation Of Aircraft Fatigue Of Crew And Protection Of Crew From Cosmic Radiation Documents And Records Movement Of Aircraft Air Traffic Services General



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Air Navigation Regulations (ANR's) It can be see from the legislative sequence, that a Regulation is subordinate to an Order in Council. Therefore, ANR’s are subordinate to the ANO. They contain details of establishing regulations on such aspects as load sheets, Weight and Performance of aircraft, Noise and Vibration at aerodromes, Radio and Navigational equipment to be carried in aircraft, Aerodrome facilities and Repairs and Replacements which may be done by pilots. The ANR's amplify and clarify the ANO and lay down values for regulated restriction such as noise levels, aircraft performance etc.

The relationship between the ANO, the Schedules and the ANR ANO and Schedules - The ANO Articles are expanded in certain areas by the Schedules, for example, ANO Article 3 refers to ‘B Conditions’ as per Schedule 3. Schedule 3 sets out in detail A and B Conditions. ANO and ANR - The ANR amplifies and explains certain Articles of the ANO as considered necessary by the CAA, for example, ANO Article 142 refers to mandatory reporting. – ANR14 sets out in detail mandatory reporting. The official versions of both the ANO and ANRs - which are known as Statutory Instruments in legal terms - are published separately by Her Majesty's Stationary Office (HMSO). Periodic amendments are also published. For the benefit of those concerned with the day to day matters relating to air navigation, the CAA publish a loose-leaf amendable version which combines both the order and the regulations. This is CAP393.

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Civil Aviation Authority (CAA) As previously described, the CAA is a public authority, through government appointment, which is financially self supporting . The CAA is the National Aviation Authority (NAA). The NAA is the European Aviation Safety Agency (EASA) representative office within the Member State. It’s main responsibilities are the execution of the articles and regulations of the ANO. The CAA is divided into four Groups: • • • •

Safety Regulation Group Economic Regulation Group Directorate of Airspace Policy Consumer Protection Group

The group most commonly encountered by engineers is the Safety Regulation Group Safety Regulation Group (SRG) The role of the Safety Regulation Group is to ensure that UK civil aviation standards are set and achieved in a co-operative and cost-effective manner. The SRG must satisfy itself that aircraft are properly designed, manufactured, operated and maintained; that airlines are competent; that flight crews, air traffic controllers and aircraft maintenance engineers are fit and competent; that licensed aerodromes are safe to use and that air traffic services and general aviation activities meet required safety standards. To monitor the activities of this complex and diverse industry, the SRG employs a team of specialists. They have a wide range of skills, including pilots qualified to fly current airliners; test pilots able to evaluate all aircraft types; experts in flying training, leisure and recreational aviation activities; aircraft maintenance surveyors; surveyors conversant with the latest design and manufacturing techniques; flight test examiners; aerodrome operations and air traffic control specialists; and doctors skilled in all branches of aviation medicine.


Specific responsibilities include: • • • • • • • • • • • • • • • • • • • •

Commercial Aviation General Aviation Harmonising European Standards Flight Operations CAA/SRG Support to Government Passenger Safety UK Register of Civil Aircraft Aircraft Maintenance Structures, Materials & Propulsion Aircraft Airworthiness Aircraft Design & Manufacturing Flight Crew Licensing Engineer Licensing Medicals Human Factors Air Traffic Control Services Aerodrome Licensing & Inspections Incident Reporting Research International Consultancy & Training Services

Personnel Licensing - Maintenance Engineers This part of the SRG department is responsible for the licensing of Aircraft Maintenance Engineers and the approval of training courses under EASA Part-147. Licences for aircraft of 5700 kgs MTOM and above are issued under EASA Part-66, which provides a common and mutually acceptable standard across NAA member countries. For the certification of maintenance on aircraft below 5700 kgs, UK National licences will continue to be issued under BCAR Section L.


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CAA Publications The Civil Aviation Authority produces a variety of publications under the following catagories:

British Civil Airworthiness Requirements (BCARS)

• • • • • • • • • • • • • • • • • •

This set of documents interpret legislation given in Part III of the ANO and contain details of minimum requirements which must be met in all the areas of airworthiness for which the CAA has responsibility.

Aerodrome Aeronautical Charts Air Traffic Services Air Transport System Aircraft Maintenance Aviation Safety CAA Forms CAA Location Maps Design and Production Engineer Licensing Environment Flight Crew Licensing Flight Operations General Aviation Medical Official Record Series Passenger Protection Research

Satisfactory compliance with these requirements is required for the issue of such things as: • • • •

BCARs are published as leaflets in sections:

The principal publications of interest to engineers are: • • • •

Air Navigation - The Order and Regulations British Civil Airworthiness Requirements BCARs Civil Aircraft Airworthiness Information and Procedures - CAAIPs Mandatory requirements for Airworthiness CAP 747.

Air Navigation - The Order and Regulations CAP393 This work sets out the provisions of the Air Navigation Order and regulations made thereunder. It also contains a number of other relevant regulations. It is published as an amendable loose leaf document.

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C of A Air Operators’ Certificates Company Approvals Engineer’s Licences etc.

Section A - Airworthiness Procedures where the CAA has Primary Responsibility for Type Approval of the product. CAP 553 Section B - Airworthiness Procedures where the CAA DOES NOT have Primary Responsibility for Type Approval of the Product. CAP 554 Proposed amendments and additions are prepared by the CAA and issued in a series of BCAR papers. Other BCAR leaflets have been superceded by EASA EC216/2003 and subsequent Implementing Rules and their annexes. The BCAR requirements may be retained as they still apply to some aircraft on the UK Civil Register



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CAA Publications EASA Administrative and Guidance Material

Further EASAs may be added as they are adopted and superceed BCARs and JARs.

This material is published to provide further information regarding the various EASA activities. This includes the Joint Implementation Procedures as well as Temporary Guidance Material and Interim Policies.

Civil Aircraft Airworthiness Information and Procedures - CAAIPs CAP 562

Joint Aviation Requirements (JARs) These are published on behalf of the Joint Aviation Authorities. Their status is that they are recognised by the Civil Aviation Authorities of the participating countries as an acceptable basis for showing compliance with their national code (BCARs in the UK). Some countries (including the UK) have adopted certain codes as their sole national code. Those adopted by the UK by September 2002 are listed below: EASA Part-1 Definitions and Abbreviations EASA Part-21 Certification Procedures for Aircraft and Related Parts EASA Part-22 Sailplanes and Powered Sailplanes EASA Part-23 Normal, Utility, Aerobatic and Commuter Category Aircraft EASA Part-25 Large Aeroplanes EASA Part-26 Additional Airworthiness Requirements for Operations EASA Part-27 Small Rotorcraft EASA Part-29 Large Rotorcraft EASA Part-36 Aircraft Noise EASA Part-66 Certifying Staff Maintenance EASA Part-145 Approved Maintenance Organisations EASA Part-147 Approved Maintenance Training/ Examinations EASA Part-APU Auxilliary Power Units EASA Part-AWO All Weather Operations EASA Part-E Engines EASA Part-MMEL-MEL Master Minimum Equipment List/Minimum Equipment List EASA Part-P Propellers EASA Part-VLA Very Light Aeroplanes EASA Part-TSO Joint Technical Standard Orders EASA PART-66 MODULE 10

This is a set of leaflets which give general information on a variety of matters concerned with civil aircraft during manufacture, overhaul, repair, maintenance, operation and procedures. They do not refer to any particular aircraft or engine type, specialised equipment or component parts. As such, they should be regarded as advisory in nature and the manufacturers manuals and documentation should be consulted for detailed information. Airworthiness Notices (CAP 455 withdrawn) Airworthiness Notices are issued by the Civil Aviation Authority to circulate information to all concerned with the airworthiness of civil aircraft. These have now been withdrawn and replaced by Generic Requirements and Information Leaflets. The Generic Requirements can be found in CAP 747 and Information Leaflets in CAP 562


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General Organisation of the JAA Membership Membership is open to members of the European Civil Aviation Conference (ECAC), which currently consists of 42 member countries. Membership takes effect when the 1990 “Arrangements” are signed. There are 40 member countries in the JAA today.

At present the JAA comprises of 25 full members and 11 candidate members.

“Two-Phase” membership of the JAA The JAA has a two-phase membership system. The current procedure, consistent with the Arrangements, starts with a familiarisation visit by a “candidate” Authority to Central JAA, leading, after a satisfactory conclusion, to a report to the Chairman of the JAA Committee (JAAC). The Authority can then formally apply to the Chairman of the JAA Board (JAAB) for membership, expressing its willingness to commit itself to the terms and commitments in the Arrangements. The JAA Committee submits its report to the JAA Board and, subject to a twothird majority vote, the applicant Authority can sign the Arrangements. At this stage the Authority will become a “Candidate Member” and will have access to meetings, etc, but: • •

no voting rights, and no right or obligation to automatic recognition of the approvals issued by its own authority or those of other states.

In phase 2, after signing the JAA Arrangements, Central JAA arranges a visit to the Authority by a so called fact-finding team, which consists of representatives of the JAA Committee and Central JAA. A report is prepared and sent to the JAAC Chairman when considered satisfactory, the JAA Committee recommends the JAA Board to grant full membership If deemed necessary by the fact-finding team, the JAA standardisation team visits will be arranged. This process could, for some countries, be very prolonged. It is felt, however, that such a process is essential to safeguard the high standards and credibility of the JAA.

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General Organisation of the JAA

AZERBAIJAN REPUBLIC OF GEORGIA ARMENIA* ICELAND ESTONIA LATVIA LITHUANIA*

ECAC 42 MEMBERS ALBANIA* BOSNIA & HERTZEGOVINA BULGARIA CROATIA FORMER YUGOSLAVIA REP of MACEDONIA* REP of MOLDOVA* MONACO NORWAY ROMANIA SERBIA & MONTENEGRO SWITZERLAND TURKEY UKRAINE*

POLAND PORTUGAL SLOVAK REPUBLIC SLOVENIA SPAIN SWEDEN UK


AUSTRIA BELGIUM CYPRUS CZECH REPUBLIC DENMARK FINLAND FRANCE GERMANY GREECE HUNGARY IRELAND ITALY LUXEMBOURG MALTA NETHERLANDS


JAA 40 MEMBERS

EUROCONTROL 35 MEMBERS

EU 25 MEMBERS * = CANDIDATE MEMBERS

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EASA Requirements Opposite is a list of EASA Requirements published as of September 2003. Not all EASAs are adopted similtaneously by the member states and those that are adopted may not be enforced retrospectively. For instance, while EASA Part-25 Large Aeroplanes was adopted, and replaced BCAR Section D, on 1 July 1979 in the UK, the BCAR requirements are still valid for aircraft already in service at that date. In the UK, once adopted, the EASAs have the same legal standing as the BCARs they replace. That is, they become Requirements of the ANRs and are thus legally enforable. Due to differences in the legal systems, the same is not true in all European countries and the EASAs are regarded as recomendations, not requirements in some. For that reason, it is proposed to set up the European Aviation Safety Agency (EASA) under the European Commission, as a regulatory body with powers of pan-european enforcement. The EASA would assume responsibility for the EASAs and enforce them through European Union law. While the British Government and the CAA support these proposals, there are many legislative hurdles to overcome. The most important ones to Aircraft Maintenance Engineers are: • • • • • • • •

EC 216 2003 EC 1702 and 2042 of 2003 EASA Part 21 EASA Part M EASA Part-66, EASA Part-145, EASA Part-147 EU-OPS 1

Note:

Within the EASAs, the wording often refers to them as "codes", e.g. "This Code prescribes airworthiness standards.....".

EASA Part-1 Definitions and Abbreviations EASA Part-11 And Related Procedures EASA Part M Continuing Airworthiness Management EASA Part-145 Approved Maintenance Organisations EASA Part-147 Approved Maintenance Training/ Examinations EASA Part-21 Certification Procedures for Aircraft and Related Products and Parts EASA CS-22 Sailplanes and Powered Sailplanes EASA CS-23 Normal, Utility, Aerobatic, and Commuter Category Aeroplanes EASA CS-25 Large Aeroplanes EASA Part-26 Additional Airworthiness Requirements for Operations EASA CS-27 Small Rotorcraft EASA CS-29 Large Rotorcraft EASA Part-36 Aircraft Noise EASA Part-66 Certifying Staff Maintenance EASA CS-APU Auxiliary Power Units EASA CS-AWO All Weather Operations EASA CS-E Engines EASA-FCL 1 Flight Crew Licensing (Aeroplane) EASA-FCL 2 Flight Crew Licensing (Helicopter) EASA-FCL 3 Flight Crew Licensing (Medical) EASA-FCL 4 Flight Crew Licensing (Flight Engineers) EASA-MMEL/Master Minimum Equipment List MEL/Minimum Equipment List EU-OPS 1 Commercial Air Transportation (Aeroplanes) EU-OPS 3 Commercial Air Transportation (Helicopters) EASA CS-P Propellers EASA-STD 1A Aeroplane Flight Simulators EASA-STD 1H Helicopter Flight Simulators EASA-STD 2A Aeroplane Flight Training Devices EASA-STD 3A Aeroplane Flight and Navigation Procedures Trainers EASA-STD 3H Helicopter Flight and Navigation Procedures Trainers EASA-STD 4A Basic Instrument Training Devices CS-ETSO Joint Technical Standard Orders CS-VLA Very Light Aeroplanes

EASA IR's AMC's and CS's NPA's will progress to harmonise with FAA and FAR's .

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EASA Requirements EU-OPS 1 is the document which contains the requirements for Air Operator Certificate Holders. It is; "...... applicable to the operation of any civil aeroplane for the purpose of commercial air transportation by any operator whose principal place of business is in a EASA Member State". EU-OPS 1 Commercial Air Transportation (Aeroplanes) Subpart M is now prescribed under Part M, for continued airworthiness and the requirements for the maintenance of aircraft is covered by Part 145 and EU-OPS. 'EU–OPS 1.875 General' states; "An operator shall not operate an aeroplane unless it is maintained and released to service by an organisation appropriately approved/accepted in accordance with EASA Part–145....." EASA Part-M for Maintenace of Large Aircraft for all EU member states and has been adopted by the JAA. EASA Part-145 Approved Maintenance Organisations is the document which prescribes the requirements for an organisation involved in the maintenance of aircraft, engines, components and parts used for Commercial Air Transport. EASA Part-145.A.30 states that approved maintenance organisations performing line maintenance on aircraft must have;

Also; “In the case of aircraft base maintenance, appropriate aircraft type rated certifying staff qualified in accordance with EASA Part-145.A.35 plus EASA Part-66 category C. In addition such EASA Part-145 approved maintenance Organisation must have appropriate aircraft type rated staff qualified in accordance with EASA Part145.A.35 … plus EASA Part-66 subcategory B1 and B2 to support the category C certifying staff". EASA Part-66 Certifying Staff - Maintenance is the document which details the requirements for certifying staff including the issue of aircraft maintenance licence and type training. EASA Part-66.A.30 states that; “Certifying staff must meet a minimum civil aircraft maintenance experience requirement appropriate to the EASA Part– 66 aircraft maintenance licence sought, which will be reduced by the EASA member Authority when satisfied that … EASA Part–147 approved training …… has been received”. EASA Part-147 Approved Maintenance Training/Examination is the document which describes the requirements for an approved training organisation, the training programmes for the various catagories of EASA Part-66 approved staff and the examination process.

“… appropriate aircraft type rated certifying staff qualified in accordance with EASA Part-145.A.35 plus EASA Part-66 subcategory B1 and B2. In addition such EASA Part-145 approved maintenance Organisation may also use appropriate task trained certifying staff qualified in accordance with EASA Part-145.A.35 plus EASA Part-66 category A to carry out minor scheduled line maintenance and simple defect rectification.” EASA PART-66 MODULE 10


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Rulemaking Regulations Structure

Each Part to each implementing regulation has its own Acceptable Means of Compliance and Guidance Material (AMC/GM). These AMC and GM are amended along with the amendments of the regulations. These AMC/GM are so-called ‘soft law’ (non-binding rules), and put down in form of EASA Decisions. A comprehensive explanation on AMC in form of questions and answers can be found here. For SERA and ANS implementing regulations, the respective AMC/GM will be added later. Furthermore, Certification Specifications are also related to the implementing regulations, respectively their parts. Like AMC/GM they are put down as Decisions and are non-binding.

BASIC REGULATION

REGULATIONS Initial Airworthiness

Continuing Airworthiness

Part-21

Part-M

Part-FCL

DEF

GEN

II

Part-145

Conversion of national licenses

Part-ARO

ATS

III

Part-66

Licenses of non-EU states

Part-ORO

MET

IV

Part-147

Part-MED

Part-CAT

AIS

V

Part-CC

Part-SPA

CNS

VI

Part-ARA

VII

Part-ORA

Commission Regulation (EU) No 965/2012 of 5 October 2012 laying down technical requirements and administrative procedures related to air operations pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council

Commission Implementing Regulation (EU) No 1035/2011 of 17 October 2011 laying down common requirements for the provision of air navigation services

Air Crew

Air Operations

ANS common req.

ATM/ANS safety oversight

ATCO Licensing

Airspace usage req.

SERA

ANNEXES I

FULL TITLES

Commission Regulation (EU) No 748/2012 of 03/08/2012 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

Commission Regulation (EC) No 2042/2003 on the continuing airworthiness of aircraft and aeronautical products, parts and appliances, and on the approval of organisations and personnel involved in these

Commission Regulation (EU) No 1178/2011 of 3 November 2011 laying down technical requirements and administrative procedures related to civil aviation aircrew pursuant to Regulation (EC) No 216/2008 of the European Parliament and of the Council

Part-ACAS

Commission Implementing Regulation (EU) No 1034/2011 of 17 October 2011 on safety oversight in air traffic management and air navigation services

Commission Regulation (EU) No 805/2011 for air traffic controllers’ licences and certain certificates pursuant to Regulation (EC) No 216/2008

Commission Implementing Regulation (EU) No 1332/2011 of 16 December 2011 laying down common airspace usage requirements and operating procedures for airborne collision avoidance

Rules of the air (RoA)

Commission Implementing Regulation (EU) No 923/2012 of 26/09/2011 laying down the common rules of the air and operational provisions regarding services and procedures in air navigation

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Relationship with other Aviation Authorities As most of the countries in the world are among the 185 nations contracting to the International Civil Aviation Organisation (ICAO), their governments have a forum for discussion of aviation matters, and their National Aviation Authorities are all bound by the same ICAO Annexes. This leads to a common set of principles and aims for the various aviation authorities whether they be FAAs, CAAs, DGACs etc.

In 1992, the JAA (now EASA) and the FAA made a commitment to harmonise, where appropriate, to the maximum extent possible, the FAR and EASA requirements and associated material regarding:

As previously stated, the UK’s Civil Aviation Authority and other European National Aviation Authorities signed an Arrangements Document referenced “Cyprus 11 September 1990”, which committed them to cooperate in all aspects related to the safety of aircraft.

·

The individual EASA member National Aviation Authorities, as contracting states to the ICAO, still retain, for their state, full responsibility for the Standards and Recommended Practices defined in each ICAO Annex. Consequently, the CAA still retains full responsibility for the issue of all UK approvals, certificates and licences, even though they may have been issued against a requirement issued by the EASA The Authorities for states awaiting acceptance are known as candidate member Authorities and usually apply EASAs although the licences and approvals issued may not be recognised by EASA member Authorities. The EASA has established contact and cooperation not only with the US Federal Aviation Administration (FAA) and Transport Canada but also with the Interstate Aviation Committee of the CIS, the Japan Civil Aviation Bureau, the Australian Civil Aviation Authority, the Brazilian Civil Aviation Authority, and many others.


·

·

Design and manufacture, operation and maintenance of civil aircraft and related products and parts. Noise and emissions from aircraft and aircraft engines. Flight crew licensing.

Later Transport Canada joined this activity. Airworthiness requirements for small aeroplanes (EASA/FAR-23): for small rotorcraft (EASA/FAR27): for large rotorcraft (EASA/FAR 29) have achieved a high level of harmonisation. The work on harmonisation of other airworthiness requirements is progressing with a few significant differences remaining. The Airworthiness Authorities of some nonEASA nations have adopted or accepted the EASA requirements either in place of, or in parallel with, FAA requirements or their own national code. This enables some Organisations in non-JAA nations to apply for and hold JAA approvals. EASA - will be responsible for ALL EU Member States. JAAT and JAAL - will be responsible for ALL NON EU Member States that accept EASA Requirements.


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EASA Part-66 The following is a plain English interpretation of EASA Part-66, and key items from the Acceptable Means of Compliance and Interpretative /Explanatory Material (AMC and IEM) section as applicable in the UK. The term CAA has been used in place of National Aviation Authority for clarity. For full details always refer to the current issue of EASA Part-66 Sections 1 and 2 and the Appendices. EASA Part-66 Foreword The national Civil Aviation Authorities of certain countries have agreed common, comprehensive and detailed aviation requirements (referred to as the Joint Aviation Requirements (EASAs )) with a view to minimising Type Certification problems on joint ventures, to facilitate the export and import of aviation products, and make it easier for maintenance and operations carried out in one country to be accepted by the Civil Aviation Authority in another country. In addition there is common agreement that flight and maintenance personnel should be trained and qualified to a common standard to assist Industry in obtaining suitable staff and permit easy movement of such staff across the borders of JAA Countries.

EASA Part-66 is intended to provide a single standard for future maintenance certifying staff throughout the JAA countries and as such has been issued with no national variants. It should therefore be understood that when existing maintenance certifying staff are converted to EASA Part–66, limitations may be applied to such staff if they do not meet the full EASA Part–66 standard. Despite the limitations existing certifying staff will retain their existing authority to release to service, subject of course, to continued satisfactory performance. The Civil Aviation Authorities may also use this EASA as a basis for the qualification of certifying staff to issue certificates of release to service in the non commercial air transport sector. These certifying staff will have their qualifications endorsed in the EASA Part–66 aircraft maintenance licence but such privileges will be limited to certifying under the control of the particular Civil Aviation Authority in accordance with National legislation.

The EASA are recognised by the Civil Aviation Authorities of participating countries as an acceptable basis for showing compliance with their national airworthiness codes. Whilst this EASA has been numbered to align with FAR Part 66 of the United States of America because the subject matter is the same, the detailed content is at variance with FAR Part 66. Harmonisation with the United States remains the goal but in the meantime the Federal Aviation Administration has issued a Notice of Proposed Rulemaking for FAR Part 66 which will bring FAR Part 66 closer to the EASA Part–66 standard.

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EASA Part-66 Future development of the requirements for EASA Part-66 will be in accordance with the agreed amendment procedures. Broadly, these procedures are such that amendment of EASA Part–66 can be proposed by the Civil Aviation Authority of any of the participating countries and by any organisation represented on the Joint Steering Assembly. The Civil Aviation Authorities have agreed they should not unilaterally initiate amendment of their national codes without having made a proposal for amendment of the EASA Part-66 in accordance with the agreed procedure. Amendments to the text in EASA Part–66 are usually issued initially as ‘Orange Paper’ Amendments. These show an effective date and have the same status and applicability as EASA Part–66 from that date. Orange Paper Amendments are incorporated into the printed text by means of a ‘Change’. New, amended and corrected text is enclosed within heavy brackets. The remainder of the text in EASA makes reference to EASA member Authorities .This is intended to reflect the fact that whilst all the Civil Aviation Authorities subscribe to the concept of common EASAs etc., only the EASA member Authorities have agreed mutual recognition of certificates, licences and approvals on the basis of standardisation audits. Nothing however prevents a JAA candidate member Authority from issuing a certificate, licence or approval on the basis of a EASA even though it may not be mutually recognised by the EASA member Authorities.

Certifying staff responsible for issuing the CRS must be qualified in accordance with the appropriate requirements of EASA Part–66. EASA Part–66 is limited to those certifying staff responsible for issuing the CRS for aeroplanes and helicopters with a maximum take off mass of 5700 kg and above. The application of EASA Part-66 to aeroplanes and helicopters below 5700 kg, airships and aircraft components including engines, auxiliary power units and propellers, will be considered in the future. Personnel authorised to exercise certification privileges in accordance with CAA regulations valid before the effective date of EASA Part–66 (i.e. BCAR Section L), may continue to exercise these privileges. However, they may not add other basic categories/sub-categories of qualification to that authorisation unless they satisfy the appropriate additional requirements of EASA Part–66. They may extend the scope of their authorisation to include new aircraft types subject to compliance with CAA regulations valid before the effective date of EASA Part–66. Certifying staff qualified in accordance with previous CAA regulations must be issued a EASA Part–66 aircraft maintenance licence based upon the old qualification without further examination, within the time limits stated below. The EASA Part–66 aircraft maintenance licence issued to them may contain technical limitations where the holder is not appropriately qualified to EASA Part-66 standard, but this does not change any existing certification privileges. The technical limitations will be deleted, as appropriate, when the person satisfactorily sits the relevant EASA Part-66 conversion examinations.

EASA Part-66 General EASA Part–145 requires appropriately authorised certifying staff to issue a Certificate of Release to Service (CRS) on behalf of the EASA Part–145 approved maintenance organisation when satisfied that all required maintenance has been completed.



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EASA Part-66 Effectivity

Note:

The EASA member States are listed in an Appendix of EASA Part-66. The CAA is the Authority for the UK.

JAR–66 was first issued on 03 April 1998 and became effective on 01 June 2001. After 01 June 2001 any person required to be approved in accordance with EASA Part–66 must be in compliance with it. Any person who is required to convert a National qualification to a EASA Part–66 aircraft maintenance licence must do so within 5 years of that date. Definitions For the purpose of EASA Part–66, the following definitions will apply: ‘Aircraft maintenance licence’ means a document issued as evidence of qualification, confirming that the person to whom it refers has met the EASA Part–66 knowledge and experience requirements for any aircraft basic category and aircraft type rating specified in the document. Note:

The aircraft maintenance licence alone does not permit the holder to issue certificates of release to service in respect of aircraft used for commercial air transport. To issue a CRS for such aircraft, the aircraft maintenance licence holder must in addition hold a EASA Part–145 certification authorisation issued by a EASA Part–145 approved maintenance organisation.

