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66M10B12
ETBN 0496
ENGINEERING
TRAINING
66M10B12
ETBN 0496
ENGINEERING
TRAINING
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
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
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History
British Legislation revolves around three sets of
initials, basically:
AID
ARB
CAA and ARB
1914
1936
1971
1920
1929
Warsaw Convention
1932
1936
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1914
AERONAUTICAL INSPECTION
DIRECTORATE (AID) FORMED
1919
1920
1929
1932
1936
INTERNATIONAL CONVENTION ON
AERIAL NAVIGATION
1944
1945
1948
1949
GENEVA CONVENTION
CIVIL AVIATION ACT
JOINT AIRWORTHINESS
AUTHORITIES (JAA) FORMED
1970
CIVIL AVIATION ACT
1971 CIVIL AVIATION AUTHORITY (CAA)
FORMED
EASA PART-66
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1990
2003
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b)
c)
d)
e)
f)
g)
h)
i)
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UK
OTHERS
USA
FORMED
CHICAGO 1944
INTERNATIONAL CIVIL AVIATION ORGANISATION
(ICAO)
OTHER
GOVERNMENTS
BRITISH
GOVERNMENT
US
GOVERNMENT
LAWS PASSED
RATIFYING ICAO
LAWS PASSED
RATIFYING ICAO
EASA
NATIONAL AVIATION
AUTHORITIES (NAAs)
NATIONAL
REQUIREMENTS
IRs
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
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FEDERAL AVIATION
ADMINISTRATION
(FAA)
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1951
1955
ARB Order
1970
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T r a i n i n g
Rulemaking
Inspections
Safety and Environmental
Approval and Data
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A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Parts
Articles
Schedules
14
168
15
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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
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A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
CAA Publications
The Civil Aviation Authority produces a variety of
publications under the following catagories:
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
14
C of A
Air Operators Certificates
Company Approvals
Engineers Licences etc.
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CAA Publications
EASA Administrative and Guidance
Material
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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
EASA PART-66
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AUSTRIA
BELGIUM
CYPRUS
CZECH REPUBLIC
DENMARK
FINLAND
FRANCE
GERMANY
GREECE
HUNGARY
IRELAND
ITALY
LUXEMBOURG
MALTA
NETHERLANDS
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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:
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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. 'EUOPS
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 Part145....."
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 Part147 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.
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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
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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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.
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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
Part66 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 Part66 are
usually issued initially as Orange Paper
Amendments. These show an effective date and
have the same status and applicability as EASA
Part66 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.
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EASA Part-66
Effectivity
Note:
Note:
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EASA Part-66
Application and Issue
Eligibility
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EASA Part-66
Categories and certification privileges
Category A
26
Aeroplanes Turbine
Aeroplanes Piston
Helicopters Turbine
Helicopters Piston
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EASA Part-66
Category B1
Category B2
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EASA Part-66
Basic knowledge requirements
Experience Requirements
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EASA Part-66
Regarding reductions, for Category A certifying
staff the following experience options apply:
a.
b.
c.
b.
c.
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EASA Part-66
Type/Task Training and Ratings
Evidence of Qualification
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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.
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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:
Effectivity
JAR-145 was first issued on 30 July 1991 and
became effective on 1 January 1992 although
its 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:
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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.
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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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A i r c r a f t
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L i c e n c e
T r a i n i n g
EASA Part-145
Applicability
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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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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.
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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.
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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 its 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
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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 Organisations 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.
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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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Maintenance records
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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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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:
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NOTE:
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EASA Part-145
Privileges of the Approved Maintenance
Organisation
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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;
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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
Subpart M Subpart N
Subpart O
Subpart P
Subpart Q
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
JAROPS Section 1
Subpart A provides details of the applicability of
JAROPS 1. It does not apply:
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.
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Flight Operations,
Maintenance,
Crew Training and
Ground Operations.
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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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Miscellaneous markings
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Maintenance responsibility
An operator shall ensure the airworthiness of the
aeroplane and the serviceability of both
operational and emergency equipment by:
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10
11
12
13
14
15
16
17
18
19
20
21
A
B
C
D
E
F
G
M
N
O
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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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Subpart J -
General.
Flight.
Structure.
Design and Construction.
Powerplant.
Equipment.
Operating Information and
Limitations.
Gas Turbine Auxiliary Power
Unit Installations.
Trim;
Lightning Protection.
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Pressurisation and;
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Cooling;
Exhaust Systems;
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Airworthiness Codes
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A i r c r a f t
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Transferability
Availability
Type Certificate
Manuals
Responsibilities
Duration
A Type Certificate is effective until surrendered,
suspended, revoked, or a termination date is
otherwise established by the Authority.
Record keeping
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Minor changes
Application
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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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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 applicants
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 Authoritys
agreement to alternative procedures.
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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
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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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Language
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:
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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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Eligibility
The Authority will only accept an application for
a Design Organisation Approval under Part-21
Subpart J:
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Transferability
Terms of Approval
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Duration
A Design Organisation Approval remains valid
until:
Privileges
Subject to Part-21, compliance documents
submitted by the Organisation for the purpose
of:
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UNITED KINGDOM
CIVIL AVIATION AUTHORITY
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10
11
12
13
14
15
16
17
18
19
20
21
A
B
C
D
E
F
G
M
N
O
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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:
th
29 October 2001
For Minor Maintenance Status refer to the Supplementary Inspection Record Sheets in
the front of the Aircraft Technical Log Book.
E2:0401
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Maintenance Planning
Approved Maintenance Programme
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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
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
I1
S2S2 S2
S2 S2 S2
I2
I1
S2 S2 S2
S2 S2 S2
I1
S2 S2 S2
10
S2
12
S2 S2 S2
14
S2 S2 S2
S2
16
18
YEARS
S2
S2
S1
R3
S2
S1
R3
R3
S1
R3
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
100
200
300
400
500
600
HOURS
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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.
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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.
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Modification Classes
Minor Modifications
Major Modifications
'MAJOR' MODIFICATION
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b)
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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
Aircraft
Engines and Propellers
Instruments and Equipment
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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 its 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.
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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.
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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.
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Authorisations
The extent of any individuals Authorisation is
reflected on the certificate issued by the
Organisations 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
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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.
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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
First Inspection
Date....................Time...................
Second Inspection
Date....................Time...................
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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.
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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:
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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
Legibility of notices.
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Scope of Inspection
Windows
Cockpit: Overheating
Rubber, fabric, and plastic pipes, seals,
cable insulation and coverings.
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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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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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Note:
ATC Transponder
AirData
Altitude Alert
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Flight hours -
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Publication
Abbreviation
WM
SSM
SRM
IPC
CMM
TEM
Service Bulletin
ATA 100: Air Transport Association of
America; Specification 100
AMM
SB
WBM
NDT
PBM
ARM
FRM
FIM
Engine Manual
EM
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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.
142
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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Chapter
Flight Controls
Section
Elevator and Tab Control System
Subject
- 0 For complete system information
- 14 or higher number for individual
component (unit) coverage
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Topic
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
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Corrosion control
Riveted repairs
Fastener codes
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Performance Categories
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.
DH Mtrs (Ft)
60 (200)
30 (100)
15 (50)
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RUNWAY
EXTENDED RUNWAY
CENTRE LINE
GLIDEPATH
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