Moe Sapl

APPROVED VIDE DGCA LETTER NO.
SHAURYA AERONAUTICS (P) LTD.

T-15, GREEN PARK MAIN
NEW DELHI
MAINTENANCE ORGANISATION
EXPOSITION
Controlled Copy No.
SAPL/07/ __
MAINTENANCE ORGANISATION EXPOSITION

TABLE OF CONTENTS
TABLE OF CONTENTS
PART
TITLE
PAGE
CAR 145 Cross Reference

Letter of Transmittal
Acknowledge Slip
Record of Revision of MOE
List of Effective Pages
1
1 of 2
1 of 3
2 of 3
3 of 3
1 of 5
MANAGEMENT
1 of 28
1.1
Corporate commitment by the Accountable

Manager
4 of 28
1.2
Safety and Quality Policy
6 of 28
1.2.1
Safety Policy
6 of 28
1.3
Post Holder-(Management Personnel)
8 of 28
1.4
Duties and Responsibilities of the Management

Personnel
9 of 28
1.4.1
C E O (Accountable Manager)
9 of 28
1.4.2
Quality Manager
10 of 28
1.4.2a
Dy. Quality Manager
12 of 28
1.4.3
GM Engineering
13 of 28
1.4.4
Maintenance Manager
15 of 28
1.5
Management Organisation chart
16 of 28
1.6
Certifying Staff
19 of 28
1.6.1
List of Certifying Staff
19 of 28
1.7
Certifying Staff Records
20 of 28
1.8
General description of the facilities approved.
21 of 28
1.9
Organisations Scope of Work
23 of 28
1.10
1.11
Page 1 of 9
Initial issue, Rev. 0.0
August 1, 2007
Notification procedure to DGCA regarding changes

to the organisations activities / approval / location /
personnel.
Procedures for amendment of MOE.
26 of 28
27 of 28
RECOMMENDED BY QUALITY MANAGER

TABLE OF CONTENTS
PART
2
TITLE
MAINTENANCE PROCEDURES
2.1
2.2
2.2.1
2.3
2.3.1
Supplier evaluation and Sub-contract control

procedures
Procedure for awarding maintenance contract to
another CAR-145 approved maintenance
organisation
Acceptance / Inspection of Aircraft components
and materials from outside contractors
Storage, Tagging and Release of aircraft
components and materials to aircraft maintenance
Receipt and inspection of aircraft goods from
vendors / outside parties
PAGE
1 of 106
1 of 106
3 of 106
5 of 106
7 of 106
7 of 106
2.3.2
Acceptance of Aircraft Goods and Materials
8 of 106
2.3.2.1
Acceptance of Aircraft Goods from U.K.
8 of 106
2.3.2.2
Acceptance of goods purchased from U.S.A.
8 of 106
2.3.2.3
2.3.2.4
Acceptance of aircraft goods purchased from

France
Acceptance of aircraft goods purchased from firms
in India
10 of 106
10 of 106
2.3.3
Types of stores
10 of 106
2.3.3.1
Bonded stores
10 of 106
2.3.3.1.1
Issue of aircraft goods from Bonded Stores
11 of 106
2.3.3.2
Quarantine Stores
12 of 106
2.3.3.2.1
Assignment and release of items to and from

Quarantine Stores
12 of 106
2.3.3.3
Tools Stores
13 of 106
2.3.3.4
Commercial Stores
13 of 106
2.3.4
Storage Procedures and Conditions
13 of 106
2.3.4.1
General guidelines for adherence
13 of 106
2.3.4.2
Storage of Rubber Components / Parts
14 of 106
2.3.4.3
Storage of Aircraft Tyres
14 of 106
2.3.4.4
Storage of Rubber Hoses / Seals
15 of 106
2.3.4.4.1
Rubber Hoses
15 of 106
2.3.4.4.2
Rubber Parts / Seals
15 of 106
Page 2 of 9
August 1, 2007

TABLE OF CONTENTS
PART
TITLE
PAGE
2.3.4.5
Storage of Instruments
16 of 106
2.3.4.6
Storage of Sealants / Compounds
16 of 106
2.3.4.7
Storage of Nickel Cadmium Battery
16 of 106
2.3.4.8
Storage of Oxygen Cylinders
17 of 106
2.3.4.9
Storage of Engines
17 of 106
2.3.4.10
Storage of Aircraft Fluids
17 of 106
2.3.4.11
Procedure for Storing and Dispensing Oil
17 of 106
2.3.4.12
Storage of paints and similar materials
18 of 106
2.3.4.13
Storage of Tubing / Plumbing
18 of 106
2.3.5
Shelf Life of Components
18 of 106
2.3.6
Redundant, Obsolete and Scrapped Items
19 of 106
2.3.7
Traceability
19 of 106
2.3.8
Duties and responsibilities of Store Keeper
20 of 106
2.3.8.1
Stores Inspector
21 of 106
2.4
Availability of Tools and Equipment
22 of 106
2.5
Calibration of Tools and Equipment
23 of 106
2.5.1
2.5.2
Responsibilities Calibration of Tools and

Equipment
Precaution while Handling Tools and Equipment in
the Store
23 of 106
25 of 106
2.5.3
Calibration of Instruments/Equipments
25 of 106
2.6
Use of Tools and Equipment (including alternate

tools) by Certifying Staff
26 of 106
2.7
Cleanliness Standards of Maintenance Facilities
27 of 106
2.8
2.8.1
2.8.2
2.9
Page 3 of 9
August 1, 2007
Maintenance Instructions and Relationship to

aircraft / aircraft component manufacturers
instructions including updating and availability to
staff
Procedure for Preparation of Maintenance
Program/Inspection Schedules / Task Cards
Approval and Updating
Procedure for intimating Technical Information to
the Certifying Staff / Technical Persons
Repair Procedure
27 of 106
29 of 106
31 of 106
32 of 106

TABLE OF CONTENTS
PART
TITLE
PAGE
2.10
Aircraft Maintenance Programme
34 of 106
2.10.1
Compliance of Maintenance Requirements
35 of 106
2.10.2
Amendments to Inspection Schedule / Procedure

Sheet
36 of 106
2.10.3
Primary Maintenance Process
36 of 106
2.10.4
Preparation and approval of COSL
38 of 106
2.10.5
Component Reliability Monitoring and Control
38 of 106
2.10.6
Statistical Reliability Data (Engineering)
39 of 106
2.10.7
Responsibility of Maintenance
41 of 106
2.10.7.1
Procedure Schedule Inspection at Main Base

(Minor Inspection)
42 of 106
2.10.7.2
Procedure for Major Inspection
43 of 106
2.10.8
Issue of Certificate of Release to Service
43 of 106
2.10.9
Unscheduled Inspection / Special Inspections
44 of 106
2.10.10
Procedure for life development of routine

maintenance schedules and components
45 of 106
2.10.11
Revision to Initial Period of Inspection
46 of 106
2.10.12
Procedure for carrying out additional inspection

not contained in the routine maintenance schedule
48 of 106
2.10.13
Maintenance program for each type of aircraft
49 of 106
2.11
Airworthiness Directives procedure
50 of 106
2.11.1
Mod Committee
52 of 106
2.12
Optional Modification procedure
54 of 106
2.12.1
Service bulletin (SBs.)
54 of 106
2.13
Completion of Maintenance Documents
55 of 106
2.13.1
Maintenance work sheets
55 of 106
2.13.2
Task Card Certification
56 of 106
2.13.3
Log Book Entries
58 of 106
2.13.4
Flight Report Book Entries
59 of 106
2.14
Technical Record Control
60 of 106
2.14.1
History Cards
61 of 106
2.14.2
Preservation of Records
62 of 106
Page 4 of 9
August 1, 2007

TABLE OF CONTENTS
PART
TITLE
PAGE
2.14.3
Log Books
63 of 106
2.15
Rectification of defects arising during base

maintenance
64 of 106
2.15.1
Defect Analysis
66 of 106
2.15.2
Review of defects
67 of 106
2.16
Procedure for Issue of Certificate of Release to

Service(CRS)
68 of 106
2.16.1
Release of aircraft for operations
69 of 106
2.16.2
Pilot Acceptance Certificate
69 of 106
2.16.3
Preservation of CRS
70 of 106
2.17
Records of Maintenance for Aircraft Operated by

M/S SAPL and Aircraft of other operators
Maintained by M/S SAPL
71 of 106
2.18
Reporting of defects to DGCA / Manufacturer
72 of 106
2.19
Return of defective components to Store
74 of 106
2.20
Defective components to outside Contractors
75 of 106
2.21
2.22
Control of Computer Maintenance Record

Systems
Control of man-hour planning verses Scheduled
Maintenance Work
76 of 106
77 of 106
2.23
Control of Critical Tasks as per AMC 145.65(b) (4)
80 of 106
2.23.1
Duplicate Inspection
80 of 106
2.24
Reference to specific maintenance procedures
82 of 106
2.24.1
Aircraft Taxying Procedure
82 of 106
2.24.2
Aircraft Towing Procedure
83 of 106
2.24.3
Parking and Mooring of Aircraft
85 of 106
2.24.4
Normal Parking
85 of 106
2.24.5
Jacking of Aircraft
86 of 106
2.24.6
Landing Gear Retraction Check
87 of 106
2.24.7
Aircraft Fuelling / De-fuelling
88 of 106
2.24.7.1
Aircraft Re-fuelling with Passengers On-board
90 of 106
2.24.8
Engine Ground Run Procedure
91 of 106
2.24.9
Compass Swinging
92 of 106
Page 5 of 9
August 1, 2007

TABLE OF CONTENTS
PART
TITLE
PAGE
2.24.9.1
Correction Card
93 of 106
2.24.9.2
Compass Swinging Record
93 of 106
2.24.10
Aircraft Weighing Procedure
93 of 106
2.24.10.1
Conditions before Weighing
93 of 106
2.24.11
Safety in Maintenance
95 of 106
2.24.12
Aircraft Push Back Procedure
97 of 106
2.24.13
Procedure for Handling ESDS Devices
97 of 106
2.25
2.26
2.27
2.28
2.28.1
2.28.2
2.28.3
2.28.4
2.28.5
Procedures to detect and rectify maintenance

errors
Procedures for Handing over Task to next
incoming Maintenance person
Procedure for the notification of Maintenance
Data/ inaccuracies and ambiguities to the Type
Certificate Holder/Manufacturer
LINE MAINTENANCE PROCEDURES
Line Maintenance control of aircraft components,
tools, equipment, etc.
Line Maintenance procedures related to servicing
/ fuelling
Line Maintenance control of defects and repetitive
defects
Line Procedures for completion of Technical Log
100 of 106
101 of 106
102 of 106
103 of 106
103 of 106
103 of 106
103 of 106
104 of 106
2A
Line Procedures for the return of defective parts

removed from aircraft
Line Procedures for control of critical tasks as per
AMC 145.65(b) (4)
GENRERAL REQUIREMENT
2A
Technical Library
1 of 4
2A.1
Technical Literature
1 of 4
2A.2
Updating of technical library
1 of 4
2A.3
Updating logbooks
1 of 4
2A.4
Ground Equipments
2 of 4
2A.5
Engine Ground Run on Helicopter
2 of 4
2A.6
Loaning of Special Equipments
3 of 4
2.28.6
Page 6 of 9
August 1, 2007
104 of 106
104 of 106

TABLE OF CONTENTS
PART
3
TITLE
PAGE
QUALITY SYSTEM PROCEDURES
1 of 36
3.1
General
1 of 36
3.2
Quality Policy
1 of 36
3.3
Quality Audit of Organisation Procedures
1 of 36
3.3.1
Quality Audit Policy
3 of 36
3.3.2
Audit System
3 of 36
3.3.3
Internal Audit
4 of 36
3.3.4
Audit Procedure
4 of 36
3.3.5
Audit Briefing
3.3.6
Actual Audit
7 of 36
7 of 36
3.3.7
Audit De-briefing
7 of 36
3.3.8
Audit Report
7 of 36
3.3.9
Surveillance / Repeat Audit
9 of 36
3.3.10
External Audit (Audit of Sub Contractor)
10 of 36
3.3.11
Dissemination of Audit Findings
10 of 36
3.4
Quality Audit of aircraft (Ramp Inspection)
11 of 36
3.5
12 of 36
3.6.7
Quality Audit remedial action procedures

Certifying Staff qualifications and training
procedures
Appropriately task trend certifying staff / qualifying
person
Qualified support staff
DGCA Type Rated Licence Plus Company
Authorisation Holder
Certification Authority under Company Authorisation
Authorisation for Specific Task other than
Maintenance
Procedure for Conducting Authorisation Exam and
Grant of Authorisation
Training Procedure
3.6.7.1
Training of Certifying Staff
19 of 36
3.6.7.2
Refresher Training
19of 36
3.6.7.3
Technician Training
21 of 36
3.7
Certifying Staff records
22 of 36
3.8
Quality Audit personnel
23 of 36
3.6
3.6.1
3.6.2
3.6.3
3.6.4
3.6.5
3.6.6
Page 7 of 9
August 1, 2007
13 of 36
13 of 36
14 of 36
15 of 36
16 of 36
17 of 36
18 of 36
19 of 36

TABLE OF CONTENTS
PART
TITLE
PAGE
3.8.1
Audit Personnel
23 of 36
3.9
Adequacy of Qualifying Personnel
25 of 36
3.10
Qualifying Mechanics
26 of 36
3.11
Deferment of Maintenance Tasks - Procedure

Acceptable Means of Compliance / Use of
Alternative Procedure
Qualification procedure for specialized activities
such as NDT, Welding, etc.
Certificate of Competency
Requirements for Grant of NDT Inspection
Approvals
Procedure for Certification of Indian Registered
Aircraft by the Foreign Engineers Deputed from
Manufacturers / Foreign Approved Organisation
Human Factors training procedures
27 of 36
3.12
3.13
3.13.1
3.13.2
3.14
3.15
Page 8 of 9
August 1, 2007
29 of 36
30 of 36
30 of 36
31 of 36
32 of 36
33 of 36

TABLE OF CONTENTS
PART
4
TITLE
PAGE
CONTRACTED OPERATORS
4.1
1 of 5
4.2.1
Contracted Operators
DGCA Approved operators procedures and
paperwork
Control of Scheduled work
3 of 5
4.2.2
Spares Management
3 of 5
4.2.3
Control of Maintenance between inputs
3 of 5
4.2.4
Control of Deferred and repetitive defects
4 of 5
4.2.5
Reliability Monitoring
4 of 5
4.3
DGCA Approved operator record completion
5 of 5
4.2
PART
5
TITLE
1 of 5
3 of 5
PAGE
QUALITY SYSTEM PROCEDUREDOCUMENTS

5.1
Sample Documents
1 of 14
5.1.1
1 of 14
5.1.3
Store Acceptance Tag

Serviceable Tag / Certificate of Release to
Service
Unserviceable Tag
1 of 14
5.1.4
Rejection Tag
2 of 14
5.1.5
Warning Tag (Do Not Operate Tag)
2 of 14
5.1.6
Certificate of Release to Service of Aircraft

DGCA Authorised Release Certificate (CAForm One)
Rejection Note
Quality System procedure of Sub-Contractors
as per CAR 145.75(b)
2 of 14
5.1.2
5.1.7
5.1.8
5.2
Page 9 of 9
August 1, 2007
1 of 14
2 of 14
4 of 14
13 of 14

CAR 145 CROSS REFERENCE
CAR 145
CAR 145.20
CAR 145.25
CAR 145.30 (a)
CAR 145.30 (b)
CAR 145.30 (c)
MOE REFERENCE
1.9, Pg 23 of 28
1.8, Pg 21 of 28
1.3, Pg 8 of 28
1.2, Pg 6 of 28
1.4.1, Pg 9 of 28
1.4, Pg 9 of 28
2.22, Pg 77 of 106
CAR 145.30 (d)

2.26, Pg 101 of 106
DESCRIPTION
General Description of the Facilities Approved
Post Holders (Management Personnel)
Safety and Quality Policy
C E O (Accountable Manager)
Duties and Responsibilities of Management Personnel
Control of Manhour planning versus scheduled
maintenance work.
Procedures of Handing over task to next incoming
maintenance person.
Certifying staff qualification and training procedures
Quality Audit Personnel
Adequacy of Qualifying Personnel
Qualifying Mechanics
CAR 145.30 (e)
3.6, Pg 13 of 36
3.8, Pg 23 of 36
3.9, Pg 25 of 36
3.10, Pg 26 of 36
CAR 145.30 (f)
3.13, Pg 30 of 36
CAR 145.30 (g)

CAR 145.30 (h)
CAR 145.35 (a)
CAR 145.35 (b)
CAR 145.35 (c)
CAR 145.35 (d)
3.6, Pg 13 of 36
--3.6, Pg 13 of 36
3.6, Pg 13 of 36
3.6.7.2, Pg 20 of 36
3.6, Pg 13 of 36
CAR 145.35 (e)
3.6.6, Pg 18 of 36
Procedure for conducting authorisation exam and grant of

authorisation
CAR 145.35 (f)
3.6.6, Pg 18 of 36

authorisation
CAR 145.35 (g)
3.6.6, Pg 18 of 36

authorisation
CAR 145.35 (h)
3.7,Pg 22 of 36
Certifying staff records
CAR 145.35 (i) & (j)
3.7,Pg 22 of 36
CAR 145.40
2.3 to 2.6
CAR 145.45 (a)
2.8, Pg 27 of 106
CAR 145.50 (b)
2.10 to 2.14
Qualification procedures fro specialised activities such as

NDT, Welding etc.
--Certifying staff qualification and training procedures
Refresher Training
Stores Procedures
Maintenance Instructions and relationship to aircraft /
aircraft component manufacturers instructions including
updating and availability to staff
CAR 145.50 (c)
2.27, Pg 102 of 106
Procedures for he notification of maintenance data /

inaccuracies and ambiguities to the type certificate holder /
manufacturer.
CAR 145.50 (d)

CAR 145.50 (e)
2.10, Pg 34 of 106
2.9, Pg 32 of 106

Repair Procedure
CAR 145.50 (f)
2.8.1., Pg 29 of 106
Procedure for preparation of maintenance program /

Inspection schedules / Task Cards Approval and
updating
CAR 145.50 (g)
2.8.2, Pg 31 of 106
Procedure for intimating technical information to the

certifying staff / technical persons
CAR 145.50 (h)
2.13, Pg 55 of 106
Completion of maintenance documents
CAR 145.47 (a) &

(b)
2.22, Pg 77 of 106
Control of Man hour planning verses scheduled

maintenance work
Page 1 of 2
August 1, 2007

CAR 145 CROSS REFERENCE
CAR 145
CAR 145.47 (c)
CAR 145.50
CAR 145.55
CAR 145.60
CAR 145.65 (a)
CAR 145.65 (b)
CAR 145.65 (c)
CAR 145.70 (a) 1
CAR 145.70 (a) 2
CAR 145.70 (a) 3
MOE REFERENCE
2.26, Pg 101 of 106
2.10.8, Pg 43 of 106
2.16, Pg 68 of 106
2.13, Pg 55 of 106
2.21, Pg 76 of 106
2.15, Pg 64 of 106
2.18, Pg 72 of 106
1.2, Pg 6 of 28
3.15, Pg 33 of 36
Part 3
1.1, Pg 4 of 28
1.2, Pg 6 of 28
Issue of Certificate of release to service

Procedure for issue of certificate of release to service
Completion of maintenance documents
Control of computer maintenance record systems
Rectification of defects arising during base maintenance
Reporting of defects to DGCA / Manufacturer
Safety and Quality policy
Human Factors training procedures
Quality Procedures
Corporate commitment by the accountable manager
Safety and Quality policy
1.3, Pg 8 of 28
CAR 145.70 (a) 4
1.4, Pg 9 of 28
CAR 145.70 (a) 5

CAR 145.70 (a) 6
CAR 145.70 (a) 7
CAR 145.70 (a) 8
CAR 145.70 (a) 9
1.5, Pg 16 of 28
1.6, Pg 19 of 28
1.7, Pg 20 of 28
1.8, Pg 21 of 28
1.9, Pg 23 of 28
CAR 145.70 (a) 10
1.10, Pg 26 of 28
CAR 145.70 (a) 11

CAR 145.70 (a) 12
CAR 145.70 (a) 13
1.11, Pg 27 of 28
Part 2 & 3
4.1, Pg 1 of 4
Page 2 of 2
August 1, 2007
DESCRIPTION
Procedure for handing over task to next incoming
maintenance person
Post Holders (Management Personnel)

Duties and Responsibilities of Management
Personnel
Management organisation chart
Certifying staff
General Description of the Facilities Approved
Notification procedure to DGCA regarding changes
tgo the organisation's activities / approval / location /
personnel
Procedures for amendement of MOE
Maintenance Procedures and Quality Preocedure
Contracted operators

LETTER OF TRANSMITTAL
ISSUE NUMBER
REVISION NUMBER
SAPL/MOE/__
Initial Issue
0
DATED:
DATED:
General :
The accuracy of this Issue / Revision to MOE shall be verified and certified correct by the
Quality Manager for the incorporation into the Maintenance Organization Exposition (MOE).
The cover page of the revision shall bear Signature of Quality Manger and date
CHECKED AND AUTHORIZED BY__________________
(Quality Manager)
DATED (D/M/Y) ______________
Remove / Destroy Following Pages
From MOE
Insert Following Revised Pages in

MOE
Issued#
Dated
Revision#
Issued#
Dated
Revision#
Part#
Page#
Part#
NOTE: Record of revisions incorporated on revision record Page#3
Page 1 of 3
August 1, 2007
Page#

ACKNOWLEDGE SLIP
LETTER OF TRANSMITTAL NO.
DATE OF REVISION
Removed / Destroyed Following Pages

From MOE
Inserted Following Revised Pages in

MOE
Issued#
Dated
Revision#
Issued#
Dated
Revision#
Part#
Page#
Part#
SIGNATURE OF MOE HOLDER
Page 2 of 3
August 1, 2007
Page#

RECORD OF REVISION OF MOE

Issue #
Dated
Revision#
Dated
Initial
Isue
Aug 07
---
---
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August 1, 2007
Date
Date
Inserted Removed
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By
(name)
Signature
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PART 1
MANAGEMENT
PART 1
MANAGEMENT
INTRODUCTION
M/S Shaurya Aeronautics (P) Ltd is based in New Delhi where Corporate, Commercial &
Engineering departments are located has been established with a view to provide safe
maintenance services in order to achieve highest Airworthiness standards as applicable to
the type of aircraft under the scope of approval of maintenance organisation.
This Maintenance Organisation exposition (MOE) defines the quality / safety policy followed
by the engineering department in maintenance adhering to various statutory requirements
promulgated by DGCA, Regulatory authority of aircraft manufacturer and manufactures
instructions to ensure highest degree of Airworthiness standards and safety of aircraft.
This Maintenance Organisation Exposition is the main reference document for all quality
activities of M/S Shaurya Aeronautics (P) Ltd. and forms the basis for maintenance
approval.
This is a dynamic document and will be kept continuously updated by the Quality
department as and when there are changes to the manufacturers requirements,
maintenance policies, applicable aircraft rules, Civil Aviation Requirements (CAR) and any
other instructions issued by DGCA or regulatory authority of aircraft manufacturer from time
to time.
This Maintenance Organisation Exposition basically covers the following aspects:
a. The Management
b. The Maintenance Procedures including how aircraft components are accepted.
c. The quality system procedures covering methods of qualifying certifying staff and quality
audit personnel.
d. Contracted operator procedures and documentation.
e. DGCA approved maintenance procedures relevant to operation of aeroplanes covered
in various CARs.
f. Safety Management System
Each relevant page of the manual shall be approved by the DGCA and subsequent
amendments will be incorporated only after specific approval by DGCA. This Maintenance
Organisation Exposition meets the requirement of CAR-145 Approved Maintenance
Organisation for grant of approval to carry out maintenance of aircraft in accordance with
manufacturers instructions, aircraft rules, CARs and any other instructions issued by
DGCA.
Page 1 of 28
August 1, 2007

PART 1
MANAGEMENT
Even though the present requirements CAR SECTION-2 SERIES E is CURRENT on

maintenance approval, this manual has been prepared to harmonise with international
requirements based upon JAR-145 in respect of the approval of maintenance
organisations.
This manual is prepared for the use of all maintenance personnel associated with
the maintenance and airworthiness of aircraft, as per the guidelines stipulated in
Para
CAR-145-70
of
the
CAR-145 REQUIREMENTS FOR APPROVED
MAINTENANCE ORGANISATIONS.
The Maintenance Organisation Exposition will be distributed as per the distribution list
mention below. The holders of this manual are responsible for ensuring that their
nominated persons are fully conversant with the contents of this manual.
Name of MOE Holder
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
DAW Northern Region

Quality Manager
Accountable Manager
GM Engineering
Maintenance Manager
(Rotary Wing)
Maintenance Manager
(Fixed Wing)
Technical Library
Dy. Quality Manager
Kolkata Base
DAW Kolkata Region
Page 2 of 28
August 1, 2007
Number of Copies
Ref. No. of Copy
ONE
ONE
ONE
ONE
ONE
SAPL/07/01
SAPL/07/02
SAPL/07/03
SAPL/07/04
SAPL/07/05
ONE
SAPL/07/06
ONE
ONE
SAPL/07/07
SAPL/07/08
ONE
SAPL/07/09