‘Organisation procedures’ means the procedures applied by the EASA Part–145 approved maintenance organisation and published in it’s maintenance organisation exposition. Applicability EASA Part–66 prescribes the requirements for the qualification of personnel authorised by a EASA Part–145 approved maintenance organisation to issue certificates of release to service in accordance with EASA Part–145.50. These personnel are required to hold a valid, type rated, EASA Part–66 Aircraft Maintenance Licence which attests to their knowledge and experience, and a valid EASA Part–145 certification authorisation which grants certification privileges to the individual. For the EASA Part–66 aircraft maintenance licence, compliance is required with all the requirements for the appropriate basic category or categories (described later). The aircraft maintenance licence will be endorsed with the relevant basic category/categories and where appropriate any aircraft type ratings granted. Note:

The EASA Part–66 aircraft maintenance licence can be issued without any aircraft type ratings, but it should be remembered that an aircraft type rating is one of the prerequisites for a EASA Part–145 certification authorisation.

Note:

EASA Part–145 contains additional requirements to qualify for certification authorisation.

‘Certification’ means the issuance of a CRS. ‘EASA member Authority’ means an Authority who is a full member of the JAA, which means that any approval certificate or licence issued in accordance with the EASA’s by such an Authority will be recognised and accepted by all other such Authorities.

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EASA Part-66 Application and Issue

Eligibility

An application for issue or amendment of a EASA Part-66 aircraft maintenance licence must be made on the correct form and submitted to the EASA member Authority.

Certifying staff must not be less than 21 years of age and must be able to read, write and communicate to an understandable level in the language(s) in which the technical documentation and organisation procedures, necessary to support the issue of the CRS, are written.

An applicant who meets the appropriate requirements of EASA Part–66 and has paid any charges prescribed by the CAA is entitled to the EASA Part–66 aircraft maintenance licence. The EASA Part–66 aircraft maintenance licence is issued by the CAA but the process of preparing the licence for issue may be delegated to an appropriately approved EASA Part–145 maintenance organisation. Note:

The issue of the EASA Part–145 certification authorisation is carried out by the EASA Part–145 approved maintenance organisation after establishing compliance with appropriate paragraphs of EASA Part–66 and EASA Part–145.

The level of knowledge should be such that the applicant is able to: •

•

• •

read and understand the instructions and technical manuals in use within the organisation; make written technical entries and any maintenance documentation entries, which can be understood by those with whom they are normally required to communicate; read and understand the company procedures; communicate at such a level as to prevent any misunderstanding when exercising the privileges of their authorisation.

In all cases, the level of understanding needs to be compatible with the level of certification authorisation granted.



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EASA Part-66 Categories and certification privileges

Category A

Certifications are made in accordance with the procedures of the EASA Part–145 approved maintenance organisation and within the scope of the authorisation held.

Line maintenance certifying mechanic authorisation permits the holder to issue CRS certifications following minor scheduled line maintenance and simple defect rectification, as specified in EASA Part–145, within the limits of tasks specifically endorsed on the authorisation. Minor scheduled line maintenance means any minor check, up to and including the weekly check or equivalent.

Certifying staff qualified in accordance with EASA Part–66, and holding a valid aircraft maintenance licence with, where applicable, the appropriate type ratings, will be eligible to hold a EASA Part– 145 certification authorisation in one or more of the following categories: Category A: Category B1: Category B2: Category C:

Line maintenance certifying mechanic. Line maintenance certifying technician – mechanical. Line maintenance certifying technician – avionic. Base maintenance certifying engineer.

The certification privileges are restricted to work that the authorisation holder has personally performed. Category A is sub-divided into subcategories relative to combinations of aeroplanes, helicopters, turbine and piston engines. Note:

The Category A and B1 subcategories are: A1 and B1.1 A2 and B1.2 A3 and B1.3 A4 and B1.4

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Aeroplanes Turbine Aeroplanes Piston Helicopters Turbine Helicopters Piston


Category B1 certifying staff authorisation automatically permits certification in the appropriate A subcategories. Category B2 certifying staff can qualify for any A subcategory as can any avionic mechanic subject to compliance with the appropriate A sub-category requirements.


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EASA Part-66 Category B1

Category B2

Line maintenance certifying technician – mechanical authorisation permits the holder to issue CRS certifications following line maintenance, including aircraft structure, powerplants and mechanical and electrical systems. Replacement of avionic line replaceable units, requiring simple tests to prove their serviceability, is also included in the privileges, providing the serviceability of the system can be established by a simple self-test facility, other on-board test systems/equipment or by simple ramp test equipment. Defect rectification involving test equipment which requires an element of decision making in its application - other than a simple go/no-go decision - cannot be certified.

Line maintenance certifying technician – avionic authorisation permits the holder to issue certificates of release to service following line maintenance on avionic and electrical systems. The holder will need to be qualified as Category A in order to carry out simple mechanical tasks and be able to make certifications for such work.

Like Category A, Category B1 is divided into subcategories relative to combinations of aeroplanes, helicopters, turbine and piston engines.


Category B2 is not sub-divided and covers aeroplanes, helicopters with turbine and piston engines. Category C Base maintenance certifying engineer authorisation permits certification of scheduled base maintenance by the issue of a single CRS for the complete aircraft after the completion of all such maintenance. The basis for this certification is that the maintenance has been carried out by competent mechanics and both Category B1 and B2 staff have signed for the maintenance under their respective specialisation. The principal function of the Category C certifying staff is to ensure that all required maintenance has been called up and signed off by the Category B1 and B2 staff before issue of the CRS. Category C personnel who also hold category B1 or B2 qualifications may perform both roles in base maintenance.


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EASA Part-66 Basic knowledge requirements

Experience Requirements

Certifying staff must demonstrate, by examination, a level of knowledge acceptable to the CAA, in subject modules appropriate to the EASA Part–66 Category for which an aircraft maintenance licence is issued or extended. See EASA Part-66 Appendix 1 for details of Module contents and knowledge level requirements.

Certifying staff must meet a minimum civil aircraft maintenance experience requirement appropriate to the EASA Part–66 aircraft maintenance licence sought. This may be reduced by the CAA when satisfied that either EASA Part–147 approved training or other appropriate technical training has been received.

The levels of knowledge are directly related to the complexity of certifications appropriate to the particular EASA Part–66 Category which means that Category A must demonstrate a limited but adequate level of knowledge, whereas Category B1 and B2 must demonstrate a complete level of knowledge in the appropriate subject modules. Category C certifying staff must meet the relevant level of knowledge for B1 or B2.

The experience must be practical which means the experience of being involved in maintenance tasks on aircraft which are being operated by airlines, air taxi organisations, etc. The point being to gain sufficient experience in the environment of commercial maintenance as opposed to only the training school environment. Such experience may be combined with approved training so that periods of training can be intermixed with periods of experience rather like the classic apprenticeship.

Full or partial credit against the basic knowledge requirements and associated examination will be given for any other technical qualification considered by the CAA to be equivalent to the EASA Part–66 knowledge standard.

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The minimum civil aircraft maintenance experience required before possible reductions is, for Category A three years and for Category B1 or B2 five years. The minimum civil aircraft maintenance experience for category C is three years qualified as a B1 or B2 certifying staff in line maintenance, or, in base maintenance supporting the Category C certifying staff, or, a combination of both. Alternatively, the minimum civil aircraft experience for Category C certifying staff qualified by holding an academic degree in a technical discipline from a university or other higher educational institute accepted by the CAA is three years on a representative selection of tasks directly associated with aircraft maintenance including six months of observation of base maintenance tasks.



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EASA Part-66 Regarding reductions, for Category A certifying staff the following experience options apply: a.

b.

c.

1 year recent practical maintenance experience on operating aircraft and completion of a EASA Part–147 approved basic training course; or, 2 years recent practical maintenance experience on operating aircraft and completion of training considered relevant by the CAA as a skilled worker, in a nonaviation technical trade; or, 3 years recent practical maintenance experience on operating aircraft for an applicant having no previous relevant technical training.

For Category B1 or B2 certifying staff the following experience options apply: a.

b.

c.

2 years recent practical maintenance experience on operating aircraft and completion of a EASA Part–147 approved basic training course; or, 3 years recent practical maintenance experience on operating aircraft and completion of training considered relevant by the CAA as a skilled worker, in a nonaviation technical trade; or, 5 years recent practical maintenance experience on operating aircraft for an applicant having no previous relevant technical training.

For all certifying staff, at least 1 year of the required experience must be recent maintenance experience on aircraft typical of the category/sub-category for which the EASA Part– 66 aircraft maintenance licence is sought. Aircraft maintenance experience gained outside a civil aircraft maintenance environment (e.g. Military or governmental) will be accepted by the Authority when it is satisfied that such maintenance is equivalent to that required by EASA Part–66, but additional experience of civil aircraft maintenance will be required to ensure understanding of the civil aircraft maintenance environment. Continuity of the Aircraft Maintenance Licence The EASA Part–66 aircraft maintenance licence holder must submit the licence to the issuing Authority at least once every 5 years for review. Failure to carry out this action will invalidate any EASA Part–145 certification authorisation issued on the basis of the aircraft maintenance licence and may require recent aircraft maintenance experience and/or the resit of some examinations before re-issue of the licence. The CAA will decide for each particular case.

A skilled worker is a person who has successfully completed a course of training, acceptable to the CAA, involving the manufacture, repair, overhaul or inspection of mechanical, electrical or electronic equipment. The training would include the use of tools and measuring devices.



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EASA Part-66 Type/Task Training and Ratings

Evidence of Qualification

Category A certifying staff are required to hold an appropriate EASA Part–66 aircraft maintenance licence prior to the grant of a EASA Part–145 certification authorisation on a specific aircraft type. EASA Part–145 certification authorisations may only be granted following the satisfactory completion of the relevant Category A aircraft task training carried out by an appropriately approved EASA Part–145 or EASA Part–147 organisation.

Certifying staff qualified in accordance with EASA Part–66 will be issued with an aircraft maintenance licence by the CAA as evidence of one of the qualifications necessary for the grant of a EASA Part–145 certification authorisation. Certifying staff must be able to produce their licence if requested by an authorised person within 5 days.

Category B1 and B2 certifying staff are required to hold an appropriate aircraft type rated EASA Part–66 aircraft maintenance licence prior to the grant of a EASA Part–145 certification authorisation on a specific aircraft type. Ratings will be granted following satisfactory completion of the relevant category B1 or B2 aircraft type training (ATA 104 Level III) approved by the CAA or by an appropriately approved EASA Part–147 maintenance training organisation.

The CAA may exempt any person required to be qualified in accordance with EASA Part–66, from any requirement in EASA Part–66, when satisfied that a situation exists not covered by EASA Part–66, and subject to compliance with any supplementary condition(s) the CAA considers necessary to ensure equivalent safety. Such exemption and supplementary condition(s) must be agreed by the EASA member Authorities to ensure continued recognition of the person.

Equivalent Safety Cases

Category C certifying staff are required to hold an appropriate aircraft type rated EASA Part– 66 aircraft maintenance licence prior to the grant of a EASA Part–145 certification authorisation on a specific aircraft type. Ratings will be granted following satisfactory completion of the relevant B1 and/or B2 aircraft type training approved by the CAA or by an appropriately approved EASA Part–147 maintenance training organisation. Extension to include other aircraft types requires training to a minimum “general familiarisation” level (ATA 104 Level I), the holder may not, however, make B1 or B2 certifications on these types. In the case of a Category C person qualified by holding an academic degree the first relevant aircraft type training must be at the category B1 or B2 level. Completion of approved aircraft task and/or type training, as required above, must be satisfactorily demonstrated by an examination.

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EASA Part-66 Revocation, Suspension or Limitation of the EASA Part-66 Aircraft Maintenance Licence The CAA may, on reasonable grounds after due enquiry, revoke, suspend or limit the EASA Part66 aircraft maintenance licence or direct the EASA Part-145 approved maintenance organisation to revoke, suspend or limit the EASA Part-145 certification authorisation if the Authority is not satisfied that the holder of the licence and authorisation is a fit and proper person to hold such licence and authorisation subject to the conditions, below, as appropriate.

until the procedure detailed above is complete. For the CAA to consider a person to be not a fit and proper person means that there is clear evidence that the person has knowingly carried out or been involved in one or more of the following activities; •

•

Before revoking or limiting the EASA Part–66 aircraft maintenance licence or directing the EASA Part-145 approved maintenance organisation the CAA must first give at least 28 days notice to the affected party or parties in writing of its intention so to do and of the reasons for its proposal and must offer the affected party or parties an opportunity to make representations and the Authority will consider those representations.

•

In any case where the CAA has determined that the safe operation of the aircraft is adversely affected the Authority may, in addition to the above, provisionally suspend the EASA Part-66 aircraft maintenance licence without prior notice

•


• • •

Obtained the EASA Part-66 aircraft maintenance licence and/or the EASA Part-145 certification authorisation by falsification of submitted evidence. Failed to carry out requested maintenance combined with failure to report such fact to the organisation that requested the maintenance. Failed to carry out required maintenance resulting from own inspection combined with failure to report such fact to the organisation for whom the maintenance was intended to be carried out. Negligent maintenance. Falsification of the maintenance record. The issue of a CRS knowing that the maintenance specified on the CRS has not been carried out or without verifying that such maintenance has been carried out. Carrying out maintenance or issuing a CRS when adversely affected by alcohol or drugs.

The procedures for handling representation regarding revocation, suspension or variation of the EASA Part-66 aircraft maintenance licence are contained in EASA Part-66 Guidance Material.


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EASA Part-145 Approved Maintenance Organisations The following is a plain English interpretation of EASA Part-145, and key items from the Acceptable Means of Compliance and Interpretative /Explanatory Material (AMC & IEM) section as applicable. For full details always refer to the current issue of EASA Part-145. EASA Part-145 Foreword The Civil Aviation Authorities of certain European countries have agreed common comprehensive and detailed aviation requirements (referred to as the Joint Aviation Requirements (EASAs)) with a view to minimising Type Certification problems on joint ventures, to facilitate the export and import of aviation products, and make it easier for maintenance carried out in one European country to be accepted by the Civil Aviation Authority in another European country. The EASAs are recognised by the Civil Aviation Authorities of participating countries as an acceptable basis for showing compliance with their national airworthiness codes. FAR Parts-43 and 145 of the Federal Aviation Administration of the United States of America have been selected to provide the format, and where appropriate content, of the EASA for Approved Maintenance Organisations (EASA Part-145). Appendix 8 provides information relating to which EASA Part-145 paragraph contains the intent of the relevant FAR Parts 43/145 paragraph and vice versa. EASA Part-145 has been issued with no National Variants and as a result in several areas does not contain the detailed compliance information which some Civil Aviation Authorities and Industry organisations would like to see. It was agreed by the authors of EASA Part-145 that it should be applied in practice and the lessons learnt embodied in future amendments. The Civil Aviation Authorities of EASA are therefore committed to early amendment in the light of experience.

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Future development of the requirements for this EASA including the above commitment, will be in accordance with the agreed amendment procedures. Broadly, these procedures are such that amendment of EASA Part-145 can be proposed by the Civil Aviation Authority of any of the participating countries and by any organisation represented on the Joint Steering Assembly. The Civil Aviation Authorities have agreed they should not unilaterally initiate amendment of their national codes without having made a proposal for amendment of the EASA Part-145 in accordance with the agreed procedure. Amendments to the text in this EASA Part-145 are usually issued initially as ‘NPA’ Notice of Proposed Amendments. These show an effective date and have the same status and applicability as EASA Part-145 from that date. New, amended and corrected text is enclosed within heavy brackets. The remainder of the text in this EASA makes reference to EASA member Authorities. This is intended to reflect the fact that whilst all the Civil Aviation Authorities subscribe to the concept of common EASAs etc., only the EASA member Authorities have agreed mutual recognition of certificates, licences and approvals on the basis of standardisation audits. Nothing, however, prevents a JAA candidate member Authority from issuing a certificate, licence or approval on the basis of a EASA even though it may not be mutually recognised by the EASA member Authorities.



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EASA Part-145 EASA Part-145 General An aircraft, when used for Commercial Air Transport, may not fly unless a certificate of release to service (CRS) has been issued by an Organisation for any maintenance carried out on it or on any aircraft component intended for fitment to an aircraft. No Organisation may certify for release to service an aircraft used for Commercial Air Transport unless it is either approved in accordance with EASA Part-145 or, alternatively, approved by a non-JAA aviation authority and accepted by a EASA member authority (e.g. the CAA) to meet the EASA Part-145 requirements. No Organisation may maintain a commercial transport aircraft unless appropriately approved or accepted in accordance with EASA Part-145, or working under the quality system of an appropriately approved or accepted EASA Part145 maintenance Organisation to work as a subcontractor. NOTE:

A non-approved Organisation working under the quality system of an approved or accepted EASA Part-145 Approved Maintenance Organisation as a sub-contractor is limited to the work scope permitted by the EASA Part-145 procedures of the approved Organisation and may not carry out a base maintenance check of an aircraft or a complete workshop maintenance check or overhaul of an engine or engine module. The sub-contractor may carry out limited line maintenance, minor engine maintenance, maintenance of other aircraft components or specialised services. The Approved Maintenance Organisation must have a procedure for the control of sub-contractors. NOTE:

A EASA Part-145 approval is not required for the pre-flight inspection.

No Organisation may certify for release to service an aircraft component intended for fitment to an aircraft used for Commercial Air Transport unless approved or accepted in accordance with EASA Part-145. No Organisation may maintain such an aircraft component unless either appropriately approved or accepted in accordance with EASA Part-145, or working under the quality system of an appropriately approved or accepted EASA Part145 maintenance Organisation.

Effectivity JAR-145 was first issued on 30 July 1991 and became effective on 1 January 1992 although it’s introduction was phased in between then and 31st December 1994. It has since been amended and compliance dates are given for the various amendments. NOTE:

A maintenance Organisation approval may be granted for maintenance activity varying from that for an aircraft component to that for a complete aircraft, or any combination of the two.


FAR Part 145 is more restrictive on the subject of sub-contractors. EASA Part-145 Approved Maintenance Organisations which are also certificated under FAR Part 145 should produce two lists of contracted or sub-contracted maintenance organisations and their capabilities.


Where an existing sub-paragraph has been amended, it is essential to understand that compliance with the pre-amendment text is still required until superseded by the compliance date for the amended text unless the Organisation chooses to comply with the amended text before the compliance date for the amended text. Pre-amendment text should therefore be retained at least until the compliance date has been superseded.

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EASA Part-145 Definitions For the purpose of EASA Part-145 the following definitions shall apply: ‘Accepted in accordance with EASA Part-145’ means an organisation operating under the authority of a Non-EASA member Authority, but found by a EASA member Authority to meet the requirements of EASA Part-145. ‘Accountable manager’ means the manager who has corporate (and particularly financial) authority for ensuring that all maintenance required by the customer can be financed and carried out to the standard required by the EASA member Authority. The accountable manger is not necessarily knowledgeable on technical matters as these responsibilities may be delegated. ‘Aircraft’ means an aeroplane, helicopter or airship. ‘Aircraft component’ means any assembly/item/ component/part of an aircraft up to and including a complete powerplant and/or any operational/ emergency equipment. ‘Approved by the EASA member Authority’ means approved by the EASA member Authority directly or in accordance with a procedure approved by the Authority. ‘Approved Maintenance Organisation’ means an Organisation currently approved under EASA Part-145.

‘Certifying staff’ means those personnel who are authorised by the Approved Maintenance Organisation in accordance with a procedure acceptable to the EASA member Authority to certify aircraft or aircraft components for release to service. ‘Commercial Air Transport’ means the carriage of Passengers/Cargo/Mail for remuneration. ‘Inspection’ means the examination of an aircraft/ aircraft component to establish conformity with an approved standard. ‘EASA member Authority’ means the national aviation authority of any member state which is a full member of the JAA as listed in the Appendices. In the UK this is the CAA and may be referred to as the ‘Authority’ in these notes. ‘EASA Part-145 certification authorisation’ means the authorisation issued to certifying staff by the Approved Maintenance Organisation and which specifies the fact that they may sign EASA Part145.50 Certificates of Release to Service (CRS) within the limitations stated in such authorisation on behalf of the EASA Part-145 Approved Maintenance Organisation. ‘Location’ means a place from which an Organisation carries on activities or wishes to carry on activities for which a EASA Part-145 approval is required. ‘Maintenance’ means any one or combination of overhaul, repair, inspection, replacement, modification or defect rectification of an aircraft/ aircraft component.

‘Approved standard’ means a manufacturing/ design/maintenance/quality standard approved by the EASA member Authority.

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EASA Part-145 ‘Maintenance data’ means any information necessary to ensure that the aircraft or aircraft component can be maintained in a condition such that airworthiness of the aircraft, or serviceability of operational and emergency equipment as appropriate, is assured. ‘Maintenance Organisation Exposition ‘ (or MOE) means the document(s) that contain the material required by EASA Part-145 to show how the Organisation complies with it. ‘Modification’ means the alteration of an aircraft/ aircraft component in conformity with an approved standard. ‘Organisation’ means either an Organisation registered as a legal entity in any jurisdiction whether or not within the territories of the States that have joined the Joint Aviation Authorities, or a natural person. Such an Organisation may be located at more than one location and may hold more than one EASA Part-145 approval. ‘Overhaul’ means the restoration of an aircraft/ aircraft component by inspection and replacement in conformity with an approved standard to extend the operational life. ‘Pre-flight inspection’ means the inspection carried out before flight to ensure that the aircraft is fit for the intended flight. It does not include defect rectification. ‘Quality policy’ means the overall intentions and direction of an Organisation as regards quality, as approved by the accountable manager. ‘Repair’ means the restoration of an aircraft/ aircraft component to a serviceable condition in conformity with an approved standard.



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EASA Part-145 Applicability

Application and issue

This EASA prescribes the requirements for issuing approvals to organisations for the maintenance of aircraft and aircraft components and prescribes the general operating rules for approved maintenance Organisations. The approval, when granted, will apply to the whole Organisation headed by the accountable manager.

An application for maintenance Organisation approval or for the amendment of an existing maintenance Organisation approval must be made on a form (JAA Form 2) and in a manner prescribed by the EASA member Authority and submitted with the required number of copies of the maintenance Organisation’s exposition (MOE) or amendments to it. The form must be completed by the accountable manager and, if applicable, by the nominated person responsible for quality issues.

An Organisation which is located, in whole or in part, within the territories of the Joint Aviation Authorities full member States will be granted approval in respect of any such location within those territories when in compliance with EASA Part-145. Satellite facilities and line stations outside the full member States may be included in the approval providing they are listed in the MOE and the EASA member Authority is satisfied with the procedures to control these facilities. An Organisation which is located, in whole or in part, outside these territories will only be granted approval in respect of those location outside the territories if the EASA member Authority is satisfied that there is a need for an approval to maintain aircraft/aircraft components at that location and when in compliance with EASA Part-145. Alternatively, the EASA member Authority may accept such an Organisation on the basis of an approval granted by an Authority that is not a member or full member of the Joint Aviation Authorities, subject to the Organisation being in compliance with published JAA maintenance special conditions to ensure equivalence to EASA Part-145. The alternative ‘accepted’ Organisation may be required to show a need before being accepted.

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An applicant who meets the requirements of this EASA Part-145 and has paid any charges prescribed by the EASA member Authority is entitled to a Maintenance Organisation Approval. Extent of approval The grant of approval is indicated by the issue of an approval certificate to the Organisation by the EASA member Authority . The approval certificate will specify the extent of the approval. The EASA Part-145 approved MOE must specify the scope of work deemed to constitute approval.



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EASA Part-145 Facility requirements Facilities must be provided appropriate for all planned work, ensuring in particular, protection from the weather. This includes hangar space for base maintenance and workshops for component overhaul. Hangars are not essential for line maintenance, but access is advisable for defect rectification and protection from inclement weather. Specialised workshops and bays must be segregated as appropriate, to ensure that environmental and work area contamination is unlikely to occur. Office accommodation must be provided appropriate for the planned work including in particular, the management of quality, planning and technical records. Space must also be provided for maintenance staff to study and complete documentation and maintenance records. The working environment must be appropriate for the task carried out and in particular special requirements observed. Unless otherwise dictated by the particular task environment, the working environment (heat, light, noise, dust etc.) must be such that the effectiveness of personnel is not impaired. Secure storage facilities must be provided for aircraft components, equipment, tools and material. Storage conditions must ensure segregation of serviceable aircraft components and material from unserviceable aircraft components, material, equipment and tools. The conditions of storage must be in accordance with the manufacturers instructions to prevent deterioration and damage of stored items. Access to storage facilities must be restricted to authorised personnel.



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EASA Part-145 Personnel requirements A senior person or group of persons acceptable to the EASA member Authority , whose responsibilities include ensuring that the Approved Maintenance Organisation is in compliance with EASA Part-145 requirements, must be nominated. Typically these will be a base maintenance manager, a line maintenance manager, a workshop manager and a quality manager (depending on the size and structure of the organisation). Such person(s) must ultimately be directly responsible to the accountable manager who must be acceptable to the Authority. The accountable manager must nominate a senior person as described above, with responsibility for monitoring the EASA Part-145 quality system including the associated feedback system. This senior person must have direct access to the accountable manager to ensure that the accountable manager is kept properly informed on quality and compliance matters. The Approved Maintenance Organisation must 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. In addition the Organisation must have a procedure to reassess work intended to be carried out when actual staff availability is less than the planned staffing level for any particular work shift or period.

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The competence of personnel involved in maintenance and/or quality audits must be established and controlled in accordance with a procedure and to a standard acceptable to the EASA member Authority . Personnel who carry out or control a continued airworthiness non-destructive test (NDT) of aircraft structures or aircraft components must be appropriately qualified for the particular NDT technique in accordance with the European standard EN 4179, although the EASA member Authority may accept an equivalent standard for any EASA Part-145 approved/accepted maintenance Organisation located outside the member States. Personnel who carry out any other specialised task must be appropriately qualified in accordance with the existing national standard recognised by the Authority as an appropriate standard. Personnel qualified prior to 31 December 2003 in accordance with any national standard recognised by the EASA member Authority may continue to carry out or control NDT tests after 31 December 2003. However, if they intend to carry out or control an NDT test for which they were not qualified prior to 31 December 2003, they must qualify for such non-destructive test in accordance with European standard EN 4179. Those personnel qualified in EASA Part-66 subcategory B1 may carry out or control colour contrast dye penetrant tests.



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EASA Part-145 Any Approved Maintenance Organisation maintaining aircraft with a maximum take-off mass of 5 700 kg and above, must have; • In the case of aircraft line maintenance, appropriate aircraft type rated certifying staff qualified in accordance with EASA Part-145 and EASA Part-66 Category B1 and/or B2. In addition, the EASA Part-145 Approved Maintenance Organisation may also use appropriate task trained certifying staff qualified in accordance with EASA Part-145 and EASA Part-66 Category A to carry out minor scheduled line maintenance and simple defect rectification. The availability of Category A certifying staff does not replace the need for EASA Part-66 Category B1 and B2 certifying staff to support the Category A certifying staff but the EASA Part-66 Category B1 and B2 staff need not always be present at the line station during minor scheduled line maintenance or simple defect rectification. •

The Approved Maintenance Organisation may in the following circumstances use certifying staff qualified as specified below subject to compliance with the conditions stated for each circumstance; • For a non-JAA State or non-EASA member State based EASA Part-145 maintenance Organisation approved by a EASA member Authority, the Organisation may use certifying staff qualified in accordance with the national aviation regulations of the State in which the Organisation is based subject to the Authority in conjunction with the JAA Maintenance Division being satisfied that such regulations result in a standard of qualification comparable with EASA Part-66. Published JAA additional conditions, where specified, will need to be satisfied to ensure equivalence. •

For limited line maintenance carried out by another Organisation under the quality system of an Approved Maintenance Organisation at a non-JAA/non-full member State location, the Organisation may use certifying staff qualified in accordance with the local national aviation, subject to the EASA member Authority in conjunction with the JAA Maintenance Division being satisfied that such regulations result in a standard of qualification comparable with EASA Part66. Published JAA additional conditions, where specified, will need to be satisfied to ensure equivalence.

•

For a repetitive pre-flight airworthiness directive which specifically states that the flight crew may carry it out, the Approved Maintenance Organisation may issue a limited EASA Part-145 certification authorisation to the aircraft commander and/or the flight engineer subject to being satisfied that sufficient practical training has been carried out to ensure that the commander or flight engineer can accomplish the airworthiness directive to the required standard.

In the case of aircraft base maintenance, appropriate aircraft type rated certifying staff qualified in accordance with EASA Part-145 and EASA Part-66 Category C. In addition the Approved Maintenance Organisation must have appropriate EASA Part-66 Category B1 and B2 personnel to support the Category C certifying staff. The Approved Maintenance Organisation must maintain a register of any such EASA Part-66 subcategory B1 and B2 qualified support staff.

Until such time as EASA Part-66 specifies a requirement for certifying staff of aircraft under 5 700 kg maximum take-off mass, continued compliance is required with the current national aviation regulations of the EASA member Authority that granted or proposes to grant EASA Part-145 approval. Until such time as EASA Part-66 specifies a requirement for certifying staff of aircraft components, continued compliance is required with the current national aviation regulations of the EASA member Authority that granted or proposes to grant EASA Part-145 approval. EASA PART-66 MODULE 10


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EASA Part-145 In the unforeseen case of an aircraft being grounded at a location not having an appropriately approved or accepted EASA Part-145 maintenance Organisation, the Approved Maintenance Organisation contracted to provide maintenance support may issue a ‘one-off’ EASA Part-145 certification authorisation to a person with not less than 5 years maintenance experience and holding a valid ICAO aircraft maintenance licence rated for the aircraft type requiring certification. This is subject to the EASA Part-145 maintenance Organisation obtaining and holding on file evidence of the experience and the licence. All such cases must be reported to the EASA member Authority within 7 days of the issuance of such certification authorisation. The Authority will require any such maintenance that could affect flight safety to be rechecked by the contracted Approved Maintenance Organisation.

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EASA Part-145 Certifying staff The Approved Maintenance Organisation must ensure that certifying staff have an adequate understanding of the relevant aircraft and/or aircraft component(s) to be maintained together with the associated Organisation procedures before the issue or re-issue of the EASA Part145 certification authorisation. Relevant aircraft and/or aircraft component(s) means those aircraft and/or aircraft component(s) specified in the particular EASA Part-145 certification authorisation. The Approved Maintenance Organisation must ensure that all aircraft release certifying staff are involved in at least 6 months of actual aircraft maintenance experience in any 2 year period. For the purpose of this statement ‘involved in … actual aircraft maintenance’ means the person has worked in an aircraft maintenance environment and has either exercised the privileges of the EASA Part-145 certification authorisation and/or has actually carried out maintenance on at least some of the aircraft type systems specified in the particular EASA Part145 certification authorisation. The Approved Maintenance Organisation must ensure that all certifying staff receive sufficient continuation training in each 2 year period to ensure that they have up to date knowledge of relevant technology, Organisation procedures and human factor issues. The Approved Maintenance Organisation must establish a programme for the continuation training and a procedure to ensure compliance with the relevant parts of EASA Part-145 as the basis for issue of EASA Part-145 certification authorisations to certifying staff, plus, if applicable, a procedure to ensure compliance with EASA Part-66.


With the exception of the ‘one off’ EASA Part145 certification previously described, all prospective certifying staff must be assessed by the Approved Maintenance Organisation for their competence, qualification and capability to carry out their intended certifying duties in accordance with a procedure acceptable to the EASA member Authority before the issue or reissue of a EASA Part-145 certification authorisation. The Approved Maintenance Organisation must issue a EASA Part-145 certification authorisation that clearly specifies the scope and limits of such authorisation to those staff that it nominates as certifying staff on it’s behalf, when satisfied that the staff are in compliance with EASA Part145. Continued validity of the EASA Part-145 certification authorisation is dependent upon continued compliance with EASA Part-145 as applicable. The manager or person responsible for the quality system must also remain responsible on behalf of the Approved Maintenance Organisation for issuing the certification authorisations to certifying staff. The manager or responsible person may nominate other persons to actually issue the EASA Part-145 certification authorisations in accordance with a procedure acceptable to the EASA member Authority . The Approved Maintenance Organisation must maintain a record of all certifying staff which must include details of any EASA Part-66 aircraft maintenance licence held, all training completed and the scope of their EASA Part-145 certification authorisation. The record must include those with limited or one off EASA Part145 certification authorisations. Certifying staff must be provided with a copy of their EASA Part-145 certification authorisation. The copy may be in either a documented or electronic format. Certifying staff must be able to produce their EASA Part-145 certification authorisation to any authorised person within a reasonable time.


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EASA Part-145 Equipment, tools and material

Maintenance data

The Approved Maintenance Organisation must have the necessary equipment, tools and material to perform the approved scope of work.

The Approved Maintenance Organisation must hold and use applicable current maintenance data in the performance of maintenance including modifications and repairs. Applicable means relevant to any aircraft, aircraft component or process specified in the approved maintenance Organisation’s approval class rating schedule and any associated capability list.

Where necessary, tools, equipment and particularly test equipment must be controlled and calibrated to standards acceptable to the EASA member Authority at a frequency to ensure serviceability and accuracy. Records of such calibrations and the standard used must be kept by the approved maintenance Organisation.

For the purposes of EASA Part-145 applicable maintenance data is; •

•

•

•

•

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Any applicable requirement, procedure, airworthiness directive, operational directive or information issued by the JAA or the EASA member Authority . Any applicable airworthiness directive issued by a non-JAA authority or non-EASA member authority where said authority is the original type certificate authority. Any applicable data, such as but not limited to, maintenance and repair manuals, issued by an Organisation under the approval of the EASA member Authority including type certificate and supplementary type certificate holders and any other Organisation approved to publish such data by the said Authority. Unless specified otherwise by the EASA member Authority , any applicable data, such as but not limited to, maintenance and repair manuals, issued by an Organisation under the approval or authority of a non-JAA authority or nonEASA member authority, where said authority is the original type certificate authority. Any applicable standard, such as but not limited to, maintenance standard practises issued by any non-JAA authority, institute or Organisation and recognised by the EASA member Authority as a good standard for maintenance.



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EASA Part-145 The Approved Maintenance Organisation may only modify maintenance instructions in accordance with a procedure specified in the maintenance Organisation’s MOE where it can be shown that such modified maintenance instruction results in equivalent or improved maintenance standards and subject to the type certificate holder being informed. Maintenance instruction means an instruction on how to carry out the particular maintenance task. The Approved Maintenance Organisation may not carry out the engineering design of repairs and modifications by modifying maintenance instructions. An Approved Maintenance Organisation must be appropriately approved as required by EASA Part-M to classify repairs as minor or major and to approve minor repair design data. Such approval is not required for an Approved Maintenance Organisation that only carries out repairs in accordance with the approved type certificate holders published repair data or any other EASA member Authority approved repair data. Whether approved or not in accordance with this sub-paragraph, the Approved Maintenance Organisation must establish a procedure to ensure that appropriate action is taken in the case of damage assessment and the need to use only approved repair data.

Where the Approved Maintenance Organisation provides a maintenance service to an aircraft operator/customer, their workcard or worksheet system may be used if required. In this case the Approved Maintenance Organisation must establish a procedure to ensure correct completion of the aircraft operators workcards or worksheets. The Approved Maintenance Organisation must ensure that all applicable maintenance data is readily available for use when required by maintenance personnel. The Approved Maintenance Organisation must ensure that maintenance data controlled by the Organisation is kept up to date. In the case of operator/customer controlled and provided maintenance data, the Approved Maintenance Organisation must show that either it has written confirmation from the operator/customer that all such maintenance data is up to date, or it has work orders specifying the amendment status of the maintenance data to be used, or it can show that it is on the operator/customer maintenance data amendment list.

The Approved Maintenance Organisation must provide a common workcard or worksheet system for use throughout relevant parts of the Organisation and must either transcribe accurately the maintenance data described above onto such workcards or worksheets, or make precise reference to the particular maintenance task(s) contained in such maintenance data. Workcards and worksheets may be computer generated and held on an electronic data base subject to both adequate safeguards against unauthorised alteration and a back-up electronic data base which is updated within 24 hours of any entry made to the main electronic data base.



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EASA Part-145 Certification of maintenance A certificate of release to service (CRS) is necessary before flight upon completion of any package of maintenance scheduled by the approved maintenance programme (AMP) on the aircraft, whether the maintenance took place as line or base maintenance. A CRS is necessary before flight upon completion of any defect rectification, while the aircraft operates flight services between scheduled maintenance. A CRS is necessary upon completion of any maintenance on an aircraft component whilst off the aircraft. This is made on the authorised release certificate/airworthiness approval tag JAA Form One. The CRS must be issued by appropriately authorised certifying staff on behalf of the Approved Maintenance Organisation when satisfied that all maintenance required by the customer/owner of the aircraft or aircraft component has been properly carried out by the Approved Maintenance Organisation in accordance with the procedures specified in the MOE, taking into account the availability and use of the maintenance data specified above. NOTE:

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An aircraft component which has been maintained off the aircraft requires the issue of a CRS for such maintenance and another CRS in regard to being installed properly on the aircraft when such action occurs.

A CRS must contain basic details of the maintenance carried out, the date such maintenance was completed and the identity, including approval reference, of the Approved Maintenance Organisation and certifying staff individual issuing such the certificate. When a EASA Part-145 maintenance Organisation approved to maintain the aircraft is unable to complete all maintenance required by the aircraft operator, within the aircraft operators limitations, then such fact must be entered in the aircraft CRS before issue of the certificate. When an aircraft is grounded at a location other than a main line station or main maintenance base due to the non-availability of an aircraft component with the appropriate release certificate, it is permissible to temporarily fit an aircraft component without the appropriate release certificate for a maximum of 30 flight hours or until the aircraft first returns to a main line station or main maintenance base, whichever is the sooner, subject to the aircraft operators agreement and the component having a suitable serviceable tag and being otherwise in compliance with all other JAR-OPS 1 or 3 Subpart M and EASA Part-145 requirements. Such aircraft components must be removed by the specified time unless an appropriate release certificate has been obtained in the meantime. A CRS must not be issued in the case of any non-compliance known to the Approved Maintenance Organisation which could endanger flight safety.



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EASA Part-145 Maintenance records

Reporting of unairworthy conditions

The Approved Maintenance Organisation must record all details of work carried out in a form acceptable to the EASA member Authority .

The Approved Maintenance Organisation must report to the EASA member Authority and the aircraft type certificate holder any condition of the aircraft or aircraft component identified by the EASA Part-145 Approved Maintenance Organisation that could seriously endanger or hazard the aircraft.

The Approved Maintenance Organisation must provide a copy of each CRS to the aircraft operator, together with a copy of any specific approved repair/modification data used for repairs/modifications carried out. The Approved Maintenance Organisation must retain a copy of all detailed maintenance records and any associated maintenance data for two years from the date the aircraft or aircraft component to which the work relates was released from the approved maintenance Organisation. NOTE:

Where an aircraft operator contracts an Approved Maintenance Organisation to keep the aircraft operator’s certificates of release to service and any associated approved repair/modification data, the retention period will be that required by JAR-OPS 1 (3) Subpart M and not that specified above.


Reports must be made on a form and in a manner prescribed by the EASA member Authority and contain all pertinent information about the condition known to the Approved Maintenance Organisation. Where the Approved Maintenance Organisation is contracted by a JAR-OPS operator to carry out maintenance, the Approved Maintenance Organisation must also report to the JAR-OPS operator any such condition affecting the operator’s aircraft or aircraft component. Reports must be made as soon as practicable but in any case within three days of the Approved Maintenance Organisation identifying the condition to which the report relates.


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EASA Part-145 Maintenance procedures and quality system The Approved Maintenance Organisation must establish a quality policy for the Organisation to be included in the MOE. The Approved Maintenance Organisation must establish procedures acceptable to the EASA member Authority to ensure good maintenance practices and compliance with all relevant requirements in EASA Part-145 which must include a clear work order or contract such that aircraft and aircraft components may be released to service in accordance with EASA Part-145. The Approved Maintenance Organisation must establish a quality system that includes; •

•

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Independent audits in order to monitor compliance with required aircraft/aircraft component standards and adequacy of the procedures to ensure that such procedures invoke good maintenance practices and airworthy aircraft/aircraft components. In the smallest Organisations the independent audit part of the quality system may be contracted to another Approved Maintenance Organisation or a person with appropriate technical knowledge and proven satisfactory audit experience acceptable to the EASA member Authority , and: A quality feedback reporting system to the person or group of persons responsible for quality issues previously described and ultimately to the accountable manager, that ensures proper and timely corrective action is taken in response to reports resulting from the independent audits established above.



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EASA Part-145 Maintenance Organisation Exposition (MOE) The Approved Maintenance Organisation must provide a Maintenance Organisation Exposition (MOE) for use by the approved maintenance organisation, containing the following information: •

• •

•

•

• • •

•

• •

A statement signed by the accountable manager confirming that the MOE and any referenced associated manuals defines the Approved Maintenance Organisation’s compliance with EASA Part-145 and will be complied with at all times. When the accountable manager is not the chief executive officer of the Approved Maintenance Organisation then the chief executive officer must countersign the statement. The Organisations quality policy. The title(s) and name(s) of the senior person(s) responsible for quality issues accepted by the EASA member Authority. The duties and responsibilities of the senior person(s) specified above including matters on which they may deal directly with the EASA member Authority on behalf of the approved maintenance Organisation. An Organisation chart showing associated chains of responsibility of the senior person(s) specified above. A list of certifying staff. A general description of manpower resources. A general description of the facilities located at each address specified in the approved maintenance Organisation’s approval certificate. A specification of the approved maintenance Organisation’s scope of work relevant to the extent of approval. The notification procedure for Approved Maintenance Organisation changes. The MOE amendment procedure.


NOTE:

• •

•

• •

The details above constitute the management part of the maintenance Organisation exposition.

The approved maintenance Organisation’s procedures and quality system. A list of JAR-OPS operators, if appropriate, to which the Approved Maintenance Organisation provides an aircraft maintenance service. A list of other Organisations (e.g. subcontractors), if appropriate, who work under the EASA Part-145 approval. A list of line stations, if appropriate, capable of supporting minor maintenance. A list of contracted approved maintenance Organisations, if appropriate.

The non-management information specified above, whilst a part of the MOE, may be kept as separate documents or on separate electronic data files subject to the management part of the exposition containing a clear cross reference to such documents or electronic data files. The MOE and any subsequent amendments must be approved by the EASA member Authority.


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EASA Part-145 Privileges of the Approved Maintenance Organisation

Limitations on the Approved Maintenance Organisation

The Approved Maintenance Organisation may only carry out the following tasks as permitted by and in accordance with the EASA Part-145 MOE:

The Approved Maintenance Organisation may only maintain an aircraft or aircraft component for which it is approved when all necessary facilities, equipment, tooling, material, maintenance data and certifying staff are available.

•

•

•

•

•

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Maintain any aircraft or aircraft component for which it is approved at the locations identified in the approval certificate and/or in the MOE. Arrange for maintenance of any aircraft or aircraft component within the limitations previously described for which it is approved at another Organisation that is working under the quality system of the Approved Maintenance Organisation. Maintain any aircraft or component for which it is approved at any location subject to the need for such maintenance arising either from the unserviceability of the aircraft or from the necessity of supporting occasional line maintenance subject to the conditions specified in a procedure acceptable to the EASA member Authority and included in the MOE. Maintain any aircraft or aircraft component for which it is approved at a location identified as a line maintenance location capable of supporting minor maintenance if the MOE both permits the activity and lists the locations. Issue certificates of release to service in respect of the above on completion of maintenance.

Changes to the Approved Maintenance Organisation The Approved Maintenance Organisation must notify the EASA member Authority of any proposal to carry out any of the following changes before such changes take place to enable the EASA member Authority to determine continued compliance with EASA Part-145 and to amend, if necessary, the approval certificate. Apart from changes in personnel not known to the management beforehand, these changes must be notified at the earliest opportunity: • • • • • •

The name of the Organisation. The location of the Organisation. Additional locations of the Organisation. The accountable manager. Any of the senior persons responsible for quality issues. The facilities, equipment, tools, material, procedures, work scope and certifying staff that could affect the approval.

The EASA member Authority may prescribe the conditions under which the Approved Maintenance Organisation may operate during such changes unless the EASA member Authority determines that the approval should be suspended.



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EASA Part-145 Continued validity of approval Unless the approval has previously been surrendered, superseded, suspended, revoked or expired by virtue of exceeding any expiry date that may be specified in the approval certificate, the continued validity of approval is dependent upon; • The Approved Maintenance Organisation remaining in compliance with EASA Part145 and; • The EASA member Authority being granted access to the Approved Maintenance Organisation to determine continued compliance with this EASA Part-145 and; • The payment of any charges prescribed by the EASA member Authority. Failure to pay entitles the EASA member Authority to suspend, but does not automatically render the approval invalid.

Revocation, suspension, limitation or refusal to renew the EASA Part-145 approval certificate The EASA member Authority may, on reasonable grounds after due enquiry, revoke, suspend, limit or refuse to renew the EASA Part-145 approval certificate if theEASA member Authority is not satisfied that the holder of the approval certificate continues to meet the requirements of EASA Part-145 subject to the following conditions; •

Equivalent safety case The EASA member Authority may exempt an Organisation from a requirement in EASA Part145 when satisfied that a situation exists not envisaged by a EASA Part-145 requirement and subject to compliance with any supplementary condition(s) the EASA member Authority considers necessary to ensure equivalent safety. Such supplementary condition(s) must be agreed by the EASA member Authorities to ensure continued recognition of the approval.

•

Before revoking, suspending, limiting or refusing to renew a EASA Part-145 approval certificate, the EASA member Authority must first give at least 28 days notice to the holder in writing of its intention so to do and the reasons for its proposal and must offer the holder an opportunity to make representations. The EASA member Authority will consider those representations. Where the EASA member Authority has determined that the safe operation of an aircraft could be adversely affected, the EASA member Authority may provisionally suspend, in part or in whole, the EASA Part145 approval certificate without prior notice until the above procedure is complete.

The EASA member Authority may exempt an Organisation from a requirement in EASA Part145 on an individual case by case permission basis only subject to compliance with any supplementary condition(s) said EASA member Authority considers necessary to ensure equivalent safety.



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EASA Part-145 Approval Certificate

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JAR-OPS 1 JAR-OPS 1 Commercial Air Transportation (Aeroplanes) is divided into two sections, Section 1 Requirements, and Section 2 Acceptable Means of Compliance and Interpretive/Explanatory Material (AMC and IEM). Section 1 is divided into subparts and contains the requirements with alpha-numerically referenced headings and paragraphs. Section 2 is broken down in the same way and cross referenced. It contains details of how the requirements may be complied with and interpreted. JAR-OPS 1 Section 1 is divided into these subparts: Subpart A Subpart B Subpart C Subpart D Subpart E Subpart F Subpart G Subpart H Subpart I Subpart J Subpart K Subpart L

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Subpart M Subpart N Subpart O Subpart P Subpart Q

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Subpart R Subpart S -

Applicability General Operator Certification and Supervision Operational Procedures All Weather Operations Performance General Performance Class A Performance Class B Performance Class C Mass and Balance Instruments and Equipment Communication and Navigation Equipment Replaced by EASA Part M. TGL No. 38. Flight Crew Cabin Crew Manuals, Logs and Records Flight and Duty Time Limitations and Rest Requirements Transport of Dangerous Goods by Air Security

JAR–OPS Section 1 Subpart A provides details of the applicability of JAR–OPS 1. It does not apply: • •

•

to aeroplanes when used in military, customs and police services; to parachute dropping and firefighting flights, and to associated positioning and return flights ; to flights immediately before, during, or immediately after an aerial work activity.

The requirements in JAR–OPS Section 1 are applicable: •

•

For operators of aeroplanes over 10 tonnes Maximum Take-Off Mass or with a maximum approved passenger seating configuration of 20 or more. For operators of all other aeroplanes, no later than 1 October 1999 unless otherwise indicated.

Subpart B gives details of the General requirements and the Operator ’s responsibilities for the safe operation of an aeroplane. For example it prescribes requirments on: • • • • • • •

Operational Directives, Laws, Regulations and Procedures, Common Language to be used by all flight crew, Minimum Equipment Lists, Quality System, Accident prevention and flight safety programme, Crew responsibilities, etc.

Subpart A describes who the JAR is applicable to.

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Air Operators Certificate (AOC) JAR-OPS 1 Subpart C - Operator Certification and Supervision Before any company can operate an aeroplane for the purpose of commercial air transportation, passenger or cargo, it must hold an Air Operators Certificate (AOC). In the UK, this is issued by the CAA in accordance with JAR- OPS Subpart C. JAR-OPS requires that the Operator has it's principle place of business or registered office in the same state as the issuing Authority. It's aircraft must also be registered in the same country unless otherwise agreed, and it may not hold an AOC issued by another Authority unless otherwise agreed . The operator must give the Authority full access to it's organisation, aircraft,and facilities and also to it's EASA Part-145 maintenance provider. It must satisfy the Authority that it is able to conduct safe operations and the AOC will be varied, suspended or revoked if the Authority is no longer satisfied. The operator must satisfy the Authority that the organisation and its management team are suitable for the scope of the operation. The team must include an Accountable Manager with the authority to ensure that all the activities can be financed and carried out to the required standard. Other roles must be filled by persons with delegated responsibility for the management and supervision of: • • • •

Flight Operations, Maintenance, Crew Training and Ground Operations.

Nominated post holders A description of the functions and the responsibilities of the nominated post holders, including their names, must be contained in the Operations Manual and the Authority must be given notice in writing of any intended or actual change in appointments or functions. The operator must make arrangements to ensure continuity of supervision in the absence of nominated post holders. A person nominated as a post holder by the holder of an AOC must not be nominated as a post holder by the holder of any other AOC, unless acceptable to the Authorities concerned. Persons nominated as post holders must be contracted to work sufficient hours to fulfil the management functions associated with the scale and scope of the operation. Crew members The operator must employ sufficient flight and cabin crew for the planned operation, trained and checked in accordance with Subpart N and Subpart O as appropriate. Ground Staff

In small organisations one person may hold several of these posts but for operators employing 21 or more staff, a minimum of two people must cover these four areas. All of the nominated post holders must be acceptable to the Authority.


An operator must have a sound and effective management structure in order to ensure the safe conduct of air operations. Nominated post holders must have managerial competency together with appropriate technical/operational qualifications in aviation.

The number of ground staff is dependent upon the nature and the scale of operations. Operations and ground handling departments, in particular, must be staffed by trained personnel who have a thorough understanding of their responsibilities within the organisation.