PART 1
MANAGEMENT
Procedure for Amendment of MOE

The MOE is a dynamic document and shall be amended time to time, whenever there is a
change in procedure and personal in the organisation. No pages of this document shall be
removed / deleted / altered without the specific approval of DGCA. No amendment shall be
carried out without the consent of the accountable manager. The all amendment prepared
shall be submitted to the Director of Airworthiness, Northern Region for the approval. The
approved copy of each of amendment shall be distributed to the MOE holder for carrying
out the amendment in the MOE held by them. Master copy of this document will be retained
in QC Office and shall be available for inspection by officers of DGCA.
Whenever there is a change of Accountable Manager the same shall be intimated by the
CEO to the Regional Airworthiness Office. Change of any Post Holder shall be intimated to
the Regional Airworthiness Office by The Accountable Manager.
The detailed procedure of amendments is described at para 1.11 of this MOE.
Page 3 of 28
August 1, 2007

PART 1
1.1
MANAGEMENT
CORPORATE COMMITMENT BY THE ACCOUNTABLE MANAGER
The Accountable Managers exposition statement will embrace the intent of the following
paragraph:
The MOE and any associated referenced manual define the organisation and procedures
upon which DGCA CAR-145 Approval is based as required by
CAR-145.70. These
procedures are approved by the undersigned and shall be complied with as applicable
when work / work orders are being progressed under the terms of the CAR-145 approval.
It is accepted that these procedures do not override the necessity of complying with any
new or amended regulation published by DGCA from time to time where these new or
amended regulations are in conflict with these procedures.
It is understood that DGCA will approve this organisation whilst DGCA is satisfied that the
procedures are being followed and work standards maintained. It is further understood that
DGCA reserves the right to suspend, limit or revoke a CAR-145 approval of the
organisation if DGCA has evidence that procedures are not followed or standards not
upheld.
Signed:
Dated:
Accountable Manager
(Position)
For and on behalf of

M/S SAPL
Page 4 of 28
August 1, 2007

PART 1
MANAGEMENT
NOTE:
1. The above statement will be signed and will form a part of the maintenance organisation
exposition manual.
2. A copy of the above statement will be forwarded to DGCA while applying for Approval /
Renewal.
3. Whenever the Accountable Manager changes, it is important to ensure that the new
Accountable Manager signs the above statement at the earliest opportunity as part of the
acceptance by the DGCA. Failure to carry out this action could invalidate the Approval
granted by DGCA.
The Accountable Manager shall be acceptable to DGCA. During exigencies, he may
delegate his authority in writing to another person in the organization having the necessary
financial authority who then becomes the Accountable manager as approved by DGCA.
Page 5 of 28
August 1, 2007

PART 1
1.2
MANAGEMENT
SAFETY AND QUALITY POLICY
M/S SAPL has established a safety and quality policy for the organisation as required for
CAR-145 organisations. The safety and quality policy has a minimum programme
committed by the organisation to:
Recognise safety and a prime consideration at all times.
Will adapt a safety management system in the organisation
Human Factors principles will be applied to these policies
Will encourage all technical personnel to report maintenance related errors / incidents
Will recognise that compliance with procedures, quality standards, safety standards and
regulation is the duty of all personnel.
It will also recognise the need for all personnel to co-operate with the quality auditors.
1.2.1
SAFETY POLICY
Accident prevention is a top priority 0f M/S SAPL. The managements responsibility begins
at the top and includes all employees. It is every employees duty to integrate safety into all
maintenance activities so that the Companys objectives and goals are achieved safely and
efficiently.
All employees have a duty to ensure complete safety of all passengers, customers, visitors,
colleagues and themselves on the ground at all times.
It is the policy of M/S SAPL to provide safe and healthy working environment for staff,
customers and visitors.
It is the duty of all those associated with M/S SAPL to promote the reporting of all
accidents, incidents and potential risk situations so that they may be investigated to avoid
future occurrences.
All employees have an obligation to protect companys reputation by achieving a good
safety through good and consistent procedures and discipline.
The above policy has a high priority and equal status to business objectives and employee
satisfaction.
The support of all employees is required in carrying out the policy in the day-to-day
activities.
Page 6 of 28
August 1, 2007

PART 1
MANAGEMENT
The maintenance procedures will reflect the safety and quality policy and will cover all
aspects of maintenance including specialised services such as Non-destructive Testing,
etc.
The quality policy will ensure a quality system that includes:
Independent audits or audit by a person with appropriate technical knowledge and proven
audit experience acceptable to DGCA 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.
A quality feedback reporting system reporting to the Quality Manager and ultimately to the
Accountable Manager that ensures proper and timely corrective action is taken in response
to reports resulting from the independent audit.
The Quality System of the organization describes the framework of structures and
procedures and the means for implementing the quality objectives and quality policy
stipulated by the management/regulatory authorities.
Each key person of the organization is responsible for ensuring that his personnel have an
adequate knowledge of the requirements and other applicable regulations of relevance to
his area and fulfil them meticulously when carrying out their tasks.
M/S SAPLs Management is committed to provide total support and adequate resources to
meet Safety / Quality requirements and its standards and to always assure highest quality
to its valued customers.
Page 7 of 28
August 1, 2007

PART 1
1.3
MANAGEMENT
POST HOLDERS(MANAGEMENT PERSONNEL)
Management Personnel for the purpose of CAR-145 will consist of the following personnel
who will be responsible for Airworthiness and Safety of aircraft in maintenance operation.
1. CEO (Accountable Manager)
2. Quality Manager
3. Dy. Quality Manager
4. GM Engineering
4. Maintenance Manager (Fixed and Rotary Wing)
The above personnel acceptable, to DGCA whose responsibilities include ensuring that the
CAR-145 approved maintenance organisation is in compliance with
CAR-145
requirements, or nominated, who will ultimately be directly responsible to the Accountable
Manager.
The Accountable Manager shall nominate the following personnel for the acceptance to
DGCA.
1.
2.
3.
4.
(a)
(b)
Quality Manager
Dy. Quality Manager
GM Engineering
Maintenance Manager:
Fixed Wing.
Rotary Wing
The Accountable Manager will ensure, while nominating the management personnel, that
they have relevant knowledge and satisfactory experience related to aircraft / aircraft
component / aircraft component maintenance as appropriate in accordance with the
relevant procedures.
When ever there is any change in the Post Holders such changes shall immediately be
intimated to the Director of Airworthiness and the Accountable Manager shall nominate the
new persons accordingly for the acceptance of the Regional Airworthiness. The approval
granted to the organisation shall be deemed to be invalid if the in the Post Holder is not
intimated and the new Post Holders are not nominated.
Page 8 of 28
August 1, 2007

PART 1
MANAGEMENT
1.4
DUTIES AND RESPONSIBILITIES OF MANAGEMENT PERSONNEL
1.4.1
C E O ( ACCOUNTABLE MANAGER )
M/S SAPL is headed by a CEO who is also the Accountable Manager. The Accountable
Manager is responsibilities for the following:

The Accountable Manager acceptable to DGCA is responsible for establishing and

promoting the safety and quality policy specified under CAR-145.65 (a).
Ensure that all activities including quality monitoring, are organized, managed and
supervised. This also includes contracting and surveillance regarding sub-contracting work.
Ensure that appropriate instructions are developed, maintained, documented and followed
for compliance with the requirements including payment of any charges.
Ensure that all personnel are appropriately trained and qualified to accomplish the work.
Ensure that suitable facilities (workshops and equipment) and necessary material
(components, spare parts etc.) are available, enabling the organisation to work as per the
scope of approval granted.
Proper maintenance in an efficient and cost effective manner.
Managers and staff discharge their responsibilities as laid down and properly trained and
qualified.
As an approved maintenance agency, regulatory requirements with regard to manpower,

test equipment, tooling, spares, literature, and standards are provided.
Sufficient financial authority to ensure compliance of safety requirements.
Will organize and manage proper quality monitoring surveillance in maintenance.
Organize and manage proper quality monitoring when sub-contracting work.
Page 9 of 28
August 1, 2007

PART 1
1.4.2
MANAGEMENT
QUALITY MANAGER
The Accountable Manger nominates the Quality Manager who should be acceptable to the
DGCA.
The Quality Department headed by a Quality Manager is responsible for exercising quality
function over the maintenance activities commensurate with the scope of approval granted
by Airworthiness office.
He is responsible for monitoring the quality system including the associated

feedback system.
Monitoring the quality system includes requesting remedial action as

necessary by Accountable Manager, GM Engineering or Maintenance Manager as
appropriate.
The Quality Manager is responsible for enforcing quality function through

general supervision and inspection checks during aircraft maintenance from appropriate
licensed aircraft maintenance engineers (AMEs) and Certification of Authorisation holders.
He will be an approved person by DGCA. He is responsible to ensure that the

organization is in compliance with current Civil Aviation Requirements.
He will be responsible for the functioning of Quality Division on the

engineering Activities of the organisation.
He will co-ordinate, liaise and correspond with Airworthiness Authorities on

various aspects of Engineering, maintenance and certification of aircraft.
He will liaise with GM Engineering, Maintenance Manager to ensure that the

work in various divisions and sections of the Engineering department is carried out in an
approved manner observing all Airworthiness requirements.
The Quality Manager will be responsible for keeping the organizational

approval current.
He will maintain the License and the approval records of all Certifying Staff /
Certification of Authorisation holders and ensure that these Licenses / Authorisations are
kept current.
Training of authorised persons / conducting refresher courses and any special

courses on technical and management subjects will be initiated as and when required.
Page 10 of 28
August 1, 2007

PART 1
MANAGEMENT
He will also ensure following license / certificate / approvals are kept valid:
i) Maintenance organizational approval,

ii) Certificate of Airworthiness of each aircraft,
iii) Aeromobile Station license for each aircraft,
iv) Annual subscription fees for continued supply of updated technical literature from
manufacturers / vendors on aircraft / engine / equipments and use in maintenance.
To ensure compliance of all applicable Civil Aviation Requirements and

technical standards for aircraft maintenance.
To ensure compliance of all mandatory modifications / requirements of the

Airworthiness Authorities or the requirements from Aircraft,/ engine and equipment
manufacturers as applicable during the course of maintenance.
To study and notify as necessary the directives and technical information to

all Certifying Staff / Authorisation holder in the engineering department as and when
received from the DGCA and/or the manufacturers of the aircraft/engine/components, etc.
To systematically review and evaluate quality of work and inspection

procedures. Where necessary, issue technical circulars for better understanding to improve
the standard of airworthiness and safety.
To ensure proper upkeep of all log books and inspection schedules including
records of major items and lifed components on airframe, engines, radio equipment and
avionics items.
To supervise engineering stores and ensure compliance of procedures such

as storage, receipts and issue of parts and materials etc To lay down procedures for
periodic review of the shelf life of the stored materials, parts and components and to
arrange for their re-certification as required when due.
To periodically review overhaul life of the components, taking into account the
operating experience, defects observed and the failure rates etc, and to initiate life
development program with airworthiness authority.
To recommend to the Regional Airworthiness authority for the approval of

released note signatory.
To scrutinize all Service Bulletins, Technical Instructions and modifications

issued by the manufacturers / DGCA and ensure compliance of the same, as applicable.
Page 11 of 28
August 1, 2007

PART 1
MANAGEMENT
To obtain concession / approval from the Airworthiness office for the carrying
out of repairs and/or modifications of special nature not covered by the manufacturers and
use of substitute materials / procedures in maintenance.
To prescribe standards for testing and periodical calibration of work tools,

measuring instruments and equipments and maintain appropriate records covering such
checks.
He may under take certification of aircraft , engine, components etc as

per the privileges of his license/approval held covering the fleet of aircraft, engine
and equipments maintained with prior permission of the Regional airworthiness office.
To assist Airworthiness authority in delay and defect investigations and to

initiate suitable corrective measures on the findings to minimize and prevent their repetition.
He is responsible on behalf of the approved organisation for issuing CAR-145

Certification Authorisations to certifying staff of the company. Prior information shall be
given to the Regional Airworthiness Office for association of their representatives.
He is also responsible in maintaining an independent quality audit team for

carrying out various audits of the organisation relevant to the Scope of Approval granted by
the DGCA.
He is also responsible for the quality feedback system wherein the findings
from the independent quality audits of the organisation are properly investigated and
corrected in a timely manner.
He is also responsible to keep informed of the Accountable Manager of any

safety issues related to audit findings and compliance of the same.
He will cross check that maintenance inspection schedules / TBO / COSL,

prepared by the engineering department are in accordance with manufacturer and DGCA
requirements.
1.4.2a
Dy. QUALITY MANAGER
The Accountable Manger nominates the Dy. Quality Manager who should be acceptable to
the DGCA.
The Dy. Quality Manager who is directly responsible to the management and to the DGCA
in the absence of Quality Manager shall exercise his duties within his scope of approval. He
should be fully conversant with whole of the activity of the organisaton for which approval is
granted.
The duties and responsibilities of the Dy. Quality Manager are the same as specified for the
quality manager and is directly responsible to him.
Page 12 of 28
August 1, 2007

PART 1
1.4.3
MANAGEMENT
GM ENGINEERING
The Accountable Manger nominates the GM Engineering who should be acceptable to the
DGCA.
The engineering organization is headed by GM Engineering. His duties are:
He is responsible for the overall functioning of the engineering department in an efficient

manner to achieve safe and economic aircraft operation.
He is responsible for future planning and expansion programs and looks into manpower,
materials, and tool requirements for such expansion
He issues policy directives and co-ordinates with other departmental heads
He reports to the Accountable Manager
Preparation of maintenance inspection schedule in conformity with Maintenance Manual,

manufacturer Maintenance planning documents and Civil Aviation Requirement and their
approval.
Preparation of TBO / COSL in according with manufacturers and DGCA requirements for
approval.
Review if Maintenance Inspection Schedule and TBO / COSL in the light of latest
manufacturers requirements and Civil Aviation Requirements.
To ensure in-corporation of amendment to the maintenance manual in respect of airframe,

engine, components etc.
To ensure that all the maintenance inspection schedules are completed in all respect
before forwarding to Quality Manager.
To ensure that the maintenance of aircraft is carried out at its due date.
To ensure that all log book entries i.e. removal / installation of the components,
accomplishment of maintenance inspection schedules etc. are completed and signed by
the concerned AME within stipulated time.
To ensure that flight log book is filled in appropriately by pilot and AME in all respect.
To ensure that defect reported by the pilot during flight and

AME during maintenance are properly analysed and rectified appropriately.
To ensure that all tools, equipment, ground equipments, special tools etc. are in good
working condition.
All necessary spares and consumables are available before maintenance start.
Study of mandatory service bulletin received for manufacturers and liaison with Quality
Manager for the necessary action for embodiment for compliance.
Upkeep of maintenance manual in respect of aircraft and engine.
Page 13 of 28
August 1, 2007
observed
by

PART 1
MANAGEMENT
In-corporation of amendment to the MOE whenever an amendment is issued.
The GM Engineering is responsible for administration of the Engineering Department and is

directly responsible to the Accountable Manager for all aspects and activities of the
Engineering Department including promulgation and enforcement of Airworthiness
Standard, evaluation and study of new aircraft and study of new aircraft and equipment,
requirement of engineering staff and any other function assigned to him by the Accountable
Manager from time to time. He is also responsible for liaising with operations and
Commercial Department for activities pertaining to operation of aircraft.
He will be responsible for total control of all engineering functions including procurement of
tools, equipments, literatures, personnel and other facilities. To achieve the objectives, he
will be fully responsible for ensuring that all quality feedback system deficiencies are
corrected in co-ordination with Quality Manager and the Accountable Manager.
Page 14 of 28
August 1, 2007

PART 1
1.4.4
MANAGEMENT
MAINTENANCE MANAGER
The Accountable Manger nominates the Maintenance Manager who should be acceptable
to the DGCA.
The Maintenance Manager is responsible for the following functions:
He is responsible for ensuring that all maintenance required to be carried out in the hangar
plus any defect rectification carried out during base maintenance is done to the quality
standards specified in manufacturers manual / Civil Aviation Requirements and procedures
given in Maintenance Organisation Exposition Manual.
He is responsible for ensuring that all maintenance required to be carried out at outstations
including defect rectification is carried out to the maintenance standards as specified in the
manuals and also responsible for any corrective action resulting from quality compliance
monitoring.
He is responsible for ensuring that all work on aircraft components is carried out to the
maintenance standards as specified in the manuals and also responsible for any corrective
action resulting from quality compliance monitoring.
He is responsible for provisioning of facilities, technical literature, equipment, tools and

personnel required for maintenance.
He should ensure that all maintenance is performed under the supervision of Certifying
Staff / Authorisation Holders.
Responsible to the DGCA as well as to the organisation for ensuring adherence to laid
down aircraft maintenance engineering practices, airworthiness, quality control and safety
standards.
Co-ordinating with Quality Manger in respect of major and repetitive defects, premature
removals pertaining to aircraft / engine systems and structures.
Responsible to ensure general orderliness, cleanliness and safety in the division.
To ensure that the personnel under him are made familiar with the proper use and location
of fire-fighting equipment.
To ensure that the fire-fighting equipments are periodically checked for serviceability
approved periodicity.
Page 15 of 28
August 1, 2007

PART 1
1.5
MANAGEMENT
MANAGEMENT ORGANISATION CHART
The organizational structure of M/S SAPL is shown below. This structure is not limited to
this chart, but will vary as and when required as per future planning and expansion.
CEO
Accountable Manager
G M Engineering
Maint. Manager
Rotary
Wing
Quality Manager
Maint. Manager
Fixed
Wing
Audit Personnel
Dy. QM
Technical Officer
AME s
AME s
Authorization
Holder
Authorization
Holder
Technicians
Technicians
Helper
Helper
Page 16 of 28
August 1, 2007
Stores Inspector
Stores keeper

PART 1
MANAGEMENT
Maintenance of aircraft of other Organisation

M/S SAPL shall under take the maintenance of the aircraft of other organisations/operators
as per the scope of approval granted to M/S SAPL as per the terms and condition agreed
in the maintenance contract. Such maintenance could be on a long term basis for a regular
maintenance over a period of a time or a particular specific task/maintenance. Whenever
such maintenance is under taken by M/S SAPL information to this effect shall be given to
the Regional Airworthiness Office.
Page 17 of 28
August 1, 2007

PART 1
MANAGEMENT
INTENTIONALY LEFT BLANK
Page 18 of 28
August 1, 2007

PART 1
1.6
MANAGEMENT
CERTIFYING STAFF
M/S SAPL will ensure that the organisation has appropriate certifying staff to
commensurate with the maintenance capability of the organisation. The certifying staff will
have adequate understanding of the relevant aircraft and/or aircraft components to be
maintained together with the organisation procedures before the issue or re-issue of the
CAR-145 Certification Authorisation.
M/S SAPL will also ensure that all aircraft release certifying staff are involved in at least six
months of aircraft maintenance experience in an aircraft maintenance environment in the
preceding two year period. M/S SAPL will also ensure that all certifying staffs receive
adequate refresher training in each two year period to ensure that the certifying staffs
possess up-to-date knowledge of relevant technology, organisation procedures and Human
Factors issues.
Further, the organisation will ensure that the certifying staffs are assessed for their
competence, qualification and capability to carry out their intended certifying duties in coordination with the DGCA before the issue or re-issue of a CAR-145 certification
authorisation. The Quality Manager will be responsible for issuing CAR-145 certification
authorisation to certifying staff.
All certifying staff will be provided with a copy of the certification authorisation and it will be
produced to the authorities when demanded, within a reasonable time.
1.6.1
List of Certifying Staff.
Quality Department shall maintain a list of all Certifying Staff giving details as mentioned at
Para 1.7 of this MOE. The list shall be kept up dated whenever there is a change either in
the capability or of personnel.
Page 19 of 28
August 1, 2007

PART 1
1.7
MANAGEMENT
CERTIFYING STAFF RECORDS
M/S SAPL Quality Department will maintain a record of all certifying staff covering all
Certifying Staff, Certification of Authorisation holders, their specimen signatures, License
number and ratings / authorisations held with the scope. The Quality Department will also
maintain medical records of all certifying staff including their initial and recurrent training /
refresher courses undergone.
The certification authorisation will be presented in such a way to make clear the scope of
authorisation. The following minimum information will be kept on record in respect of each
person:
i. Name
ii. Date of Birth
iii. Basic Training
iv. Type Training
v. Refresher Trainings
vi. Experience
vii. Qualification relevant to the approval
viii. Scope of authorisation
ix. Date of first issue of authorisation
x. Validity of the authorisation
xi. Identification Number of the authorisation
The records will be kept and controlled by the Quality Department. Access to these
records will be controlled only to authorised persons so that the records cannot be altered
or such confidential records become accessible to unauthorised personnel. However, such
records will be available at any time for DGCA personnel for scrutiny. The records will be
maintained at least for a period of two years after the certifying person has ceased
employment with the organisation or withdrawal of the authorisation, whichever is earlier.
Page 20 of 28
August 1, 2007

PART 1
1.8
MANAGEMENT
GENERAL DESCRIPTION OF THE FACILITIES APPROVED
M/S SAPL has established their own state of the art hanger facility at IGI Airport, New
Delhi, to accommodate aircraft for maintenance. Necessary man power, material and
literature are provided commensurate with the scope of maintenance approval granted by
Regional Airworthiness Office.
At present M/S SAPL shall out source the maintenance and inspection of Wheel Assembly,
aircraft battery and CVR /FDR read-out to the Manufacturer / vendor/ DGCA approved
facilities. M/S SAPL has necessary ground equipment like, battery cart, GPU, step
ladders/trestles, stands and servicing equipment required for the safe and smooth
maintenance of the aircraft. Presently M/S SAPL has maintenance base at New Delhi and
Kolkata only however, in exigencies whenever additional maintenance is required during
operation at other station than main base or for rectification of snag, then necessary
manpower and material along with literature will be sent to service the aircraft before
continuing the operations.
M/S SAPL is at present fully equipped to carry out maintenance as per the Scope of
Maintenance mentioned at Para 1.9 of this MOE.
M/S SAPL has ensured that the work facilities are protected from weather elements, proper
segregation of specialised workshops so that contamination is unlikely to occur.
Appropriate office accommodations are provided for management of the planned work.
The working environment is made congenial so that the effectiveness of personnel is not
impaired.
Proper storage facilities are provided for aircraft components, equipment, tools and
materials. The storage facilities are kept clean, ventilated, and maintained at regulated dry
temperature to minimize the effects of condensation. Strong storage racks are provided to
ensure sufficient support for large aircraft component such that the component is not
distorted during storage.
Proper segregation of serviceable aircraft component, material, equipment and tools are
ensured. The storage conditions are in accordance with manufacturers instructions /
DGCA requirements to prevent deterioration and damage of stored items. All stored
components, wherever practicable, will remain packaged in protective material to minimize
damage and corrosion during storage. Only authorised personnel are allowed access to
storage facilities.
At the Main Base, Delhi, hangar facility is provided for maintenance. Hangar workshops
protected to minimize dust generation. The hangar is provided with adequate lightning to
facilitate proper inspection and maintenance. Environmental factors are taken into
Page 21 of 28
August 1, 2007

PART 1
MANAGEMENT
consideration during maintenance so that the personnel can carry out required tasks
without undue discomfort.
Page 22 of 28
August 1, 2007

PART 1
1.9
MANAGEMENT
ORGANISATIONS SCOPE OF WORK
Category Class A1, A2 and Class A3 rating granted to M/S SAPL implies that M/S
SAPL as a CAR-145 Approved Maintenance Organisation can carry out maintenance of
the aircraft and any component (including Engines / APU) only whilst such components are
fitted to the aircraft except that such components can be temporarily removed for
maintenance when such removal is expressly permitted by the manufacturer in their
Maintenance Manual to improve access for maintenance.
M/S SAPL has the following CAR-145 Maintenance Organisations Scope of Approval
granted by the Regional Airworthiness Office for Maintenance.
CLASS
Aircraft
Aircraft
Aircraft
Aircraft
Page 23 of 28
August 1, 2007
RATING
LIMITATION
A3
LAMA/Cheetah SA315B Helicopters

fitted with Artouste
III B/B1 engine
(upto 800 Hrs / 4
Year inspection)
A3
A3
A2
Maintenance of
Chetak SA-316B
Helicopter fitted with
Artouste IIIB/B1
engine.
(upto 800 Hrs / 4
Year inspection)
Maintenance of Bell
206 B III Jet Ranger
Helicopter including
its RR 2250-C20J
engine.
(upto 300 Hrs/1 Year
inspection)
Maintenance of
Premier-1 Beech
Model 390 aircraft.
(upto 200 Hrs/1 Year
inspection)
BASE
LINE
YES
YES
DELHI
DELHI
YES
YES
DELHI
DELHI
YES
YES
DELHI
DELHI
YES
YES
DELHI
DELHI

PART 1
CLASS
Aircraft
CLASS
Aircraft
Aircraft
Page 24 of 28
August 1, 2007
MANAGEMENT
RATING
LIMITATION
A2
Maintenance of
KingAir C90 Aircraft
fitted with P&W
PT6A-21 engines.
(upto 400 Hrs / 1
Year {Phase I & II))
RATING
A1
A3
LIMITATION
Maintenance of
Beechjet 400A
Aircraft fitted with
P&W JT15D-5
engines. (Upto 200
Hrs inspection)
Maintenance of
Chetak SA316B &
Cheetah SA 315B
Helicopters fitted
with Artouste IIIB/B1
engine.
(upto 200 Hrs / 1
Year inspection)
BASE
LINE
YES
YES
DELHI
DELHI
SUB BASE
LINE
YES
YES
KOLKATA
KOLKATA
YES
YES
KATRA
KATRA

PART 1
MANAGEMENT
INTETIONALY LEFT BLANK
Page 25 of 28
August 1, 2007

PART 1
1.10
MANAGEMENT
NOTIFICATION PROCEDURE TO DGCA REGARDING CHANGES TO THE

ORGANISATIONS ACTIVITIES / APPROVAL / LOCATION / PERSONNEL
Changes to organization structure and procedures associated with continuous development

in maintenance, expansion of facilities, and improvement to quality system will be duly
amended and reflected in relevant documents after prior approval of the DGCA. Such
changes will be made effective only on approval.
M/S SAPL will promptly notify DGCA of any proposal to carry out any of the following
changes before such changes takes place to amend if necessary, the approval certificate.
This is to ensure that the organisations approval remains valid during period of transition or
the maintenance organisation may offer it during such changes as per the conditions
prescribed by the DGCA.
The name of the organisation
The location of the organisation
Additional locations of the organisation
Accountable Manager
Any of the senior persons (Post Holder) specified in Para 1.3 of this manual.
The facilities, equipment, tools, material, procedures, work scope and

certifying staff that could affect the approval.
DGCA may prescribe conditions under which approved organisation may operate during
such changes unless it is determined that the approval should be suspended.
Page 26 of 28
August 1, 2007

PART 1
1.11 PROCEDURES
EXPOSITION (M O E)
FOR
MANAGEMENT
AMENDMENT
OF
MAINTENANCE
ORGANISATION
The Maintenance Organisation Exposition Manual is an approved document by the DGCA.