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Air Operators Certificate (AOC) An operator contracting other organisations to provide certain services, retains responsibility for the maintenance of proper standards. In such circumstances, a nominated post holder must be given the task of ensuring that any contractor employed meets the required standards. Supervision The number of supervisors to be appointed is dependent upon the structure of the operator and the number of staff employed. The duties and responsibilities of these supervisors must be defined, and any other commitments arranged so that they can discharge their supervisory responsibilities. The supervision of crew members and ground staff must be exercised by individuals possessing experience and personal qualities sufficient to ensure the attainment of the standards specified in the operations manual. Accommodation facilities An operator must ensure that working space available at each operating base is sufficient for personnel pertaining to the safety of flight operations. Consideration must be given to the needs of ground staff, those concerned with operational control, the storage and display of essential records, and flight planning by crews. Office services must be capable, without delay, of distributing operational instructions and other information to all concerned. Documentation. The operator must make arrangements for the production of manuals, amendments and other documentation.

the Operations Manual, that it has arranged suitable ground handling facilities, that its aircraft are suitably equiped and its crew are adequately qualified for their safe operation. The Operator must maintain operational support facilities at its main operating base. It must also comply with the maintenance requirements of JAR-OPS Subpart M, now EASA Part M. The Authority will not issue an AOC, and once issued, it will not remain valid unless the Operator of the aeroplanes has: •

• •

a standard Certificate of Airworthiness (C of A) issued by a JAA member state under IACO Annex 8 preferably inaccordance with EASA-21, a maintenance system approved by the authority in accordance with Subpart M satisfied the Authority that it has the ability to; (i) establish and maintain an adaquate organisation; (ii) establish and maintain a Quality system in accordance with JAROPS Subpart B; (iii) comply with required training programmes; (iv) comply with the maintenance requirements prescribed in Subpart C; (v) comply with all other requirements of Subpart C.

The Authority may require one or more demonstration flights to be operated as if they were normal commercial air transport flights to satisfy itself that the above requirements have been met.

The Operator must produce an Operations Manual in accordance with JAR-OPS Subpart P and submit it to the Authority. It must ensure that every flight is conducted in accordance with

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Air Operators Certificate (AOC) The Operator must provide the following information on the initial application for the Air Operators Certificate:

days notice of a proposed change of a nominated post holder must be given. The AOC will contain:

•

• • • • •

the official name and business name, address and mailing address of the applicant; a description of the proposed operation; a description of the management organisation; the name of the Accountable Manager; the names of the key post holders with their qualifications and experience; the Operations Manual.

With regard to the Operators maintenance system, the following information is also required with the initial application, upon variation and renewal and for each aeroplane type to be operated: • • • •

•

the Operator's Maintenance Management Exposition; the Operators aeroplane maintenance programme; the aeroplane technical log; the technical specifications of any contracts with a EASA Part-145 Approved Maintenance Organisation if applicable; the number of aeroplanes.

• • • • •

• • •

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) 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; and Special authorisations/approvals e.g.: • CAT II/CAT III (including approved minima) • MNPS • ETOPS • RNAV • RVSM • Transportation of Dangerous Goods.

The Operator must notify the Authority of any changes to the information submitted with the application. The initial application for an AOC must be made at least 90 days before the intended operation. Application for a variation must be made 30 days prior to the operation. Application for renewal must be submitted at least 30 days before the end of the existing period of valididty. Except under exceptional circumstances, at least 10



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Documents to be Carried Onboard JAR-OPS 1 Subpart B stipulates the documents to be carried on the aeroplane on each flight: • • • • • •

The Certificate of Registration; The Certificate of Airworthiness; The original or a copy of the Noise Certificate (if applicable); The original or a copy of the Air Operator Certificate; The Aircraft Radio Licence; and The original or a copy of the Third party liability Insurance Certificate(s).

Also each flight crew member shall, on each flight, carry a valid flight crew licence with appropriate rating(s) for the purpose of the flight.

The operator shall ensure that, in addition to the documents and manuals listed above, the following information and forms, relevant to the type and area of operation, are carried on each flight: • • • • • • •

The operator shall ensure that the current parts of the Operations Manual relevant to the duties of the crew are carried on each flight and 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. Also, the current Aeroplane Flight Manual must be carried in the aeroplane unless the Authority has accepted that the Operations Manual prescribed in JAR–OPS contains relevant information for that aeroplane.

•

• •

Copies of many of these documents are reproduced further on in thses notes. •

Operational Flight Plan containing at least the information required in JAR–OPS; Aeroplane Technical Log containing at least the information required in JAR–OPS; Details of the filed ATS flight plan; Appropriate NOTAM/AIS briefing documentation; Appropriate meteorological information; Mass and balance documentation as specified in JAR–OPS 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 JAR–OPS; Current maps and charts and associated documents as prescribed in JAR–OPS; Any other documentation which may be required by the States concerned with this flight, such as cargo manifest, passenger manifest etc; and Forms to comply with the reporting requirements of the Authority and the operator.

The Authority may permit the information detailed 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.

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Information Retained on the Ground The operator shall ensure that, at least for the duration of each flight or series of flights: •

•

•

Information relevant to the flight and appropriate for the type of operation is preserved on the ground; and The information is retained until it has been duplicated at the place at which it will be stored in accordance with JAR–OPS; or, if this is impracticable, The same information is carried in a fireproof container in the aeroplane.

This information 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; and Special loads notification.



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Aircraft Placards and Markings The aeroplane must contain the specified markings and placards; and any additional information, instrument markings, and placards required for the safe operation if there are unusual design, operating, or handling characteristics.

For each powerplant instrument either a placard or colour markings, or an acceptable combination must be provided to convey information on the maximum and (where applicable) minimum operating limits. Colour coding must comply with the following:

Each marking and placard prescribed must be displayed in a conspicuous place; and may not be easily erased, disfigured, or obscured.

•

• Instrument Markings For each instrument, when markings are on the cover glass of the instrument, there must be means to maintain the correct alignment of the glass cover with the face of the dial; and each instrument marking must be clearly visible to the appropriate crew member. A placard showing the maximum airspeeds for wing-flap extension for the take-off, approach, and landing positions must be installed in clear view of each pilot unless the associated instrument has been colour coded or provided with a limit indicating device. A placard showing the calibration of the magnetic direction indicator in level flight with the engines operating must be installed on, or near, the instrument. Each calibration reading must be in terms of magnetic heading in not more than 45° increments.

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•

•

Each maximum and, if applicable, minimum safe operating limit must be marked with a red radial or a red line; Each normal operating range must be marked with a green arc or green line, not extending beyond the maximum and minimum safe limits; Each take-off and precautionary range must be marked with a yellow arc or a yellow line; and Each engine or propeller speed range that is restricted because of excessive vibration stresses must be marked with red arcs or red lines.

Each oil quantity indicating means must be marked to indicate the quantity of oil readily and accurately. If the unusable fuel supply for any tank exceeds one gallon, or 5% of the tank capacity, whichever is greater, a red arc must be marked on its indicator extending from the calibrated zero reading to the lowest reading obtainable in level flight.



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Aircraft Placards and Markings Control markings

Miscellaneous markings

Each cockpit control, other than primary flight controls and controls whose function is obvious, must be plainly marked as to its function and method of operation.

Each baggage and cargo compartment, and each ballast location must have a placard stating any limitations on contents, including weight, that are necessary under the loading requirements. However, under-seat compartments designed for the storage of carry-on articles weighing not more than 20 pounds need not have a loading limitation placard.

Each aerodynamic control must be marked under the requirements of JAR-25. For instance the Trim control indicator must be clearly marked with the range within which it has been demonstrated that take-off is safe for all centre of gravity positions approved for take-off. For powerplant fuel controls, each fuel tank selector control must be marked to indicate the position corresponding to each tank, and to each existing cross feed position. If safe operation requires the use of any tanks in a specific sequence, that sequence must be marked on, or adjacent to, the selector for those tanks. Each valve control for each engine must be marked to indicate the position corresponding to each engine controlled.

For fluid filler openings, fuel fillers must be marked at or near the filler cover with the word ‘fuel’, the permissible fuel type, and, for pressure fuelling systems, the maximum permissible fuelling supply pressure and the maximum permissible de-fuelling pressure. Oil filler openings must be marked at or near the filler cover with the word ‘oil’. Augmentation fluid (e.g. Water and Methanol) filler openings must be marked at or near the filler cover to identify the required fluid.

Each emergency control (including each fuel jettisoning and fluid shutoff control) must be coloured red. Each visual indicator required by JAR-25 for landing gear, must be marked so that the pilot can determine at any time when the wheels are locked in either extreme position, if retractable landing gear is used.



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Aircraft Placards and Markings Emergency Exits Each passenger emergency exit, its means of access, and its means of opening must be conspicuously marked. The identity and location of each passenger emergency exit must be recognisable from a distance equal to the width of the cabin. Means must be provided to assist the occupants in locating the exits in conditions of dense smoke. There must be a passenger emergency exit locator sign above the aisle (or aisles) near each passenger emergency exit, or at another overhead location if it is more practical because of low headroom, visible to occupants approaching along the main passenger aisle (or aisles). One sign may serve more than one exit if each exit can be seen readily from the sign. A sign must be provided on or adjacent to each bulkhead or divider that prevents fore and aft vision along the passenger cabin to indicate emergency exits beyond, and obscured by the bulkhead or divider. Each door that must be used in order to reach any required emergency exit must have a suitable placard stating that the door is to be latched in the open position during take-off and landing. The location of the operating handle and instructions for opening exits from the inside of the aeroplane must be shown on or near the exit by a marking that is readable from a distance of 30 inches.

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All large passenger emergency exits with a locking mechanism released by motion of a handle, must be marked by a red arrow with a shaft at least three quarters of an inch (19 mm) wide, adjacent to the handle, that indicates the full extent and direction of the unlocking motion required. The word OPEN must be horizontally situated adjacent to the arrow head and must be in red capital letters at least 1 inch (25 mm) high. The arrow and word OPEN must be located on a background which provides adequate contrast. Each emergency exit that is required to be operable from the outside, and its means of opening, must be marked on the outside of the aeroplane. The marking must include a 2-inch coloured band outlining the exit. Each outside marking including the band, must have colour contrast to be readily distinguishable from the surrounding fuselage surface. The contrast must be such that if the reflectance of the darker colour is 15% or less, the reflectance of the lighter colour must be at least 45%. ‘Reflectance’ is the ratio of the luminous flux reflected by a body to the luminous flux it receives. When the reflectance of the darker colour is greater than 15%, at least a 30% difference between its reflectance and the reflectance of the lighter colour must be provided. In the case of exits other than those in the side of the fuselage, such as ventral or tail cone exits, the external means of opening, including instructions if applicable, must be conspicuously marked in red, or bright chrome yellow if the background colour is such that red is inconspicuous. When the opening means is located on only one side of the fuselage, a conspicuous marking to that effect must be provided on the other side.



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Aircraft Placards and Markings Safety equipment Each safety equipment control to be operated by the crew in emergency, such as controls for automatic life raft releases, must be plainly marked as to its method of operation. Each location, such as a locker or compartment, that carries any fire extinguishing, signalling, or other lifesaving equipment must be marked accordingly. Stowage provisions for required emergency equipment must be conspicuously marked to identify the contents and facilitate the easy removal of the equipment. Each life raft must have obviously marked operating instructions. Approved survival equipment must be marked for identification and method of operation.



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EASA Part M – Aeroplane Maintenance An operator shall not operate an aeroplane unless it is maintained and released to service by an organisation appropriately approved/ accepted in accordance with EASA Part–145 except that pre-flight inspections need Part–145 organisation. This Subpart prescribes aeroplane maintenance requirements needed to comply with the operator certification requirements in JAR–OPS.

Maintenance responsibility An operator shall ensure the airworthiness of the aeroplane and the serviceability of both operational and emergency equipment by: • •

EASA Part- M is divided into subparts A-I. •

•

•

•

•

The accomplishment of pre-flight inspections; The rectification to an approved standard of any defect and damage affecting safe operation, taking into account the minimum equipment list and configuration deviation list if available for the aeroplane type; The accomplishment of all maintenance in accordance with the approved operator ’s aeroplane maintenance programme; The analysis of the effectiveness of the operator ’s approved aeroplane maintenance programme; The accomplishment of any operational directive, airworthiness directive and any other continued airworthiness requirement made mandatory by the Authority. Until formal adoption of JAR–39, the operator must comply with the current national aviation regulations; and The accomplishment of modifications in accordance with an approved standard and, for non-mandatory modifications, the establishment of an embodiment policy.

The operator shall ensure that the Certificate of Airworthiness for each aeroplane operated remains valid in respect of: • • •

The requirements stated above; Any calendar expiry date specified in the Certificate; and Any other maintenance condition specified in the Certificate.

The requirements specified above must be performed in accordance with procedures acceptable to the Authority.

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EASA Part M – Aeroplane Maintenance Maintenance Management The operator must either be appropriately approved in accordance with EASA Part–145 to carry out the requirements specified in JAR– OPS or, when the Authority is satisfied, the maintenance can be contracted to an appropriate EASA Part–145 approved/accepted organisation. The operator must employ a person or group of persons acceptable to the Authority to ensure that all maintenance is carried out on time to an approved standard so that the maintenance responsibility requirements prescribed in JAROPS are satisfied. The person, or senior person as appropriate, is the nominated postholder referred to in JAR-OPS. The Nominated Postholder for Maintenance is also responsible for any corrective action resulting from the quality monitoring function of JAR-OPS. The Nominated Postholder for Maintenance should not be employed by a EASA Part-145 approved/accepted Organisation under contract to the Operator, unless specifically agreed by the Authority. When an operator is not appropriately approved in accordance with EASA Part-145, arrangements must be made with an appropriately approved organisation to carry out the requirements specified in JAR-OPS. The arrangement must normally be in the form of a written maintenance contract between the operator and the JAR-145 approved/accepted maintenance organisation detailing the functions specified in JAR-OPS and defining the support of the quality functions of JAR-OPS. Aeroplane base and scheduled line maintenance and engine maintenance contracts, together with all amendments, must be acceptable to the Authority. The Authority does not require the commercial elements of a maintenance contract.


The operator may have a contract with an organisation that is not EASA Part-145 approved/ accepted, provided that : •

•

•

•

for aeroplane or engine maintenance contracts, the contracted organisation is a JAR-OPS Operator of the same type of aeroplane, all maintenance is ultimately performed by EASA Part-145 approved/accepted organisations, such a contract details the functions specified in JAR-OPS, and defines the support of the quality functions of JAROPS, the contract, together with all amendments, is acceptable to the Authority.

The Authority does not require the commercial elements of a maintenance contract. In the case of an aeroplane needing occasional line maintenance, the contract may be in the form of individual work orders to the Maintenance Organisation. Also in the case of aeroplane component maintenance, including engine maintenance, the contract may be in the form of individual work orders to the Maintenance Organisation.


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EASA Part M – Aeroplane Maintenance Aeroplane Maintenance Programme An operator must ensure that the aeroplane is maintained in accordance with the operator’s Aeroplane Maintenance Programme (AMP). The programme must contain details, including frequency, of all maintenance required to be carried out as specified in the Approved Maintenance Schedule (AMS). The programme will be required to include a reliability programme when the Authority determines that such a reliability programme is necessary. The operator ’s aeroplane maintenance programme and any subsequent amendment must be approved by the Authority.

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EASA Part M – Aeroplane Maintenance Technical Log An operator must use an aeroplane technical log system containing the following information for each aeroplane: • • •

• •

The aeroplane technical log system and any subsequent amendment must be approved by the Authority.

Information about each flight necessary to ensure continued flight safety; The current aeroplane certificate of release to service; The current maintenance statement giving the aeroplane maintenance status of what scheduled and out of phase maintenance is next due except that the Authority may agree to the maintenance statement being kept elsewhere; All outstanding deferred defects that affect the operation of the aeroplane; and Any necessary guidance instructions on maintenance support arrangements.

TECH LOG MAINTENANCE REVIEW STATEMENT EASA PART-66 MODULE 10


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TECH LOG SECTOR DEFECTS PAGE

TECH LOG ALLOWABLE DEFERRED DEFECTS PAGE

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TECH LOG DAMAGE RECORD AND DAMAGE CHART 1

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EASA Part M – Aeroplane Maintenance Maintenance Records The operator shall ensure that the aeroplane technical log is retained for 24 months after the date of the last entry.

An operator shall ensure that when an aeroplane is permanently transferred from one operator to another operator the records specified above are also transferred and the time periods prescribed will continue to apply to the new operator.

The operator shall ensure that a system has been established to keep, in a form acceptable to the Authority, the following records for the periods specified: •

•

•

•

•

•

All detailed maintenance records in respect of the aeroplane and any aeroplane component fitted to it – 24 months after the aeroplane or aeroplane component was released to service; The total time and flight cycles as appropriate, of the aeroplane and all life limited aeroplane components – 12 months after the aeroplane has been permanently withdrawn from service; The time and flight cycles as appropriate, since last overhaul of the aeroplane or aeroplane component subjected to an overhaul life – Until the aeroplane or aeroplane component overhaul has been superseded by another overhaul of equivalent work scope and detail; The current aeroplane inspection status such that compliance with the approved operator ’s aeroplane maintenance programme can be established – Until the aeroplane or aeroplane component inspection has been superseded by another inspection, of equivalent work scope and detail; The current status of airworthiness directives applicable to the aeroplane and aeroplane components – 12 months after the aeroplane has been permanently withdrawn from service; and Details of current modifications and repairs to the aeroplane, engine(s), propeller(s) and any other aeroplane component vital to flight safety – 12 months after the aeroplane has been permanently withdrawn from service.



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Occurrence Reporting The requirements for reporting airborne and ground based accidents and occurrences are stated in JAR-OPS, EASA Part-145 and BCARs. The following is a summary of this information. Terminology Incident - An occurrence, other than an accident, associated with the operation or maintenance of an aircraft which affects, or could affect the safety of operation. Serious Incident - An incident involving circumstances indicating that an accident nearly occurred. Accident - An occurrence associated with the operation or maintenance of an aircraft in which: • •

•

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a person is fatally or seriously injured the aircraft sustains damage or structural failure which adversely affects the structural strength, performance or flight characteristics of the aircraft; and would normally require major repair or replacement of the affected component; except for engine failure or damage, when the damage is limited to the engine, its cowlings or accessories; or for damage limited to propellers, wing tips, antennas, tyres, brakes, fairings, small dents or puncture holes in the aircraft skin: or the aircraft is missing or is completely inaccessible.

The Operator must establish procedures for reporting incidents, both internally and to the Authority when required. While the aircraft is operational (under the command of the flight crew) the commander or the operator of an aeroplane shall submit a report to the Authority of any incident that endangers or could endanger the safety of operation. The commander shall also ensure that all known or suspected technical defects and all exceedances of technical limitations occurring while he was responsible for the flight are recorded in the aircraft technical log. If the deficiency or exceedance of technical limitations endangers or could endanger the safety of operation, the commander must in addition initiate the submission of a report to the Authority. Ground found occurrences and incidents during maintenance must also be reported through the Operators procedures and systems and, if they are of an airworthiness nature, must be reported to the Authority. Any person finding such an airworthiness occurrence has a duty to ensure it is reported to the Authority. The Operator must have procedures and staff in place to respond to any occurrences reported, and take timely corrective action and/or pass them on to the Authority when required. They must also be able to respond the any recommendations or orders made by the Authority in relation to these occurrences.



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Certification Requirements (EASA CS-25) All aircraft must be Type Certified to ensure they meet the minimum requirements for safe operation. These requirements or airworthiness standards vary depending on the type of aircraft. CS-23 gives the requirements for “Normal, Utility, Aerobatic and Commuter Category Aeroplanes”, CS-25 for “Large Aeroplanes”, CS-27 for “Small Rotorcraft” and CS-29 for “Large Rotorcraft”. It should be noted that the airworthiness requirements for Engines, Propellers and Auxiliary Power Units, which must be separately Certified, are found in CS-E, CS-P and CS-APU respectively. CS-23, -25, -27 and -29 give the airworthiness requirements for the aircraft with all the equipment installed. The procedures for Certification are found in EASA Part-21 Certification Procedures for Aircraft and Related Products and Parts. The following description is based on CS-25 Large Aeroplanes. CS-25 prescribes airworthiness standards for the issue of type certificates, and changes to those certificates, for Large Turbine-powered Aeroplanes. Each person who applies for such a certificate or change must show compliance with the applicable requirements in this Code (CS-25). It is divided into 8 Subparts plus appendices: Subpart A Subpart B Subpart C Subpart D Subpart E Subpart F Subpart G

-

Subpart J -

General. Flight. Structure. Design and Construction. Powerplant. Equipment. Operating Information and Limitations. Gas Turbine Auxiliary Power Unit Installations.

Subpart B – Flight describes the requirements for: • General including weights and balance, centre of gravity and loading; • Performance for stall speed, takeoff, landing, braking distances, en-route flight and single engine climb and flight; • Controllability and Manoeuvrability including longitudinal, lateral, directional and speed control; • Trim; • Stability including longitudinal, lateral, directional and dynamic stability; • Stall including characteristics and warnings; • Ground Handling Characteristics including stability and control when taxiing and in high wind and; • Miscellaneous Flight Requirements such as vibration and buffeting, high speed characteristics and flight in rough air. Subpart C – Structure, describes the strength requirements, load limits and safety factors for: Flight Loads generally; • Flight Manoeuvre and Gust Conditions including speed, manoeuvre and turbulence load limitations; • Supplementary Conditions including Engine and APU torque and side load limits, and pressurised compartment loads; • Control Surface and System Loads for normal operations, ground gust conditions and unsymmetrical loads; • Ground Loads including landing gear, rebound, braking, taxiing and ground handling, jacking and tie-down provisions; • Emergency Landing Conditions including ditching; • Fatigue Evaluation and damage tolerance and; • Lightning Protection.

Subpart A – General describes the applicability of the JAR.



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Certification Requirements (JAR-25) Subpart D - Design and Construction states that the aeroplane may not have design features or details that experience has shown to be hazardous or unreliable. The suitability of each questionable design detail and part must be established by tests. Design and Construction requirements are specified for: • General including materials, fabrication methods, fasteners, accessibility, damage and failsafe factors; • Control Surfaces and their installation and hinges; • Control Systems including stability augmentation, automatic and poweroperated systems and trim systems; • Landing Gear including shock absorption, retraction, wheels, tyres, brakes and steering; • Personnel and Cargo Accommodations including pilot compartment, it’s doors , windows and controls, cabin doors, seats, placards, stowage compartments, and floors; • Emergency Provisions including ditching, emergency exits, lights and markings, and evacuation; • Ventilation and Heating including fresh air and heating system; • Pressurisation and; • Fire Protection including extinguishers, flammability of materials, cabin and cargo compartment design.

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Subpart E – Powerplant defines the requirements for: • General including the installation of the engines, propellers, reverser systems and operating characteristics; • Fuel Systems including storage, supply, flow and pressure; • Fuel System Components including pumps, valves, lines and filters; • Oil Systems including tanks, pumps, lines and filters; • Cooling; • Air intake Systems; • Exhaust Systems; • Powerplant Controls and Accessories including engine, propeller and reverser controls, and ignition systems; • Powerplant Fire Protection including firewalls and zones, shut-off, detection and extinguisher systems and extinguishants. Subpart F – Equipment describes the requirements for the function and installation of: • General including flight and navigation instruments, powerplant instruments; • Instrument Installations including arrangement and visibility, warning, caution and advisory lights, pitot and static systems, and automatic pilot system; • Electrical Systems and Equipment including components and distribution systems; • Lights including instrument lights, landing and position lights, and anti-collision lights; • Safety Equipment including ditching equipment, ice protection and public address systems; • Miscellaneous Equipment including electronic equipment, vacuum, hydraulic and high pressure pneumatic systems, protective breathing equipment and oxygen systems, cockpit voice and flight data recorders; .



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Certification Requirements (JAR-25) Subpart G - Operating Information and Limitations describes the requirements and limitations such as: • • • • • • • • • • • •

The Appendices provide graphs, charts, diagrams and additional information to aid the interpretation of the requirements contained in the various Subparts.

Maximum operating limit speed Manoeuvring speed Flap extended speed Landing gear speeds Rough air speed, VRA Weight, centre of gravity and weight distribution Powerplant limitations Auxiliary power unit limitations Minimum flight crew Markings and placards Aeroplane flight manual Operating procedures

Subpart J - Gas Turbine Auxiliary Power Unit Installations describes the requirements for: • • • • • • • • •

General including installation and operating characteristics; Fuel System and Components including lines, fittings and valves; Oil System including lines, fittings, valves radiators and drains; Cooling; Intake Systems including de-icing, antiicing and screens; Exhaust Systems; Controls and Accessories; Fire Protection including firewalls, detection and extinguishing systems; Equipment, Operating Limitations, Markings and Placards

Additional requirements are given for Essential APUs, i.e. those which may be used in flight for emergency purposes.



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Type Certificates (EASA Part-21Subpart B) The following pages are extracted from: EASA Part-21 Certification Procedures for Aircraft and Related Products and Parts. Eligibility The National Aviation Authority (CAA in the UK) will only accept an application for a Type Certificate submitted by a person holding an appropriate Design Organisation Approval, except where a product is of simple design, when the Authority may agree to accept an application from a person who does not hold and has not applied for an appropriate Design Organisation Approval.

specific to indicate to applicants the conditions under which certificates will be issued. Special conditions The Agency shall prescribe special detailed technical specifications, named special conditions, for a product, if the related airworthiness code does not contain adequate or appropriate safety standards for the product, because: •

• In the latter case, the Authority will apply such alternative procedures as are necessary to provide equivalent confidence in the findings of compliance with requirements.

•

The product has novel or unusual design features relative to the design practices on which the applicable airworthiness code is based; or The intended use of the product is unconventional; or Experience from other similar products in service or products having similar design features, has shown that unsafe conditions may develop.