Any changes or amendments to this document must be approved by the DGCA before
incorporation in the manual. This manual constitutes the working procedure of the
organisation.
The Quality Manager will be responsible for monitoring the amendment of the Maintenance
Organisation Exposition Manual as follows:
In order to keep the contents of this manual up-dated, revision to this manual will be issued
by the Quality Manager/Deputy Quality Manager as and when required duly approved by
DGCA.
Before incorporating such revision(s) the revised/amended pages would be forwarded to

the Regional Airworthiness Office, in triplicate, requesting approval of the revision(s). After
obtaining approval the manual master copy retained in the Quality Division will be revised,
and subsequently revision copies will be distributed to the holders of this manual (as per
Distribution list) who will be responsible for incorporating the issued revision(s) in the
manual held by them. To confirm receipt of the approved revision and the MOE status of
the copyholder, a Letter of Transmittal cum Acknowledgement Slip shall be sent along with
the revised documents including current List of Effective Pages (LEP). The copy holders of
MOE will be required to remove and destroy all superseded pages and replace by inserting
the approved revised pages. Copy holders shall be fully responsible to compare and check
all pages of their MOE to the current LEP. All such pages whose status is not as per the
current LEP, (or) the pages are found to be either missing, not revised, (or) soiled shall be
immediately informed by the pages are found to be either missing, not revised, (or) soiled
shall be immediately informed by the MOE holder. The Letter of Transmittal including the
Acknowledgement slip has to be signed and returned back by the MOE holder within 14
Days of receipt of the revisions. It helps confirming that the revised pages have been
inserted in the respective MOE and also reveals the status of MOE issued to the individual.
The Maintenance Organisation Exposition will be revised or amended under the following
circumstances:
i. On induction of new Aircraft / Components and / or Equipments as may become necessary

ii. On change of any policy decision / procedure in consultation and approval of the
airworthiness office.
iii. As per the directives from the Director General of Civil Aviation.
iv. Whenever there is a change in inspection and maintenance policy requirements on
Aircraft/Equipments.
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August 1, 2007

PART 1
MANAGEMENT
v. As a result of experience gained by the Organization during the maintenance or

implementing audit / safety recommendations.
Page 28 of 28
August 1, 2007

PART 2
PART 2
2.
2.1
SUB-CONTRACTOR MAINTENANCE PROCEDURES

SUPPLIER
EVALUATION
PROCEDURES
AND
SUB-CONTRACT
CONTROL
(CONTROL OF SUB-CONTRACTORS NOT APPROVED UNDER CAR-145)

Some times there may be occasions that certain maintenance tasks are
required to be performed which is beyond the capability of the organisation
and therefore such maintenance is given to an another organisation. This
process of awarding the maintenance to another organisation is termed as
Sub-contracting. The Sub-Contractor may,
(a) Either be appropriately approved under CAR 145 by DGCA
or
(b) Not approved in accordance with CAR-145 by DGCA.
Whenever any maintenance task is required to be sub-Contracted to an
organisation which is approved under CAR 145, the intimation of such
maintenance contract shall be sent to the Regional Airworthiness Office
before awarding such contract.
If any Maintenance is required to be carried out abroad at FAA/JAA/CAA
approved maintenance facilities such intimation shall be provided to the
Regional Airworthiness Office as well as to the DGCA Head Quarters.
However, it is, also permitted for an organisation that is not appropriately
approved in accordance with CAR-145 to carry out certain maintenance
under the quality system of an appropriately approved CAR-145 organisation
with prior permission of Regional Airworthiness Office.
Normally, the sub-contract mentioned at (b) above will only be for servicing of
a component or carrying out some special processes like NDT, heat
treatment, electroplating, etc. where the approved CAR-145 organisation may
not have its own facility to undertake the specific task due to various reasons
in view of limited work or due to economy. However, such work will be carried
out at outside facilities (sub-contractor) where the company may have
adequate infrastructure to undertake the job but may not be in favour of taking
CAR-145 approval due to limited aviation activities.
Page 1 of 106
August 1, 2007

PART 2
However, notwithstanding the above, whenever servicing

or special
process of a component or other limited maintenance work is to be carried
out at a (b)sub-contractors facility that does not hold CAR-145 approval,
but posses the necessary infrastructure to accomplish the work, the
procedure adopted is as follows:
A pre-audit procedure will be established whereby the quality system

independent audit personnel will determine whether the services, of the
sub-contractor, that it wishes to use meet the intent of CAR-145.
A representative of Quality Manager / Quality Audit personnel will visit the

firm to study the capability like tools, equipment, calibration status,
cleanliness, expertise, etc., of the facility to undertake the job.
When the Quality Manager is satisfied with the capability of the firm, he
will intimate the Regional airworthiness office of the same and if required
will also associate a representative of the Regional airworthiness office
with inspection.
The entire work in the sub-contract firm will be carried out as per the
procedures / drawing / details provided by the approved CAR-145
organisation.
A representative of Quality Manager / authorisation holder who is familiar

with the work and also holds approval to certify the job will associate full
time when the repairs / servicing is carried out at the outside firm.
On completion of work, the certification and documentation will be carried

out by the CAR-145 organisations representative who has associated with
the work and holding company authorisation.
Under no circumstances will the sub-contractor who does not hold the
CAR-145 approval will certify the job undertaken at his facility for the
CAR-145 organisation.
The CAR-145 maintenance organisation quality staff will carry out routine
audit of the sub-contractor on a regular basis till such time the CAR-145
Organisation utilises the services of the sub-contractor.
The contract between M/S SAPL and the sub-contractor will contain a
provision for DGCA staff to have the right of access to the sub-contractor.
All sub-contract work records are to be preserved in Quality Office and are to
be made available to Regional airworthiness office for inspection when
required.
Page 2 of 106
August 1, 2007

PART 2
2.2
PROCEDURE FOR AWARDING MAINTENANCE CONTRACT

ANOTHER CAR-145 APPROVED MAINTENANCE ORGANISATION
TO
The services of external contractors/maintenance agencies will be sought,

only when M/S SAPL maintenance approval scope do not cover to under take
such maintenance.
The awarding of maintenance contract to a CAR-145 approved maintenance
organization can be in two ways. In case of major maintenance or servicing
of airplane/helicopter/engine it can be given to an approved firm abroad who
are holding the FAA/CAA approval. Alternatively, in case, if a local firm in
India is holding similar CAR-145 approval from DGCA then usually such task
will be entrusted to the local firm.
The criteria for assessment and selection of external contractors for
maintenance / repair / servicing / testing of aircraft / components / rotables
including engine are as follows:
The previous experience of the external contractor for similar type of

repair / maintenance.
Status of maintenance approval for carrying out repair by the regulatory

authority of the country and also the DGCA.
Whether the contractor is an authorized repair/service centre of original

equipment manufacturer.
Previously demonstrated performance in terms of turnaround time, quality,

and field experience feedback data in terms of similar work for other
operators.
Based on above factors, maintenance and repair contract is entered into for a
specified period after ensuring the firm possesses the CAR-145 maintenance
approval for carrying out such work.
The contract will contain a provision for DGCA staff to have the right of
access to the sub-contractor.
It may be noted that contracts are given only to those firms that have been
approved by the DGCA, India. Prior to finalizing any maintenance or repair
work the Quality Manager of the organization along with DGCA officials will
conduct an audit of the contractor to demonstrate to the DGCA that the
contractor has the capability, organizational structure, competent and trained
personnel to perform the contracted work in accordance with operators
approved maintenance program.
Page 3 of 106
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PART 2
It is the responsibility of the Quality Manager to oversee the maintenance

carried out by external contractor by periodically auditing the work by a team
of Quality Audit personnel who are appropriately qualified to ensure
compliance of the approved maintenance program without any deviation.
The external contractor will be provided with all copies of maintenance and
airworthiness documents and other schedules to ensure that the maintenance
work is carried out as per the program and procedure approved by DGCA.
On completion of contract work, the completed work package documents
received from the vendor / repair agency covering all aspects of work will be
accompanied by a certificate of serviceability / release form quoting the
authority of approval which should be deemed as evidence of compliance of
approved repairs / servicing on the item / component / assembly as
stipulated.
The Quality Manager while entrusting the work to outside contractors shall
ensure the following:
Satisfy him self of the adequacy of the facilities provided by the outside
party.
Ensure that the outside contractor is holding the regulatory authority

approval.
That no objection certificate has been obtained from the DGCA to export
and re-import the parts.
The quality of work produced satisfactorily meets the standards given in

the manufacturers/vendors manual.
Ensure that all applicable mandatory modifications, inspections, Quality

Office and regulatory requirements are complied with during the course of
completion of the work.
However, when an Indian operator wants to send his aircraft, engine or

equipment for servicing to the manufacturer or their subsidiaries then they are
not required to obtain approval from DGCA provided they are holding
approval of FAA/JAA.
Foreign Firms engaged in repair/overhaul of aircraft components, rotables,
and items of equipment when undertake work on similar equipment received
from an Indian operator, they do not need DGCA approval if such agencies
hold FAA/JAA approval.
Page 4 of 106
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PART 2
Similarly M/S SAPL may also send their aircraft or engine or landing
gears for major servicing / overhaul at manufacturers facilities, abroad as
and when required, since such facilities do not need DGCA approval.
However prior information shall be sent to DGCA accordingly.
2.2.1
ACCEPTANCE / INSPECTION OF AIRCRAFT COMPONENTS AND

MATERIAL FROM OUTSIDE CONTRACTORS
This procedure establishes a uniform and consistent method for receipt and
inspection of aircraft goods from vendors / outside parties.
On receipt of materials in store, it shall be the responsibility of the stores in

charge to ensure that the aircraft goods received are properly segregated
while awaiting inspection.
The receipt store shall open the packing case, as necessary, and offer the
items to the Stores Inspector for inspection with all relevant documents.
The Stores Inspectors shall ensure through physical checks the

correctness of the part number, both on the component as well as on the
delivery document. He shall also verify the validity of documents.
Only such aircraft components/rotables received duly from such external

contractors with valid release documents (like FAA 8130 Tag or JAR 145
Release document, JAR Form 1, etc.) specifying the nature of work
carried out, modification status, known history, etc. will be duly accepted in
stores after scrutiny of documents and its conformance to standards,
before releasing the same to maintenance for use on the aircraft.
For any deficiency noticed during the Inspection of the items and / or
checking of delivery documents, the Stores Inspector shall promptly raise
a discrepancy report for Quality Manager and keep the material
segregated with the Quarantine tag. Such items shall not be routed to the
Bonded Stores till cleared by Quality Manager / Stores Inspector.
If the Stores Inspector is satisfied with the documents, he shall check the
parts for physical condition, damages and deterioration in transit and if
found satisfactory, issue an accepted/serviceable tag.
NOTE: A suitably equipped facility is utilized for the inspection & acceptance of electrostatic
discharge sensitive devices.
Page 5 of 106
August 1, 2007
After satisfying the above procedures, the Store Inspector shall certify the
goods received with acceptance note. The goods so certified shall be
packed and sent to Bonded Stores. The accepted/serviceable tag will
show the storage period, storage checks if any during storage and expiry
date, which would be further monitored, by the stores.

PART 2
The storage of components should be such that the materials or parts are
issued in strict rotation i.e. old stock should be issued before new stock.
This is all the more important for perishable goods, instruments and other
rubber items that have definite storage limiting periods.
Where the M/S SAPL enter into agreement such as participation in Rental / Exchange,
Parts Pool / Time sharing, continuous part lease programs, Quality Manager / Stores
Incharge shall ensure the following:
Page 6 of 106
August 1, 2007
The materials received from the above arrangements and the compliance
with applicable Airworthiness Directives (ADs), Mandatory Service
Bulletins and Life Limits are complied with.
The model and modification status of the part must be established with
regard to its compatibility with the fleet and inspection / maintenance
programme.
In addition to the release certificate, other applicable technical
documentation substantiating new parts or maintenance of reworked
component must be reviewed and incorporated into the aircraft records.
Technical information may include test results, calibration records, special
manufacturers repair / modification schemes, failure analysis etc., the
availability of such information which may be necessary in the operation
and maintenance of the subject item in the future.\
If there is any question of the integrity of the previous operator with regard
to operation or maintenance of the item or if environment aspects of the
previous operation were adverse, special test or inspections to determine
its condition should be accomplished. For example, an engne might
warrant a boroscope inspection, oil spectrometric analysis, performance
tests, or a hot section inspection to ensure its serviceability with regard to
our standards.
If the part has been out of service for an appropriate period, it must be
determined that it was properly preserved, stored, handled and protected
during that period.

PART 2
2.3
STORAGE, TAGGING AND RELEASE OF AIRCRAFT COMPONENTS

AND MATERIAL TO AIRCRAFT MAINTENANCE
M/S SAPL has ensured proper storage facilities for aircraft components,
equipment, tools and material. It has ensured proper storage conditions,
segregation of serviceable aircraft components, equipment and tools.
Further, it has also ensured that the conditions of storage are in accordance
with manufacturers / DGCA instructions to prevent deterioration and damage
of stored items. Further it has ensured that access to such storage facilities is
restricted only to authorised persons. All stored components, wherever
practicable, should remain packed in protective material to minimize damage
and corrosion during storage.
2.3.1
RECEIPT AND INSPECTION OF AIRCRAFT GOODS FROM VENDORS /

OUT SIDE PARTIES
On receipt of materials in store, it shall be the responsibility of the stores in

charge to ensure that the aircraft goods received are properly segregated
while awaiting inspection.
The receipt store shall open the packing case, as necessary, and offer the
items to the Stores Inspector for inspection with all relevant documents.
The Stores Inspectors shall ensure through physical checks the

correctness of the part number, both on the component as well as on the
delivery document. He shall also verify the validity of documents.
For any deficiency noticed during the Inspection of the items and/or
checking of delivery documents, the Stores Inspector shall promptly raise
a discrepancy report for Quality Manager and keep the material
segregated with the Quarantine tag. Such items shall not be routed to the
Bonded Stores till cleared by Quality Manager / Stores Inspector.
If the Stores Inspector is satisfied with the documents, he shall check the
parts for physical condition, damages and deterioration in transit and if
found satisfactory, issue an accepted/serviceable tag.
After satisfying the above procedures, the Store Inspector shall certify the
goods received with acceptance note. The goods so certified shall be
packed and sent to Bonded Stores. The accepted/serviceable tag will
show the storage period, storage checks if any during storage and expiry
date, which would be further monitored, by the stores.
The storage of components should be such that the materials or parts are
issued in strict rotation i.e. old stock should be issued before new stock.
This is all the more important for perishable goods, instruments and other
rubber items that have definite storage limiting periods.
Page 7 of 106
August 1, 2007

PART 2
2.3.2
ACCEPTANCE OF AIRCRAFT GOODS AND MATERIALS

The guidelines on the import of aircraft parts and particulars of certificate issued
by various countries are given in DGCA Airworthiness Advisory Circular 3 of 78
shall be followed.
Aircraft goods procured and imported from a source have to meet the following
requirements:
2.3.2.1
ACCEPTANCE OF AIRCRAFT GOODS FROM U.K.

Aircraft goods imported from U.K. must be accompanied by Release Note
issued under an authority reference granted by the CAA.
Note: For Release Notes issued by some firms which are approved by more
than one Aviation Authority including U.K. and includes reference of
such authorities in their Release Notes, the ARB reference is the only
acceptable certification. Mostly the parts imported from European
countries will be accompanied with JAA Form Number 1.
2.3.2.2
ACCEPTANCE OF GOODS PURCHASED FROM U.S.A.

Aircraft goods imported from U.S.A. must be accompanied by the appropriate
certification document. The FAA clarification that exists for the purpose of
export of aircraft, aircraft components and parts are:
CLASS I:
Class I product is a complete aircraft, aircraft engine or

propeller, which has been type certified in accordance with the
applicable Federal Aviation Regulations and for which Federal
Aviation specifications or Type Certificate Data Sheet have
been issued.
CLASS II:
A Class II product is a major component of a class I product

(e.g. Wing, fuselage, empennage assemblies, landing gear,
power transmission control surface, etc.) the failure of which
jeopardize the safety of Class I products, or any part, material
or part appliances, approved and manufactured under the
Technical Standard Order (T.S.O.) system in C Series.
Page 8 of 106
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PART 2
CLASS III:
TYPE OF
AIRCRAFT
GOODS
A Class III product is any part or component which is not a

Class II product and includes standard parts i.e. those
designated as AN, NAS, SAE, etc.
APPROPRIATE CLASSIFICATION
Class I
FAA Certificate of Airworthiness Exports (FA Form 26)
Class II
Airworthiness Approval Tag Form 8130-2. This tag

identifies parts that have been approved by authorized
FAA representative.
Class III
Invoice or bill of sale containing a statement certifying the

unit:
1. Are in accordance with the appropriate specifications.
2. Have been manufactured in accordance with accepted
practices, methods, process and procedure.
3. Have been determined as airworthy by inspection.
Page 9 of 106
August 1, 2007

PART 2
2.3.2.3
ACCEPTANCE OF AIRCRAFT GOODS PURCHASED FROM FRANCE

Import from France are to be accompanied by a certificate called Certificate
of Conformity which is endorsed by the Bureau Veritas, the organization
appointed to control inspection and certification of civil aircraft and
components.
2.3.2.4
2.3.3
ACCEPTANCE OF AIRCRAFT GOODS PURCHASED FROM FIRMS IN

INDIA
Aircraft goods and materials may be accepted under cover of Release

Note from firms and organizations in India, which are approved under
provision of CAR Series E Part I under Category F for storage and
distribution of aircraft parts.
Aircraft goods and materials may be accepted under cover of Release

Note from firms and organizations approved by DGCA for manufacturing
of aircraft parts and components and equipment under Category A and
overhaul, repair, modification and inspection of aircraft components under
Category C.
TYPES OF STORES
1.
2.
3.
4.
2.3.3.1
Bonded Stores
Quarantine Stores
Tools Stores
Commercial Stores
BONDED STORES
Bonded Store means where materials bearing evidence of having been
received from approved sources are stocked.
Page 10 of 106
August 1, 2007
No aircraft goods shall be held in the bonded stores for distribution unless
they are received under the cover of an Incoming Release Note or in the
case of imported goods, by an equivalent certification document, issued
with the approvals of the Civil Aviation Authority of the country of origin,
certifying that the goods comply with the aircraft specifications, drawings,
or process quoted there in and accepted by the DGCA.

PART 2
Different consignment of the same articles received under separate

release documents shall be so stocked as to make it possible to identify
them later with the related released documents.
All Incoming Release Notes or other equivalent documents shall be

preserved for at least 5 years from the date when the last item covered by
it is consumed / used.
Inflammable materials like dopes, thinners, paints, etc., shall be stored in

a separate room away from the Bonded Stores meant for storing aircraft
goods.
Note: When importing rubber parts, the supplier must provide the cure date
and the Release note / equivalent document. In the absence of full
information, CAR Section 2, Series S, Part I is to be referred for
guidelines and acceptance.
2.3.3.1.1
The Quality Manager will be responsible for the Stores Department to the
extent to comply with DGCA requirements and accepting or rejecting any
goods, which do not meet the DGCA requirements. The stores shall be
periodically inspected by the Quality Manager to ensure that the stored
materials meet the stipulated requirements. Discrepancies, if any, shall be
remedied immediately. He shall also through the stores inspector ensure
compliance of daily monitoring of temperature and humidity level where
required.
ISSUE OF AIRCRAFT GOODS FROM BONDED STORES

Materials stored in the Bonded Stores shall be required to be issued for
utilization on aircraft. The materials will be drawn on stores requisition. These
requisitions shall have a Release Note reference or other certification
information entered in the relevant column of the requisition slip. The
accepted/Serviceable Tag in the case of rotable units is issued along with the
requisition slip.
Items like rubber goods shall be issued on FIRST IN-FIRST OUT basis and
the cure date shall be taken into consideration for deciding its issue.
All materials stocked in the Bonded Stores shall have a Bin Card. The Bin
Card shall contain component details, i.e. Date of receipt, Release Note
Number, Part Number, Serial Number, Location in Stores, Out Going date,
Bin Balance, etc.
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2.3.3.2
QUARANTINE STORES
Quarantine Stores: It is a store usually where airworthy and serviceable
components / materials awaiting evidence of having been received from
approved sources are stocked. Such goods having incomplete information
and data may be quarantined for any of the following reasons:

For want of Release Note, Affidavits or Certification.