Application for a Type Certificate An application for a Type Certificate must be made in a form and manner acceptable to the Authority.

The special conditions contain such safety standards as the Agency finds necessary to establish a level of safety equivalent to that established in the applicable airworthiness code.

An application for an aircraft Type Certificate must be accompanied by a three-view drawing of that aircraft and preliminary basic data, including the proposed operating characteristics and limitations.

Designation of Applicable Requirements

An application for an aircraft engine, or propeller Type Certificate must 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.

•

Airworthiness Codes

•

The Agency shall issue in accordance with Article 14 of the basic Regulation airworthiness codes as standard means to show compliance of products, parts and appliances with the essential requirements of Annex I to the basic Regulation. Such codes shall be sufficiently detailed and EASA PART-66 MODULE 10

The applicable requirements for the issue of a Type Certificate for an aircraft, aircraft engine, or propeller are: The applicable EASA/JAA Requirements that are effective on the date of application for that certificate unless; (i) Otherwise specified by the Authority; or (ii) Compliance with later effective amendments is elected or required. Any Special Conditions prescribed in accordance with Part-21.

The applicable requirements consist of those defined in its Data Sheet, when available, or in its Type Certificate Data Sheet of the State of Design, plus the additional requirements referred to in Part-21, and Airworthiness Directives of the State of Design.


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Type Certificates (EASA Part-21 Subpart B) An application for type-certification of large aeroplanes and large rotorcraft shall be effective for five years and an application for any other type-certificate shall be effective for three years, unless an applicant shows at the time of application that its product requires a longer period of time for design, development, and testing, and the Agency approves a longer period. In the case where a type-certificate has not been issued, or it is clear that a type-certificate will not be issued, within the time limit established the applicant may: •

•

File a new application for a type-certificate and comply with all the provisions applicable to an original application; or File for an extension of the original application and comply with the applicable airworthiness codes that were effective on a date, to be selected by the applicant, not earlier than the date which precedes the date of issue of the type-certificate by the time limit established for the original application.

If an applicant elects to comply with an amendment to the airworthiness codes that is effective after the filing of the application for a type-certificate, the applicant shall also comply with any other amendment that the Agency finds is directly related. Changes requiring a new Type Certificate Any person who proposes to change a product must make a new application for a Type Certificate if: •

•

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The Authority finds that the proposed change in design, configuration, power, power limitations (engines), speed limitations (engines), or weight is so extensive that a substantially complete investigation of compliance with the applicable requirements is required. In the case of an aircraft, the proposed change is;

(1) In the number of engines or rotors; (2) To engines or rotors using different principles of propulsion or to rotors using different principles of operation. Compliance with applicable requirements The applicant for a Type Certificate must show compliance with applicable requirements. The applicant must declare that he has shown compliance with all applicable requirements. Where the applicant holds an appropriate Design Organisation Approval, the declaration of this paragraph must be made according to the provisions of Part-21 Issue of a Type Certificate: aircraft; aircraft engines and propellers Without prejudice to other provisions of national laws applicable (e.g. BCARs) in the absence of a comprehensive set of EASA rules, the Authority issues a Type Certificate for an aircraft or an aircraft engine, or propeller, if: •

•

•

The applicant has obtained an appropriate Design Organisation Approval, or obtained the Authority’s agreement to an alternative procedure under Part-21; The applicant has submitted the declaration that he has shown compliance with all applicable requirements, and; It is shown in a manner acceptable to the Authority that; (1) The product to be certificated meets the applicable requirements; (2) Any airworthiness provisions not complied with are compensated for by factors that provide an equivalent level of safety; (3) No feature or characteristic makes it unsafe for the uses for which certification is requested; and (4) The Type Certificate holder is prepared to comply with Part-21 responsibilities.



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Type Certificates (EASA Part -21 Subpart B) Type Design

Furthermore, unless otherwise authorised by the Authority:

The Type Design consists of: •

•

•

•

The drawings and specifications, and a listing of those drawings and specifications, necessary to define the configuration and the design features of the product shown to comply with the Applicable Requirements; Information on materials and processes and on methods of manufacture and assembly of the product necessary to ensure the conformity of the product; The Airworthiness Limitations section of the Instructions for Continued Airworthiness as required by the applicable requirement; and Any other data necessary to allow by comparison, the determination of the airworthiness of later products of the same type.

Each Type Design shall be adequately identified. Inspection and Tests The applicant must allow the Authority to make any inspection and any fight and ground test necessary to check the validity of the Declaration of Compliance submitted by the applicant and to determine that no feature or characteristic makes the product unsafe for the uses for which certification is requested.

•

•

No aircraft, aircraft engine, propeller, or part thereof may be presented to the Authority for test unless compliance has been shown for that aircraft, aircraft engine, propeller, or part thereof; and No change may be made to an aircraft, aircraft engine, propeller, or part thereof between the time that compliance is shown for that aircraft, aircraft engine, propeller, or part thereof and the time that it is presented to the Authority for test.

Before tests are undertaken, each applicant must have made all inspections and ground and fight tests necessary to determine: •

•

That the design complies with the airworthiness requirements relevant to the tests performed. For the test specimen; (i) That materials and processes adequately conform to the specifications in the Type Design; (ii) That parts of the products adequately conform to the drawings in the Type Design; and (iii) That the manufacturing processes, construction and assembly adequately conform to those specified in the Type Design.

The applicant must submit a statement of conformity to the Authority for each aircraft, aircraft engine, propeller or part thereof presented to the Authority for tests.



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Type Certificates (EASA Part-21 Subpart B) Flight Tests

Transferability

Flight testing for the purpose of obtaining a Type Certificate shall be conducted in accordance with conditions for such flight testing specified by the Authority.

Transfer of a Type Certificate may only be made to a Person that is able to undertake the responsibilities in EASA Part-21, and, for this purpose, has demonstrated his ability to qualify under the criteria of EASA Part-21.

The applicant must make all flight tests that the Authority finds necessary:

Availability

To determine compliance with the applicable certification requirements; and For aircraft to be certificated under EASA Part-21, except gliders and except aeroplanes of 2730 kg or less maximum certificated weight, to determine whether there is reasonable assurance that the aircraft, its parts and appliances are reliable and function properly.

The holder of a Type Certificate shall make the certificate available, on request, to the Authority.

For aircraft incorporating turbine engines of a type not previously used in a type certificated aircraft, the flight test must include at least 300 hours of operation with a full complement of engines that conform to a type certificate. For all other aircraft, at least 150 hours of operation are required.

All relevant design information, drawings and test reports, including inspection records for the product tested, shall be held by the Type Certificate holder at the disposal of the Authority and shall be retained in order to provide the information necessary to ensure the continued airworthiness of the product.

Type Certificate

Manuals

The Type Certificate is considered to include the type design, the operating limitations, the type certificate data sheet, the applicable requirements with which the Authority records compliance, and any other conditions or limitations prescribed for the product in the applicable requirement.

The Type Certificate holder for an aircraft, aircraft engine, or propeller shall produce, maintain and update master copies of all manuals required by the applicable type certification requirements for the product, and provide copies, on request, to the Authority.

Responsibilities

The manuals have to be approved by the authority, as they will form part of the AMM.

• •

Duration A Type Certificate is effective until surrendered, suspended, revoked, or a termination date is otherwise established by the Authority. Record keeping

Each holder of a Type Certificate shall undertake the responsibilities in EASA Part-21 for this purpose, he shall continue to meet the qualification requirements for eligibility under EASA Part-21.

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Changes to the Type Certificates (EASA Part-21 Subpart D) Classification of Changes in Type Design

Minor changes

Changes in Type Design are classified as minor and major. A “minor change” is one that has no appreciable effect on the weight, balance, structural strength, reliability, operational characteristics, or other characteristics affecting the airworthiness of the product. All other changes are ‘‘major changes”. All changes (major and minor) must be approved in accordance with EASA Part-21 as appropriate, and must be adequately identified.

Minor changes in a Type Design may be classified and approved either:

Application

An applicant for approval of a major change must: • Submit to the Authority substantiating data together with any necessary descriptive data for inclusion in the Type Design; • Show that the changed product complies with applicable requirements, as specified in EASA Part-21; • Declare that he has shown Compliance with applicable requirements and must provide to the Authority the basis on which such a declaration is made.

An application for approval of a change to a Type Design must be made in a form and manner acceptable to the Authority and must include: •

•

A description of the change identifying; (1) All parts of the Type Design and the approved Manuals affected by the change, and (2) The requirements with which the change has been designed to comply in accordance with EASA Part-21. Identification of any re-investigations necessary to show compliance of the changed product with the applicable requirements.


• •

By the Authority; or By an appropriately approved design Organisation, through the use of procedures that have been agreed with the Authority.

Major changes


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Supplemental Type Certificates(EASA Part-21 Subpart E) Applicability Procedural requirements for the approval of major changes to the type design such as change of engine type or addition of a main deck cargo door are covered under the Supplemental Type Certificate procedures.

•

•

Eligibility The Authority will only accept an application for a Supplemental Type Certificate submitted by a person holding or having applied for an appropriate Design Organisation Approval. Application for a Supplemental Type Certificate An application for a Supplemental Type Certificate (STC) must be made in a form and manner acceptable to the Authority. An application for an STC must include the descriptions and identification required by EASA Part-21, together with a justification that the information on which those identifications are based is adequate either from the applicant’s own resources, or through an arrangement with the Type Certificate holder. Issue of a Supplemental Type Certificate The Authority issues a Supplemental Type Certificate if, in addition to complying with EASA Part-21 the applicant has satisfied the Authority that The applicant has obtained an appropriate Design Organisation Approval, or the Authority’s agreement to alternative procedures.


Where, under EASA-21, the applicant has entered into an arrangement with the Type Certificate holder: The Type Certificate holder has advised he has no technical objection to the information submitted; and The Type Certificate holder has agreed to collaborate with the Supplemental Type Certificate holder to ensure discharge of all responsibilities for continued airworthiness of the changed product through compliance with EASA Part -21.

Transferability Transfer of a Supplemental Type Certificate may only be made to an Organisation which is able to undertake the responsibilities of EASA Part21 and for this purpose has demonstrated its ability to qualify under EASA Part-21. Changes to that part of a Product covered by a Supplemental Type Certificate • Minor Changes. Minor changes to that part of a product covered by an STC must be classified and approved. • Major Changes. Except for major changes submitted by an STC holder who is also the Type Certificate holder, each major change to that part of a product covered by an STC must be approved as a separate STC.


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Supplemental Type Certificates(EASA Part-21 Subpart E) Responsibilities

Instructions for Continued Airworthiness

Each holder of a Supplemental Type Certificate shall make the certificate available, on request, to the Authority, and undertake the responsibilities:

The holder of the Supplemental Type Certificate for an aircraft, aircraft engine, or propeller, shall furnish at least one set of the associated variations to the Instructions for Continued Airworthiness, prepared in accordance with the applicable requirements, to each known owner of one or more aircraft, aircraft engine, or propeller incorporating the features of the Supplemental Type Certificate, upon its delivery, or upon issuance of the first Certificate of Airworthiness for the affected aircraft, whichever occurs later, and thereafter make those variations in Instructions available, on request, to any other person required by another EASA to comply with any of the terms of those Instructions.

• •

Specified in EASA Part-21. Implicit in the collaboration with the Type Certificate holder.

Duration A Supplemental Type Certificate is effective until surrendered, suspended, revoked, or a termination date is otherwise established by the Authority. Manuals The holder of a Supplemental Type Certificate shall produce, maintain, and update master copies of variations in the manuals required by the applicable type certification requirements for the product, necessary to cover the changes introduced under the Supplemental Type Certificate, and furnish copies of these manuals to the Authority on request.

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In addition, changes to those variations of the Instructions for Continued Airworthiness shall be made available to all known operators of a product incorporating the Supplemental Type Certificate and shall be made available, on request, to any person required by another EASA to comply with any of those Instructions.



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Certificates Of Airworthiness (EASA Part-21 Subpart H) Applicability

Language

This Subpart prescribes procedural requirements for the issue of Certificates of Airworthiness.

The manuals, placards, listings, and instrument markings and other necessary information required by applicable EASAs must be presented in a language acceptable to the Authority.

Eligibility Any owner (or the agent of the owner) of an aircraft may apply for a Certificate of Airworthiness for that aircraft. Application An application for a Certificate of Airworthiness must be made in a form and manner acceptable to the Authority. Each application must include: • For new aircraft; (i) A Statement of Conformity or, for an imported aircraft, the statement required by EASA Part-21. (ii) A Weight and Balance report, with a loading schedule, when applicable, for each aircraft in accordance with the applicable EASA. (iii) The Flight Manual, when required by the applicable Airworthiness Requirements for the particular aircraft. • For used aircraft; (i) A Weight and Balance Report, with a loading schedule, when applicable, for each aircraft in accordance with the applicable EASA. (ii) The Flight Manual when such material is required by the applicable Airworthiness Requirements for the particular aircraft. (iii) Historical records to establish the production, modification, and maintenance standard of the aircraft.


Classification Standard Certificates of Airworthiness are certificates issued for aircraft for which a type, certificate has been issued in accordance with EASA Part-21. Amendment or modification A Certificate of Airworthiness may be amended or modified only by the Authority. Transferability In case of change of ownership of an aircraft, the Certificate of Airworthiness is transferred together with the aircraft, provided the aircraft remains on the same register. Availability Each aircraft for which the Authority has issued a Certificate of Airworthiness shall upon request be made available for inspection by the Authority.


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Certificates Of Airworthiness (EASA Part-21 Subpart H) Duration The Authority may suspend, revoke or terminate a Certificate of Airworthiness. Unless sooner surrendered, suspended, revoked, or a termination date is otherwise established by the Authority, a Certificate of Airworthiness is effective within any period specified therein, as long as the maintenance is performed in accordance with the applicable EASA requirement, and provided the aircraft remains on the same register.

Issue of Standard Certificates of Airworthiness Without prejudice to other provisions of national laws, applicable in the absence of a comprehensive set of EASA rules, the Authority issues a Certificate of Airworthiness for New aircraft, upon presentation of the documentation required, and for Used aircraft, upon presentation of the documentation required by EASA Part-21 together with, either: •

Upon suspension, revocation, or termination by order of the Authority of a Certificate of Airworthiness, it shall, upon request, be surrendered to the Authority. A Certificate of Airworthiness is invalid when the Type Certificate under which it is issued is suspended or revoked under EASA Part-21.

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•

At the time of transfer, an effective Certificate of Airworthiness issued by a EASA Authority, and relating to that aircraft; or Evidence that; (i) The aircraft conforms to a Type Design approved under a Type Certificate, and any applicable Supplemental Type Certificate, and to applicable Airworthiness Directives; and (ii) The aircraft has been inspected in accordance with the appropriate EASA; and (iii) The Authority finds that the aircraft conforms to the Type Design and is in condition for safe operation.



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Design Organisation Approval (EASA-21 Subpart J) Applicability

Design Assurance System

This Subpart prescribes procedural requirements for the approval of design organisations designing products or changes to products and rules governing the holders of such approvals.

The applicant must show that the Organisation has established and can maintain a Design Assurance System for the control and supervision of the design, and of design changes, of products covered by the application. This Design Assurance System must be such as to enable the Organisation:

Eligibility The Authority will only accept an application for a Design Organisation Approval under Part-21 Subpart J: • in association with an application for a Type Certificate, for a Supplemental Type Certificate, or for a JTSO Authorisation; • from the holder of a Type Certificate or equivalent that has been issued by a National Authority other than according to Part-21; • for the purpose of obtaining the privilege to approve major repairs or to obtain approval of major repairs; or • for the purpose of obtaining the privilege to classify changes and/or repairs and approve minor changes and/or minor repairs. Application Each application for a Design Organisation Approval must be made in a form and manner acceptable to the Authority and must include an outline of the information required by EASA Part21, and the Terms of Approval requested to be issued under EASA Part-21. Requirements for Issue

•

•

•

To ensure that the design of the products, or the design change thereof, comply with the applicable requirements; and To ensure that its responsibilities are properly discharged in accordance with; (i) The appropriate regulations of Part21; and (ii) The Terms of Approval issued under Part-21. To independently monitor the compliance with, and adequacy of, the documented procedures of the system. This monitoring must include a feed-back system to a person or a group of persons having the responsibility to ensure corrective actions.

The Design Assurance System must include an independent checking function of the showings of compliance on the basis of which the Organisation submits compliance statements and associated documentation to the Authority. The applicant must specify the manner in which the Design Assurance System accounts for the acceptability of the parts or appliances designed or the tasks performed by partners or subcontractor according to methods which are the subject of written procedures.

The Authority issues a Design Organisation Approval when it is satisfied that compliance has been shown with the applicable requirements of Subpart JA.



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Design Organisation Approval (EASA-21 Subpart J) Data Requirements

Transferability

The applicant must furnish a handbook to the Agency which must describe, either directly or by cross-reference, the Organisation, the relevant procedures and the products or changes to products to be designed.

Except for a change in ownership of the Organisation, which must be regarded as a change of significance, and must therefore comply with Part-21, a Design Organisation Approval is not transferable.

Where any parts or appliances or any changes to the products are designed by partner organisations or subcontractors of the applicant, the handbook must include a statement of how the applicant will be able to give, for all parts and appliances, the assurance of compliance required, and must contain, directly or by crossreference, descriptions and information on the design activities and organisation of those partners or subcontractors, as necessary to establish this statement.

Terms of Approval

The handbook shall be amended as necessary to remain an up-to-date description of the Organisation, and copies of amendments shall be supplied to the Agency.

Change to the Terms of Approval

The applicant must furnish a statement of the qualifications and experience of the management staff and other persons responsible for making decisions affecting airworthiness in the Organisation. Changes in Design Assurance System After the grant of a Design Organisation Approval, each change to the Design Assurance System that is significant to the showing of compliance or to the airworthiness of the product, must be approved by the Authority. An application for approval shall be submitted in writing to the Agency and the Design Organisation shall show, to the satisfaction of the Agency on the basis of submission of proposed changes to the handbook, and before implementation of the change, that it will continue to comply with Part-21 after implementation.

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Terms of Approval are issued as part of a Design Organisation Approval. This lists the types of design work, the categories of products and the specific products or changes (or repairs) thereof for which the design organisation holds a Design Organisation Approval, and the functions and duties that the Organisation is approved to perform in regard to the airworthiness of products.

Each change to the Terms of Approval must be approved by the Agency. Application for a change to the Terms of Approval must be made in writing to the Agency The applicant must comply with the applicable requirements of Subpart J. Investigations Each holder of or applicant for a Design Organisation Approval shall make arrangements that allow the Agency to make any investigations, including investigations of partners and/or subcontractors, necessary to determine compliance with the applicable regulations in Subpart J. Each holder of or applicant for a Design Organisation Approval must allow the Agency to make any inspections and any flight and ground tests necessary to check the validity of the compliance statements submitted by the applicant under Part-21.



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Design Organisation Approval (EASA Part-21 Subpart J) The holder of a Design Organisation Approval may, within his Terms of Approval:

Duration A Design Organisation Approval remains valid until: • • • •

Surrendered by the holder of the Design Organisation Approval; or Suspended or revoked by the Agency; or The end of a specified duration; or A termination date otherwise established by the Authority.

•

•

•

The Authority may restrict, suspend or revoke a Design Organisation Approval if it : •

•

•

Finds that the Organisation does not comply with the applicable requirements; or Is prevented by the holder or any of its partners and/or subcontracts to perform the investigations; or Finds evidence that the Design Assurance System cannot maintain satisfactory control and supervision of the design of products or changes thereof under the approval.

•

•

Classify changes to Type Design (and repairs) as “major” or “minor” under a procedure agreed with the Agency. Approve minor changes to Type Design (and minor repairs) under procedures agreed with the Agency. Issue information or instructions containing the following statement under procedures agreed with the Agency: “The technical content of this document is approved under the authority of (NAA), DOA nr. (NAA). JA. [xyz].” Approve documentary changes to the Aircraft Flight Manual under a procedure agreed with the Agency, and issue such changes. Approve the design of major repairs to products for which he holds the Type Certificate or the Supplemental Type Certificate, under procedures agreed with the Agency.

Privileges Subject to Part-21, compliance documents submitted by the Organisation for the purpose of: • • •

Obtaining a Type Certificate or approval of a major change to a Type Design; or Obtaining a Supplemental Type Certificate; Obtaining a Joint Technical Standard Order (JTSO) Authorisation under Part-21 may be accepted by the Agency without further verification.



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Design Organisation Approval (EASA Part-21 Subpart J) Responsibility of Holder of Design Organisation Approval The holder of a Design Organisation Approval shall: •

Maintain the handbook in conformity with the Design Assurance System.

•

Ensure that this handbook is used as a basic working document within the Organisation.

•

Determine that the design of; Products, or changes (or repairs) thereof, as applicable, comply with applicable requirements and have no unsafe feature;

•

Except for minor changes or repairs approved under the privilege of Part-21, submit to the Authority statements and associated documentation confirming compliance with the above.

•

Submit to the Authority information or instructions related to required actions under Part-21 to ensure compatibility with related Airworthiness Directives.

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Aircraft Certification (Documents) CERTIFICATE OF AIRWORTHINESS



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Aircraft Certification (Documents) CERTIFICATE OF REGISTRATION

UNITED KINGDOM CIVIL AVIATION AUTHORITY

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Aircraft Certification (Documents) NOISE CERTIFICATE



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Aircraft Certification (Documents) DAMAGE RECORD SHEET AND DAMAGE CHART

1

2

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4

5

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7

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9

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11

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19

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A B C D E F G

M N O

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Aircraft Certification (Documents) RADIO INSTALLATION APPROVAL



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Aircraft Certification (Documents) RADIO STATION LICENCE

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Aircraft Certification (Documents) INSURANCE CERTIFICATE



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Aircraft Certification (Documents)

CIVIL AIRCRAFT LANDING PERMIT

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FARNBOROUGH AVIATION SERVICES Ltd ENGINEERING TECHNOLOGY Business Aviation Centre, Farnborough Airport, Hants. GU14 6XA

CERTIFICATE OF MAINTENANCE REVIEW

AIRCRAFT TYPE:

REGISTRATION:

CONSTRUCTION No.

BAe 125-700B

G - BJDJ

257142

'Certified that a maintenance review of this aircraft and such of its equipment as is necessary for its airworthiness has been carried out in accordance with the requirements of the Air Navigation Order for the time being in force'.

Approval Stamp

Signed :

Name :

A.N. Other

Date:

THE NEXT MAINTENANCE REVIEW IS DUE :

th

29 October 2001

28th February 2002

For Minor Maintenance Status refer to the Supplementary Inspection Record Sheets in the front of the Aircraft Technical Log Book.

E2:0401

CERTIFICATE OF MAINENTENANCE REVIEW



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CERTIFICATE OF MAINENTENANCE REVIEW JAR-OPS WAIVER

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Maintenance Planning Approved Maintenance Programme

Approved Maintenance Schedule (A.M.S.)

An Approved Maintenance Programme (AMP) is a plan for the regular and systematic maintenance of Civil Aircraft and components. The maintenance requirements are dictated by an Approved Maintenance Schedule produced for each aircraft type.

The Approved Maintenance Schedule contains details of all the procedures by which it is proposed that the Airworthiness of an aircraft will be preserved on a continuing basis. The Manufacturer or Constructor produces a recommended AMS. Note:

The difference between a Maintenance Schedule and a Maintenance Manual is that the Schedule says What is to be done and When, while the Manual describes How each operation is to be carried out.

The Approved Maintenance Schedule specifies routine inspection and maintenance work to be carried out during a series of maintenance checks on an aircraft, at intervals defined as a number of flying hours completed or as a number of days elapsed (elapsed calendar time). The AMS covers each part of the aircraft; its engine and auxiliary power unit (A.P.U.), propellers, components, accessories, equipment, instruments, electrical and radio apparatus, and all associated systems and installations. Certain components are given a limited ‘life’ on an aircraft. At the end of the specified time such components must be removed from the aircraft and replaced by new or overhauled items. For all these items, the schedule specifies periods at which each shall, as appropriate, be checked, cleaned, lubricated, adjusted, tested and inspected or replaced. The type and degree of inspection is also stated.



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Approved Maintenance Schedule For aircraft with a maximum total weight authorised (MTWA) exceeding 2,730 kg the Maintenance Schedule used may be drawn up by either the Manufacturer or the Operator but must be submitted to the CAA for approval. For aircraft below this weight the Operator has the choice of either following the same procedure or using the generic Light Aircraft Maintenance Schedule (LAMS), produced by the CAA.

A typical A.M.S. comprises the following parts:

In respect of aircraft registered in the UK, the requirement for maintenance in accordance with Maintenance Schedules approved by the CAA applies to:

Part 3 - Aircraft Inspection Requirements – Zonal and Highlight inspections.

•

all aircraft flying for the purpose of public transport or dropping or projecting any material for agricultural, public health or similar purposes.

•

aeroplanes and rotorcraft not exceeding 2730 kg certified in the Transport Category (Passenger), Transport Category (Cargo), Aerial Work Category and Private Category.

Part 1 - General information – Introduction, CAA Approval Certificates, list of applicable aircraft registrations, Check Cycle, Inspection standards etc. Part 2 - Ramp Maintenance - Lists the Transit and Ramp check tasks.

Part 4 - Routine Maintenance Requirements This part of the Schedule comprises all the routine maintenance work and includes servicing, functional checks and lubrication requirements. Part 5 - Component Tasks - Lists all Maintenance Significant Items (M.S.I.) components. Contains all workshop scheduled and unscheduled tasks. Part 6 - Structural Inspection Programme. Part 7 - Corrosion Prevention Control Programme – Lists CPCP inspection and maintenance tasks. Mandatory – Lists all the Mandatory tasks from Parts 2 – 5.