Pending verification of specification compliance.
Supplies received are found deteriorated and / or found damaged on
inspection.
When identity / propriety of manufacturer is not established.
Supplies sent by unapproved sources.
Discrepancy of correct part number, nomenclature, modification, etc.
Note: When any discrepancy as noted above is observed, a discrepancy

report shall be raised in respect of all such materials or parts received
and these will be retained in the Quarantine Stores (Suitably tagged)
until such time as they are certified as conforming to specifications. On
such certification, the material / part shall be transferred to the Bonded
Stores and the discrepancy report cancelled. The Quarantine Stores
shall be kept separated from the Bonded Stores and no material or
part from the Quarantine Store shall be released to the Bonded Store
until certified by the Stores Inspector or any other person approved by
the Quality Manager / Deputy Quality Manager for this purpose.
2.3.3.2.1
ASSIGNMENT AND RELEASE OF ITEMS TO AND FROM QUARANTINE

STORES
Whenever an item is assigned to quarantine stores a quarantine tag shall

be Issued and a store discrepancy note raised.
In case the parts are returned as un-airworthy, a Rejection Note (in

triplicate) shall be raised for the disposal of such material unless such
material is dispatched to the original supplier under the terms of warranty,
etc. The first copy of Rejection Note to be sent to the supplier, the second
copy for the records and the third copy to the Regional Airworthiness
Office.
The stores shall take quarantine action on parts which are shelf-life
expired.
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When for quarantined items, satisfactory clarification/documents are

received from the manufacturers or other party; the quarantine material
shall be routed for inspection and issue of an accepted / serviceable tag
before crediting to bonded stores.
Materials kept in the quarantine store shall not be issued for use on aircraft or
transferred to Bonded stores unless has been routed for re-inspection and
duly certified by the Store Inspector. In case of extreme exigencies, if any
such item held in quarantine stores is required to be used on the aircraft, the
same shall be released on ensuring its total serviceability and also, after
consultation with the Regional Airworthiness office and written acceptance
from the Quality Manager.
2.3.3.3
TOOLS STORES
The Tools Stores will contain all aircraft tools and equipments. A record of
all the tools / equipment must be maintained, including test equipment, their
calibration validity dates, etc. They should be sent for re-calibration before
the expiry date. A list of all tools / equipments / gauges and their calibration
periodicity that will be followed at M/S SAPL is placed at Annexure A to this
Chapter.
2.3.3.4
COMMERCIAL STORES
This store houses all commercial items required for organization use, ground
support and general engineering purpose.
Note: No item from the Commercial Stores shall find its way to the Bonded
Store under any circumstances.
2.3.4
STORAGE PROCEDURES AND CONDITIONS
2.3.4.1
GENERAL GUIDELINES FOR ADHERENCE

Aircraft parts must be stored in a clean and well ventilated room. Suitable
racks and bins shall be used to allow free circulation of air. Carbon Dioxide
fire extinguisher must be placed in every store room and checked for
serviceability at regular intervals. Unusually heavy and long parts should be
adequately supported while in storage so that original shape is maintained
without strains. Manufacturers instructions in this regard should be followed.
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Materials and parts that need protection from corrosion shall be preserved
prior to storage using approved protective fluids.
All materials of inflammable nature such as dope, thinner, paints, fluids, oil,
grease, and adhesives, solvents etc shall be kept in a separate place away
from the main stores.
The storage period / shelf life as approved in COSL document are valid
subject to the condition that the stored components are properly packed,
protected and attached with serviceability document with appropriate data in
respect of each item.
2.3.4.2
STORAGE OF RUBBER COMPONENTS / PARTS

The storage shelf-life of all rubber items will be in accordance with
manufacturers instructions and when not available, the instructions of
relevant CARs will apply.
Since light and excessive temperature causes cracking and general
deterioration of rubber, such items shall be stored in a dark and dry room with
ambient temperature preferably between 50F and 70F. The Relative
Humidity in the store room should be 65 % approximately. The store room
should be ozone free.
2.3.4.3
STORAGE OF AIRCRAFT TYRES

Tyres shall be stored vertically in special racks. The tyres shall be rotated to a
new position every 2 to 3 months. Tyres must be stored in cool, dark and dry
rooms. Tyres should not be stored in rooms where lubricants such as grease
or oil are stored.
The tyres are susceptible to rapid deterioration under certain conditions.
Hence, they are to be stored under controlled temperature to prevent and limit
such conditions. Factors accelerating deterioration are light, heat, and air in
motion, ozone, oil, dust and dirt. Following procedure is recommended for
short time or prolonged period of storage:
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Tyres should be stored in cool, dry and dark area, free from draughts. If
dark room is not available, cover with tarpaulin or canvas. Store away
from electrical devices such as motors / switches since they are an active
source of ozone. Do not store tyres in the same or adjoining room having
gasoline / lubricants. When piling tyres, lay a clean wooden foundation to
protect them from dirty or oily floors. Pile same size of tyres together. If

PART 2
necessary to pile different size of tyres in the same rack. Ensure larger,
heavier tyres are not on the top of the pile. Carbon Dioxide fire
extinguisher should be provided in tyre storage rooms.
The tyres should be released to maintenance on first IN first OUT basis.
2.3.4.4
STORAGE OF RUBBER HOSES / SEALS
2.3.4.4.1
RUBBER HOSES
The Hoses have been classified into two groups:
GROUP A
Fuel, Oil, Pneumatic and Hydraulic pressure hoses.
GROUP B
All other hoses like hydraulic return line and instrument hoses etc.
The storage and service life of aircraft / engine hoses and the hoses
mentioned above shall be as per the manufacturers recommendation.
Whenever such information is not available, the procedure and the life
stipulated in Civil Aviation Requirements and any other instruction issued by
DGCA shall be followed.
Life development of hoses of both types, if required, will be carried out in

accordance with the procedure stipulated in CAR section 2, Series S, Part
I, or any other requirements issued by manufacturer/ DGCA time to time.
2.3.4.4.2
RUBBER PARTS / SEALS

Except where otherwise stated by manufacturers, the storage / shelf life of
rubber parts of hydraulic and pneumatic components shall be limited to
6 years from the cure date, provided they are stored under standard
conditions of storage. The cure date should be available on the original
document from the maker. Rubber parts / seals which have been stored for
more than 4 years should be subjected to detailed examination and stretch
test prior to use, as indicated below:
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Seals which give evidence of hardening or softening, blistering or peeling

should be discarded.

PART 2
A sample seal from each batch should be checked for deterioration by

stretching the seal to 20% of their internal diameter. If cracks are visible
under a 10X magnification, the batch of seal should be rejected.
In case the manufacturers have fixed the service life of components and such
life are approved by the Regional Airworthiness office, then seals which are
integral part of the component shall be renewed at the time of overhaul of
these components. However, the maximum service life shall not exceed 4
years. Where ever such information is not available, for fixation of life and for
carrying out life development program, CAR Section 2, Series S, Part I,
guidelines and requirements will be followed.
2.3.4.5
STORAGE OF INSTRUMENTS
All instruments including computers must be stored in accordance with
accepted practice, under controlled temperature (5 to 25 degrees Celsius)
and humidity not exceeding 70%. The storage place must be dust free. As far
as possible, the original manufacturers / overhaul agencys packing should
be retained. Gyro instruments and computers should be enclosed in antistatic covering. Checks on gyro instruments during shelf life should be
exercised as per approved test schedules.
Instruments installed on aircraft, which has not been operated for continuous
period of 6 months, shall be subjected to Bench Check
before use.
2.3.4.6
STORAGE OF SEALANTS / COMPOUNDS

Sealants, Adhesives and certain chemical compounds should be stored in
cold storage (Refrigerator or an air-conditioned room) as their storage life is
rapidly reduced when stored under high ambient conditions.
2.3.4.7
STORAGE OF NICKEL CADMIUM BATTERY

These batteries can be shorted in any state of charge provided the storage
place is clean and dry and the battery is correctly filled. The battery should be
cleaned and dried, the inter-cell terminal nuts and plates smeared with
mineral jelly and stored in original container with dust cap installed on the
terminal receptacles. In the discharge condition, the cells should be shorted
and the battery subjected to reconditioning at specified periods. When storing
in charged conditions, the shelf life is limited (from 2 days to 15 days, etc.)
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depending upon the battery type and should be trickle charged prior to use on
aircraft. The electrolyte level should be checked and adjusted at specified
periods.
2.3.4.8
STORAGE OF OXYGEN CYLINDERS

Oxygen cylinders must be kept in upright position in their respective
containers away from inflammable fluids or compounds and in a temperature
control room. The blanking on the Oxygen Bottle should at all times be tightly
fitted. The cylinder should be kept in the original / special containers and
segregated from other compressed gas cylinders. It should be separated from
potential source of ignition, oil, grease, solvents and other petroleum
products. No Smoking placard should be displayed prominently.
2.3.4.9
STORAGE OF ENGINES
Box engines shall be stored with a minimum of 30 space at each end.
Engines are to be stored according to manufacturers recommendations.
2.3.4.10
STORAGE OF AIRCRAFT FLUIDS

As far as possible, aircraft fluids such as hydraulic fluids, engine oil, etc. shall
be stored in their original containers, the contents being clearly marked on the
container itself. The container / drum must be stored in a dry, clean, indoor
area to protect the fluid from contamination and sunlight.
2.3.4.11
PROCEDURE FOR STORING AND DISPENSING OIL

Sealed oil tins should be stored away from sunlight and protected from
rain. All tins should have a clear marking regarding their content and the
day of purchase / expiry.
The pourers funnel and filters should always be kept spotlessly clean.
All oil products when issued should properly be recorded.
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2.3.4.12
STORAGE OF PAINTS AND SIMILAR MATERIALS

If date of manufacture does not appear on the containers, date of release
note shall be marked and to be used for storage / issue purpose. Oldest
material is to be used first. The material to be stored off the floor in the well
ventilated dry area. Paint containers shall be inverted at every 6 months.
2.3.4.13
STORAGE OF TUBING / PLUMBING

Tubing shall be handled carefully so as not to scratch or dent the tubings and
where possible long tubings should be stored in vertical racks to prevent
damage to the tubings. Fabrication tubings are to be protected at all times
with suitable caps but no plastic solution to be used for protecting tube ends
and fitting or for coating. Oxygen tubing shall be absolutely free of oil, grease,
petroleum solvents or any other contamination.
2.3.5
SHELF LIFE OF COMPONENTS

In Stores, a copy of COSL document approved by the Regional airworthiness
office shall be made available for the guidance of stores personnel to ensure
that the shelf life and other maintenance on components are taken care as
per the stipulated and accepted program.
Shelf-life is the maximum period for which the component / product or items
of equipment of the aircraft can remain in storage. On expiry of the shelf-life
the components shall be bench checked, inspected or overhauled as given in
the COSL document to restore its serviceability. In some cases the shelf life
expiry may lead to scrapping also.
Shelf life of rubber and synthetic parts is calculated from reference of
cure date which is marked generally on the parts and/or on their
associated packages. The shelf life of any part is calculated from the
end of the quarter in which the part was manufactured.
Storage life of instruments shall be as given in the COSL document. However
in the absence of any specific guidance from the Manufacturer/overhaul
agency, the shelf-life of instruments (other than gyro instruments) should
normally not exceed 2 years. Instruments which require periodic lubrication
must be removed from storage and lubricated by certifying staff /
authorisation holders at periods as recommended (such information will also
to be documented in the approved COSL document).
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2.3.6
REDUNDANT, OBSOLETE AND SCRAPPED ITEMS

Some items, after servicing may be discarded or due to modification the items
held in stores may be of pre-mod status and can become redundant. Such
items that may not be needed further in maintenance may become obsolete
or redundant. Under no circumstances, these items should be used in
maintenance. It is the responsibility of the Certifying Staff to label all these
items and return it to stores for taking necessary scrapping action. Further,
some item in maintenance may be rejected due to the expiry of ultimate life or
due to conditions beyond repair or may not be feasible to repair economically.
All such items that have no use in maintenance are to be removed away and
properly labelled, identified and returned to store for proper scrapping action.
The items should be scrapped in stores with a scrap label signed by
authorized persons and identified with red paint to preclude any possibility of
getting mixed with other serviceable component.
2.3.7
TRACEABILITY
The object of this procedure is to establish a uniform system for identification
and traceability in maintenance of aircraft components including rotables /
spares / consumables used for maintenance to ensure these meet
airworthiness standards and DGCA requirements.
It is imperative that only materials conforming to the standard aircraft
specifications are to be used in the aircraft maintenance. It is therefore
necessary to verify all incoming materials that are coming to the stores
comply with relevant specification or drawing requirements before they are
placed into bonded stores.
This procedure is also applicable to release of components from stores used
on aircraft undergoing maintenance, covering rotables / spares /
consumables.
All identification of rotables/spares/consumables in stores is done by

verifying the part number, serial number, batch number etc where
applicable against the standard parts catalogue and maintenance manual
and accompanying release note. Such information will also be recorded in
the respective stores bin card.
Rotables/spares/consumable used during servicing of aircraft / component

is recorded in the respective log books/off job sheet and are duly certified
by the Certifying Staff / Authorisation Holder. The spares are drawn from
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the stores by the Certifying Staff / Authorisation Holder and record is

maintained on the bin card/receipt/issue register.
Any component/rotable/sub assembly change in the aircraft during

servicing is documented by the Certifying Staff / Authorisation Holder in
servicing aircraft documents giving details of part number, serial number
wherever applicable.
Any rotable / component removed/installed from/on aircraft / engine is

documented in the respective aircraft/engine log book indicating hours /
cycles done and each entry is signed by the Certifying Staff / Authorisation
Holder. All Certifying Staff / Authorisation Holders are permitted to certify work
carried out on aircraft/engine/system within the scope of authorisation /
license held.
Traceability in maintenance of a component / rotable history is required during
an accident / incident / major defect investigations or any other occasion
when non conformance from laid down airworthiness standards and
requirements are detected.
The traceability is achieved through various maintenance records like
inspection schedules, flight release document, log book, release note /
certificate of maintenance certifying personnel records etc. Proper upkeep of
stores record/bin cards should ensure that parts and materials issued from
bonded stores and used in aircraft maintenance can always be traced back to
their origin and identified at any stage with the help of above mentioned
records and defective batch, segregated from the remaining airworthy
serviceable stock.
2.3.8
DUTIES AND RESPONSIBILITIES OF STORE KEEPER

Stores Keeper shall be in-charge of all the stores i.e. Bonded Stores,
Quarantine Sores, Tool Stores and Commercial Stores. He shall be familiar
with the requirements for normal functioning of an Approved Stores. He shall
inspect all incoming goods and verify that they are accompanied by valid
Release-Notes / Approved Documents for Airworthiness from the Authority of
the originating country.
He shall inspect the goods for transit or transportation damage and route the
goods to either Bonded Stores or Quarantine Stores, as applicable. He shall
prepare Rejection Notes for items which have been rejected after inspection.
He will ensure that the stores components are maintained in a clean and
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airworthy condition
involves:
as per stores procedures. In addition his responsibility
Quarantine inspection of all parts awaiting disposal
Inspection of the outgoing items as per the stores transfer procedure
Periodic inspection of all parts to determine the serviceability with COSL /

relevant documents as per stores procedure.
Ensure all tools and equipment held in stores are in serviceable condition
and also to ensure periodic checks / calibration are adhered to as per the
laid down procedures.
Ensure all consumable items in the bonded stores are within their
stipulated shelf life.
All component / equipment stored in the stores are preserved as per

preservation procedures laid down in the concerned component manuals.
To keep him self abreast with the current inspection requirement / stores
procedures as laid down from time to time by the manufacturers/DGCA.
Ensure up keep of all stores documents
He shall report directly to the Quality Manager / Deputy Quality Manager for
his day to day functioning.
2.3.8.1
STORE INSPECTOR.
All the duties of Store Inspector shall be discharged by a person appropriately
qualified for the job to carry out inspection of the components kept in the
Bonded Store or Quarantine Stores.
He shall also carry out inspection of tools kept in the Tool Stores for
serviceability. He shall also be responsible for issue of tags for the
components.
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2.4
AVAILABILY OF TOOLS AND EQUIPMENT

M/S SAPL will provide the necessary tools, equipment and material to
perform the approved scope of work. All such tools and equipment that
require to be controlled in terms of servicing or calibration will be clearly
identified and listed in a register. The availability of tools and equipment that
is not needed on a regular basis will be made available as and when needed.
Apart from tools and equipment, M/S SAPL will provide sufficient aircraft
access equipment and inspection platform / docking such that the aircraft may
be properly inspected.
The organization will ensure that the special tools, equipment and test
benches as recommended in the maintenance manual or component
maintenance manual or parts catalogue will only be used during maintenance
/ servicing of aircraft / components. For general work that does not involve
special tools or equipment, commercial tools will be used from reputed
agencies for proper maintenance on occasions where special tools and
equipment as recommended by the manufacturers are not immediately
available or expected delay in procurement, then the organization will arrange
for local fabrication of these tools and equipment provided the manufacturers
manual permits local fabrication and usage. These tools and equipment
locally fabricated will be to the highest standard of engineering and also will
be made sure that it serves the intended purpose during maintenance.
Before such attempt is made, the Quality Manager will prepare the fabrication
of the tool or equipment as per available drawings or as per reverse
engineering and before usage will provide necessary information to the
airworthiness authorities for their consent. .If necessary they will also be
associated for the first time use of the fabricated special tool and equipment
in maintenance. On satisfactory
application such fabricated tools and
equipment will have the necessary identification for local fabrication and a list
of such tools and equipment fabricated and in use will be maintained. The
same procedure will also be followed in case alternate tools or test equipment
is used.
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2.5
CALIBRATION OF TOOLS AND EQUIPMENT

M/S SAPL will ensure that tools and test equipment that must be controlled
and calibrated to standards acceptable to DGCA or as per manufacturers
instructions at a frequency to ensure serviceability and accuracy. These tools
and test equipment will be clearly identified and listed in a control register.
Further, a clear system of labelling all tooling, equipment and test will be
ensured to provide information on when the next inspection or service or
calibration is due. The listed register will also include all precision tooling
and equipment together with a record of calibration and standards used.
The detailed procedures for calibration and control are enumerated below:
This procedure is to provide well defined system for control, calibration and
maintenance of, inspection measuring and test equipment / gauges /
instruments / tools / ground equipment used during maintenance. This
procedure is common to all areas of maintenance of aircraft / engine /
component covering repair / overhaul also.
2.5.1
RESPONSIBILITIES CALIBRATION OF TOOLS AND EQUIPMENT

The Stores Inspector is responsible to ensure that only calibrated inspection,
measuring and test equipment/gauges/ tools/instruments are issued from
stores for use in maintenance of aircraft and its components.
The certifying staff in charge for carrying out the maintenance either in line or
major maintenance or shop are responsible to ensure that only calibrated
instruments / gauges / equipments and tools where required are only used.
Manager maintenance shall also ensure the calibration status of instruments /
gauges / equipments and tools in the stores.
The Quality Manager shall over see and ensure that only calibrated tools /
gauges / instrument / equipment and test benches are used in maintenance.
Proper calibration record shall be maintained in the store and quality office.
Store Inspector shall ensure that all tools/equipments are calibrated in time.
Normally, the periodicity of calibration and the procedure for such calibration
are acquired on the basis of manufacturers recommendation that ensures
that the equipment so tested is capable of the desired accuracy and
precision. For newly acquired measuring and test equipment or received
after repair, if not accompanied with a calibration or a conformance certificate
then they are required to be verified for calibration / accuracy before use.
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The periodicity of calibration for instrument / test equipment / ground

equipment is decided by the Quality Manager as per recommendations of the
manufacturer and DGCA guidelines. The calibration periodicity shall be
approved by the Regional Airworthiness Office. Calibration periodicities
followed at M/S SAPL including ground equipment are defined in
Annexure A to this Chapter.
Master test equipment used for in house calibration of all test equipments
needs routine calibration and certification by external agency with traceability
to national / international standards.
It is the responsibility of the Stores Inspector and the user to ensure the
continued serviceability of the equipment through timely verification of
precision, accuracy through calibration. To facilitate this, the stores shall
maintain an inventory and record of calibration as per calibration record
format held by them. Where in-house calibration is carried out, the details of
calibration are to be recorded in a register and calibration certificate issued
with correction card where needed after due calibration of the equipment /
item before use.
The certifying staff / authorisation holder who is certifying the calibration inhouse shall have specific approval from the airworthiness office to carry out
such calibration and certification.
The certifying staff / authorisation holder is to ensure that the calibrated
instrument / test equipment including ground equipment are handled, stored
as recommended by the manufacturer or as per the approved procedures to
ensure accuracy and to prevent damage.
Proper records are to be maintained for all equipment/items that are
calibrated by external agency. The user shall also check conformance
certificate / calibration record issued along with the test equipment to ensure
continued validity of calibration.
No test equipment including ground equipment shall be used in case it is
found to be non-conforming to specified requirements. Such test equipment is
to be segregated and identified by unserviceable tag.
The Quality Manger or his audit personnel carries out periodic surveillance
inspection to check the validity and/or use of appropriate calibrated test
equipment / gauges / tools / instruments during maintenance to ensure
specified airworthiness standards are followed.
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2.5.2
PRECAUTION WHILE HANDLING TOOLS AND EQUIPMENT IN THE

STORE
The calibrated tools / gauges / instruments and equipment are stored properly
in a store room and not exposed to dust and direct sunlight. They are not
mishandled during usage, like being dropped from a height or contaminated
with grease, oil etc. In the event of any tool / equipment / gauge / instruments
mishandled during usage, then it should be repaired / re-calibrated and
certified before further use.
Note: For maintenance and servicing of test equipment, CAR Section 2,
Series I, Part III requirements are followed using procedure sheets
approved by DGCA / Quality Manager and certified by approved
personnel familiar with the equipment, its literature and the job they
performed using the equipment.
2.5.3
CALIBRATION OF INSTRUMENTS / EQUIPMENTS.
The calibration of various Instuments /Equipments shall be carried out at the

periodicity approved by the DGCA. The Head of Engineering shall ensure that
all the Instruments/Equipments are calibrated as due for calibration and such
Instuments /Equipments which is due for calibration is used during
maintenance.
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2.6
USE OF TOOLS AND EQUIPMENT (INCLUDING ALTERNATE TOOLS) BY

CERTIFYING STAFF
As mentioned at Para 2.4, M/S SAPL will maintain a register for all controlled
tools and equipment specified for the workscope. This register will also
contain all personal tools and equipment that the organisation has agreed for
use.
To the extent possible, M/S SAPL will ensure that all manufacturers specified
tools and equipment are used in maintenance. In case any alternate
equivalents are given, such tools and equipment will be used with the
concurrence of DGCA with an established procedure as mentioned at Para
2.4.
The details of use of tools by personnel including alternate are specified
below:
For proper servicing in maintenance, and repair, overhaul and testing of any
component, prior knowledge of the accuracy of appropriate tools, test
equipment and instrument used for such work is of vital importance. In the
absence of this information, tools used, tests and measurements carried out
with any equipment cannot be relied upon. This may result in releasing
unserviceable unit as serviceable. It is, therefore, in the interest of both
reliability and meeting the standard that the accuracy, of appropriate tools,
test equipments and instruments used at maintenance / shops, must be
ensured by periodic calibration.
Normally the requirement of special tools and equipments needed in
maintenance / shops are specified by the manufacturer / vendors in their
manuals. Where special tools / equipment are not specified good grade
commercial ones are permitted. M/S SAPL will ensure that only
recommended tools and equipments are used at maintenance. The accuracy
of such tools and equipment will also be ensured by periodic
calibration.
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2.7
CLEANLINESS STANDARDS OF MAINTENANCE FACILITIES

M/S SAPL will provide necessary hangar facility for carrying out base
maintenance. The hangar facility will be protected from weather elements like
rain, wind, dust, etc. which may prevail throughout the year.
In general, the office upkeep and office accommodation, whether it is
management, planning or quality or certifying staff, proper environment will be
ensured to contribute good aircraft maintenance standards. All efforts will be
made to ensure that dust and any other airborne contamination should be
kept to a minimum level to avoid any visible surface contamination.
The procedure for cleanliness in the hangar and other working areas are
enumerated below.
It is imperative that the standard of cleanliness in the hangar is satisfactory
and periodic cleaning carried out. The ground equipment and fire
extinguishers are kept in their respective designated areas. There should be
no spill of waste oil, fuel, hydraulic oil, water seepage, etc. which can be
slippery and pose potential danger to working personnel. Soiled rags are
properly disposed into waste containers provided.
Where environment control is required the same shall be maintained as per
the requirement stipulated by manufacturer/DGCA.
2.8
MAINTENANCE INSTRUCTIONS AND RELATIONSHIP TO AIRCRAFT /

AIRCRAFT
COMPONENT
MANUFACTURERS
INSTRUCTION
INCLUDING UPDATING AND AVAILABILITY TO STAFF
M/S SAPL will hold and use applicable current maintenance data in the
performance of maintenance including modification or repair, relevant to any
aircraft or aircraft component as covered by the scope of organisation
approval.
M/S SAPL will ensure that any inaccurate, incomplete or ambiguous
procedures, practices, information or maintenance instructions, if any, noticed
in the maintenance data used by maintenance personnel then the same is
recorded and notified to the Type Certificate holder or the author of the
maintenance data.
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No changes to maintenance instructions or procedures will be modified

without the consent of the Type Certificate holder and DGCA.
Task Cards / Worksheet / Maintenance Instructions, if computer generated
and held on an electronic database then adequate safeguards will be ensured
against unauthorised alterations and a backup electronic database which is
updated within 24 hours of any entry made to the main electronic database.
Wherever computer systems are used, it will be ensured that the number of
computer terminals is sufficient to the size of the maintenance task to enable
easy access.
M/S SAPL will ensure that all maintenance data controlled by the
organisation is kept up-to-date. The technical data will be monitored on a
routine basis for the amendment status and ensured that all amendments are
being received from the manufacturers / vendors and are updated in a timely
manner. It will maintain necessary records to show that the amendment
status of the maintenance data is current and up-to-date.
Wherever line maintenance is carried out at outstation, such outstation will be
provided with adequate man power, relevant maintenance manual, parts
catalogue, necessary tools and equipments commensurate with the scope
work to be carried out at line station.
The maintenance data will be made available to the personnel maintaining
the aircraft like supervisors, technicians and certifying staff to study at close
proximity to the aircraft.
Not withstanding the above, Technical Circulars shall be issued by Quality
Manger from time-to-time to highlight normal area of maintenance problems,
precautions to be observed and changes in procedures based on
maintenance observation or other operators experience. Current technical
information received from various agencies which are important in nature is
also reflected in these Technical Circulars.
All manuals, service bulletins and other documents applicable to the
maintenance are held in the office of Quality Manager and respective shops
on need basis for reference by personnel carrying out inspection / repair /
modification.
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It is the responsibility of the Quality Manager to ensure that these documents

and publications including requirements of DGCA are kept current and
revised up to date.
The revision status of the documents / manual is to be recorded in the record
of revision status attached to the manual duly signed by the personnel
incorporating the revision, and duly acknowledged to the Quality office.
All such revisions and amendments to various manuals will be spot checked
periodically for their updating and current status by the Quality Manager /
Deputy Quality Manager to ensure their veracity. Further circulars of
important nature containing information on enhancing airworthiness and
safety standard in maintenance will be individually acknowledged.
2.8.1
PROCEDURE FOR PREPARATION OF Maintenance Program/