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Approved Maintenance Schedule Check Transit Check London Transit

Check Cycle The Check Cycle in Part 1 of the AMS is the timetable of maintenance checks designed to ensure continuing airworthiness of the aircraft. Like the AMS itself it may be developed by the operator to satisfy their particular operational requirements, but the trend is towards using the Manufacturers recommended cycle as the standard.

Ramp Check 1 Ramp Check 2 Ramp Check 3 Service Check 1 Service Check 2 Inter 1 Inter 2 Major 1

The Never Exceed Periods (NEPs) for each check may be specified in calendar time (years, months and days) flying time (thousands of hours) or cycles (flights or landings) or a mixture of all three. A typical Check Cycle for the Boeing 747-400 is shown below.

Major 2

NEP After every flight To be completed at each London Transit (LHR or LGW) 50 hours or 7 landings, whichever is sooner 190 hours 540 hours 99 days 190 days 24 months 48 months 8 years from new, thereafter 5 years 13 years from new or 5 years from first Major, thereafter 10 years

M2 FIRST M1

M1

I2

I2

I1 S2 S2 S2

0

I1 S2S2 S2

2

S2 S2 S2

4

I2

I1 S2 S2 S2

6

S2 S2 S2

8

I1 S2 S2 S2

10

S2

12

S2 S2 S2

14

S2 S2 S2

S2

16

18

YEARS

S2

S2

S1 R3

0

S2

S1 R3

3

R3

6

S1 R3

9

R3

12

R3

15

18 MONTHS

R2 R1

R1

R1

R1

R1

= TRANSIT CHECK = RAMP CHECK = SERVICE CHECK = INTER CHECK = MAJOR CHECK

R3

R2 R1

T R S I M

R1

R1

R1

T

0

100

200

300

400

500

600 HOURS



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Approved Maintenance Schedule Maintenance Checks As we have seen, the scheduled tasks to be performed in each check are dictated by the AMS. Additional non-AMS tasks such as Special Checks, modifications and non-airworthiness items will be added. Each check in the hierarchy includes the appropriate tasks from the previous check. For example the Ramp Check 2 contains all the tasks of the Ramp 1 plus some additional ones. The planned length of each check varies, depending on the size and age of the aircraft, but typically for a large transport aircraft a Transit check will take less than an hour, Ramp checks 2 or 3 hours, Service checks 1 or 2 days, Inter checks about a week and Major checks 4 to 6 weeks. Of course, the actual time taken will depend on factors including faults and defects found during the check, availability of spares and materials and availability of manpower.

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The repair of non-critical defects found during a check may deferred to a more appropriate length of check. For instance a structural crack discovered during a Service Check may require a longer period of time to repair than is available during the check. It will be assessed against criteria found in the Structural Repair Manual and, if found to be acceptable for further service, it will be classed as an Allowable Deferred Defect (ADD). The SRM may specify that a temporary repair and/or periodic inspection is required to assure continued airworthiness. Any additional inspection will be added to the aircraft Tech Log with instructions for the check period so it can be signed off at the appropriate intervals. At the next Inter check the repair will be carried out when it can be contained within the ‘downtime’ of the aircraft. If, however, the defect is of a serious nature, deferment is not an option and rectification must be performed before release back to service. This is the most common cause of maintenance overruns.



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Maintenance Planning It is the job of the Maintenance Planning organisation or department to ensure that the requirements of the Maintenance Programme are satisfied and thus ensure that both airworthiness and operational requirements are met. The planned work, including AMS tasks, Special Checks, Modifications, Deferred Defects, configuration changes and non-airworthiness tasks (e.g. ‘cosmetic’ changes etc.) are prioritised and scheduled into a logical order to prevent repetition and conflict. For instance, there is no point opening and closing the engine cowlings for each separate task on the engine, or programming cleaning and rectification tasks in the same area at the same time. The planners will assess the time that will be required to perform the planned maintenance and add a contingency factor for the repair of faults and defects found during the check. This is done using previous experience but to assist in the planning, the manufacturer may produce a Maintenance Planning Data (MPD) document which sets standard man hour times for scheduled tasks Consideration must also be given to AMS work which is due to be performed close to a planned check. It may be expedient to carryout some tasks early to avoid a special maintenance input which would disrupt the airline schedule. Similarly, it may be possible to get a ‘variation’ (extension of time limit) form the CAA or Approved Organisation and defer some maintenance to a more convenient check. However, the guidelines for granting such concessions are stringent and must be strictly applied to ensure continued safety.


For small aircraft and components in workshops, it is possible to use Job Cards or Work Sheets and manually arrange them into the correct order, however, for a Major Check on a large aircraft this would be a daunting task! In most organisations, computer systems are used to plan and sequence the check tasks. These provide a degree of automation and may use Gant Charts to display the targets or ‘milestones’ to be achieved during the check. Once the content and sequence of the check have been confirmed, the check documentation must be produced. Again, this may be done manually but most organisations will use a computer database of referenced tasks to produce the relevant Job Cards or Work Sheets. In some organisations computers systems are used to display tasks and permit ‘on-line’ certification upon completion. The items in the task or job database are often referenced using the Aircraft Maintenance Task Oriented Support System (AMTOSS). This is a coding system, based on ATA100, which the major manufacturers now use to identify specific tasks in the Maintenance Manual. It may also be a function of the Planning Department to ensure the facilities required to complete each check are available. This includes hangar space, servicing parts and materials, lifed parts and components scheduled for replacement, parts to repair known defects (ADDs) and perform modifications, the tools and equipment to carry out the tasks and the technical information the engineers will need. In small organisations the Planning Department may also be responsible for ensuring sufficient manpower is available and also that the aircraft is released from service for maintenance. In large organisations, separate departments will have these responsibilities and the Planners must liase with them.


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Modification Procedures Modifications are changes made to the aircraft after issue of the Certificate of Airworthiness. These changes may be required due to deficiencies found in service or changes in operating requirements. Some may be carried out on the production line but most are incorporated during the service life of the aircraft. At an early stage in the design of a modification of United Kingdom origin, particulars must be given to the CAA so that the modification may be classified as a Minor or Major modification according to the nature and extent of the investigation in connection with approval. Modifications must be such that the design of the aircraft, when modified, complies, at least, with the requirements which were applicable at the time the aircraft type was originally certified. If the CAA considers that a modification is necessary to ensure continued airworthiness of a particular type of aircraft, it may require such a modification to be incorporated as a condition of the validity of the Certificate of Airworthiness. Such modifications are classified as Mandatory Modifications and are summarised in the CAA publication entitled ‘Mandatory Aircraft Modifications and Inspections Summary’.

For aircraft of foreign origin, mandatory modifications promulgated under the authority of the National Aviation Authority of the country of origin are, unless notified otherwise by the CAA, mandatory for aircraft registered in the United Kingdom. Such modifications prescribed by the CAA are summarised in the CAA publication entitled ‘Foreign Airworthiness Directives’. CAA appropriately approved design organisations must keep a Civil Modifications Record giving details of each modification approved. All work undertaken in the incorporation of a modification must be supervised either by an Organisation approved by the CAA to make certifications in respect of such incorporation, or by an appropriately licensed aircraft maintenance engineer. Whoever supervises the work must be satisfied that it has been carried out, inspected and tested where necessary, in conformity with the specifications, drawings and instructions relating to the approved design before a Certificate of Compliance is issued. The modification should be entered in the aircraft records including, for aircraft of MTWA exceeding 2730 kg, the Modification Record Book. In some cases the work of incorporation of a modification may be supervised by an Organisation in foreign country in which the airworthiness standards are acceptable to the CAA.

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Modification Classes Minor Modifications

Major Modifications

A Design Organisation approved by the CAA to provide reports and make certifications in respect of such work, may approve and embody Minor modifications which must be recorded in the ‘Civil Modifications Record’. In cases where the design of the Minor modifications is not undertaken by an approved Design Organisation, the issue of CAA Form AD 261 to the applicant, when the modification is satisfactory, will signify CAA approval.

Application for the approval of a Major modification must be made to the CAA on CAA Form AD 282 which should be sent to the Aircraft Projects Department of the CAA. The total fee for approval of Major modification is based on the cost of the investigations and the applicant will be notified in writing of any additional costs which are payable during the course, or on completion, of the CAA investigations.

This form will give brief details of the modification, the registration marks and type of aircraft to which it applies and list the relevant drawing and specification numbers. It will also give details of the amendments, where applicable, to be made to the aircraft approved manuals, e.g. Maintenance Manual, in consequence of the incorporation of the modification. The AD 261 number must be entered on the CRS.

The CAA, may require a Certificate of Design from an approved Organisation before approving a Major modification. The Airworthiness Approval Note (AAN) which is issued to the applicant, where the modification is approved, states that it is acceptable for incorporation in a particular aircraft or type of aircraft subject to compliance with the conditions of the AAN. Embodiment of the modification has to be in compliance with the Requirements. The AAN number must be entered on the Certificate of Release to Service (CRS).

'MAJOR' MODIFICATION



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Modification Record Book A Modification Record Book must be kept for all aircraft with MTWA exceeding 2730 kg on the United Kingdom register. This Record Book is a statement of the modification history of the aircraft to which it relates in respect of modifications to those parts on which airworthiness depends and modifications made to the aircraft which affect modifications already listed; it also contains details of all those major repairs which have significantly altered the design. It does not apply to engines and propellers where suitable modification records are maintained in their own log books. The Modification Record Book is considered an addition to the aircraft log book. The Modification Record Book contains a statement of the modifications embodied by the aircraft constructor which are additional to the basic design at the time of certification of the aircraft. Following the constructor’s modification record in the book, the owner or operator must record modifications or repairs which are embodied during the life of the aircraft. The Book must be up to date at the time of issue of the Certificate of Airworthiness, at the renewal of the C of A and when the aircraft is sold or leased.

Commencing and Maintaining the Modification Record Book New Aircraft Initially Registered in the United Kingdom: a)

Constructed in the United Kingdom. The constructor shall make available the information necessary to comply with the requirements, relevant to commencement for these aircraft, by stating the modifications embodied, additional to the basic design, at the time of certification.

b)

Constructed outside the United Kingdom. The applicant for issue of a United Kingdom Certificate of Airworthiness shall obtain from the aircraft constructor information similar to that required under (a), to comply with the Requirements.

Contents of the Modification Record Book The following shall be recorded in the Modification Record Book: • •

•

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Modifications made to those parts of the aircraft on which airworthiness depends. Modifications made to the aircraft which affect modifications already listed in the Record Book Major repairs, which have significantly altered the design affecting the airworthiness of the aircraft



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Mandatory Modification and Inspections Modifications and inspection, considered essential for airworthiness, will be classified as mandatory by the CAA in consultation, where appropriate, with the approved Organisation, and the compliance date limiting flying hours, cycles, or details of when the prescribed action must be taken, will be decided. In making this decision the degree of urgency and availability of modified parts will be taken into account. Mandatory modifications and inspections are promulgated in manufacturers’ Service Bulletins or equivalent documents. The modification and inspections from UK manufacturers are summarised in the CAA publication, ‘Mandatory Aircraft Modifications and Inspections Summary’. Mandatory modifications and inspections promulgated by foreign airworthiness authorities or manufacturers are, where appropriate, adopted by the CAA for application to the particular type of aircraft in the United Kingdom and these, together with ‘CAA Additional Directives’ are summarised in the CAA publication ‘Foreign Airworthiness Directives’.


The wording of documents (e.g. Modification Bulletins, Service Bulletins, Technical News Sheet) used to notify mandatory modifications and inspections shall be approved by the CAA or foreign airworthiness authority and the documents shall be certified and published and distributed by the appropriate constructor’s approved organisation. Owners, operators and organisations undertaking overhaul/maintenance on aircraft, should ensure that the constructor of each type of aircraft is informed of their names and addresses to facilitate distribution of the documents which notify mandatory modifications and inspections. When a change is made to a component which has already been the subject of a mandatory modification and this produces a new or modified component which achieves all the objectives of the previous mandatory modification, then the latter modification becomes an acceptable alternative to the previous one and shall be shown in the Company’s modification system and associated documentation.


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Modification Work, Certification and Documentation Work undertaken in incorporating a modification, or in carrying out a mandatory inspection, shall be supervised by an organisation approved by the CAA for the purpose, or by an appropriately licensed aircraft maintenance engineer. When the work is to be carried out on an aircraft registered in the United Kingdom, by a foreign organisation not approved by the CAA, suitable arrangements shall be agreed with the CAA Safety Regulation Group. Depending on the nature of the modification, the following may be required by the CAA: •

•

The aircraft weighed and the Weight and Centre of Gravity Schedule amended or replaced by a revised Schedule. A Certificate of Fitness for Flight issued and the aircraft tested in flight to schedules approved by the CAA.

Before a Certificate of Release to Service, or its foreign equivalent is issued, the work shall have been inspected and tested where necessary, in conformity with the specifications, drawings and instructions relating to the modification or mandatory inspection. When appropriate, the release documentation shall include a copy of the original Airworthiness Approval Note of a major modification, or a copy of the CAA Form AD 261 for a Minor modification.

Manuals and Records Amendments to Manuals, i.e. the Flight Manual, Maintenance, Overhaul and Repair Manuals, the Crew Manual, or the Maintenance Schedule, arising from the incorporation of a Major or Minor modification in an aircraft shall be made in accordance with the requirements. In the case of Minor modifications approved under CAA Form AD 261 procedure the applicant shall submit details of the proposed amendments to the CAA for approval. Where it is necessary to amend the particulars in the Certificate of Airworthiness or Flight Manual, the Certificate or Manual shall, unless agreed otherwise by the CAA, be forwarded to the local area office of the CAA. Full particulars of the work done to incorporate the modifications, or details, results and work arising from the mandatory inspection, shall be entered in the appropriate log book, quoting the reference number of the appropriate document, e.g. Airworthiness Approval Note for a Major modification, Service Bulletin for a mandatory inspection. A CRS shall be completed, where appropriate and attached.

The aircraft shall be made available to enable the CAA to inspect it, as necessary.

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Airworthiness Directives CAA Emergency Airworthiness Directives (AD) Used to notify mandatory modifications and inspections where the degree of urgency is such that it is not practical to use normal channels. (See next section). May be applied to both British constructed aircraft and those built abroad.

Arrangement This is published in 3 volumes; Volume I - Aircraft etc. of US manufacture under 5700 kg MTWA Volume II - Aircraft etc. of US manufacture over 5700 kg MTWA

CAA Additional Airworthiness Directives CAA Additional Airworthiness Directives are specific requirements prescribed by the CAA for foreign constructed aircraft on the United Kingdom Register and are additional to the requirements made mandatory by the Authority of the Stare of Manufacture. A CAA AD may vary the contents or application of a Foreign Airworthiness Directive. Mandatory Aircraft Modifications & Inspections Summary The Mandatory Aircraft Modification and Inspections Summary (CAP 476), is published by the Civil Authority. It summarises mandatory actions that are required to be complied with by UK Operators in respect of aircraft, engines, propellers, aircraft radio stations, instruments and equipment of United Kingdom design. Arrangement The Summary is divided into three parts as follows: Part 1 Part 2 Part 3 -

Aircraft Engines and Propellers Instruments and Equipment

In each part, the aircraft or engine, etc., is listed alphabetically according to the name of the manufacturer. For similar information in respect of foreign built aircraft, etc. on the UK Register reference should be made to the CAA publication Foreign Airworthiness Directives (CAP 474).


Each volume (actually published by the FAA) is sub-divided into three parts: Part 1 Part 2 Part 3 -

Aircraft Engines and Propellers Equipment and Instruments

Volume III - A summary of Airworthiness Directives, or their equivalent, which have been established as a mandatory by the Airworthiness Authority of the State of Manufacture. Applicable to aircraft, engines, propellers and equipment for aircraft of all weights constructed other than in the USA. CAA Additional Airworthiness Directives (CAP 473) This publication is applicable to aircraft, engines, propellers and equipment related to Foreign Airworthiness Directives Volumes 1 and 2 (i.e. US construction) are printed on coloured paper to distinguish them from the US Federal Aviation Administration (FAA) Directives. CAA Additional Airworthiness Directives for all other aircraft are published in Foreign Airworthiness Directives Volume III updated at monthly intervals. Operators are reminded that for total accountability of a complete aircraft which has foreign constructed engines and equipment installed, it is necessary to make reference to both Foreign Airworthiness Directives and to the Mandatory Aircraft Modifications and Inspections Summary.


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Mandatory Aircraft Modifications & Inspections Summary For products of United Kingdom construction/ manufacture, those Bulletins, Service News Letters or equivalent that are of mandatory status for aircraft on the United Kingdom Register of Civil Aircraft are agreed prior to publication, by consultation between the CAA and the Constructor/Manufacturer . The Constructor/ Manufacturer’s material contains a statement that the modification/inspection has been classified as mandatory by the CAA. In addition to the inspections and modifications listed in the Mandatory Aircraft Modification and Inspections Summary, changes to the Mandatory Life limitations published by the Constructor/ Manufacturer are included which are mandatory for applicable aircraft on the United Kingdom Register of Civil Aircraft. The CAA is progressively publishing the source information of Mandatory Life Limitations for all aircraft, engines and equipment in this document. Where reference is made to Mandatory Life Limitations appearing in the ‘Maintenance Schedule’ this refers to the Manufacturer’s Recommended Maintenance Schedule. It is the responsibility of the Constructor/ Manufacturer to distribute mandatory information to all known Operators of the Aircraft and to all Airworthiness Authorities to whom those operators are responsible. Operators of aircraft on the United Kingdom Register are expected to take action to comply with the mandatory instructions received from Constructors/ Manufacturers without waiting for their inclusion in the Summary. Operators of affected aircraft types on registers other than that of the United Kingdom and the Authorities to whom these Operators are responsible, are strongly advised to secure compliance with the instructions that have been classified as mandatory by the CAA.

operators of United Kingdom manufactured aircraft and equipment should ensure that their names and addresses are known to the appropriate Constructor/Manufacturer and that any change is notified promptly. Standing The modifications and inspections included in the Summary, are modifications and inspections referred to in the Air Navigation Order as those required by the authority to be completed as a condition for the United Kingdom Certificate of Airworthiness to remain in force. Compliance in accordance with the Air Navigation Order Foreign Airworthiness Directives which have been classified as mandatory by the Airworthiness Authority of the State of Manufacture, are also mandatory for the foreign constructed product to which they are applicable, when these aircraft are operated on the United Kingdom Register, unless notification by the CAA is made to the contrary. The CAA requires compliance with all relevant foreign and CAA Additional Airworthiness Directives prior to the issue of Certificates of Airworthiness. Directives published subsequent to C of A issue must be complied with at the period specified in the Directive concerned.

To assist the Constructors/Manufacturers in the distribution of mandatory information, owners or

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Stores Procedures Parts, equipment and materials used on civil aircraft are fabricated from materials conforming to specifications acceptable to the CAA and in accordance with drawings produced by the Approved Design Organisation. The suppliers of these materials and parts must be organisations approved by the CAA for that purpose. To ensure that these parts, equipment and materials conform to these specifications and are preserved in a serviceable condition, they must be receipted and held securely in an Approved Stores system. Quarantine Stores A Quarintine Store is one provided for materials and parts until such time as they are proved to conform to the specification and/or drawing requirements, that they have evidence of prior inspection, have come from an approved supplier and are free from transit damage. It should only be accessible to authorised staff. When such conformance has been established, the materials or parts, if not individually identified by Serial number, may be ‘batched” to enable their identity to be traced back to the incoming Approval Certificate or Authorised Release Certificate (EASA Form One or FAA Form 81303). The details are entered in the Approved Stores Register and the material or part allocated an Approved Stores Serial Number (ASS No.).

Bonded Store A Bonded Store is one provided for materials and parts which have been proved to conform to specification and are serviceable and approved for aircraft use. It must be secure, to prevent items being removed or added in contravention of the regulations. All items inspected/overhauled/repaired/or modified from an approved Workshop will be authorised by a Certificate of Release to Service (C.R.S.) on it’s documentation. Materials or parts which are stocked for reasons other than aeronautical purposes, do not have approved documentation or are unserviceable must not be placed in the Bonded Store. In large Maintenance Organisations devolved stores may be located around the manitenance base, operational areas and at line stations. These are Bonded Stores and must meet all the stated requirements. The store may also hold tooling and equipment for use in the maintenance area and these must be segregated from the parts. Separate storage facilities must be provided for unserviceable components.

The Approval Certificates or EASA Form Ones and equivalents are filed for a minimum period (normally 5 years), but in any case should not be destroyed while the material represented is still held in stock. Colour coding and shelf life of the material is administered and temporary protective treatment applied, if necessary, prior despatch to the Bonded Store.



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Stores Accommodation An organisation shall satisfy the CAA that suitable facilities are provided for any work associated with the approval required in a Quarantine Store and that the inspection staff have sufficient equipment and accommodation for the effective performance of their duties.

Certain items, such as resins and resin impregnated composite materials, must be kept in a freezer. A log or register should be maintained to record the ASS numbers of the contents of the freezer, their quantities and ‘use by’ dates and usage details.

Aircraft spares held in Approved Stores must be in a serviceable condition at all times and the premises must be clean, well ventilated and maintained at an even, dry temperature to minimise the effects of condensation. In many instances the manufacturer will specify the temperature and relative humidity in which the products must be stored. When required, temperature and relative humidity should be checked at regular intervals.

Upon issue of an approved material or part for fitment to an aircraft (normally via presentation of a requisition) the material or part details (ASS No., batch number, Part Number and Serial Number as applicable) are recorded to ensure it is possible at any time to trace that material or part to the incoming Approval Certificate or JAA Form One. In this way it is also possible to trace which aircraft specific parts or batches are fitted to should a defect become apparent at a later date.

The store will usually be equipped with racks for large items and bins or drawers for smaller parts. It must have a system to locate items. Also some materials such as lubricants, paints and rubber components have a Storage Limiting Period. These should be issued in rotation and the lives tracked to ensure continued serviceability. Some units may contain lifed materials and these must also be tracked. Stock should be segregated to prevent some materials having a detrimental effect on others. Flammable materials must be stored in a fire proof cabinet or ‘Dope Store’ outside the main building as appropriate.

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Most large companies use a computerised stores system. This allows them to find the location of items in devolved stores around the organisation and reduce the duplication of stock holdings. It also provides a means of monitoring and controlling stock quantity. All items will have a set reorder level, determined from the average usage rate and suppliers lead time, to ensure that stock does not run out. The computer system will signal when the reorder level is triggered and may even generate the order documentation. The integrity of this system is, however, dependant on the stock issue transactions being correctly carried out and the supplier lead times being met.



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Clasification of Parts The parts held in a store may be classified as Consumable or Rotable. Consumables are used while they remain serviceable and discarded when they become damaged. They include Aircraft General Spares (AGS) items such as bolts and washers which may be reused and split pins and locking wire which can only be used once, and materials such as oils, greases and paints.

These components are only issued against a requisition. Again it is the responsibility of the engineer to ensure the parts they fit are applicable to the aircraft they are being used on and to record the Serial number, Part number and/or ASS or Release number, as applicable, on the work documentation. These classifications affect the way the components are tracked in the stores system.

Low value consumables may be 'Free Issue' items, issued on demand, while expensive items will only be issued against a requisition. It is the responsibility of the stores staff to monitor stock holding and record issue quantities. It is the responsibility of the engineer to ensure the parts they fit are applicable to the aircraft they are being used on and to record the ASS or Release number on the work documentation. Rotables are items which can be serviced or repaired and returned to a serviceable condition (rotated through the system). Rotable items can be further defined as: • R1 Serial Numbered - Position Number Allocated - Position Controlled - System Life History - Tracked On and Off Aircraft and subject to monitoring - One unit per Tracking Tag. • R2 Serial Numbered - Position Number Allocated - Not Position Controlled System Life History - Tracked On and Off Aircraft - One unit per Tracking Tag. • R3 Non-serialised - One unit to each Tracking Tag - Tracked Off Aircraft Only. • R4 Non-serialised - One or more units per Tracking Tag (batch tagged) - Tracked Off Aircraft Only.



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Certification and Release Procedures Certificate of Release to Service (CRS) A Certificate of Release to Service shall be issued after overhauls, repairs, replacements, modifications and mandatory inspections have been carried out on an aircraft which is registered in the United Kingdom and has a Certificate of Airworthiness in force. The type of the CRS will depend on the nature of the work carried out, the requirements of the customer and, of course, the approvals held by the Maintenance Organisation. For instance the maintenance organisation of a large airline may make; • • •

•

certifications of the routine maintenance on it’s own aircraft to EASA Part-145.50, certifications of repair part manufactured under it’s Design Approval to BCAR A8, certifications for maintenance work on aircraft not covered by EASA Part-145 to BCAR A6, and certifications for third party customers to FAR-145.

The Certificate of Release to Service shall contain particulars of the work done or the inspection completed and the Organisation and place at which the work was carried out. Depending upon the application of the Certificate, details of the aircraft type, registration, component type, part number and serial number shall be recorded as applicable. The certificate shall be worded in the following manner : (BCAR aircraft and components) ‘The work recorded above has been carried out in accordance with the requirements of the Air Navigation Order for the time being in force and in that respect, the aircraft/ equipment is considered fit for release to service’. or (EASA Part-145 aircraft and components) ‘Certifies that the work specified except as otherwise specified was carried out in accordance with EASA Part-145 and in respect to that work the aircraft/aircraft component is considered ready for release to service.’ or (FAA components at approved Repair Station) ‘The component identified above was repaired and inspected in accordance with current instructions contained in the ATP/ Drawing identified above and current regulations of the Federal Aviation Regulations and is approved for return to service’. A CRS shall be issued by the holder of an aircraft maintenance engineer’s licence and suitable type authorisation or a person approved or authorised by the CAA. It is signed, dated and stamped for all the work that has been completed. Parts which are overhauled, repaired or modified away from the aircraft must have a CRS issued for the work done and another for it’s installation on the aircraft.