INSPECTION SCHEDULES/TASK CARDSAPPROVAL AND UPDATING
The Maintenance Program for each aircraft (Airplane & Helicopter) shall
be prepared in triplicate based on manufacturers Maintenance Planning
Documents / Recommendations and submitted to the regional
Airworthiness Office. The Maintenance Program for each aircraft shall be
approved by the Regional Airworthiness Office. A copy of each
Maintenance Program shall be available in the Engineering Office and
Quality Office.
All schedules / Task card shall be prepared based on manufacturers

documents by the Head of Engineering and approved. A copy each of
such approved Inspection Schedule shall be given to the Quality. The
Quality Manager shall ensure that the inspection Schedules are in order in
accordance with manufacturers documents.
Each Inspection schedule must contain on the front page the tools,
equipment and consumables required for complying with the specific
schedule. This has to be indicated even from lower inspection to higher
inspection schedule so that the engineers/technicians involved in
compliance with the inspection schedule are fully aware of the tools,
consumables, and spares, requirement, so that the maintenance can be
carried out in accordance with the laid down procedures (as per CAR-145)
Maintenance Organisation approval requirements.
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The scope and extent of various inspection schedules/Task cards must

ensure that the entire aircraft including its component and equipment is
thoroughly inspected progressively and periodically within the period
specified by the manufacturer and/or DGCA.
These schedules/Task cards shall be reviewed, modified and amended as

considered necessary in the light of maintenance and operational
experience and also based on the recommendation of the manufacturer
and/or advice of the Regional Airworthiness office.
The schedules are to be framed in such a way to take care of low and
irregular utilization of aircraft, which will necessitate specifying in terms of
flying hours as well as calendar periods.
Any modification to the approved Inspection Schedule should be intimated

to the Regional Airworthiness office.
While preparing inspection schedules/procedure sheet, the inspection

items are to be grouped to facilitate orderly certification by qualified
engineers in different trades like airframe, engine, electrical, instrument
and radio.
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2.8.2
PROCEDURE FOR INTIMATING TECHNICAL INFORMATION TO THE

CERTIFYING STAFF / TECHNICAL PERSONS
The availability of updated technical literature and Regulatory requirements to
the technical/certifying staff in maintenance will pave way for good and safe
maintenance practices. Copies of aircraft and engine manufacturers
maintenance manuals and other documents like SBs, mod leaflets, wiring
manual, MEL, Ads, etc. are always made available in maintenance as well as
Quality Office. Similarly other updated manuals like structural repair manual,
airframe component, electrical/ instrument / equipment manuals, etc. are
also made available at the respective areas of work so that any work in
maintenance can always be undertaken by the certifying personnel as per the
latest manuals and approved schedules drawn from the same. In addition,
the companys policies and procedures as approved by the authorities in the
Maintenance Organisation Exposition are also made available for
guidance in maintenance. It is the responsibility of the Quality Manager to
ensure that all technical information is disseminated at all levels and the
maintenance is carried out as per the latest instructions of the manufacturer
and adhering to the current requirements of the Regulatory authorities. Such
aspect will also be highlighted to the maintenance personnel during their
periodic refresher training.
Apart from manufacturers documents, the Quality Office will also issue
Technical Circulars to the certifying staff on individual basis from time to time
to highlight normal areas of problem, precautions to be observed and
changes in procedures based on other operators experience, current trends
in maintenance, etc. Latest technical information on airworthiness and safety
related issues received from various sources / manufacturers will also be
brought in the form of Technical Circulars for the information and guidance of
personnel for implementation, in advance, till such time such information are
permanently incorporated in the manuals, to avoid time delay.
The Quality Manager on sample basis will monitor the adequacy of
knowledge of the certifying staff and their awareness to current procedures /
practices and requirements time to time. He will also ensure that they
individually are in possession of all Technical Circulars issued from time-totime.
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2.9
REPAIR PROCEDURE
M/S SAPL will carry out necessary repairs on the structures whether minor or
major in accordance with the approved Type Certificate holders published
Repair Data. It will ensure that such repairs are carried out by approved
structural repair authorisation holders or by the manufacturers representative
after carrying out necessary damage assessment and ensuring that the repair
is as per Type Certificate holders approved Repair Data.
In case the damage assessment is beyond the manufacturers approved
Repair Data, then it will seek the help of the manufacturer requesting
technical support for such repair.
While carrying out structure repair the following procedure guide line shall be
followed at M/S SAPL.
Major repair / servicing of aircraft, Power plants / APU will be carried out at
the manufacturers/ manufacturers approved or DGCA approved facilities.
The Repair Procedures spelt out here in brief covers repair carried out on
structure of aircraft. The damage to structure can occur in maintenance due
to inadvertent movement of ground equipments or while working or due to
bird strike or during operation of flight through turbulence etc.
Damages can also occur due to environmental condition like ageing,
corrosion, etc. that may need structural repair and this may be minor or major
depending on the severity of the damage and also on the location of the
structure of the aircraft.
Irrespective of the type of damage, the procedure adopted for repair will be in
accordance with the particular aircraft Structural Repair Manual, and
procedures specified there in will be followed.
Duly qualified persons who have experience in structural repair and holding
authorisation from airworthiness office for repair on the type aircraft will only
be permitted to repair and certify.
Pressurization checks or test flights required if any are to be complied
with after carrying out major repairs on primary structure as per the
manufacturers recommendation or DGCA guidelines.
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In case certain structural repairs on secondary structures are not covered

by the aircraft repair manual then such repairs will be carried out as
per standard aeronautical practices spelt out in documents like Aircraft
Inspection and repair AC 43.13.1A manual of U.S.A or Civil Aircraft
Airworthiness and Inspection Procedures (CAAIP) of U.K.
Structural repairs carried out due to implementation of corrosion preventive
and control program are to be properly documented identifying the level of
corrosion noticed and action taken to intimate the authorities concerned
whenever the corrosion level are recorded - Level-II and above.
Any maintenance on the aircraft will be carried out in accordance with the
instructions stipulated in the Manufacturers Maintenance Manual or as
directed by the Regulatory Authorities. However, there may be occasions
wherein some off-job maintenance or repair work on structure or modification
need to be carried out which may not be under the purview of the
Manufacturers repair manual or instructions.
When the issue is major in nature affecting airworthiness the same
will be liaisoned with the manufacturers giving the necessary details for
a corrective maintenance action for compliance. Alternatively necessary
corrective action will be worked out in house if feasible and all details
will be forwarded to the manufacturer for study and approval. On
receipt of acceptance from the manufacturer(with amendments /
suggestion if any) the same will be complied with in maintenance as
required.
All repairs carried out on structure are to be properly documented and records
maintained.
The Regional Airworthiness office will be coordinated with, in all such issues.
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2.10
AIRCRAFT MAINTENANCE PROGRAMME

M/S SAPL, as an approved CAR-145 Maintenance Organisation will hold and
use the minimum maintenance data relevant to the organisations approval
Class Rating. Further all maintenance related CARs, Airworthiness Advisory
Circulars and other notifications issued by the DGCA like Mandatory
Modifications, etc. will be taken care of.
Depending on the approval Class Rating in Category A on Aircraft or
Category B on Engines/APU or Category C on Components, the
appropriate sections of the Maintenance Programme, Maintenance Manual,
Repair Manual, Supplementary Structural Inspection Document, Corrosion
Control Document, Service Bulletins, Service Letters, Service Instructions,
Modification Leaflets, NDT Manuals, Parts Catalogue, Type Certificate Data
Sheet or any other specific document related to the Scope of Approval will be
held in the library for use.
When attending to complex maintenance tasks, they may be transcribed onto
work cards or worksheets to ensure a record of the accomplishment of the
maintenance work. Where necessary, all complex maintenance will be subdivided in to clear stages to indicate what was actually accomplished by each
individual person.
The package of maintenance may include a check or inspection from the
Maintenance Programme, Airworthiness Directive, Overhaul, repair,
modifications, aircraft component replacement and defect rectification, etc.
M/S SAPL will ensure that the base maintenance facility will have almost
complete sets of the maintenance data as per the Scope of Approval whereas
the Line Maintenance or outstation facility will be provided with the relevant
Maintenance Manual and Parts Catalogue.
The maintenance program for the aircraft fleet maintained by M/S SAPL is
given at Annexure C
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2.10.1.
COMPLIANCE OF MAINTENANCE REQUIREMENTS

The Quality Manager is responsible to ensure that all inspection schedules /
Task card, special inspection schedules, test flight schedules, procedure
sheet, etc on aircraft / engine as envisaged in Para 2.8.1 are in order and
available in maintenance for compliance.
Wherever customized Task card system is prepared and used, as
recommended by the manufacturers, it is the responsibility of the Head of
Engineering to prepare and update them as per similar procedure followed for
inspection schedules/procedure sheet, etc. and made available at the time of
maintenance for compliance.
It is the responsibility of the certified staff / authorisation holder to carry out
the maintenance schedules accordingly and certification of the same.
Further, they are responsible to ensure relevant entries are made and
certificates issued duly signed and dated. Schedules do have a provision for
affixing signature of Certifying Staff / Authorisation Holder and in a
progressive manner at each stage of inspection during maintenance (as per
CAR series E part I and F part VIII).
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2.10.2
AMENDMENTS TO INSPECTION SCHEDULE / PROCEDURE SHEET

It is the responsibility of the Head of Engineering to carry out amendment to
inspection schedules and procedure sheets used in maintenance in the light
of revisions to maintenance manuals, vendors manuals of aircraft / engine /
component / equipment and their SBs. Timely amendment will ensure that
inspection carried out in maintenance as per amended and approved
schedules will meet latest requirements of the manufacturer / vendor. The
revision should cover particulars of amendment; reference No., date of issue,
page and item No etc. M/S SAPL will ensure timely receipt of technical
literatures and their amendments from the manufacturer / vendor of aircraft
and its components. Such amendment shall be approved by The Head of
Engineering and a copy shall be made available to the Quality Office and the
Regional Airworthiness office.
The amendment/updating of inspection schedules, procedure sheets, is a

continuous process and they will be constantly reviewed and revised from
time to time, taking into account information from the industry, from the
manufacturers and other operators and the Companys own experience.
2.10.3
PRIMARY MAINTENANCE PROCESS

The reliability of an aircraft, aircraft component, item of an equipment aircraft
system can be controlled by following an efficient maintenance program
applicable to each aircraft which also essential for continued airworthiness.
This is a program developed by the operator as per manufacturers
recommendation and submitted to Regional Airworthiness office for approval
so that the approved program is followed in maintenance to ensure continued
airworthiness of the aircraft.
Normally, such program covers major
components with a maintenance program specified by the manufacturer in
terms of Functional/ bench check/overhaul based on either flying hours or
calendar period or number of landings/cycles. This program will also cover
the storage limit of such component when they are preserved in stores after
servicing and not required for immediate use and its ultimate life from
manufacture to maintenance.
Normally, the components are listed under three programs like:
Hard Time
On Condition
Condition Monitoring
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HARD TIME: This is a failure preventive process in which deterioration of an

item is limited to an acceptable level by the maintenance actions, which are
carried out at periods, related to time in service (e.g. calendar time, number of
cycles, number of landings). The prescribed actions normally include
servicing and such other actions as overhaul, partial overhaul, replacement in
accordance with instructions in the relevant manuals, so that the item
concerned (e.g. system, component, portions of structure) is either replaced
or restored to such a condition that it can be released for a further specified
period.
ON CONDITION: This is also a failure preventive process but one in which
the item is inspected or tested, at specific periods, to an appropriate standard
in order to determine whether it can continue in service (such an inspection or
test may reveal a need for servicing actions). The fundamental purpose of
On- Condition is to remove an item before its failure in service. It is not a
philosophy of fit until failure or fit and forget it.
CONDITION MONITORING: This is not a preventive process, having neither
Hard Time nor On-Condition elements, but one in which information on items
gained from operational experience is collected, analyzed and interpreted on
a continuing basis as a means of implementing corrective procedure.
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2.10.4
PREPARATION AND APPROVAL OF COSL

The Component Operation and Storage Limitation (COSL) document is
prepared at M/S SAPL based on respective maintenance manuals of the
manufacturers / vendors taking in to consideration the various limitations /
conditions specified there in where specific maintenance instructions are not
specified for certain items/components then CAR requirement / DGCA
guidelines will be specified and included. On compilation of the
document the Quality Manger signs and certifies each page of the
document and forwards the same in triplicate to Regional Airworthiness
office for approval.
On receipt of approval of COSL the same is followed in maintenance / stores
/ shops / meticulously. The Quality Manager will ensure timely revision of
this document as and when changes occur and any changes to
maintenance program will only be implemented on obtaining approval
from the authorities. It is the prerogative of the Regional Airworthiness
office to alter or modify the program, or make it more stringent, if they
are of the opinion that it may have better airworthiness standards.
The component reliability program document for M/S SAPL aircraft approved
by Regional Airworthiness office is placed at Annexure B of this Chapter.
Note: The component reliability program on approval has to be followed
meticulously in maintenance. Any escalation in the life of component or
inspection period or change in the maintenance concept has to be
carried out in co-ordination with Regional airworthiness office and this
subject is dealt with separately.
2.10.5
COMPONENT RELIABILITY MONITORING AND CONTROL

All components coming under component overhaul and service limits (COSL)
program shall be continuously monitored and controlled as per procedure
given below:
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Any of these components when removed from service due to snag

reported by crew or observed on ground are returned to the Quality
Department with a premature removal tag indicating the aircraft/engine
from which it is removed, the hours logged, the nature of defects and the
date of removal duly authenticated by the engineer who removed the
same with his signature and date.

PART 2
2.10.6
Each component with serial number covered under COSL will have a
history card maintained in the shop which will have the details of previous
removals, rectification action, mod status, etc. provided the component
had visited earlier. The shop personnel will review the history card before
undertaking any work to find out if any life limiting factors are observed.
Every component failure shall be investigated thoroughly at an approved

facility. If facilities do not exist in India, the component shall be
investigated at Manufacturer/Vender approved facilities. Quality Manager
shall ensure that the detailed investigation report is received from the
investigating authorities expeditiously. All care shall be taken to prevent
damage while handling prematurely removed components.
In case no reason for premature removal could be exactly pinpointed or

the defect is of intermittent in nature, precautionary inspection based on
past history and known vulnerable area is carried out and the history card
maintained must be updated with all details of the shop visit and action
taken for future analysis.
Based on the data of reliability as analyzed from history card, the

maintenance program of the particular component can always be modified
from HT to OC or OC to HT or introduction of any mid-life inspection
depending on finding of the investigation and recommendation.
Nevertheless if CM controlled components display poor reliability during

system functional checks and as revealed by statistical analysis then
their maintenance concept are to be down graded from CM to OC or
HT as the case may be as per recommendations of the failure analysis.
An approved TBO/COSL document must be made available at stores and

also in respective shops where the components listed therein are taken for
servicing for the information and guidance of all technical personnel
concerned.
STATISTICAL RELIABILITY DATA (ENGINEERING)

Airworthiness Advisory Circular No. 5 of 2001 dated 3rd July 2001 gives
guidelines to operators to submit engineering statistical data at specified
interval.
The purpose of the guidelines is to analyze the data and identify deficiencies
in basic design/components/systems or procedures and practices followed in
maintenance. Based on the findings appropriate corrective measures are
initiated to restore the reliability and performance of the aircraft or its
systems/components to the desired level.
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Deficiencies identified through statistical analysis, are to be made good by

taking necessary remedial action so that an acceptable level of safety and
operational reliability is achieved. Non-schedule operators have to prepare
and provide this data every 3 months, Private operators have to prepare and
provide this data every 6 months. The data will cover deficiencies in aircraft
performance and corrective action taken to make good the deficiency. Such
information compiled as per the pro-forma will be forwarded to regional
airworthiness office by 30th day of the last month of each quarter year.
It is the responsibility of Quality Manager of M/S SAPL to intimate about the
periodicity of the same to the concerned operators and while forwarding the
data the Quality Manager will offer his comments on various deficiencies,
malfunction of systems, premature removal of components and maintenance
induced errors if any, during the period and suggest corrective actions
initiated to obviate recurrence of the same.
Apart from providing general information in the statistical data, component
premature removal rate and system malfunction data are the basis for the
evaluation for component/system deterioration at various periods. These data
are sorted out month wise and aircraft wise and compiled by the Quality
Office.
The component premature removal report from the shop/vendor and system
malfunction monitored during in-flight/ ground check etc. will be the basis for
data analysis and corrective action initiation at M/S SAPL.
The defects experienced for the component/system will be analyzed as
follows:
Whether existing maintenance procedure are adequate or need change
Whether maintenance is carried out as per latest manufacturer / vendors

instructions.
Whether existing modification status is sufficient or need any additional

servicing instructions or modification,
Whether any life-limiting factor is to be introduced or increase in frequency

of inspection.
Correspond with manufacturer/vendor for solution if existing in-house

available remedial actions do not yield any improvement.
Finally on identification of the cause, implement corrective/preventive

measures in consultation with Regional airworthiness office
Monitor the corrective action and evaluate any deteriorating trend visible.
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The engineering statistical data is an important document and will be

circulated to all technical personnel. The study of the data will provide them
first hand information of the fleet health and will alert them to face with
confidence any maintenance malfunction.
The Engineering Statistics Report shall be sent to the Regional
Airworthiness Office by the operator as per their scope of operator permit
(Non scheduled or Private).
Certificate of Release to Service (CRS) in respect of airframe, engine,
electrical, instrument, and radio system will be issued by appropriately Type
Rated AMEs holding Company authorisation after carrying out inspections
conforming to airworthiness requirements of DGCA and as per approved
inspection schedule.
Work related to special process like painting or welding or non-destructive
testing will be certified by appropriate persons holding Certificate of
Competency issued by Regional Airworthiness office.
Repair on aircraft structures will be inspected and certified by persons
specifically approved and holding structural repair approval.
All Certifying staff / authorisation holders will mention their license number /
authorization number along with initials/signatures while certifying the work
done so that identity of each person responsible for certification is properly
traced.
Basically, the procedure for certifying maintenance schedules for relevant
trades by certifying staff / authorisation holders, involves procedure as given
below:
2.10.7
To carry out schedule inspection of aircraft / engine / equipment and

systems
unscheduled inspections or any other Special inspections
RESPONSIBILITY OF MAINTENANCE
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The GM Engineering is responsible for planning timely maintenance of

aircraft / engine / equipment / components including their documentation
at stipulated intervals. He is also responsible for preparing floor plan for
major maintenance of aircraft including mandatory inspection /
modifications, etc.

PART 2
2.10.7.1
The GM Engineer is responsible for ensuring compliance of standard

maintenance practices and airworthiness standard.
The GM Engineer and the Maintenance Manager is responsible for

ensuring proper use of equipment, tools, spares and test equipment
required for maintenance work.
PROCEDURE SCHEDULE INSPECTION AT MAIN BASE (MINOR

INSPECTION)
Minor Inspection includes all inspection / maintenance schedule carried out
below or up to 100 hours of flying and or equivalent calendar days as per
makers maintenance manual. The GM Engineer plans such inspection after
completion of flying operation of the day and details engineers and required
number of technicians to carry out inspection schedule of the manufacturer as
approved by the Regional Airworthiness office.
The pilots defect reports are also noted and taken care during maintenance.
The certifying staffs carries out inspection after ensuring availability of
proper tooling, test equipment, consumables, and reference publication.
During maintenance, the defects recorded in PDR are also rectified and
components / rotables due for removal are also removed and sent to
workshop for bench check/repair/testing as the case may be and are fitted
back after receipt from the shops.
Components / rotables which are life expired or time expired or found
unserviceable during maintenance or at workshop are replaced with
serviceable ones.
During the maintenance, workmanship and environment for work at
workplace are adhered to as per the standards laid down in maintenance
manual/task card issued by manufacturer and approved by Regional
Airworthiness office. It is also ensured during maintenance that all quality
control limit/airworthiness standards as laid down by manufacturers / DGCA
are met.
Duplicate Inspection, wherever required is also carried out as double check
for inspection like adjustment of flying controls, engine controls etc. On
completion of maintenance, the certifying staffs complete the documentation
and prepare the aircraft for ground run/air test to ascertain the airworthiness
of the aircraft as a whole.
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On satisfactory air test performance as per approved air test schedule, the
certifying staff completes additional documentation such as log books and
PDR. Subsequently the aircraft is declared serviceable and is released for
flying operation after issuing Certificate of Release to Service.
2.10.7.2
PROCEDURE FOR MAJOR INSPECTION.

All inspections higher than minor inspections (inspection above 100 hours
inspection) are termed as Major Inspection. The procedure followed is similar
to the procedure described for minor inspection, however in major inspection,
there may be additional work such as Structural Repair, Corrosion Control
Program, special processes, and NDT techniques, servicing of safety
equipment, servicing of electrical / radio equipment / instruments, etc. which
requires proper co-ordination with all departments concerned to ensure timely
servicing of the components / maintenance so that the entire aircraft
maintenance can be completed within the stipulated period without
compromising on quality / airworthiness standards.
For carrying out major inspection, advance planning action is required to
ascertain any component change, engine change, compliance of structural
modification, mandatory modification etc so that the entire work scope or
shop plan is kept ready and there is no delay in execution of work when the
aircraft is docked inside the hangar. While preparing for major inspection, it is
imperative that proper co-ordination is ensured between the GM Engineer,
Quality Manager and various other key personnel for a systematic
maintenance without compromising on quality.
All maintenance carried out by the engineers are to be as per sequence given
in the inspection schedule that is inspection, fault diagnosis, disassembly,
repair / adjustment, bench check, special processes, assembly inspection and
test. On confirming that the aircraft fully assembled and all maintenance work
is completed, the engineers shall complete all documentation on the aircraft
and issue Certificate of Release to Service.
2.10.8
ISSUE OF CERTIFICATE OF RELEASE TO SERVICE

No aircraft shall fly unless CERTIFICATE OF RELEASE TO SERVICE has
been issued by an appropriately qualified person. CERTIFICATE OF
RELEASE TO SERVICE shall be issued on the following occasions.
1. After completion of any inspection schedule at or above Daily Inspection
Schedule. However, no CRS shall be issued in case DI has been carried
out by an authorised Pilot as per CAR.
2. After replacement of a component.
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3. After any Defect Rectification.

4. After completion of any major Inspection Schedule.
5. At any other occasion as required by DGCA.
Note:- No CRS shall be issued after Transit Inspection
2.10.9
UNSCHEDULED INSPECTION / SPECIAL INSPECTIONS

During operation, the aircraft may encounter bird-hit, external damage,
lightning strikes, over weight / heavy landings etc. On such occasions
unscheduled inspections will be carried out in accordance with the special
inspection schedules prepared as per guideline of the manufactures and duly
approved. The details of such occasions but not limited to when such
inspections are carried out are enumerated below:
a.
b.
c.
d.
e.
f.
g.
h.
i.
Hard or overweight landings.