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Certification and Release Procedures Retention of Record Whenever work has been carried out on an aircraft engine or propeller, a CRS detailing that work shall be made by an appropriately authorised person and entered in/attached to the Log Book. Components fitted to an aircraft, whether new or overhauled will have documentation which includes a Certificate of Release to Service. This documentation is referenced and recorded in the aircraft documentation then filed. Checks carried out in a hangar or on the ramp will normally be detailed on serialised Job Sheets or Cards. Each task will be separately certified, the certification being, in effect, a CRS for that task. Details of all component changes are also recorded in the check documentation. Upon completion of the check the documentation package must be inspected to ensure it is all present and correctly certified, and a CRS for the whole check will be made in the aircraft’s Technical Log. The documentation is then filed for reference. Tasks such as defect rectification, performed on the ramp, will be entered directly into the Tech Log.



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Authorisations The extent of any individual’s Authorisation is reflected on the certificate issued by the Organisation’s Quality Manager. The Authorisation is based on the Part-66 (or equivalent) licence held. Part-66 provides for three levels of licence: Category A – Category B – Category C –

Line Maintenance Certifying Mechanic Line Maintenance Certifying Technician Base Maintenance Certifying Engineer

Category B is further divided into B1 Mechanical and B2 Avionics. The licences are not type specific and Authorisations granted in relation to them will only apply to aircraft types upon which the engineer has received additional training. The use of these Authorisations is largely dependant on the policy of the Maintenance Organisation under which they are granted but the following paragraphs give a description of a typical company system. The arrangements will be detailed in the company’s Part-145 Maintenance Organisation Exposition (MOE) and approved by the national Aviation Authority. Limited Maintenance Authorisation The appropriately Authorised Cat. A licence holder may issue a CRS for limited or simple tasks as defined in the organisation’s Exposition. These will normally include Line Maintenance check routine tasks up to the weekly check (Ramp 1). They may also include simple rectifications and component changes. There may be provision for Cat. A licence holders working in a Base maintenance environment.

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Full Maintenance Authorisation The appropriately Authorised Cat. B licence holder may issue a CRS for all tasks within the scope of the licence held (B1 or B2). In Base Maintenance areas the Job Sheet/Card certifications are ‘Implied’ CRSs and contribute to the final CRS. Base Maintenance Certification Authorisation The appropriately Authorised Cat. C licence holder may issue a final CRS for Base Maintenance checks. Non-licensed staff or those working on aircraft types for which they do not hold an authorisation may still certify tasks which have been Delegated to them and are indicated as such on the documentation. Delegated work tasks are simple tasks which cannot prove to be critical or catastrophic in the event of failure and which can be verified easily by subsequent checks and inspections during the course of the maintenance input. Any other tasks can be signed or stamped as Completed but must then be Certified by an appropriately Authorised person Certain staff may hold restricted Authorisations. This may be as a legacy of non-licence based Authorisation privileges held prior to the introduction of Part-66 (often referred to as ‘grandfather rights’) or incomplete conversion from a BCAR based licence to a Part-66 one. It is the responsibility of the Authorisation holder to ensure that they continue to work within the scope and limitations of the Authorisation.



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Certification In signing/stamping for any work carried out the Authorised person is indicating that it has been completed to an airworthiness standard, i.e. that all work tasks performed have been completed in accordance with authorised documentation, by authorised methods, using approved materials, recommended tooling, and where applicable, test equipment which is currently calibrated, and is certified by an appropriately authorised person. When Certifying on documentation an Authorised person contributes to the issue of a Certificate of Release to Service by another Authorised person. Similarly individual or implied Certificates of Release to Service completed by Authorised persons contribute to the issue of a ‘Final Certification of Release’ CRS by another Authorised person. This system, accepting both individual and collective responsibility, provides the airworthiness assurances required.



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Duplicate Inspection In certain circumstances is has been deemed necessary for two CRS certifications to be made for an inspection task. This is known as a Duplicate Inspection and is specified for critical maintence tasks, such as the disturbance of control systems, where a fault could have catastrophic consequences. Definitions of the terms used are: Duplicate Inspection - An inspection first made and certified by one qualified person and subsequently made and certified by a second qualified person. Control System - A system by which the flight path, attitude, or propulsive force of an aircraft is changed, including the flight, engine and propeller controls, the related system controls and the associated operating mechanisms. Vital Point - Any point on an aircraft at which single misassembly could lead to a catastrophe, i.e. result in loss of aircraft and/or in fatalities. For example flight deck window installation may be clasified as a Vital Point. Applicability For aircraft manufactured in accordance with a Type Certificate issued on or after 1st January 1986 the vital points shall be identified and listed in the maintenance documents.

For aircraft the MTWA of which exceeds 5700 kg which are manufactured in accordance with a Type Certificate issued prior to 1st January 1986 and no such identification and listing of vital points has been provided, an operator with the necessary Design Approval or otherwise, may identify and list such points and apply to the CAA to have the list incorporated in the aircraft maintenance documents. Provided such a list is accepted by the CAA. the operator need then carry out duplicate inspections following disturbance of the listed points only. For aircraft the MTWA of which does not exceed 5700 kg, which are manufactured in accordance with a Type Certificate issued prior to 1st January 1986 and no such identification and listing of vital points has been provided, an operator may, with the agreement of the CAA, adopt an arrangement similar to that described above except that the proposals need cover only the control systems and duplicate inspections need to be carried out on the listed points only. If none of the above arrangement described above has been agreed by the CAA, the need for duplicate inspection of all control systems will remain.

Where vital points have been identified and included in the maintenance documents for the aircraft, such points shall be subject to duplicate inspection following initial assembly or any disturbance.

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Duplicate Inspection Procedures General It may not be possible to inspect the complete vital point/control system when assembled in the aircraft due to routing the controls through conduits or boxed-in sections and the pre-sealing of various units. In these cases the persons certifying the duplicate inspection shall be satisfied that a duplicate inspection has been made previously on the units and covered sections and that the sealed units are acceptable for the particular use. Such tests as are considered necessary shall be completed to determine that these particular units and sections have full, free and correct directional movement. A duplicate inspection of all vital points/control systems in an aircraft shall be made after initial assembly, and before the first flight after overhaul, repair, replacement, modification or adjustment which affects the vital points/control systems. Vital points/control system subject to duplicate inspection must not be disturbed or readjusted after the first certified inspection and the second part of the duplicate inspection must, as nearly as possible, follow immediately after the first part.

Persons qualified to make the first and/or second part of a duplicate inspection are as follows: • Aircraft engineers appropriately licensed in Categories A, B, C, D and X , EASA Part66 B1 and B2 • Members of an approved organisation, who are considered qualified to make such inspections by the Chief Inspector. Should a minor adjustment of the vital point/ control system be necessary when the aircraft is away from base, the second part of the duplicate inspection may be completed by a pilot or flight engineer licensed for the type of aircraft concerned. Note:

Certification responsibilities in relation to the Air Navigation Order, affecting Licensed Aircraft Maintenance Engineers and members of approved organisations are given in CAA Airworthiness Notice No. 3

Certification It is recommended that the certification of the duplicate inspection be in the following form: Certified

If a vital point/control system is disturbed after completion of the duplicate inspection, that part which has been disturbed shall again be inspected in duplicate before the aircraft flies.

First Inspection Date....................Time................... Second Inspection Date....................Time...................

The duplicate inspection shall be the final operation to establish the integrity of the vital point/control system when all the work has been completed.



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Interface with Aircraft Operation Most airline companies have an Operations Planning and Control department, tasked with developing an operating schedule and ensuring that it can be met. This includes controlling the availability of Flight Crew, Ground Crew, airport infrastructure and aircraft. As we have seen, the aircraft must be maintained in accordance with the Approved Maintenance Programme (AMP) to ensure continued airworthiness. The check cycle provides the means to carry out the scheduled AMP maintenance so the Operations Planners must ensure that the aircraft are in the right place at the right time for these checks to be performed. This is done in close liaison with the Aircraft Maintenance Planners. As complex machines, despite their stringent maintenance programmes, aircraft are still prone to occasional malfunction. The design of modern aircraft and their systems introduces a level of redundancy which enables them to operate despite many of these faults. However, the high degree of safety demanded of commercial air transports means that some seemingly small faults will prevent the aircraft from flying.

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These faults together with accidental damage caused during service (such as catering truck strikes) are unforeseeable and thus cannot be planned into the operating schedule. On these occasions it will be necessary to cancel the service if there are no spare aircraft available. This can have a knock-on effect throughout the schedule and is a particular problem for small carriers, charter airlines and low cost carriers who have limited resources. The Operations Planners will reschedule the operation to cope with these events. Special inspections and additional work requirements (raised by Alerts and Service Bulletins) are also unpredictable but usually have an incorporation or complete by date to allow some flexibility. This can then be planned with cooperation between the Maintenance and Operations planners to the minimise the impact on the operation.



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Maintenance Inspection The objectives of inspection are to detect and determine any condition which could impair airworthiness or cause an unacceptable economic penalty if not corrected prior to the next specified inspection. They will also provide data for the control and development of the Aircraft inspection and maintenance programme.

As a part of each ‘Inspection’ the Certifying Engineer shall make a judgement on whether the detail, component, system or area inspected:

Inspection standards are defined in terms of:

•

• • • • •

The area, system, component or detail to be inspected The level of inspection to be applied The frequency of inspection The conditions to be observed The judgement to be applied to inspection findings.

•

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Is, at the time of inspection, free from any observed defects likely to affect airworthiness. Will remain serviceable until the next scheduled inspection of that detail, component, system or area. Is in a condition which requires a report or recording.

The word “Check” is used to describe a task to ensure that a condition conforms to prescribed limits. The word “Inspect” is used to describe a task which requires a judgement.



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Clasification of Inspections Scheduled Inspection A Scheduled Inspection is any inspection specified in the Approved Maintenance Schedule (AMS) for an aircraft. Routine Inspection/Check Any Inspection or Check specified in the AMS and forming a part of a Maintenance Check. Transit or Ramp Check A Routine Inspection or Check carried out during turnaround or overnight stop, normally in the airport terminal area. Zonal Inspection A Routine Inspection of a specified AMS Zone to detect damage, discrepancies and general condition. Highlight Inspection A Routine Inspection of an area, system, component or detail as specified in the AMS to detect damage, discrepancies and general condition as specified in the AMS item. NOTE:

Any of the above inspections may be declared Mandatory by the CAA.

Reportable Structural Inspection (RSI) Alternatively known as an Age Exploration inspection. An inspection for structural deterioration carried out as part of a Mandatory sampling programme. All RSI findings, including nil defects, are to be reported to the Aircraft manufacturer and to the CAA.

Corrosion Prevention & Control Programme (CPCP) Inspection An inspection to detect structural corrosion and to determine requirements for the Mandatory corrosion control programme. Access requirements for a CPCP Inspection are subject to special rules. All corrosion findings above a specified level are reportable to the organisation’s Technical Services Branch Structures Department and to the Aircraft manufacturer. Variable Frequency Inspection An inspection to monitor the condition of structure in which defects have been detected. All Variable Frequency Inspection findings, including “No change from previous finding”, are reportable to the organisation’s Technical Services Branch Structures Department. Non-Scheduled Inspections Special Checks /Additional Work Requirements May include an Inspection or Check specified to satisfy a unique requirement, not normally repeated, to ensure airworthiness or to provide information. Special Checks may implement a Mandatory requirement. Acceptable Deferred Defect (ADDs,). May include an Inspection or Check specified to ensure airworthiness or to provide information. Conditional Inspection/Check As required after an incident, e.g. Hard landing.

Supplemental Structural Inspection (SSI) Alternatively known as a Fleet Leader inspection. A Mandatory inspection to determine structural fatigue introduced at a threshold in the life cycle of high life aircraft in addition to Routine Inspections and RSI’s. All positive SSI findings are to be reported to the Aircraft manufacturer and to the CAA.

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Scope of Inspection Zonal Inspection The limits of the area to be Inspected are defined by Zone number and the access provided by the specified removal of access panels and components as defined by the AMS. All Other Inspections/Checks The area, component, system or detail to be Inspected or Checked is described in the AMS, Special Check, Work Requirement, EO or ADD and/or on the associated work documents. Extension of Inspection Area Whenever a defect is found the area of Inspection shall be extended as required to ensure that the full extent of the defect is identified. Component Removal Removal of components is not required for inspection unless so specified. However, nothing shall prevent a Certifying Engineer from requiring additional access to carry out a Detail Inspection to determine the full extent of a defect or to investigate an indication of a potential defect. Access and component removal requirements for a Corrosion Programme (CPCP) Inspection are subject to rules detailed in the relevant section of the AMS. The inspection levels defined below are specified to ensure that defects which could impair airworthiness or cause an unacceptable economic penalty if not corrected prior to the next scheduled inspection, are detected.

Walkround Inspection: A visual inspection from the ground, to detect obvious damage, leaks and other discrepancies. The inspection is performed in the prevailing environment using a hand torch as required. Access equipment may be required to permit an adequate investigation of apparent defects. General Visual Inspection: A visual inspection to detect obvious damage, leaks and other discrepancies. A particular viewing location may be specified. A certifying engineer may require the aircraft to be placed under cover and additional lighting or access to be provided if this is necessary to perform an adequate inspection. Surveillance Inspection: A visual inspection in a good light of a specified area to detect damage or discrepancies in structure, system and powerplant installations and components. Panel, component and lining removal, control surface position, cleaning and access requirements will be specified. A certifying engineer may require additional lighting or access equipment to be provided and will use inspection aids such as mirrors as required to perform an adequate inspection. Detailed Inspection: A thorough visual inspection in good light of a defined structural detail, system detail, component or location to detect damage or discrepancies. A certifying engineer may require the removal of equipment or soundproofing, may use hand lenses and may require NDT validation as required to perform an adequate inspection. Special Detailed Inspection An inspection of a specified location or detail using a Non Destructive Inspection technique to detect a specific type of damage or discrepancy.



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Scope of Inspection What To Look For The following conditions will be observed and evaluated, as appropriate, on all inspections and corrected as necessary. An AMS item may contain supplementary information to further define the inspection requirement. The inspection requirement of Non-scheduled Inspections/Checks will always be fully defined. General • External evidence of damage • Dirt or debris likely to contaminate or inhibit the proper functioning of a system, retain corrosive fluids, cause excessive wear, etc. • Broken seals and/or foreign bodies indicating failure, incorrect maintenance or unauthorised access • Spillages and accumulations of fluid or ice • Obstruction of drainage or vent holes or overflow orifices • Evidence of fuel, air or system leaks, discharge or overheating. • Correct seating and sealing of assemblies, fairings and panels. • Serviceability and security of fasteners, anchor nuts and receptacles, connections, locking devices and electrical bonding • Legibility of notices. • Aerodynamic Cleanliness: Fit of doors, access panels and fairings.

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Metal structure, system bodies or casings, general metal parts including pipes, ducting, tubes, rods and levers and avionic and instrument racking and panels, seat framing, galley and toilet structures: • • • • • • • •

Evidence of chafing and wear Distortion, dents, oilcanning, scoring and cracking Pulled or missing rivets, bolts, screws and fasteners Condition of fasteners and fastener holes if parts are detached Separation of structural bonding, failure of welds and spot welds Obstruction of drain paths Corrosion and deterioration of protective treatment. Condition of corrosion inhibiting compound.

Reinforced plastic structural parts, control surfaces, fairings, radomes and ducting: •

•

Cracking, scoring, crushing, resin crazing, delamination, cracking and wear around fasteners and degradation due to electrical discharge Fluid contamination

Control System Components: • Range of movement, friction, alignment, fouling, bowing • Security of attachments, connections and locking devices • Condition of fasteners and fastener holes if parts are detached • Security, positioning and condition of electrical bonding. • Cables: Evidence of fraying, kinking, wear and flattening, over full range of movement.



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Scope of Inspection Windows • General: Transparency, discoloration, cleanliness, cracking, crazing and delamination • Cockpit: Overheating Rubber, fabric, and plastic pipes, seals, cable insulation and coverings. • Cuts, chafing, kinking, twisting, loss of flexibility and adequate free length • Contamination by fluids and corrosion inhibiting compounds. Electrical Motors, Alternators, Generators, Actuators, Relays, Solenoids and Contactors (Additional requirements if covers are removed) • General: Cleanliness, pitting, overheating, burning and security of contacts and fluid contamination • Motors: Brush wear and freedom in retainers, correct bedding and adequate spring tension. Batteries • Corrosion, spilt electrolyte, security and cleanliness • Attachment of terminals, condition of case and vent system. Furnishings and Seat Belts • Cleanliness, wear, security and condition of stitching.



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Quality Control/Quality Assurance Quality In its broadest sense, quality is a degree of excellence: the extent to which something is fit for its purpose. In the narrow sense, product or service quality is defined as conformance with requirements, freedom from defects or contamination, or simply a degree of customer satisfaction. In quality management, quality is defined as the totality of characteristics of a product or service that bears on its ability to satisfy stated and implied needs. Quality is also rapidly embracing the nature or degree of impact an organisation has on its stakeholders, environment and society. In the aviation industry, one of the key Quality requirements is that of safety.

In the past, the Quality Department employed Inspectors to make an ongoing assessment of the Quality Standards in each work area of an organisation and pass or reject work accordingly. However, Quality can not be ‘inspected’ into a product or service, it must be designed and built into it. Therefore nowadays, in order to satisfy customers, requirements and achieve continuous improvement, a Company’s Quality Systems are built on the principle that quality is everybody’s responsibility. Every member of staff is responsible for ensuring that the part of the process that they control is operated to the requirements of the MOE and Quality Policy. Each member of staff must satisfy the Quality Department that they can perform their work to these requirements before authority to certify that work is granted.

EASA Part-145 dictates that all Maintenance Organisations must have a Quality department, answerable to the CAA for the safety and Quality issues within the organisation. The policy under which this department operates is stated in the EASA Part-145 Maintenance Organisation Exposition (MOE). BCARs and ISO9001/ BS5750 also lay Quality responsibilities on the organisation.

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The Quality Department The Quality Department is responsible for quality management and is usually made up of several teams working within each of the key areas of the Maintenance Organisation to ensure it remains in compliance with all the necessary airworthiness regulatory requirements. The department’s key responsibilities will be to: •

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provide an effective system of Maintenance and Safety Approvals to meet business needs and regulatory requirements. provide quality assurance to the engineering community by putting mechanisms in place to ensure the organisation remains in compliance with all applicable airworthiness requirements.

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implement quality policy across the organisation and ensure that Quality issues are actively considered in decision making across the company .

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provide effective systems of independent quality assurance to meet business needs and regulatory requirements. Raise any observed non-compliance or poor standard to the attention of the manager of the area concerned, with a time scale for remedial action to be completed.

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investigate accidents and occurrences, and develop corrective and/or preventative actions to remedy any safety, quality or compliance related deficiencies in the processes and the organisation.

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establish and implement an evaluation programme to review the engineering maintenance standards of subsidiaries, subcontractors and suppliers in accordance with the regulatory requirements.


These Quality Management responsibilities can be divided into three areas, Quality Assurance (QA), Quality Control (QC) and Quality Improvement (QI) tasks. The definitions of the first two are frequently blurred while the tasks involved all three are often interdependent. However, the following definitions may be applied. Quality Assurance: the planned actions by which the organisation can demonstrate with confidence, or guarantee, that its product or services will satisfy the quality requirements. Quality Control: the techniques and activities used to monitor and verify that the quality standards and requirements are met. Quality Improvement: the actions in response to accidents, incidents and non-compliances, by which corrections and controls are put in place to restore the level of QA.


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Quality Management Quality Assurance Within the context of an aircraft Maintenance Organisation it can be seen that many of the Quality Departments responsibilities have a QA dimension. In fact in some organisations it is known as the Quality Assurance Department. As an example, it can be seen that a robust staff Authorisation process plays a big part in assuring that the requirements and standards are met. Quality Control As defined, the main QC functions of the department are information collection. This is done through a Quality Monitoring Process (QMP) which has a number of elements including: Quality Audits – Periodic reviews of the systems and activities associated with airworthiness and quality performance within the approved organisation by an independent team of Quality auditors. The Audits are scheduled on a cycle to ensure all areas within the organisation are regularly examined. Unscheduled Audits may also be carried out in response to problems. The results are circulated within the organisation and a report may be sent to the CAA as part of the Company Approval. Additional Audits may be carried out by CAA auditors or EASA MAintenance Standardisation Team (MAST) . Product Sample – These are normally carried out by a manager or person of similar status within the department. The procedures and adherence to them as well as the product themselves are sampled and any discrepancies are reported to the Quality Department.

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Continuous Improvement Monitoring – This allows staff and customers to report discrepancies with facilities, equipment, documentation, procedures and services, and to make suggestions for Quality improvements. Component Reliability Reports – Generated by aircraft type and/or component type, these are analysed for fault trends. Some of these will be of interest to the Quality Department. Ground Found Occurrence Reporting (GFOR) – The means for reporting technical matters which impact on airworthiness. GFORs which are meet the Mandatory Occurrence Report (MOR) criteria must be forwarded to the CAA. Air Safety Reports (ASR) – Similar to the GFOR but raised by the flight crew. Significant ASRs also have MOR status and are passed to the CAA. Some of these will be of interest to the Maintenance Organisation’s Quality Department. Quality Improvement Many of the findings of the QC monitors and audits will be fed back to the area’s management for local resolution. These solutions may require Quality approval. Some discrepancies will drive changes to the QA procedures. These will be developed and introduced by the Quality manager for the area concerned.



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Additional Maintenance Procedures Extended range Twin engine OPerations (ETOPS) All Maintenance Organisations which support twin engine aircraft operating over large expanses of ocean must have an Extended range Twin engine OPerations (ETOPS) policy or procedure and approval. Twin engine aircraft are not normally allowed to operate more than 60 minutes single engine flying time from a suitable airfield. However, this rule can be alleviated for operators who can demonstrate adequate reliability. A suitably approved aircraft can operate routes taking it up to 207 minutes single engine flying time (with 240 minutes proposed) from an airfield making both transatlantic and transpacific flights viable.


The aircraft manufacturer will normally apply for ETOPS approval during the type certification process for new aircraft, but existing ones will require modification. Even when ETOPS approved the aircraft may not be operated in this way unless the Operator is also approved. To be authorised to operate ETOPS flights with older aircraft, the manufacturer or airline must modify the airframe and propulsion systems with various backup systems, e.g. hydraulic motor generator, floatation devices, dual fuel crossfeeds, additional cargo compartment fire bottles, and standby navigation systems. These aircraft modifications, coupled with increased maintenance requirements, make ETOPS operations extremely reliable.


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Additional Maintenance Procedures An air carrier initially seeking ETOPS approval must apply for a waiver to the regulations which apply to the Operator. In the UK approval is granted by the CAA against requirements stated in CAP 513. The initial approval for ETOPS is granted in cautious increments to allow airlines to build in-service experience and expertise in operating over extended-routes with a particular airframe/engine combination. The airline is normally granted ETOPS in increments of 75 minutes, 120 minutes, 180 minutes and 207 minutes. These maximum diversion times are to a suitable alternate airfield at the one-engine cruise speed (during standard conditions, in still air conditions). An airline seeking ETOPS approval must first show that it is capable of operating safely for one year under the 75 minute ETOPS rule. During this period, the airline must operate within 75 minutes of suitable alternates while over the ocean. After 12 months of 75 minute ETOPS, 120 minute ETOPS may be granted if the airframe-engine combination have performed safely, e.g. maximum IFSD (in-flight shutdown rate) of 0.05 shutdowns per 1000 hours (with continuous improvement towards a 0.02/1000 hours, IFSD). The 12-month trial period may be reduced if the air carrier has pervious experience operating the same airframe or engine type in domestic operations. To gain approval for 180 minutes ETOPS, the air carrier must operate the extended range fleet for at least one year, with an IFSD of approximately 0.02/1000 hours. If this is satisfactory, 207 minutes may be applied for. The prescribed IFSD should be maintained, if the IFSD increases, the authority would reevaluate the air carrier’s ability to operate safely under ETOPS.

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ETOPS Dispatching Special considerations must be followed in order to operate an aircraft along a route with enough options and fuel, to safely complete the flight as dispatched or make a diversion (in the case of an engine failure). MEL (Minimum Equipment Lists) for ETOPS certified aircraft must be developed which assure that the aircraft has adequate redundancy to continually perform on extended range routes. These back-up systems should include: electrical, hydraulic, pneumatic, flight instruments, fuel, flight control, ice protection, engine start and ignition, propulsion system instruments, navigation, communications, and auxiliary power-units (APU). The fuel/oil supply required on ETOPS flights must be calculated according to regulations, which account for forecast weather along the intended route (and on diversion routes at oneengine inoperative cruise levels). On ETOPS flights, the departure fuel loading required is the largest amount of the following: Non-ETOPS flight (normal fuel reserves), or ETPC scenario - simultaneous engine and pressurisation failure at the ETP (Equal Time Point or midway) between ETOPS alternates (critical fuel scenario). A critical fuel scenario is used to determine the maximum amount of fuel needed to complete a diversion to an ETOPS alternate at the ETP. The scenario assumes failure of one-engine and the pressurisation system at the ETP, and immediate drift-down to 10,000 feet is required. To create an added safety margin some fuel contingencies are required: 5% fuel for weather forecasting errors, 15% fuel burn for anti-icing equipment, and additional fuel burn for APU use, if an APU is the required power source in diversion scenario.