Over-speed.
Severe air turbulence or severe manoeuvres
Foreign object damage/ Bird strike
Towing with large fuel unbalance or high drag/side loads due to ground
handling.
Lightning strike.
Tyre burst or High energy stop
Hail storm strike.
Flight through volcanic ash.
When any of the above conditions are reported by the flight crew or observed
on ground, a visual inspection of the aircraft and specific inspection of
components and areas involved shall be accomplished.
The inspections are performed to determine and evaluate the extent of
damage in local area of visible damage, and to the structure and components
adjacent to the area of damage.
When a lightning strike is encountered, a comprehensive inspection of aircraft
exterior is performed to locate possible damage.
If foreign object damage is encountered (suspected or actual), a visual
inspection of the aircraft and its engines must be accomplished before
airplane is returned to service.
In all the above cases, a call out for an unscheduled inspection shall be
issued. The call-out shall be drawn as per maintenance manual/ instructions
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and followed. A fresh Certificate of Release to Service (CRS) shall be issued

after completion of any inspection.
2.10.10
PROCEDURE FOR LIFE DEVELOPMENT OF ROUTINE MAINTENANCE

SCHEDULES AND COMPONENTS
Civil Aviation Requirements Section 2 Airworthiness, Series D, Part VI
(Revision 1, dated 15th October 2001) stipulates mandatory requirements to
be followed for approval of initial period to inspection schedules and
component life (time between overhaul) and revision to the same.
Initially at the time of fixation of the initial period for maintenance schedules
and TBO of components, manufacturers recommendation and other factors
like, area of operation, operators capability, other operators experience,
modification status etc are also taken in to consideration.
The basic principle followed in fixing initial periods is that the inspection
checks or maintenance or overhaul be performed at periods well within the
proven service life as provided by the manufacturer/vendor.
Keeping the above aspect in view the initial maintenance program and TBO
periods of components is compiled and submitted in triplicate to Regional
airworthiness office for approval.
The service life of components is normally designated as Hard Time, On
Condition and Condition Monitoring as defined earlier and the same
developed / revised.
The initial period of the maintenance program along with the service life of
components will be adopted only after due approval from the Regional
airworthiness office. On approval, the program has to be followed
meticulously. Any change to the program has to be justified and will be
followed only after approval from Regional airworthiness office. The program
periodicity should include, hours/landings/cycles and calendar period also, to
cater for low utilization.
For on condition items, the details of bench check /in-situ functional checks
are to be listed out to determine continued serviceability of the components.
Normally, replacement of Condition monitored items is an unscheduled
maintenance action since they are operated to failure.
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The inspection routine periods and TBO lives once established are kept under
constant review, with a view to re-establish these periods to optimum level to
assure maximum economical operation while maintaining to the desired
level of safety and reliability in aircraft operation.
To achieve above objective M/S SAPL will adhere to the following procedure
whenever Life development is needed on any maintenance schedules or
component TBO life:
2.10.11
REVISION TO INITIAL PERIOD OF INSPECTION

After gaining adequate experience and satisfactory performance in
maintenance and also due to operating economy it may be desired to
enhance the period of maintenance schedules or the TBO of components,
which shall be termed as Life Development Program. The life development
proposal / program is submitted to Regional airworthiness office after
ensuring:
Satisfactory performance of two consecutive major maintenance schedule on
same aircraft or different aircraft of same type indicating satisfactory condition
of structure and system, or component premature removal rate is within 0.3
per 1000 hours continuous for 6 months.
When life development program is proposed for maintenance schedules, it
will be ensured that intervals of inspection items pertaining to servicing,
lubrication, filter replacement/inspection and other mandatory inspections do
not exceed the laid down periods. Where necessary the intervals of affected
inspection items are stepped down to coincide with lower tasks as per
prevailing manufacturers guideline.
On concurrence from the Regional airworthiness office to go ahead with
the program, a representative of the Airworthiness office will be fully
associated with various sample inspections, scrutiny of schedules, defects
encountered, premature removal rates and remedial measures initiated and
also confirming that there are no life limiting features that will come in the way
of life development.
On the basis of satisfactory life development sample report , the revised
program is approved by the Regional airworthiness office, thereafter the
remaining aircraft/component can continue to follow the developed life . If
necessary, the program can be taken for the next stage of life development
as per other operators experience and manufacturers recommendation by
submitting necessary fresh samples and following the procedures as
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mentioned above. It is imperative that the Regional airworthiness office

should always be associated with all stages of life development.
There are occasions in maintenance where the periodicity of schedules / TBO
life of a component may be reduced due to unsatisfactory operational
performance. In such cases, the inspection schedule period/life of component
will be reduced accordingly by the operator without waiting for Regional
airworthiness office concurrence. However, all such cases should be
immediately brought to the notice of Regional Airworthiness office and the
revised program be approved. Any life escalation further in these areas,
restoration of TBO/Inspection periodicity will have to be with the approval of
Regional airworthiness office following proper satisfactory sampling program.
Any premature withdrawal of component after life escalation or unsatisfactory
performance noticed in maintenance has to be brought to the notice of
Regional airworthiness office immediately.
There may be occasions where it will be required to have a deferment beyond
the approved lives of components and inspection schedules for a limited
period due to exigencies in the operation. The requests for such deferment
will be processed as per guidelines given in relevant CAR/ Airworthiness
Advisory Circular and submitted to the Regional airworthiness office for
approval.
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2.10.12
PROCEDURE FOR CARRYING OUT ADDITIONAL INSPECTION NOT

CONTAINED IN THE ROUTINE MAINTENANCE SCHEDULE
Even though routine maintenance is carried out as per approved maintenance
program and approved maintenance schedules, there may be many
occasions in maintenance, where additional work may be involved like
routine replacement of a component or replacement due to snag rectification
or additional call outs for a specific maintenance like corrosion/repair, or
incidents like bird hit, lightning strike etc, which may not be part of the
routine approved maintenance schedules. At times and occasions
replacement of an item/components may call for additional maintenance like
rigging of controls and duplicate inspection etc.
The procedure outlined below covers such tasks by making entries in
additional worksheets, component replacement form or special inspection
schedules etc, drawn for the same and duly signed and certified by the
concerned qualified certifying staff under whose supervision the work is
carried out. He is also responsible for compliance with all laid down
procedures.
Note: Even though special inspection schedules , like Bird strike,
Lightning strike, over weight landing etc, are not part of routine
maintenance, these approved schedules drawn as per manufacturers
recommendations will be followed in maintenance
when such
additional inspections are needed.
Replacement of components may be required on schedule basis or by way of
trouble shooting the reported defect. Adjustment of controls may be required
for rectification of defects or subsequent replacement of component in the
system. On all such occasions, the particulars of work carried out,
components removed and installation details including location, part number,
serial number etc have to be reflected in the additional worksheets /
continuation sheets which are to be accounted) covering the details of the
job also as required by CAR Series F, Part VIII. All the work entered in the
continuation sheet must be in a sequence for suitable identification by the
Quality Office for proper updating of records and recording the work in the
appropriate log book where required.
Note: Replacement of a component which involves rigging and duplicate
inspection, the procedure must be followed as reflected in approved
duplicate inspection schedule.
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When carrying out additional maintenance / inspection as mentioned above, it

should be ensured that the associated installation in the adjacent area such
as wiring, plumbing etc are also inspected carefully for possible primary or
secondary damage / deterioration and corrected as necessary.
Similar procedure is to be followed at outstation also if the aircraft is grounded
for rectification of a defect or replacement of a component. The qualified
certifying staff must carry out the corrective action as per the instructions of
Quality Office and record the same in off-job sheets/continuation sheets and
dispatch the same to the Quality Office at base for scrutiny and completion of
log book entry if required.
TASK CARDS:
Where the maintenance is carried out as per planned task card system, there
may be occasions to carry out unplanned tasks such as component change
or defect rectification tasks or control rigging etc. These unplanned task cards
based on inspection observations will be raised by the Quality Office for
incorporation in maintenance. Further they will bear the aircraft registration
and the date of inspection, and such work package and issue of unplanned
task card should be accounted for and recorded accordingly. The task card
index should properly reflect the planned task card and the unplanned task
card issued for a particular maintenance and proper completion of the same.
2.10.13
MAINTENANCE PROGRAM FOR EACH TYPE OF AIRCRAFT

M/S SAPL is maintaining Chetak SA 316B, LAMA/ Cheetah SA315B, Bell
206 B III Helicopter, Beechjet 400 A, Premier 1, King Air C90 aircraft. The
Comprehensive Maintenance Program on these aircraft and engines is
carried out in accordance with the program given in Chapter 5 of the
Maintenance Manual. The various routine inspections, special inspections,
conditional inspections and out of phase inspections are followed accordingly.
The Maintenance Program shall be approved by the regional Airworthiness
Office.
The Maintenance Program approved for the aircraft maintained by M/S SAPL
is given at Annexure C.
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2.11
AIRWORTHINESS DIRECTIVES PROCEDURE

Civil Aviation requirements, Section 2 Airworthiness, Series M, Part 1 dated
26th October 1999 provides the mandatory requirements and procedure for
dealing with Mandatory Modifications / Inspections, Service Bulletins and
Airworthiness Directives by the operators.
M/S SAPL, as part of implementation of a maintenance programme as per
the data of the Type Certificate holder will pay special attention on
Airworthiness Directives / Mandatory Modifications/ Inspection which are
mandatory for compliance. Non compliance 0f any Airworthiness Directives /
Mandatory Modifications/ Inspection will render the aircraft un- airworthy and
the C of A deemed to be invalid. The procedure for compliance of such
directive is enumerated below.
Airworthiness Directive / Mandatory Modification / Inspection issued by DGCA
or Type Certificate Holder or Foreign Regulatory authorities like FAA/CAA are
studied in detail by the Quality Office / Mod Committee and if the modification
/inspection is applicable appropriate procurement action is taken if there is
need for a mod-kit and instructions to maintenance to comply with the same
before the stipulated date are issued. The maintenance department where
the mandatory modification/inspection will be complied with are provided with
all the requirements like reference service bulletins, associated drawings,
repeat inspection details and terminating actions if any so that the
modification/inspection is accomplished appropriately well within the due
date. All such mandatory modification compliance status records on
aircraft/engine/equipment are maintained at the Quality Office and are
monitored periodically by the Quality Office to ensure timely compliance.
The compliance of mandatory modification/inspection/terminating action is
reflected in the respective maintenance schedule/procedure sheets and
action is taken to ensure that the modification does not get de-modified
inadvertently in the subsequent maintenance. Quality Office will also ensure
in coordination with the Stores Inspector that unmodified units are not
withdrawn for use on aircrafts/engine. Whenever terminating action on any
mandatory modification/ inspection is completed then such information will be
properly updated in the records maintained at the Quality Office apart from
other documents like log books, procedure sheets etc.
In case, any in-house modification is to be carried out on the aircraft as per
local need and is not part of manufacturers requirement then such proposal
will be carried out with the approval of the Regional airworthiness office. All
such modifications are intimated to the manufacturer.
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The Quality Manager will ensure all records of minor modification, major
modification and mandatory inspection/requirements, their process sheet,
compliance status on individual aircraft/engine/equipment are properly
maintained and updated in the Quality Office and are always available for
inspection whenever required by authorities and also to the maintenance staff
for their information and reference. It will also be ensured in stores that the
records of component preserved for use on aircraft will have the modification
status for ready reference and use at maintenance.
Quality Office will also ensure that the mod-status of all the components with
serial numbers received from vendors after servicing/repair are recorded in
the respective history card of the component for ready reference and
information.
All mandatory modifications issued by DGCA are to be properly
acknowledged and its applicability / compliance action to be intimated to the
Regional Airworthiness Office in a standard pro forma The acknowledgement
should clearly indicate applicability, the plan of the operator regarding action
taken in procurement of mod-kits where required repeat inspection details or
terminating actions specified, and confirmation of compliance within the
stipulated period as required by the document and by Airworthiness
authorities.
The Quality Manger will periodically intimate the manufacturers of aircraft /
engine / components on the mod status incorporated during operation /
maintenance of aircraft for their information and updating of records.
The Quality Manager is responsible for ensuring compliance with all
mandatory / non-mandatory modification / inspection for each type of aircraft,
its engine and its equipment within the stipulated period. Further, he shall
maintain a list of mandatory modification/non-mandatory modification
incorporated with for each type of aircraft/engine/equipment maintained and
operated by M/S SAPL.
It is the responsibility of the Quality Manager to ensure through the Stores
Inspector for supply of equipment, tools, test equipment, spares, and mod-kits
required for compliance with the mandatory / non-mandatory modifications /
inspections, planned and decided to comply with.
It is also the responsibility of the certifying staff to ensure that the life
limitations of all components, requirement of CAR, Advisory Circulars,
Airworthiness Directive, Mandatory / Non-Mandatory Mods requirement and
other inspections that are due are fully complied with before issuance of the
FRC.
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2.11.1
MOD COMMITTEE
The M/S SAPL being a small organisation, the mod committee usually consists
of the GM Engineer, Quality Manager, Deputy Quality Manager and a Technical
Officer. The committee meets once a month and goes through, all the
modifications, Service Bulletins, received from the manufacturer / vendor and
airworthiness directive / Mandatory Modifications issued by DGCA to study the
applicability, effectivity, implementation status, procurement of mod-kits if
required and appropriate grounding of aircraft for compliance action.
Normal Service Bulletins issued by manufacturers to describe, a product
improvement, a preventive modification or a terminating action modification for a
repetitive inspection requirement are also processed at the mod-committee.
At the mod-committee meeting, all SB, modifications / optional modifications /
Alert Service Bulletins, ADs that are received in the last one month are discussed
for taking necessary decision as follows:
Category of Modification and its urgency, and Implementation process.
Action for ordering the Mod-kit, if required
Applicability of the Modification in the light of the operators operating

experience
Cost effectiveness [for budgetary purpose]
After discussing the above aspects, a decision is taken on implementation of the

modification by the committee. The committees decision is minuted. Action taken
on Airworthiness Directive/mandatory modification even before discussing at the
Mod-Committee in view of their urgency and importance due to airworthiness are
also ratified and recorded in the mod-committee meeting. All modifications,
irrespective of the status that are complied with on the aircraft are recorded in the
individual aircraft/engine register and also in the history-card of the
component/equipment. M/S SAPL will maintain a history-card for each major
component with serial number where in the status of the SB and the Modification
will be reflected.
After studying the requirement for procurement of a mod-kit, necessary action will
be taken to procure the mod-kit, so that its compliance can be carried out within
the stipulated date of the manufacturer/DGCA. On receipt of the mod-kit action
will be taken to ensure for early scheduling and compliance of the modification in
an appropriate maintenance schedule. All mod-kits received for compliance are
duly recorded in the stores register and its issue from the stores for compliance is
also properly recorded.
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INTENTIONALLY LEFT BLANK
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2.12
OPTIONAL MODIFICATION PROCEDURE

Apart from mandatory instructions and directives M/S SAPL will also ensure
that the various Alert Service Bulletins, Service Bulletins, Service Instructions
and other modifications received from the Type Certificate holder / vendors
will be reviewed periodically in the Mod Committee and procedure adapted for
compliance of the same. The procedure for compliance of such instructions
which forms part of supplementary maintenance programme or maintenance
data is detailed below:
2.12.1
SERVICE BULLETINS (SBs)

SB may be of two types: Alert and Normal.
(a) Alert SB (b) Normal SB
(a) Alert SB is issued to alert the operators about possible existence of a
defect in the aircraft, its component or systems and call upon to accomplish
urgent inspection and/or take prompt corrective measures. On receipt of Alert
SB, the Quality Manager studies its applicability on the aircraft maintained at
its end and if applicable, issues a callout for inspection on affected aircraft /
engine / equipment as per Alert Service Bulletin requirement. The findings of
the inspection is analyzed by the Quality Office for further action as necessary
as provided in the Alert SB and are also duly intimated to the manufacturer
even if the findings are not adverse. Such information is also sent to the
Regional Airworthiness Office.
(b) Normal SB is issued by the manufacturer to describe, a product

improvement, a preventive modification or a terminating action modification
for a repetitive inspection requirement or for some times to carry out service
evaluation only.
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2.13
COMPLETION OF MAINTENANCE DOCUMENTS

M/S SAPL will ensure that the entire maintenance documentation completed
for a particular maintenance task or programme is properly signed, certified,
and preserved, to ensure proper traceability and any point of time from start
to finish. The maintenance schedules, work cards and worksheets including
supplementary sheets will be properly identified to indicate the nature of
maintenance and identification of the individual person responsible for such
certification.
All completed tasks as per the maintenance programme will have an
appropriate entry in the log books giving the date of certification and authority
reference of certifying personnel.
The detailed procedure for documentation in use at maintenance and
completion of the same are elaborated below.
The purpose of documentation of the maintenance accomplished is to provide
clear and precise information for the purpose of:
2.13.1
Meeting the requirements of Airworthiness authorities and to preserve the

records of work accomplished;
Ensuring the task is adequately performed for release of aircraft for flight;
Ensuring proper task progression and carry forward work from one
engineer to another engineer;
Ensure defect tracking from the work accomplished from records.
MAINTENANCE WORK SHEETS

The maintenance work sheet, maintenance schedule, special inspection
schedule, supplementary job sheets, carry forward job sheets, component
change sheet, deferred maintenance sheet, modification compliance sheet,
task card certification, etc. forms the basis of the work sheet used in
maintenance.
The maintenance of aircraft / engine / component / systems is carried out by
certifying staff having appropriate type rated licenses with company
authorisation and authorisation holders in accordance with approved
maintenance schedule, task cards, procedure sheets, etc. These sheets will
have one column for the technician where applicable and another for the
certifying staff / authorisation holder. The technician who performs the work
initials against items in the columns where applicable and the certifying staff /
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authorisation holder who is carrying out inspection and certifying, initials

against each item in the relevant column signifying certification along with the
date of certification. When a task card system is followed, the certification is
done on completion of a task card apart from signing in the index sheet.
All entries in schedules and work sheets are to be made in ink or indelible
pencil. Where additional work is carried out, which is not part of the
maintenance schedule or task card, continuation sheets are to be used and
all such entries are certified by certifying staff / authorisation holder by affixing
his initial and recording date in the appropriate column. In case of
rectification of a defect or carrying out a repair or change of a component for
the purpose of facilitating maintenance, appropriate procedure
sheet/continuation sheet are to be completed and certified accordingly. When
replacing major components, care has to be taken to ensure to record the
serial number of the removed and installed component with their MOD status.
When the total work is completed, then it has to be certified by the certifying
staff / authorisation holder, by signing in the last page of the sheet.
Note: Schedules / Procedure sheets / Task cards are used as guidance only
for people working in maintenance. In fact, all certifying staff /
authorisation holder should refer maintenance manual also along with
the procedure sheet prior to commencement of any job. In case of any
variation in information, the maintenance manual always takes
precedence over the procedure sheet.
2.13.2
TASK CARD CERTIFICATION

Whenever a customized task card system as given by the manufacturer is
followed in maintenance, the following requirements are to be ensured before
certifying the task card:
All entries must be clear and or to be made in ink or indelible pencil.
All individual task entries must be certified by the certifying staff /

authorisation holder with his signature and date.
Where task cards are provided with item-wise numbers, then certification
will be required for each item-wise task.
Task card should be duly filled with date, aircraft registration, cross
reference, for additional inspection, if any, etc.
If a task is not applicable, then Not applicable (N/A) must be annotated

and certified.
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All corrections in the task card must be certified by the certifying staff /
authorisation holder doing the correction.

PART 2
2.13.3
LOG BOOK ENTRIES

The requirements of making log book entries are covered in various Series
and Part of CAR Section 2 Airworthiness. Compliance of all maintenance
schedules shall be documented by making appropriate entries in the aircraft/
engine/propeller and radio log book of the aircraft. These entries are certified
by certifying staff / authorisation holder within their scope of approval.
All entries in log book are to be made in ink or indelible pencil.
All maintenance work on aircraft is to be recorded in the relevant log book
within 48 hours of its completion and signed by certifying staff / authorisation
holder.
Removal / installation of components with serial number, major repairs, and
modifications are reflected in the appropriate log books and certified by
certifying staff / authorisation holder in their respective trade, i.e. A licensed
holder will certify repair/replacement and modifications of aircraft and its
system in aircraft log book. Structural repair work will be certified by persons
holding structural approval in the aircraft log book. Repair and modification
carried out on engine/engine accessories in the maintenance are certified in
the relevant engine log book by certifying staff / authorisation holder holding
C license. Repair / modifications on electrical systems and instrument are
certified in the aircraft log book by certifying staff holding Licence
/authorisation in appropriate Category E and I. Similarly, repair/modification
on radio trade will be certified in the Radio apparatus log book by certifying
staff holding Licence /authorisation in appropriate Category R.
Whenever an engine is removed or installed on an aircraft for any reason
then proper entries are to be recorded in the relevant aircraft log book and
also in the log book of the installed and removed engines.
Adjustments on flight and engine control system and cables, involving
disturbance to rigging and replacement of control cables, including duplicate
inspection there of, are certified in aircraft log book by certifying staff /
authorisation holders in C license.
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2.13.4
FLIGHT REPORT BOOK ENTRIES

Flight report book entries are made and are certified by certifying staff /
authorisation holders. The entries made in the pilot defect report sector page,
rectification column is signed and certified by certifying staff / authorisation
holders in appropriate category. Even if Nil rectification is carried out, the
word Nil must be entered in the rectification column and certified. Similarly,
whenever there is a Nil snag in a particular sector, the crew has to enter Nil
in the sector defect report column. All entries made in the flight report book
are to be legible.
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2.14
TECHNICAL RECORD CONTROL

Proper maintenance of records provide maintenance personnel with
information essential in controlling un-scheduled and scheduled maintenance
and trouble shooting to eliminate the need for re-inspection and re-work to
establish airworthiness. The prime objective at M/S SAPL in technical record
control is to have secured and easily retrievable records with comprehensive
and legible contents. The technical record will contain basic details of all
serialised aircraft components and other significant aircraft components
installed to ensure traceability to such installed components documentation
and associated maintenance data. The maintenance records will ensure
compliance with any mandatory requirements pertaining to the work scope.
M/S SAPL will ensure that the maintenance record are maintained properly
irrespective of whether manually controlled or computer system controlled or
a combination of both. The records will be maintained in legible form
throughout the required period. Computer system, if used, will have at least
one backup system which will be updated at least every 24-hours of any
maintenance.
Computer backup disc, tapes, etc. will be stored in a different location from
that containing the working disc, tapes, etc. in an environment that they
remain in a good condition.
The procedure mentioned below is followed for updating maintenance record.
It is the responsibility of the Quality Manager / Quality Office to ensure that all
the work scope issued in maintenance for any particular task are properly
completed along with the documentation and returned to record section. It is
the responsibility of the Quality Office to ensure before filing it in the record
section, all appropriate tasks are completed in full and certified by all
appropriate personnel and no task is left out in maintenance. In case, any
task is carried forward in maintenance due to lack of spare or any other
reason, the aircraft/engine should not be released for operation unless the
deferred maintenance is assessed by the Quality Manager and ascertained
that the deferment will not compromise with safety of the aircraft, and then
only, the aircraft is to be released for further operations.
Such deferred maintenance is to be noted and included in the next routine
maintenance schedule or at opportunity inspection so that the deferred status
is removed. All such deferred maintenance is to be properly highlighted for
the knowledge of all concerned so that inadvertent omission of the same
should not arise. Further, the Quality Office has to ensure that all paper work
is complete including deferred maintenance task, repair, and replacement of
component, modification status, etc. before allowing the aircraft operation.
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Where the maintenance is based on task card system, then the control on the
number of task card issued for a particular maintenance should be available
and index maintained. All completed task cards are to be tallied with the
index on completion of maintenance and ensured no task is left incomplete. In
case of deferred maintenance of a particular task, then the deferred
maintenance and the index sheet are to be unsigned and items carried
forward in the next inspection to ensure compliance. Even when deferred
maintenance are carried forward, the index of the maintenance is also to be
amended to include the deferred maintenance so that the total task card
returned on completion of work should always tally with the index of task card
issued. Whenever additional task cards are issued / created during the
course of maintenance due to inspection findings, repair, etc. it is once again
to be ensured that the additional task cards issued are to be updated with the
index provided for the total maintenance.
Whenever maintenance inspection is carried out away from base or major
item replacement is carried out, appropriate entries shall be made in the flight
report book duly certified by the certifying staff / authorisation holders. On
arrival of the aircraft at base, such entries in the log book as well as the
component history card are to be updated and regularized along with
inspection record.
2.14.1
HISTORY CARDS
History card is a document for a major component with serial number whose
history can be verified from this document from manufacture to its ultimate
rejection. A component may undergo various servicing, modification, repair /
overhaul, numerous times during its entire life till its ultimate rejection. It may
undergo modification, may be prematurely removed due to defect, serviced,
and reinstalled, may also undergo up gradation in its status while overhauling
as such all such information are to be documented and available in the
particular component history card which will be kept in the particular shop
where it undergoes servicing, repair / overhaul, alternatively with QC office.
The study of the component history card will reveal the reliability level of the
particular component in service, which is very vital information for life
development or for life reduction, etc. It is imperative to maintain history cards
for all major components with serial number in the Quality Office / shops /
stores which will give the history of the component at any part of operation
and will be a very useful tool for defect investigation in case of premature
failure/removal.
No component shall be imported without a valid history card , its service/ mod
status and in the absence of such information, the detailed history are to be
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obtained from the manufacturer/vendors

installation/operation on the aircraft.
before
allowing
them
for
Normally, the manufacturers at the time of import of a new aircraft provide

computerized list of all major components installed on the aircraft with the
serial number and life status. In such cases, based on such records the
Quality Office shall prepare history cards on individual basis and maintain in
their office / shop when servicing of such components are undertaken.
Whenever an used aircraft is purchased from a third party and inducted
in to maintenance it is imperative that all the history cards are received and
verified with other documents from the third party before initiating the
aircraft in to maintenance.
2.14.2
PRESERVATION OF RECORDS
The completed maintenance schedules and work sheet received from
maintenance are filed aircraft-wise and preserved in the Quality Office. The
maintenance tasks cover all schedules from lower inspection to higher
inspection, off-job sheets, component replacement sheets, call-outs, repair
procedures etc.
The above documents will be preserved for a period of 5 years from the
date of completion of the last major check.
Component replacement sheets will be preserved for a period of 5 years

from the date of replacement.
Flight report book will be preserved for a period of 2 years from the date of
last entry made therein.
All history cards are to be preserved till such time, the unit is withdrawn
from service.
Mandatory modifications / airworthiness directives, Structural inspection /

corrosion control programme records, and compliance status will be
preserved until the aircraft is withdrawn from service.
All release notes issued/received will be preserved for a period of

10 years.
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2.14.3
LOG BOOKS
Aircraft log books will be preserved until such time the aircraft is permanently
withdrawn from use and the certificate of registration is cancelled by the
Director General of Civil Aviation.
Aircraft involved in an accident and beyond economical repairs, the log book
are required to be preserved for a period of 2 years after the date of the
accident or for such additional period as required by the competent authority
investigating the accident.
Engine log book will be preserved for a period of 1 year after the engine is
permanently withdrawn from service.
Radio log book shall be preserved for a period of 1 year after the equipment
is permanently withdrawn from use.
All other log books are required to be preserved for 2 years from the date of
last entry made therein.
Note: Flight Report Book is used in lieu of journey log book.
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2.15
RECTIFICATION OF DEFECTS ARISING DURING BASE MAINTENANCE