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Additional Maintenance Procedures ETOPS Maintenance The operators ETOPS Manual will contain details of the maintenance procedures employed to support the approval. This will include activities described below. Data Collection and Analysis for engine, airframe and system defects, component failure rates and trends. This will be used to monitor the reliability of the aircraft. Any significant events or occurrences are reported to the CAA. Replacement components must be approved to ETOPS standard. Aircraft of the same type used for non-ETOPS routes may have either ETOPS or non-ETOPS parts fitted. Authority to fit nonETOPS components to ETOPS aircraft may be granted but must always be accompanied by an ADD in the Tech Log and the part replaced as soon as possible.. Engine Health Monitoring is used as a predictive tool to reduce the In Flight Shut Down rate and improve reliability. Fluid consumption rates recorded in the Tech Log for trend analysis purposes. Scheduled maintenance on primary systems and critical tasks are staggered or performed by independent work teams to prevent the duplication of Maintenance Induced Error. Some operators have found that maintaining all their aircraft to ETOPS standards increases the dispatch reliability considerably.



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Additional Maintenance Procedures Reduced Vertical Separation Minima (RVSM) To enable greater flexibility in the use of transoceanic air corridors, the vertical separation criteria were reduced in 1997, from 2000ft to 1000ft above Flight Level (FL) 290 (29000ft). In 2002 this was extended to European airspace and will eventually become the global norm. These changes in vertical separation minima were made possible by improvements in the accuracy of altitude measuring equipment. Each aircraft type must be approved for RVSM operation. Newer aircraft have been designed and built with this in mind and older aircraft have been modified to satisfy the requirements.

Note:

Where RVSM and non RVSM parts are available the IPC identifies which part is RVSM approved.

Static system leak checks are not a requirement if a quick disconnect is disconnected and reconnected during an LRU change, providing this is shown as an acceptable method in the affected aircraft’s maintenance manual and only one system has been broken down. The aircraft may be returned to RVSM compliance provided the defect can be positively identified and rectified If the defect cannot be positively identified an altitude monitoring flight must be performed.

Certain maintenance procedures must be followed to ensure continued RVSM compliance.

Minimum RVSM Compliance requirements for the critical systems are:

The RVSM Critical Systems are: • Autopilot altitude hold • ATC Transponder • AirData • Altitude Alert

• • • • •

In addition, no damage outside the SRM limits is permitted in the RVSM critical areas of the fuselage (as identified in the AMM and SRM). Where a system failure is reported and an RVSM critical component is replaced by an RVSM approved part, no further action is required other than that specified in the maintenance manuals. BITE is an acceptable method of testing after an LRU change providing it fully meets the requirements for clearing the reported defect.

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2 Primary Air Data systems. 1 Autopilot Altitude Hold system. 1 ATC Transponder system. 1 Altitude Alert system. No damage outside the SRM limits in the RVSM critical areas.

Failure to meet any of the above dispatch requirements or use of non-RVSM approved spares will mean the aircraft being downgraded to NON-RVSM compliant.



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Additional Maintenance Procedures Specialist Inspection Techniques

Engine Health Monitoring (EHM)

This is a term sometimes used to refer to the Non-Destructive Testing (NDT) and Engine Health Monitoring (EHM) activities. Both have their own procedures to ensure the health and safety of the staff involved and the correct application of the techniques.

Engine Health Monitoring is another specialist activity and usually includes the microscopic inspection of particles removed from engine Magnetic Chip Detectors (MCDs) and the spectrographic analysis of these particles, particles found in filters, oil samples and hydraulic fluid samples. Interpretation of the results and recommendations of action from these findings will be made by EHM staff.

Non-Destructive Testing (NDT) NDT staff may work with radioactive materials and sources of ionising radiation, so they are governed by both national and international regulations. These and all aerospace requirements must be reflected in the Maintenance Organisation’s procedures. The Maintenance Organisation must have a qualification and Authorisation procedure in accordance with European Standards EN473 or EN4179. The CAA recognises the scheme of Personnel Certificate for Non-Destructive Testing (PCN) administered by the British Institute of Non-Destructive Testing as a suitable qualification. The standards require the department to be run by an accountable manager qualified to PCN Level 3 (or equivalent).

While the requirements for EHM staff are less stringent than for NDT personnel, they must still be specially authorised to use the various techniques and make recommendations upon their findings. The procedures and specifications followed by these staff and recommendations for authorisation will be made by a qualified and experienced senior staff member.

The manufacturer or design organisation may issue instructions and specify techniques to be used for mandatory inspections. For nonmandatory inspections the nominated Level 3 holder will prepare procedures and instructions for the techniques in which they are qualified. The assessment and certification of inspections will normally be performed by a Level 2 holder, however a Level 1 holder may be authorised to certify inspections which have a clear rejection criteria and require no interpretation. This will be determined by the nominated Level 3. Certification will be made on the aircraft documentation, and will clearly state the technique and procedure used and the result found.



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Control of life limited components Three life processes are recognised as applicable for the primary maintenance of aircraft. These are; Hard Time (Hard Life) This is a preventative process whereby known deterioration of an item is limited to an acceptable level by the maintenance actions carried out at time related periods (normally flight hours). The prescribed action normally includes servicing, overhaul, partial overhaul and replacement, in accordance with instructions in relevant manuals, so that the item concerned is either replaced or restored to such condition that it can be released for service for a further specified period. An example is the Air Starter Motor which will be removed for servicing after a prescribed period or number of cycles. During the workshop visit, worn parts will be replaced and damage rectified. After test, the life of the unit is set to zero. On Condition This is also a preventative process but one in which the item is inspected or tested at specified periods, to an appropriate standard in order to determine whether it can continue in service (for another scheduled interval). The fundamental purpose of the process is to remove an item before its failure in service. It should not, therefore, be interpreted as a ‘fit it and forget it’ philosophy. Performance tolerance and wear or deterioration limits should be contained in the Operator’s Maintenance Manual. Wear/deterioration curves for components in the On-Condition category must be progressive and not of catastrophic nature. Otherwise, the determination of suitability for continued operation for another check interval cannot be made.

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An example is the Engine Health Monitoring process where oil samples and magnetic chip detector (MCD) debris for each engine are regularly collected and submitted for spectrographic analysis. By monitoring the level and type of contaminant, the condition of the engine can be assessed and a recommendation of engine change be made just prior to failure. Conditioning Monitoring This is not a preventative process. Having neither hard time nor on condition elements. It is one in which information on items gained from operational experience is collected, analysed and interpreted on a continuing basis as a means of implementing correct procedures. In other words it is a statistically controlled process The data collection and ATA chapter analysis allow portrayal of information upon which judgements relative to the safe condition of the airplane can be made. Therefore, evaluation programmes based on reports completed by flight and/or cabin crews, aircraft Built In Test Equipment (BITE), Airborne Indicating Detection Systems (AIDS), Airplane Information Management System (AIMS), Flight Data Recorder (FDR), Quick Access Recorder (QAR) and other equipment for ground check out of system performance, may be used for Condition Monitoring. Other basic elements of a Condition Monitoring programme may include data on : unscheduled removals, maintenance log entries, pilot reports, sampling inspections, functional checks, bench checks, mechanical reliability reports, shop findings and other sources of data pertinent to determination of continued airworthiness.



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Control of life limited components Condition Monitored Maintenance (see CAAIPs Pt 1 Leaflet 1-7)

Component flight hours and cycles are defined as:

This is a special maintenance programme that formalises the application of the three primary maintenance processes just described, to items as prescribed in an Approved Maintenance Schedule. Conditioning Monitoring is the controlling activity of the programme.

Flight hours -

It’s introduction was greatly influenced by changes in aircraft design philosophy, allied to progress in engineering technology and the provision of safeguards which are based on the philosophy known as System Philosophy. The programme is quite a sophisticated one and is adopted for the maintenance of the larger types of Transport Aircraft and where such aircraft are introduced into service under what is termed Maintenance Review Board procedure, it has to be established by an Operator even for single aircraft. The Programme has two basic functions: •

•

To provide a summary of aircraft fleet reliability (by means of a statistical reliability element) and so reflect effectiveness of the maintenance being carried out. To provide significant and timely information by which improvements in reliability may be achieved through changes to the programme or to practices for implementing it.

A properly managed Programme will contribute not only to continuing airworthiness, but also to improvement of fleet reliability, to better long-term planning, and to reduced overall costs.

elapsed time measured from aircraft chocks-off to chock-on Flight cycle a one-way trip between aircraft lift-off and touchdown Block to block - a one-way trip from the original terminal to the destination terminal A component with a ‘hard life’ of say, 4000 flying hours, before requirement for a workshop visit will also be ‘condition monitored’, e.g. a decision to remove the component will not only be determined at fixed intervals but also on the basis of the condition of the component in service (as evidenced by the system monitoring processes). Furthermore the work package for the component workshop visit is not rigid, but will vary according to the incoming condition of the component and its outgoing utilisation. Once the component is released serviceable from the workshop it will have a certain life expectancy which can be quantified either in terms of hours flown since the last shop visit, or hours expected to be flown before the next shop visit. In addition the life of a component can be reduced as a result of inputs from an Airworthiness Authority or a Manufacturer normally by Airworthiness Directive (A.D.) action. The Engineering Maintenance Programme and the ambient environment of the operation of the component will affect the workshop restoration costs and consequent value of the asset. This is particularly pertinent for high value components, such as engines, which are frequently on lease.

An explanatory handbook on the subject of Condition Monitored Maintenance is published by the CAA (CAP 418).



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Control of life limited components Within an Operator’s Management Exposition the Quality Manual will usually define the method of control for life limited components. This process will vary between different Operators, from a simple log Book tracking of life limited components, using component cards which are updated on a regular basis to a more sophisticated computerised tracking system which will automatically give real time status of life limited component lives. These will ensure the life of an aircraft component is not exceeded. The information from the component cards or the computer programme will enable the Operator’s Planning department to schedule the component removal to a convenient aircraft hangar input. In exceptional circumstances, and provided there is provision in the Approved Maintenance Schedule, there is scope for a possible nominal extension of a component life by the Quality Assurance department. A typical extension value might be 5% or 100 hours, with the Airworthiness Authority being informed of the escalation. There is an agreed maximum number of component escalations per aircraft permitted.

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Minimum Equipment List The Authority carries out its obligations under the terms of the Air Navigation Order by authorising the use of Minimum Equipment Lists (MEL’s). CAP 549 Master Minimum Equipment Lists (MMEL) and Minimum Equipment Lists (MEL) The purpose of CAP549 is to define and explain the policy of the Civil Aviation Authority in regard to Master Minimum Equipment Lists (MMEL) and Minimum Equipment Lists (MEL) CAP549 provides guidelines for aircraft manufacturers on the preparation of an MMEL and, specifies the means for an operator to produce the MEL, so that an aircraft with unserviceable equipment may be dispatched, to the satisfaction of the CAA, in accordance with Article 16. Master Minimum Equipment List (MMEL). Aircraft with an MTWA exceeding 2730kg, will have a CAA Approved Master Minimum Equipment List (MMEL). A JAA MMEL or, where an approved MMEL has not been produced for a particular aircraft type, an equivalent document is acceptable to the CAA. The MMEL will deal with items of equipment which may safely be permitted to be unserviceable under certain conditions. It will not necessarily include those items which are essential for safety under all conditions; i.e. permitted flight under certain limitations.

Minimum Equipment Lists (MEL) In order to establish whether or not it is acceptable to despatch an aircraft with unserviceable equipment it will be necessary for each operator to prepare and seek CAA agreement to their own Minimum Equipment List (MEL). Such documents have been in regular use by many operators and have been referred to by a variety of names such as 'Allowable Deficiency List' (ADL) and 'Despatch Deviation Manual' (DDM) The MEL cannot be less restrictive than the MMEL and may have to be more restrictive to reflect operators’ circumstances and capabilities. An MMEL is not an exhaustive list of all equipment items required by law to be carried. An operator may include in an MEL any additional items that are required to be carried; e.g. an operator may choose to include additional torches, life cots etc. Although production of an MMEL is not one of the conditions for the issuance of a CAA Type Certification or Certificate of Airworthiness, it is strongly recommended that, for new aircraft types, the MMEL is prepared during the certification process and is completed before entry into service.

The MMEL is applicable to an aircraft type but does not take into account the operating circumstances of individual operators of that type.



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Minimum Equipment List New Aircraft – UK Manufacture – UK Certificated The manufacturer should produce an initial draft of the proposed MMEL in consultation with the CAA. This draft will then be reviewed by a committee chaired by the CAA . When finalised and formally approved by the CAA, the MMEL will be published by the manufacturer and carry a CAA approval statement. New Aircraft – Foreign Manufacture – UK Certificated For new aircraft of foreign manufacture which are certificated by the CAA, where an MMEL has already been issued and approved by the Airworthiness Authority of the country of manufacture, the CAA will take due account of such lists and will normally restrict any changes to those items affected by UK legislation or those on which the CAA applies a different policy. New Aircraft – Certificated by the JAA Joint Operations Evaluation Board (JOEB). The certification process for new aircraft which are jointly certificated by the JAA requires the establishment of a Joint Operations Evaluation Board (JOEB). The JOEB consists of representatives of the JAA and may also possibly include, by invitation, representatives of the Manufacturer/Type Certificate Holder. The JOEB will organise a review of the draft MMEL by the appropriate JAA specialists. This MMEL will then be approved by the JOEB chairman on behalf of the JAA. The JOEB shall exist as a body for as long as the aircraft type is operated.

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Amendments To The MMEL and MEL UK Manufactured Aircraft – UK Certificated Proposals to amend the MMEL may be initiated by the CAA, or by the manufacturer or operator(s). Amendment proposals initiated by manufacturers or operators must be accompanied by a technical justification which should include any essential changes to the associated operational and/or maintenance procedures. Aircraft Certificated by the JAA MMEL amendment proposals shall only be made to the JOEB Chairman, by the Manufacturer/ Type Certificate holder, the JOEB, a Supplemental Type Certificate holder or a Competent Authority. Mandatory amendment of an MEL Is required when: • •

the MMEL is amended so as to become more restrictive or, when required by the CAA in the light of experience.

Voluntary amendment of an MEL may be carried out when: • •

The MMEL is amended so as to become less restrictive or, As required by the operator, provided the proposed change is no less restrictive than the MMEL.



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Approved Technical Publications (ATP's) - Introduction Technical manuals enable you to carry out your maintenance functions in a correct and proper manner. They are a constant source of information to you as an Aircraft Maintenance Engineer, so it is most important that you understand their layout and function. Before we begin, it may be appropriate to consider the reasons why these manuals have been published. Imagine all aircraft manufacturers printing their own aircraft manuals without consultation with other manufacturers, The Engineer would have no idea where to begin to look for information relating to a particular subject if all manuals were different. It would result in total confusion!

Publication

Abbreviation

Aircraft Maintenance Manual Wiring Manual

WM

System Schematics Manual

SSM

Structural Repair Manual

SRM

*Illustrated Parts Catalogue

IPC

Component Maintenance Manual

CMM

Illlustrated Tool and Equipment Manual

TEM

Service Bulletin ATA 100: Air Transport Association of America; Specification 100

AMM

Weight and Balance Manual

SB WBM

Non-Destructive Testing Manual

NDT

This specification standardised all aircraft manufacturers' manuals into one simple format for use world-wide. What it did for the Aircraft Engineer was to enable him, no matter which aircraft he was maintaining, to find relevant information on a particular subject with ease. The confusion was removed!

Power Plant Build-up Manual

PBM

Aircraft Recovery Manual

ARM

Fault Reporting Manual

FRM

Fault Isolation Manual

FIM

ATA 100 can best be summed up by quoting from the Specification:-

Engine Manual

EM

This Specification established a Standard for the presentation of technical data, by an aircraft, aircraft accessory, or component manufacturer. In order to standardise the treatment of the subject matter and to simplify the users' problem in locating instructions, a uniform method of arranging material in all publications has been developed.

*Precede by "Aircraft" or "Engine".

All aircraft manufacturers now conform to this requirement. Publications covered by this Specification may be referred to by using abbreviations. Standard abbreviations to be used are as follows:



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Example Breakdown of a Maintenance Manual Each type of manual has its own ATA 100 layout. Certain aspects, such as chapter subjects, are common, while others, like page numbering, are specific to the type.

Chapters 5 -12 “Aircraft General” (whole aircraft)

Chapters 51 - 57 “Structures Group”

5. 6. 7. 8. 9. 10. 11. 12.

51. 52. 53. 54. 55. 56. 57.

Time Limits/Checks Dimension & Areas Lifting & Shoring Levelling & Weighing Towing & Taxying Parking & Mooring Placards & Markings Servicing

Chapters 20 - 49 “Airframe System Group” (inc. Electrics & Avionics) 20. 21. 22. 23. 24. 25. 26. 27. 28. 29. 30. 31. 32. 33. 34. 35. 36. 37. 38. 39. 45. 49.

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Std Pract Airframe Air Conditioning Auto Flight Communications Electrical Power Equipt/Furnishings Fire Protection Flight Controls Fuel Hydraulic Power Ice & Rain Protection Ind/Recording Systems Landing Gear Lights Navigation Oxygen Pneumatic Vacuum Water/Waste Electrical/Electronic Panels & Multi Purpose Components Central Maintenance System Airborne Auxiallary Power

Structures Doors Fuselage Nacelles/Pylons Stabilisers Windows Wings

Chapters 60 - 65 “Propellor/Rotor Group” 60. Std Pract-Prop/Rotor (Helicopters) 61. Propellers 65. Rotors(Helicopters)

Chapters 70 - 83 “Power Plant Group” 70. 71. 72. 73. 74. 75. 76. 77. 78. 79. 80. 81. 82. 83. 91.

Std Practices-Engine Power Plant Engine Eng Fuel & Control Ignition Air Engine Controls Engine Indicating Exhaust Oil Starting Turbines Water Injection Accessory Gear Boxes Charts



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ATA 100 Series - Numbering System Although we have looked at the general arrangement of chapters in accordance with ATA 100 Series, each chapter is further broken down into sections and subjects, each of which is numbered in a three part numbering system.

The first number of the three part numbering system identifies the chapter number of the major system to which the subject belongs. The second number is the section number that serves to identify all of the information pertaining to a system, sub system or group of assemblies. The third number is the subject number that serves to identify a specific unit or component within a subject.

Chapter Flight Controls

Section Elevator and Tab Control System

Subject - 0 For complete system information - 14 or higher number for individual component (unit) coverage

ATA 100 NUMBERING SYSTEM



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ATA 100 Series - Effectivity One important point to bring to your attention is that the lower left portion of the page has an Effectivity Number. This number normally identifies the aircraft serial number or manufacturer's number that the subject refers to. If the Effectivity reads 'all' then the subject information relates to all types of equipment or aircraft irrespective of any other serial numbers.

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Presentation Standards (ATA 100) Each subject is divided into page groups in blocks of 100 assigned as follows:1 - 100 Description and Operation. The purpose of this block is to explain the location, configuration, function, operation and control of a complete system. The specification requires that the text and illustrations be presented in a form which is also suitable for the training of maintenance personnel.

201 - 300, Maintenance Practices. The purpose of this block is to describe: Servicing, Removal/Installation, Adjustment / Test, Inspection/Check, Cleaning/Painting and Approved Repairs. Depending on the extent of the work to be carried out in each case, the procedures may be combined into one topic, or they may be treated individually in additional page blocks of 100 from 301 to 900.

101 - 200 Trouble Shooting.

Topic

In the maintenance of any type of aircraft, good trouble shooting is done by a rationalised process of elimination and not by guesswork. To make this effective, this block of page groups is set out in the form of charts having three basic headings: 1. Possible Causes, 2. Isolation Procedure and 3. Correction

Servicing Removal/Installation Adjustment/Test Inspection/Check Cleaning/Painting Approved Repair

Page Blocks Pages 301-400 401-500 501-600 601-700 701-800 801-900

The ‘three element number’ together with the page number will appear on each page at the bottom.



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Maintenance Manuals and Parts Catalogue The Maintenance Manual and Illustrated Parts Catalogue will be the most used of all manuals in a line/hangar environment. It is therefore important to practice using them at the earliest opportunity. Maintenance Manuals The Maintenance Manual contains all the necessary information to enable Aircraft Engineers to service, troubleshoot, functionally check and repair all systems installed in the aircraft. It includes information that is necessary for the Engineer to perform maintenance tasks or minor adjustments to the components on the flight line or in the hangar. The information in the manual relates to the particular aircraft configuration that is operated by the company.

Component Maintenance Manual These manual are compiled by the component manufacturer or approved company to overhaul their own components away from the aircraft. Using the same format as Aircraft Maintenance Manuals, the instructions contained in the Component Maintenance Manual enables an experienced Engineer to rebuild and fully test overhauled components removed from the aircraft. As previously mentioned, the Aircraft Maintenance Manual gives guidance to the Engineer in respect of minor repair procedures to the aircraft's structure. As this is only basic information, there is a need to go deeper into aircraft structural repairs. This is accomplished by the use of the Structural Repair Manual.

Illustrated Parts Catalogue Because of the complexity of aircraft systems and structures, we need to identify components for removal or replacement. It can be said that most components and structures should have Part Numbers stamped on them, however, maybe due to environmental problems or just age these markings do get removed. So, we must have some means available to isolate and identify components or aircraft parts. This is achieved by using the Illustrated Parts Catalogue. This manual presents component breakdown of structure and equipment in dissembly sequence. It includes cut-aways and exploded diagrams with each individual part numbered. This manual uses the same ATA 100 coding system. We have so far discussed the Maintenance Manual and seen that it refers to aircraft systems and components fitted to the aircraft. However, many components of a mechanical nature require to be removed from the aircraft and sent away either to a support bay or back to the manufacturer for overhaul. To accomplish this task, the manufacturer or approved company has to work to a Component Maintenance Manual.

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Structural Repair Manual The Structural Repair Manual contains details of repair materials to be used for structures which are subjected to field repairs, that is, typical repairs generally applicable to the structural components of the aircraft that are likely to be damaged. It also contains information relative to:

•

Material identification and substitution

•

Corrosion control Riveted repairs

•

Descriptions of procedures that must be carried out

•

Lists of riveted fastener installation

•

Fastener codes

It also lists appropriate protective treatments which must be carried out after all the repair work has been completed.



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Revision and Amendment Revision and Amendments to Manuals Where changes have been made affecting maintenance, overhaul and repair as, for example, by the issue of Service Bulletins, it is necessary for these changes to be incorporated in the relevant manuals. Manufacturers’ Service Departments are, therefore, required to review their manuals at certain periods for the purpose of issuing revisions and amendments to all registered holders of manuals. Each copy of each revision is issued under a covering letter (known as a Letter of Transmittal) which details the revision number, issue date, and the manual pages to be removed and pages to be added by the revision. When the revisions have been incorporated, their numbers and issue dates are entered on a ‘Record of Revisions’ page at the front of each manual. In manuals conforming to ATA Specification No. 100, a ‘list of effective pages’ is also provided for each manual so that the holder may check that a manual is current.

In cases where it is necessary to issue essential information in the shortest possible time, e.g. when it is planned to incorporate a change covered by a Service Bulletin, a temporary revision or amendment is published for inclusion in the relevant manual. These revisions or amendments are printed on yellow paper and they remain in the appropriate chapters of manuals until they are replaced by pages issued through the normal revision service. A list of effective temporary revision pages, also printed on yellow paper, is issued together with the list of effective permanent pages. All Approved Technical Publications must be produced and amended in accordance with British Civil Airworthiness Requirements, Chapter A5-3 or Chapter B5-3 as appropriate. In the case of ATP's held on microfilm, "Temporary Revisions", and "Alerts" should be held in the appropriate "Manual Supplement". These should be conveniently situated to enable use with the relevant microfilm.

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All Weather Operations Introduction

Performance Categories

The ILS is an Approach and Landing aid, capable of generating the guidance signals for manual or automatic precision approaches and automatic landing.

ILS provides guidance down to the pilots critical/ decision height i.e the height below which the pilot must have visual contact with the runway or abort the landing. The actual figures depend in part on the ICAO performance category of the ground installation, as follows:

For precision approaches and automatic landings, the pilot and/or the autopilot requires the following information: ·

the aircraft’s position relative to the extended centre line of the runway in the horizontal plane, i.e on, to the left or to the right of the centre line. This is known as the Localiser System and has a reception range of approximately 25NMs from the runway threshold at between 2,000 and 3,000 feet.

·

Accurate guidance down to 200 feet above the ILS reference point. ·

·

the aircraft’s position in the vertical plane relative to the ideal descent path i.e on, above or below. This is known as the Glide Slope System and has a reception range of approximately 10NMs from the runway threshold at an altitude of 2,000 feet. the distance at specific intervals in NMs or feet from the runway threshold. This is known as the Marker System and consists of three low powered beacons that radiate signals vertically upwards, known as the Inner, Middle and Outer markers.

Category 2 Accurate guidance down to 50 feet above the ILS reference point.

· ·

Category 1

Category 3 Accurate guidance down to and along the surface of the runway.

The ground installation performance categories must not be confused with the ILS operational approach categories which are defined in terms of Decision Height (DH) and Runway Visual Range (RVR) by ICAO, as follows: Category 1 2 3A 3B 3C

DH Mtrs (Ft) 60 (200) 30 (100) 15 (50)

RVR Mtrs (Ft) 800 (2,600) 400 (1,200) 200 (700) 30 (150) ZERO

The ground installation is not the only component essential for operations down to the minima associated with the different categories. The airborne components vary in complexity and capability from a simple ILS meter for Cat 1 approaches to computer controlled , duplicated or triplicated systems with auto-throttle, autokick off drift and automatic roll-out guidance for Cat 3 operation. The lower the minima, the more reliable, complex and costly the airborne systems must become. EASA PART-66 MODULE 10


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All Weather Operations

RUNWAY

EXTENDED RUNWAY CENTRE LINE GLIDEPATH

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