M/s SAPL as a CAR-145 approved Maintenance Organisation will report to
the DGCA and the organisation responsible for the design of the aircraft or
aircraft components any condition of an aircraft or aircraft component
identified during maintenance that has resulted or may result in an unsafe
condition of the aircraft. The unsafe condition can be a defect noticed during
post-flight inspection or defects during pre-flight inspection or can be defects
during in-flight inspections. All such defects will be reported to the DGCA as
per procedures.
M/s SAPL will also monitor aircraft / engine / system performance in order to
detect any adverse trends so that necessary corrective action is initiated to
address the deficiencies. Such trends and corrective action will be brought to
the knowledge of all concerned as necessary. The reports on such matters
will also be submitted to DGCA which will contain all pertinent information in
detail including the corrective action taken.
Such information will also be passed on to the Type Certificate holder.
All defect reports will be made as soon as practicable, but in any case within
72 hours from the time the condition was identified.
Basically the aim of defect reporting is to identifying the factors contributing to
defects / occurrences and to make the system resistant to similar errors.
As a policy of M/s SAPL all technical personnel will be encouraged for free
and frank reporting of any potentially safety related defect / occurrence, and
therefore M/s SAPL is committed to ensure that the personnel are not
inappropriately punished for reporting such occurrences.
The defect / occurrence reporting process will be a closed loop ensuring
timely actions are taken to address hazardous situations.
Few examples or conditions that could seriously affect safety/airworthiness of
the aircraft during maintenance are explained bellow:
Serious cracks or permanent deformation or serious corrosion of structure

found during scheduled maintenance of the aircraft or engine.
Failure of any emergency equipment during scheduled testing.
The defect / occurrence and its report submitted to DGCA should contain at
least the following information:
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Organisation name and approval reference
Defect / occurrence
Aircraft registration
Component name and serial number
Date and time
Life or overhaul limitation in terms of Flying Hours/Cycles/landings, etc.
Total hours/cycles
Details of corrective action taken
Any other relevant information found during the evaluation or rectification

of the condition.
The procedure on investigation, corrective action taken and report rendered

to the DGCA are enumerated below.
The defects observed by flight crew during flight or during pre-flight check on
ground or after landing are reported by the flight crew in the Defect column
of the flight report book. These are evaluated, analyzed and rectified. Details
of investigation and rectification of such defects are recorded by the certifying
staff / authorisation holder in the appropriate column of the flight report book
or defect register or off job sheets, etc. as applicable.
The certifying staff / authorisation holders are responsible for rectification of
defects observed / detected during aircraft maintenance / operation .He
carries out trouble shooting as required as per relevant maintenance
manuals. He identifies spares / components required for snag rectification.
Defects observed by the flight crew during pre-flight, in-flight and post-flight
period must be recorded in the Pilot Defect Report page of Flight Report Book
along with the signature, CPL/CHPL Number and date.
Even if there are no defects, NIL reports must be signed by the crew with the
signature, CPL/CHPL Number and date. When NIL defect is reported by the
crew the AME shall write in rectification column Noted and sign
appropriately putting date and AME No. /Authorisation No. In case the crew
has failed to make any entry in the Pilot Defect Report, certifying staff shall
not certify the aircraft till the entries for the previous flight is filled and signed
by the crew in the pilot defect reports column.
When necessary, special reports regarding abnormal occurrences like heavy
landing, lightning strike or bird strike etc. or any incidents or observations are
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made during the course of the flight shall be recorded with details of each
case enabling maintenance engineers to take proper follow up action.
Defects observed by the certifying staff while carrying out inspection must be
recorded in the relevant column of the defect register or off-job sheets and
appropriate rectification action taken to certify the aircraft airworthy.
Before releasing the aircraft for operation, the certifying staff shall examine
the flight report book/defect register after each flight and if required, take
appropriate rectification action and record the same item wise in the flight
report book/defect register under their signature, Licence / Authorisation
Number and date. Further prior to the first flight of the day, the certifying staff
certifying the safety of the aircraft must ensure that all previous flight
defects/incidents have been duly attended to.
If the entries in the Pilot Defect Report pages are found to be incomplete or
not recorded at all in the defect register, the aircraft would not be considered
airworthy and should not be released for further flight until the document is
made up to date with necessary entries duly made, and defect attended.
It is the responsibility of the Quality Manager / Deputy Quality Manager to
scrutinize the Pilot Defect Report/Defect Register daily to ensure that the
rectification action taken by the certifying staff on reported defects was
appropriate and the aircraft performance is satisfactory. The Quality Manager
will verify adequacy of rectification action with respect to each defect
reported/observed on each aircraft.
In case of repeat defects, special attention will be given by the Quality
Manager to look into the rectification work in detail snag analyzed and if
needed additional trouble shooting action will be called out with particular
emphasis to ensure that the snag is not repeated again.
2.15.1
DEFECT ANALYSIS
The investigation of all defects and in particular, major defects shall be
completed with priority so as to ensure corrective action as early as possible.
All efforts will be made to complete the investigation of every major defect
within three months of its occurrence whether it is in-house investigated or
investigated abroad at vendors facility. Special emphasis and follow up
action should be taken for those components being sent to the manufacturers
/ vendors abroad to complete the investigation within the stipulated
requirement and ensure that the report identifying the cause and corrective
action mentioned are disseminated and in the form of circulars wherever
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needed to all concerned to take appropriate action and to avoid recurrence of

such defect. It is the responsibility of the Quality Manager to take the
corrective action as recommended by the manufacturer / vendor by giving
necessary call outs and amending the servicing schedule as required.
It is necessary that the unserviceable items removed for major defects are
dispatched to the repair agency after getting clearance from the airworthiness
office in the shortest possible time. At the same time, it must be ensured that
the necessary formalities like documentation, preservation, packing, etc. are
properly completed. Items needed special packing cases will be packed
accordingly and dispatched from stores to the appropriate repair agency
enclosing major defect report form giving details.
Some items removed for major defects may not be economically viable for
repair and may lead to scrapping of the same. However, such scrapping can
be done only after ascertaining the cause for the major defect from
appropriate agency before discarding them.
2.15.2
REVIEW OF DEFECTS
The Quality Office will quarterly (period should be fixed in consultation with
Regional airworthiness office) review and analyze the results of all defects
encountered during the period including repeat defects and their rectification
action. The result of such review is to determine any weakness in design of
the component or systems or in maintenance or in workmanship once the
reason is determined necessary corrective action can be initiated to enhance
airworthiness standard under intimation to Regional airworthiness office.
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2.16
PROCEDURE FOR ISSUE OF CERTIFICATE OF RELEASE TO SERVICE

(CRS)
M/S SAPL shall follow the following guide line for issue of Certificate of
Release to Service:
A Certificate of Release to Service is issued before flight by appropriately

authorised certifying staff when satisfied that all maintenance required on
the aircraft or aircraft component has been properly carried out in
accordance with the procedures specified in this manual taking into
account the manufacturers data and regulatory requirement.
Maintenance may include a check or an inspection as per the

maintenance programme, airworthiness directive, overhaul, repair,
modifications, component replacement and defect rectification.
Any component serviced will also be issued with a Certificate of Release

to Service for such maintenance and another Certificate of Release to
Service in regard to proper installation on the aircraft shall be issued.
A Certificate of Release to Service will be issued before flight at the

completion of any defect rectification between scheduled maintenance.
A Certificate of Release to Service will contain reference of maintenance

details carried out, the date of such maintenance, any life or overhauled
limitations in terms of date / flying hours / cycles / landings, etc. as
appropriate, approval reference of the maintenance organisation and
licence / approval number of the certifying staff issuing such certificate.
A DGCA approved release certificate issued by an organisation prior to

CAR-145 approval on components will be acceptable for use on aircraft.
M/S SAPL shall not issue a Certificate of Release to Service in case any
non-compliance comes to its knowledge which could hazard flight safety.
Further M/S SAPL will not issue a Certificate of Release to Service in
the case of non-compliance of any maintenance.
The Certificate of Release to Service issued by M/S SAPL will have the
following statement:
IT IS CERTIFIED THAT THE WORK SPECIFIED EXCEPT THAT
OTHERWISE STATED HERE UNDER HAS BBEN CARRIED OUT IN
ACCORDANCE WITH CAR-145 AND IN RESPECT OF THAT WORK,
THE AIRCRAFT / AIRCRAFT COMPONENT IS CONSIDERED READY
FOR RELEASE TO SERVICE.
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When extensive maintenance is carried out the Certificate of Release to

Service will have a cross-reference containing details of work carried out.

PART 2
Further, the person / persons issuing the Certificate of Release to Service

will be appending their normal signature.
2.16.1
RELEASE OF AIRCRAFT FOR OPERATIONS

The aircraft will be released from maintenance to operation only after a
Certificate of Release to Service is issued by certifying staff / authorisation
holders in respect of airframe, engine, electrical and avionics equipment. The
Certificate of Release to Service will be issued only on completion and
certification of the applicable inspection schedule. The Certificate of Release
to Service will be issued in duplicate, one copy of which will be placed in the
aircraft flight report book and the second copy will be retained along with the
inspection schedule.
2.16.2
The Pilots Acceptance Certificate

The Pilots Acceptance Certificate of the aircraft before flight as required
by CAR Section 2, Series O, Part II, in case of an aeroplane, and CAR
Section 2, Series O, Part IV, in case of helicopter, duly certified by the
Commander is obtained and duplicate copy of the certificate is removed
from the flight report book and retained with the inspection schedule.
Certificate of Release to Service shall be deemed to be null and void
whenever aircraft suffers significant structural damage or experiences major
defect as given in CAR Section 2 Airworthiness Series C Part I.
This requires satisfactory rectification, detailed inspection of the aircraft
and systems and validation / restoration of the Certificate of Release to
Service for the remaining period before the aircraft is returned to
service.
In other cases where the damage is not significant a lower inspection
schedule may be adequate to ensure airworthiness before releasing the
aircraft. On such occasions the Quality Manager in consultation with local
airworthiness office will decide the scope of inspection to be complied with for
the purpose validation / restoration of the Certificate of Release to Service.
On completion of the inspection fresh Certificate of Release to Service will be
signed and issued by certifying staff with specific authorisation.
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2.16.3
Preservation of CRS
Certificate of Release to Service shall be preserved for a minimum period of
one year from the date of issuance of the same.
Persons authorized to issue Certificate of Release to Service are responsible
for ensuring before issue of such certificate that:
The aircraft has been maintained and inspected in accordance with the
approved maintenance schedule issued by the Quality Office.
The maintenance schedule for each area of inspection has been

completed and certified by certifying staff / authorisation holders.
All additional maintenance if included like modification, repair, component

change and NDT requirements and special checks are completed.
All defects recorded including deferred defects and routine inspections

have been satisfactorily rectified and completed.
All inspections are documented and completed and certified by certifying staff
/ authorisation holders and that no known condition exists that would make
the aircraft un-airworthy.
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2.17
RECORDS OF MAINTENACE FOR AIRCRAFT OF OTHER OPERATORS

MAINTAINED BY M/S SAPL
Since M/S SAPL is a maintenance agency the maintenance records of all
details of work pertaining to the aircraft maintained by M/S SAPL will be
retained in accordance with CAR-145 Approved Maintenance Organisation.
The procedures for maintenance of records are as follows:
M/S SAPL will provide a copy of each Certificate of Release to Service to

the operator (including basic details of maintenance carried out) together
with a copy of any specific approved repair / modification data used for
repair / modifications carried out.
As a minimum, records necessary to prove all requirements have been

met for issuance of the Certificate of Release to Service will be retained.
This is basically to have secure and easily retrievable records with
comprehensive and legible contents.
M/S SAPL will retain a copy of all detailed maintenance records and any
associated maintenance data for two years from the date the aircraft or
component to which the work relates was released to service.
When M/S SAPL discontinues its maintenance to an outside operator, all

retained maintenance records covering the last two years, will be handed
over to the last owner / customer of the respective aircraft or component.
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2.18
REPORTING OF DEFECTS TO DGCA / MANUFACTURER

M/S SAPL as an Approved Maintenance Organisation will report to DGCA
and the Type Certificate holder of the aircraft or aircraft component, any
condition of an aircraft or aircraft component identified during maintenance /
operation that has resulted or may result in an unsafe condition that could
seriously hazard the aircraft.
M/S SAPL as a CAR-145 Approved Maintenance Organisation will also report
to the operator any such condition affecting the operators aircraft or aircraft
component.
Defect Reports will be reported in a manner stipulated by the DGCA and will
contain all pertinent information.
All major defects which may or may not cause service difficulty or any
adverse effect on the continuing airworthiness of the aircraft shall be
intimated to the manufacturer/vendor within seventy-two hours of its
occurrence for the purpose of seeking advice for prevention of recurrence of
such defects. It is the responsibility of the Quality Manager to correspond
with the manufacturer for early remedial action so that the aircraft should not
be operating with any continued airworthiness problem.
Not withstanding the above, it is the endeavour of M/S SAPL to interact with
the manufacturers on a routine and regular basis to apprise them with the
maintenance activities and also obtaining continuous feed back from them
maintenance instructions, service suggestions, field tips, etc. to keep the level
of airworthiness to the required standard on a continued basis.
Further, all up gradation on aircraft
like new installation of equipment,
terminating modification, compliance of mandatory instructions, or compliance
of any other requirement as required by the local Regulatory Authorities
during maintenance will be intimated to the manufacturers as required for
their information and records.
All correspondence with manufacturer on airworthiness matters and safety
of aircraft operation together with relevant documents / repair drawings of
each aircraft registration wise will be maintained and preserved at Quality
Office for inspection and scrutiny by airworthiness authorities.
In principle all issues seriously affecting Airworthiness for which no
solution is provided in the maintenance manual or other approved
documents will be dealt with in consultation and approval from
manufacturer and Regional Airworthiness Office.
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2.19
RETURN OF DEFECTIVE COMPONENTS TO STORE

The defective components removed from the aircraft/engine/systems during
maintenance will be properly tagged as unserviceable and will be credited to
stores. The unserviceable tags will contain the particulars such as aircraft and
or engine position, serial number, date the component was removed and the
details of the defect or the suspected defect and certifying staffs signature.
The item shall be preserved and segregated as [lived, non-lived item or
expendable part] before they are dispatched for rectification /servicing.
Components which are non repairable or beyond economical repair are
scrapped.
The defective component that was prematurely removed will be sent to the
respective Vendor or an approved Repair Agency from stores to confirm the
reported defect. The item shall be tested in as is condition to confirm the
defect. If the defect is confirmed further investigation shall be done in order to
establish cause of defect. During further investigation due consideration is
given to the past history of the unit. The vendor or the approved Repair
Agency is to provided with such detail / instructions. Vendor or an approved
Repair Agency should provide Investigation Report expeditiously. A copy of
Investigation Report shall also be sent to the Regional Airworthiness office.
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2.20
DEFECTIVE COMPONENTS TO OUTSIDE CONTRACTORS

In continuation to what is stated in Para. 2.19, where such servicing facility
does not exist in respect of unserviceable items / components, then they are
dispatched to appropriate, approved outside repair agencies. While
forwarding to repair agencies, formalities like documentation, preservation
and packing etc are taken care. Extreme care will also be taken when they
are sent abroad for repair / investigation at manufacturing facility so that
where investigation reports are required to ascertain the nature of defect on
the component, the manufacturer / vendor will be requested to forward the
same along with the service records. It will be the responsibility of the QM to
ensure that the investigation report as required are obtained from the
manufacturer / vendor without undue delay and within the stipulated period as
per the requirements.
Even if the defective components are under warranty claim, still the
manufacturer / vendor will be advised to provide the defect investigation
report on the failed component, apart from receiving a serviceable one on
exchange basis.
Findings of investigation and rectification action whether received from the inhouse approved shop or from the manufacture / vendor are recorded in the
history card of the component with remarks if any. The completed reports on
significant defect investigation will also be forwarded to the Regional
Airworthiness Office with the proposed recommended action and its
compliance to obviate recurrence of such defects.
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2.21
CONTROL OF COMPUTER MAINTENANCE RECORD SYSTEMS

M/S SAPL will maintain all its maintenance records as required by the
CAR-145 approved organisation in the computerised form or manually
controlled form.
The paper system will be of dependable material/quality which will withstand
normal handling and filing to avoid wear and tear. The entries in the paper
system will be made in such a way to remain legible throughout the period.
Computer systems will be used to control maintenance and / or record details
of maintenance work carried out. Computer system used for maintenance will
have at least one backup system which will be updated at least every 24th
hour of any maintenance.
Each terminal provided will contain programme safeguards against the ability
for unauthorised personnel to alter the database.
All maintenance records will be stored in a safe way with regard to fire, flood,
theft and insect related damage.
Computer backup discs, tapes, etc. will be stored in a different location from
that containing the working disc / tapes, etc. in an environment that they
remain in good condition.
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2.22
CONTROL OF MAN-HOUR
MAINTENANCE WORK
PLANNING
VERSES
SCHEDULED
It is essential that the aircraft maintenance is well planned before the aircraft
is docked inside the hangar and actual work is carried out, and controlled
during execution so that the required airworthiness standards are met as
per stipulated requirements in an efficient manner and achieve on time
completion.
Whenever major checks are involved, the planning and control should
envisage unscheduled maintenance also along with modifications,
structural repairs, cabin refurbishment, component changes and sub-contract
arrangements on specific jobs for which approval may not be existing.
M/S SAPL as a CAR-145 Approved Organisation will carry out proper
planning to ensure the availability of all necessary personnel, tools,
equipment, material, maintenance data and facilities in order to ensure safe
completion of the maintenance work.
While planning the work it will be ensured that it will not adversely interfere
with other work as regards to availability of all necessary personnel, tools,
equipment, material, maintenance data and facilities.
M/S SAPL, as part of its maintenance planning strategy it will be ensured that
the organisation has sufficient staff to plan, perform, supervise, inspect and
quality monitor.
The staff will mostly be on regular basis to ensure organisational stability.
When contract staff is hired, they will be on limited basis and if such persons
are employed, they are subject to compliance with the organisation
procedures specified in the Maintenance Organisation Exposition relevant
to their duties.
The staff strength will be assessed taking into account any maintenance
contracted from outside also.
The assessment of manpower for maintenance workload includes all
necessary work, but not limited to, planning, maintenance, record checks, and
productions of worksheets / task cards in paper or electronic form,
accomplishment of maintenance inspections (base, line, unscheduled and
component maintenance) and the completion of maintenance record.
Special emphasis will be considered when assessing manpower (quality
monitoring staff) for quality audit system / audit functions. The assessment of
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manpower for quality functions will take into account their various functions
and it will be sufficient enough to discharge their functions satisfactorily.
Further while planning the work package consumables, spares , special
equipment and tools, necessary literature, man power, required with
special emphasis on cabin refurbishment, process work, special inspection,
and supplementary task, etc. are to be considered for inclusion in the
work package.
Keeping the above in view a meeting will be organized by the Gm
engineering with Quality Manager and other key persons to discuss,
plan and finalize the work package and subsequent implementation.
Once the work package is finalized, then the qualified manpower is to be
allotted for various trades as envisaged in the work package to carry out the
maintenance work on the aircraft. The respective engineers of the trade are
responsible for certification of the schedules/ task cards pertaining to the area
of work and its documentation.
The Quality Office will monitor the work package and control at every stage
so that the necessary task that is planned and programmed is accomplished
totally in a systematic and methodical way.
M/S SAPL will introduce a computerized monitoring and control system at
the Quality Office to take care of the work package, for proper control and
tracking of the maintenance and satisfactory completion in its total entity.
The GM Engineer shall ensure during the progress of maintenance that there
is no delay in provisioning of special equipment and tools, critical spares and
manpower required, as planned during work package so that the work can be
accomplished on time.
On completion of the work package, the Quality Office scrutinizes the records
to ensure proper signing and certification by the certifying staff / authorisation
holders in their respective area of trade and also there are no deferred
defects or pending maintenance items before releasing the aircraft to system
checks.
No deferred maintenance / checks will be allowed to be carried forward
without the concurrence of the Quality Manager who shall ensure that the
deferred work will in no way affect the safety of aircraft before concurring.
Prior to the aircraft is being released to operations, the Quality Office has to
monitor the system checks that are needed to be carried out during engine
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run up to check for leaks or

selective
system performance or
equipment/instrument serviceability, etc. Sometime, it may even involve a
test flight or handling flight if there were engine change or major control
replacements.
Once the system checks as required are completed, the records pertaining to
the same as certified by the certifying staff will be scrutinized to ensure that
they are in order before releasing of the aircraft for operation.
Significant shortcoming in the assessed staff in the relevant areas of
maintenance will be brought to the notice of the Accountable Manager for
review by the concerned department heads.
M/S SAPL will always ensure that it has provided sufficient staff to perform
maintenance work in every sphere of maintenance.
M/S SAPL will review their manpower requirement periodically for the nature
of maintenance work undertaken and will ensure their adequacy as and when
necessary.
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2.23
CONTROL OF CRITICAL TASKS AS PER AMC 145.65 (b) (4)

M/S SAPL when carrying out critical tasks such as Duplicate Inspection, Vital
Point Inspection or Single Person Inspection; will ensure that no person be
required to carry out and inspect in relation to a maintenance work involving
same element of disassembly / re-assembly of several aircraft components of
the same type fitted to more than one system on the same aircraft during a
particular maintenance check.
The purpose of this procedure is to minimize the rare possibility of an error
being repeated whereby the identical aircraft components are not reassembled there by compromising more than one system. Further, this will
minimize the risk of multiple errors and capture errors on critical systems
while working on same system of different aircraft.
Single Person Inspection means when only one person is available to carry
out the above task, then the work card / worksheets should include an
additional stage for re-inspection of the work after completion of all the same
task.
The following maintenance tasks are considered as critical.

Installation, rigging and adjustments of flight controls

Installation of aircraft engines and rotors
Rigging of components such as engines, rotors, transmission and gear
boxes
In order to prevent any maintenance omissions it will be ensured that every

maintenance task or group of tasks are signed off after completion only.
Note: Sign-off means a statement by the competent person performing or
supervising the work that the task or group of tasks have been
correctly performed.
2.23.1
DUPLICATE INSPECTION
Duplicate Inspection is an inspection first made and certified by one qualified
person and then repeated and certified by a second qualified person.
The procedure to be followed on M/S SAPL maintained aircraft whenever
flight control/engine control are disturbed for the purpose of maintenance or
snag rectification is as follows:
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The certifying staff / authorisation holders are responsible for ensuring

duplicate inspection of flight / engine controls whenever these are
disturbed for maintenance / snag rectification.
The Quality Manager is responsible to ensure compliance with the

procedure.
Duplicate inspection of flight control / engine control system, installation of

aircraft engines and rotors, rigging of components such as transmission
and gear boxes, after rigging or alteration or adjustment must be done and
suitable entry made in the appropriate inspection schedule and log book.
Duplicate inspection of all control systems shall be carried out before the
first flight of aircraft after initial assembly, before first flight after overhaul,
replacement, repair, adjustment or modification of the control system.
Duplicate inspection at base is carried out by certifying staff / authorisation

holders.
When the aircraft is away from base, duplicate inspection by certifying

staff / authorisation holders or by a pilot whose CPL is endorsed for the
type of aircraft.
The first and second check shall be final operations to establish the
integrity and correct functioning of the control system when all work has
been completed.
If after the second check, the control system are disturbed in any way
and any time before the flight, that part of the system which has been
disturbed shall be checked in duplicate by persons mentioned above
before the aircraft operates.
The duplicate check prescribed in the above paragraphs, is to ensure that

the movement of control is Full, Free and in correct sense; and the control
systems are correctly secured.
Note: Duplicate Inspection may also be required on aircraft fuel tank to check
for loose articles, when fuel tank is opened for inspection and prior to
final fuel tank closure.
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2.24
REFERENCE TO SPECIFIC MAINTENANCE PROCEDURES

The following specific maintenance procedures are provided here for
guidance only.
For correct and up-to-date information the relevant
Maintenance Manual chapters are to be referred to.
WARNING: Head-set should not be connected to the aircraft during thunder

storm to avoid injury to personnel.
NOTE:
Aircraft must be statically grounded for particular special

procedures given in aircraft maintenance manual.
All precautions, Warning, Caution and Note as given in the Maintenance

Manual are to be strictly adhered to while carrying out specific maintenance
procedures as given there in.
2.24.1
AIRCRAFT TAXYING PROCEDURE

It is essential that taxiing is done by qualified and experienced individuals
(i.e. engineering personnel who have the taxiing permit). Taxiing is an
important manoeuvre in the operational area as such individual should be well
experienced so that no damages can be caused to person or property while
carrying out the operation.
M/S SAPL will ensure that only qualified and experienced engineering
personnel are issued with the taxiing permit. The permit is issued by the
Quality Manager based on the recommendation of the pilot qualified on the
type aircraft on the capability of the person required for taxiing after assessing
his performance.
Eligibility:
Certifying Staff holding license in Category C on the type engine

installed on the aircraft that requires taxiing should have been
trained on taxiing and his ability is assessed by the pilot who is
qualified on the type of aircraft. The Certifying Staff should be
qualified on radio telephony (RT), however if the Certifying Staff
is not qualified on RT then a person qualified in RT should be in
the cockpit while taxiing to ensure proper communication with
the control tower.
The Certifying Staff required to be issued with taxi permit should be

conversant with aerodrome layout, ATC signals and instructions, signs,
runway marking, lighting etc. appropriate to safe movement of aircraft. The
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pilot after assessment of the taxiing performance should certify the capability
stating that the individual is fully conversant with details above and is capable
of taxiing the aircraft in a particular airport that has to be specified in the
permit.
Validity:
The Quality Manager on being satisfied with the pilots

recommendation will issue taxiing permit to the individual
that will be valid for one year and restricted to the airport
assigned.
Renewal:
The Quality Manager will renew the taxiing permit for one
more year provided the Certifying Staffs license /
authorisation is current [and holds valid RT] and also he has
taxied the aircraft at least once in the last six months.
Responsibility: The taxi permit holders shall intimate promptly to the owner /
operator / regional air worthiness office any damages
caused to the aircraft while taxiing so that the aircraft is
inspected before further flight.
2.24.2
AIRCRAFT TOWING PROCEDURE

This gives the normal procedure for towing the aircraft as per applicable
aircraft maintenance manual. The towing team shall consist of a qualified
engineer for the aircraft type and also should hold RT license. In case, he
does not hold RT license, then appropriate person holding RT license should
be in the cockpit for communication with ATC.
Further, a suitably qualified person to man the headset communication on the
ground is required. In addition, two other persons to be positioned as wing tip
observers to give clearance on each wing tip and also to give tail plane
clearance if required. A qualified tractor driver is needed who should have air
field driving permit.
The qualified engineer who should take care of the towing team must ensure
that all safety precautions and procedures as stated in the applicable aircraft
maintenance manual are observed and followed by members of the towing
team. He will be sitting in the captains seat during towing operation. The tow
bar used for towing aircraft should preferably be of non-detachable
type, i.e. tow bar do not separate from the aircraft during tow bar shear
out.
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PROCEDURE (Aircraft Towing):

Establish communication via aircraft interphone system between cockpit,

ground crew and tower.
Ensure nose and main landing gear lock pins are fitted.
Install the nose gear steering lock out pin to de-activate steering system.
Ensure all landing gear wheel well doors are closed
Establish aircraft electrical power using APU [if APU is fitted.] If no

electrical power available, use VHF walkie-talkies
Connect appropriate tow bar and secure
Put on aircraft navigational lights including the anti collision beacon if

aircraft electrical power is available
Ensure aircraft brake system has sufficient accumulator pressure.
Ensure all entry doors are closed before commencing towing
Ensure all step ladders, equipment/obstructions are cleared prior to towing
Obtain clearance from tower before towing
Obtain ground clearance to proceed with towing from the ground

personnel.
Ensure parking brakes are released.
Commence towing as per manual approved towing speed after ensuring

that the parking brakes are released.
Position the aircraft at the parking bay where required
Set parking brakes if required
Chock aircraft before disconnecting the tow bar
Inform tower of completion of towing.
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2.24.3
PARKING AND MOORING OF AIRCRAFT

The parking and mooring of aircraft is to be carried out in accordance with the
Maintenance Manual instructions of the type aircraft for high wind, icing
conditions, prolonged parking, etc. The parking of aircraft, being a critical
operation, it has to be carried out under the supervision of an appropriately
certified staff.
2.24.4
NORMAL PARKING
The aircraft is to be parked after towing
steering lock-out pin removed
Wheel chocks positioned at front and rear of nose wheels and main
wheels.
Note: Aircraft must be held by parking brakes till all chocks are
positioned.
Ensure that landing gear lock pins are intact as installed before start of
towing
Flight controls in neutral position.
All blanks like pitot probe, engine cover and other covers are installed as
required by the maintenance manual.
All ground equipment removed and doors closed.
Electrical power and switches in off position.
While parking aircraft in high wind conditions, the procedures stipulated in

aircraft maintenance manual to be followed. Similarly, if parking in icing
conditions is encountered, this may require draining of water, application of
de-icing fluids, etc. and flushing of toilet systems may be followed as per the
procedures stipulated in relevant aircraft manuals.
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2.24.5
JACKING OF AIRCRAFT
Jacking of aircraft in maintenance may be required for various reasons, not
limited to weighing of aircraft by use of load cells or may be required for
landing gear retraction check, etc. Notwithstanding the type of maintenance
which requires jacking of aircraft, it is imperative that the jacking on all
occasions is carried out as per the instructions given in the aircraft
Maintenance Manual.
The jacking of the aircraft and jacking down to the ground will be carried out
in accordance with the maintenance manual instructions following all the
caution and procedures stipulated therein.
However, the general procedure and precautions to be observed at the time
of jacking an aircraft are enumerated below:
Ensure that the weight of the aircraft is suitable for jacking. If the aircraft is
too heavy for jacking, then arrange for de-fuelling.
All the jack foot pads must be standing on concrete surfaces and the
engineer should confirm that the aircraft is in a suitable position for
jacking.
Caution: Air source to jacks must be disconnected whenever there is
disruption to the jacking operation and when it is no longer
required. Jacks must be locked when the required position is
reached.
If the position of the aircraft does not allow for the jacks to be positioned
properly, then move the aircraft to a different suitable position.
If the jacks are used for weighing of the aircraft, ensure that the jacks have
facility for inserting a load cell in a cavity inside each jack after the aircraft
is jacked to the desired height to clear the ground and the level.
Ensure the jacks are properly positioned with the main jacking points on
the aircraft.
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2.24.6.
LANDING GEAR RETRACTION CHECK

The engineer and his team are responsible for carrying out proper jacking and
retraction tests of the landing gears following all caution and warning as given
in the Maintenance Manual.
The general guidelines are:
Ensure that the aircraft is jacked properly for the retraction check inside
the hangar.
Connect ground equipment such as ground power unit and jet starter, if
required as necessary.
Cordon off the landing gear area after the aircraft has been jacked up and
ensure that other staff do not enter the cordoned zone during the
retraction test.
Ensure ground and flight deck communication if available and maintained

through the ground interphone system throughout the duration of the
retraction test.
Carry out landing gear retraction tests as per appropriate maintenance

manual.
In case of snag observed on the landing gear system, at the time of

retraction check, it shall be ensured whether the rectification can be
carried out with the aircraft on jacks. It shall be confirmed confirm from
Maintenance Manual whether retraction check is again required after
rectification of snag.
After satisfactory retraction, prepare for de-jacking the aircraft.
Install landing gear ground lock pins prior to de-jacking of aircraft.
De-jack as per Maintenance Manual instructions.
Position chocks to aircraft wheels.
Clear all equipment and jacks used for retraction tests and ensure that
work area is clean.
Complete landing gear retraction tests documentation.
Page 87 of 106
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PART 2
2.24.7
AIRCRAFT FUELLING / DE-FUELLING

CAR Section 2 Airworthiness Series O Part III and other Regulatory
instructions call for the fuelling of aircraft to be supervised by certifying staff in
order to ensure quality fuel is uplifted. The quantity of fuel uplifted is
predetermined by the Pilot and aircraft refuelled accordingly under the
supervision of the certifying staff.
It is, therefore, obligatory on the part of the certifying staff holding appropriate
license authorisation on the type of aircraft to supervise refuelling and or defuelling of aircraft. The fuel sample check and the quality control check on
fuel prior to re-fuelling are to be ensured personally by the certifying staff.
Aircraft Rule 25 A, CAR Section 2 Airworthiness Series H Part II, Aircraft
Maintenance Manual and other Circulars/Directives from Airworthiness
Authorities provide necessary information on precautions to be taken and
followed by the certifying staff supervising re-fuelling/de-fuelling of aircraft.
Some of the important precautions are enumerated below:
Fuelling of aircraft shall be done out doors and not less than 15 meters
from any building.
No leaking or defective fuelling equipment shall be used.
Fuelling should be avoided during severe electric storms.
No person other than the staff of the operator, fuelling vendor and officials
of the Civil Aviation Dept., Customs and Police shall be permitted within
15 meters of the aircraft.
Only authorized persons and vehicles shall be permitted within the fuelling
zone and their number shall be kept to the minimum.
Fuelling of an aircraft by the fuel vendor shall be started only after the fuel
samples have been checked and approved by the AME/Authorised person
supervising refuelling and a clearance has been given to the fuel vendor to
start the fuelling operation.
It shall be ensured that fuel samples are free from water and other
contaminants. Fuel is to be checked by approved water detecting device
to ensure that it is free from water.
NO SMOKING notice shall be prominently displayed at the fuelling zone.
Smoking or use of an appliance employing naked flame are capable of

producing a spark or in any other way igniting fuel vapours shall not be
permitted within 30 meters of the aircraft or fuelling equipment.
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PART 2
Fire extinguishers of adequate capacity and of suitable type approved by

DGCA shall be available for immediate use near the aircraft.
Adequate numbers of competent persons are available to operate fire

extinguishers positioned near the aircraft in case of fire.
The re-fuelling equipment shall be placed in such a way that a clear path
is maintained all around the equipment and from the aircraft to allow its
quick removal in case of need.
The fuelling equipment and the aircraft shall be bonded to each other and
both shall be earthed.
Note: The aircraft fueller, hose, nozzle, filter, funnel or any other appliance
through which fuel passes shall be electrically bonded throughout the
fuelling operations. Connection shall be made to designated points on
clean and unpainted metal surfaces of the aircraft and the fueller.
If apron is provided with earthling points, the aircraft and the fuelling
equipment shall be earthed to them.
Whenever wing fuelling is employed, the nozzle of the hose shall be bonded
to the aircraft structure before filler cap is removed.
When fuelling is in progress, the following are restricted:
Aircraft engines shall not be started and ignition switches shall be placed
in the off position.
Any maintenance work which may create a source of ignition shall not be
carried out.
APU shall not be started when fuelling operation has been commenced.
Aircraft electrical, radar and radio system shall not be operated and related
switches shall remain in off position.
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PART 2
However, this does not apply to electrical switches controlling the following
circuits:
1. Power and light essential for fuelling operations.
2. Minimum amount of cabin lighting
3. Steady parking lights.
However, such switches shall not be operated during fuelling operations.
All hand torches and inspection lamps and their cable connections used in the
fuelling zone shall be of explosion proof / intrinsically safe type. Flash lights
used during fuelling at night shall be of the explosion proof type.
2.24.7.1
AIRCRAFT RE-FUELLING WITH PASSENGERS ON BOARD

The decision to allow passengers to embark / disembark or remain on board
during fuelling is the responsibility of the operator, provided the following
precautions are exercised and conditions observed:
Fixed wing aircraft with a seating capacity of less than 20 shall not be
permitted to be refuelled with passengers on board.
Passengers are warned that fuelling will take place and that they shall not
smoke, operate switches or otherwise induce sources of ignition.
The No Smoking and EXIT signs are illuminated.
An attendant shall remain on duty at the cabin of the aircraft. He shall

ensure that No Smoking takes place or other source of ignition is
allowed to occur and shall assist in the removal of passengers in the event
of fire.
Provision is made for safe evacuation of passengers in the event of an

emergency.
When passengers or embarking or disembarking during fuelling,

No Smoking should be enforced strictly during such passenger
movements.
In case of fuel spillage, the fuelling operations shall stop.
Prior to recommencing fuelling, action must be taken to clean the spilled

fuel. Fuel must not be washed into sewers or drains.
Vehicles moving in the fuelling zone shall be fitted with spark arresters
and flame traps.
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August 1, 2007

PART 2
2.24.8
ENGINE GROUND RUN PROCEDURE

The Engine ground run procedure is to be carried out in accordance with
instructions given in specific aircraft maintenance manual. The run-up is also
to be carried out in accordance with approved engine ground run up
procedure sheet for the aircraft/engine combination. On-wing engine ground
run up is carried out due to various reasons. The procedure spelt here is
for
guidance,
ascertain
proper functioning of the engine, engine
instrumentation system and the safety of personnel performing the engine
ground run.
For effective and safe operation of the aircraft brake system during high
power engine ground run, a minimum total quantity fuel in fuel tanks is
necessary and therefore it shall be ensured by certifying staff to have
minimum amount of fuel which is sufficient for ground run. The certifying
staffs holding license in Category C for the type engine is responsible for
engine ground run and has to ensure before run up the following things:

Page 91 of 106
August 1, 2007
Ensure all safety precautions before commencement of run up.

Ensure sufficient fuel for the estimated time of the run up is available for
carrying out engine ground run safely
Select the bay for engine run up whether it is only for idle power or at full
power with ATC approval
Position the aircraft for run up with head wind conditions
Position proper chocks on all wheels.
Position ground power unit and jet starter as necessary.
Provide and position a fire extinguisher.
Ensure all equipments and vehicles are parked at a safe distance from the
aircraft.
Carry out engine ground run pre-start check.
Switch on Aircraft anti collision lights throughout the duration of engine
ground run.
Ensure communication is maintained between personnel in cockpit and
ground personnel throughout the duration of the engine ground run.
Record all engine parameters as required by the ground run procedure
sheet.
On completion of ground run, if no defects are recorded, shut down the
engine as per the appropriate engine procedure sheet.
Inform tower of completion of ground run
Switch off aircraft anti-collision lights
Carry out post-engine ground run inspection.
Record any defects/leaks found during the post engine ground run
inspection.

PART 2

In case defects are noticed, ensure rectification is carried out as per

maintenance manual and re-conduct engine ground run as required.
Record fuel consumption and fuel quantity in the fuel record column.
Remove the chocks and restore aircraft to normal configuration.
Complete all engine run up records. Sign and Certify.
NOTE: - In case of helicopter, Engine Ground Run shall not be carried

out by an AME. Engine Ground Run for Helicopter shall only
be done by appropriately qualified pilot. How ever relevant
safety precautions enumerated above shall be observed
during Engine Ground Run.
2.24.9
COMPASS SWINGING
The compass swinging is to be carried out as per maintenance manual
and followed accordingly.
The compass swinging is carried with all the equipments on board which are
normally carried on board for flight and with all electrical, Radio
communications and navigation equipment, stand by compass lighting ON.
The compass adjustments are done using non-magnetic tools.
Note: Prior to installing the compass, co-efficient B and C correctors
should be set to neutral, as indicated on top of the corrector
box. Install with correction scale A to read zero.
Compass swinging
licensed/authorised.
is
always
carried
out
by
an
appropriately
The Compass Swinging is done under the following conditions:

Whenever a standby magnetic compass is replaced.
When aircraft suffers damage or a structural modification is carried out in

the vicinity of standby magnetic compass which is likely to result in
deviation.
Whenever major modification of existing electrical system is carried out or

a new electrical system is installed in the vicinity of the compass.
Whenever the correct functioning of a compass is in doubt or excessive

deviation is reported during flight.
Whenever aircraft has flown through the thunder storm or lightning strike.
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PART 2
2.24.9.1
Whenever an aircraft is subjected to a heavy landing and compass

abnormal deviation is noticed.
As per DGCA approved periodicity.
CORRECTION CARD
After every compass swinging correction card is to be displayed at
appropriate place in the aircraft. The correction card shall carry signature,
licence /authorisation No. and date
2.24.9.2
COMPASS SWINGING RECORDS

The records of compass swinging are to be filed and maintained in the Quality
Office after swing. This is required to cross check on the correction card in the
aircraft in case of any doubt.
2.24.10
AIRCRAFT WEIGHING PROCEDURE

CAR Section II Airworthiness, Series X, Part 2 stipulates mandatory
requirements for weight and balance control of an aircraft.
The weighing of an aircraft is to be carried out as per the instructions in the
Aircraft maintenance manual and procedure sheet drawn for the same. The
person certifying the weight schedule shall
have the approval from the
airworthiness office for weighing certifying the weight schedule after
weighing.
The aircraft is weighed either using appropriate jacks and load cells resting on
them in or using electronic platform scales which avoid the jacking of aircraft.
Aircraft shall be weighed in hangar preferably with hangar doors closed if high
wind condition exists. Generally air craft should be weighed in no wind
condition. All safety precautions as given in the maintenance manual are to
be ensured before weighing. The weighing has to be carried out as per the
approved procedure.
2.24.10.1
CONDITIONS BEFORE WEIGHING

Carry out complete de-fuelling of fuel tanks of the aircraft
All fluids like engine oil, hydraulic fluid, CSD oil, APU tank oil, potable
water for water tanks must be filled to capacity
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PART 2
Remove all maintenance equipment and tools from the aircraft
All crew seats, passenger seats and emergency equipment in position.
All instruments, equipments and modules must be in position
All galley equipments must be in.
All items whose weights are included in empty weight as per basic weight
schedule should be on board the aircraft during weighing.
Ensure all flight controls are in neutral and aircraft doors closed.
Ensure the electronic weighing platform is serviceable and calibrated.

Follow precautions/limitations/recommendations as listed in the weighing
platform manufacturers manual during the weighing operation.
Remove all news papers and magazines
Ensure the platforms are levelled and the reading in the scale set to zero.
Roll over the aircraft over the platform and level as given in the
maintenance manual
Record the scale readings in all the three platforms.
In case, items whose weight is included in the empty weight are not on board
the aircraft during weighing, appropriate correction should be done in
preparing the weight and balance data.
Carry out inventory of the items as per the checklist that should be on board
the aircraft during weighing.
The aircraft should be weighed normally with the passenger seat
configuration corresponding to basic interior and weight schedule prepared.
On completion of the weight schedule and certified by the approved person
the same should be submitted for approval by the regional airworthiness
office before displaying on the aircraft.
The aircraft is to be weighed in the presence of a representative of the
regional airworthiness office.
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PART 2
2.24.11
SAFETY IN MAINTENANCE
Maintenance must be planned and performed in a manner that will not result
in injury to persons or damage to property.
The workshop facilities, ventilation and lighting in the work space must be
planned, executed and maintained in a manner to provide safe environment
for carrying out maintenance.
All technical personnel associated with aircraft maintenance must ensure that
laid down safety instructions of the manufacturers and guidelines on good
maintenance practices issued by DGCA vide AAC No. 3 of 2000 are
followed and adhered to meet the above objective. The key personnel are
responsible for allotting safe working areas, provisioning of needed
equipment and
manpower necessary for safe working in their area of
maintenance. They should ensure the observance of safety precautions and
procedures in maintenance undertaken in their area in co-ordination with all
concerned.
Some of the general guidelines on safety are enumerated below:
Aircraft must be chocked when parked.
Only solvents/cleaning agents recommended in the relevant maintenance

manual must be used while carrying out solvent cleaning.
Methyl ethyl ketone (MEK) must never be used for general cleaning of
aircraft.
Storing of solvents near aircraft is dangerous and therefore prohibited.
Electrical power must be switched off prior to commencement of painting

work and proper ventilation arrangement must exist.
Aircraft must be connected to designated static ground prior to

commencement of painting work.
When working on a system, the electrical power to system must be

deactivated by pulling CB and warning tag attached to prevent inadvertent
operations.
Display suitable warning tags in the cockpit when maintenance is carried

out on a particular system, which may cause damage to equipment or
injury to personnel when inadvertently operated.
Provide warning display (Danger to Life) when working on a live 115/200

Volt electrical circuit.
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PART 2
Over pressure discharge diaphragms must be covered with caps while

handling pressurized bottles.
When working on fire extinguisher bottles installed with electrical squibs

observe precautions given in relevant Maintenance Manual.
WARNING: Make sure no voltage at electrical connector. If there is a

voltage, the squib can release its content suddenly and can
cause injury to personnel.
While working on flight controls, before applying or relieving hydraulic

system pressure, make certain that the travel ranges of the control
surfaces are clear.
Make sure that persons and equipment are clear of control surfaces
before hydraulic power is supplied.
Use only 100% cotton clothing while working on fuel tanks and its
systems.
Long exposure to hydraulic fluid can cause skin de-hydration and chaffing
(wash hands with soap and water).
Landing gear, down lock pins should be installed in each of the gears
whenever maintenance is performed on the aircraft and also prior to
towing.
Charging of tyres to recommended pressure shall be carried out with

serviceable pressure regulator with regulator lock in position.
Do not jack aircraft in high wind conditions (velocity > 30 knots.)
Do not perform in situ charging of oxygen cylinders.
The tools used for oxygen servicing must be free from oil / grease /
petroleum products.
Lubricants must not be applied at oxygen connections.
Engine run up must be carried out at specified run up bays only.
Do not work on ignition component unless the ignition switch is off and the
system has been inoperative for several minutes.
Do not use compressed air for cleaning of body parts as entry of air into
blood stream through open wounds can be fatal.
Page 96 of 106
August 1, 2007

PART 2
2.24.12
AIRCRAFT PUSH BACK PROCEDURE

At time there may be an occasion when Push Back is required. In such
situation the following push back procedure shall be adopted when the aircraft
is ready for push back with tractor/tow bar connected.
Prior to giving O.K. for push back, the certifying staff shall:
2.24.13
Check proper installation of steering lock out pin.
Check proper connecting of the tow bar at the aircraft and tractor ends.
Check in and around areas of nose wheel and main wheels and clear of
all personnel.
Ensure proper wing tip watch while towing.
Once the push back is completed to the required position, the tractor is
disconnected followed by tow bar.
Remove steering lock out pin.
PROCEDURE FOR HANDLING ESDS DEVICES

For Installation / Removal / Transportation

a) Remove the electrical power from the device
b) Ensure that wrist strap is weared by the maintenance personnel around the
bare twist
c) Wrist strap should be connected to ground by means of wire & plug
d) Ensure that connecting pins / leads must be shorted together if an ESDS
subassembly is removed from A/C
e) To peep all components at the same potential PCB connection must also be
shorted
f) Connections of all ESDS assemblies / equipment that are fully assembled
with covers of electrostatic sensitive type , should be properly blanked with
antistatic blanks, packed in protection antistatic packing material
g) The ESDS unit should be placed in a special container to protect it from
static electrics & a semiconductor bag is often used for this purpose
Precaution to be taken in the shop

a) The working environment in the shop should be conductive to prevent
discharge of electric static
b) Ensure that air in shop is dry & have a relative humidity of 40 to 60 %
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PART 2
c) Conductive mats / dissipative surface should be recurred on the bench so

as to prevent it from mixing
d) The floor area in front of working bench should also have conductive mat
similar to working bench & should be electrically bonded to the work surface
by means of bonding strap. (with resistance 2000 to 4000 ohms per linear
foot & should be as sort as possible
e) The wrist strap should be weared by mechanic & be connected to work
bench with a resistance of 200 K ohms to 1 M ohms
f) Ensure that work surface is connected to suitable ground
g) Soldering iron should be grounded at the tip
h) The connector leads or edge of PCBS containing ESDS devices should not
be
i) touched
j) Ensure that bonding is ground
k) Hand tools with painted wooden or plastic handles should not be used in
static controlled work area in case the operator dose not use ground wrist
strap
l) Manuals & Technical documents should be carried into a static control work
station in plane plastic envelop, cardboard binds or stiff paper
m) Precautions to be taken during storage
n) Electro static devices must never be stored alongside non-electrostatic
devices
o) ESDS components must be packed in conductive material, which will
ensure that the entire package is maintained at the same potential
p) A conductive mat should be provided on the metal racks for storing ESDS
devices
q) The metal racks / cupboards should be grounded
r) All package containing components coming into the bonded stores
should be checked for the presence of ESDS by reference to external
markings & reference numbers. Any package containing ESDS but not
properly marked should be labeled accordingly & should be handled &
stored as mentioned above
Page 98 of 106
August 1, 2007

PART 2
Page 99 of 106
August 1, 2007

PART 2
2.25
PROCEDURES TO DETECT AND RECTIFY MAINTENANCE ERRORS

Maintenance errors present not only potential safety concerns but also cost
operators loss in revenue.
The quality of documented maintenance
procedures have been sighted as a primary factor contributing to
maintenance errors. Problems in procedures may include missing procedural
steps, incorrect sequence of steps, inadequate procedures for inspections
and trouble shooting and incorrect technical information and diagrams. Most
commonly occurring maintenance errors are identified as follows:
Incorrect installation of components
Fitting of wrong parts
Electrical wiring discrepancies
Loose objects left in plane
Inadequate lubrication
Access panels, fairings or cowlings not secured
Fuel or oil cap not secured
Gear Pins not removed before departure
To minimize or eliminate maintenance errors it is necessary to look for factors

that contributed to the errors rather than the person who made the error.
Technicians who perform maintenance tasks on a daily basis are often aware
of factors that can contribute to error. This may include information like:
difficult to understand job sheets, inadequate lighting, poor shift / handover
procedures, etc. They may have their own solutions for addressing these
factors. So the object of MEDA tool is to discover the successful solution
from the technician and share them with entire maintenance operation.
Factors contributing to most of the maintenance errors can be managed,
procedures improved or corrected, facilities enhanced and best practices
shared. Correcting or removing even one these factors can prevent the error
from recurring.
M/S SAPL will ensure that maintenance personnel are trained of this tool with
Human Factors training so that while investigating any maintenance event
they can identify the contributing factor that led to the error and remedy those
factors.
Page 100 of 106

August 1, 2007

PART 2
2.26
PROCEDURES FOR HANDING OVER TASK TO NEXT INCOMING

MAINTENANCE PERSONNEL
Whenever the routine maintenance is spilled over to the next person for the
purpose of timely completion, it shall be ensured that the task handover is
smooth and in no way will compromise standards.
When it is required to handover the continuation or completion of a
maintenance Task, all information pertaining to the maintenance
accomplished and maintenance to be covered will be adequately
communicated between outgoing and incoming personnel.
During such work it will be ensured that the maintenance teams are provided
the necessary support to ensure the completion of maintenance without
undue time pressure.
While carrying out Task changeover, the primary objective is to ensure
effective communication at the point of handing over the continuation or
completion of maintenance actions.
While effecting maintenance tasks handover the following basic elements will
be taken care:
The outgoing persons ability to understand and communicate the

important elements of the job or task being passed over to the incoming
person.
The incoming persons ability to understand and assimilate the information

being provided by the outgoing person.
A suitable place for exchanging information between outgoing and

incoming persons and a planned shift overlap when such exchanges take
place.
During task handover all essential information, particularly the detail status
of tasks, will be recorded in written form. Further it will also be ensured to
pass on the information verbally to the incoming team to have firsthand
information on the pending maintenance.
Will ensure whenever Task handover takes place, an overlap of 20-30

minutes will be allowed for exchange of information as a good human
factors practice.
Page 101 of 106

August 1, 2007

PART 2
2.27
PROCEDURES FOR THE NOTIFICATION OF MAINTENANCE DATA

INACCURACIES AND AMBIGUITIES TO THE TYPE CERTIFICATE
HOLDER/MANUFACTURERER
M/S SAPL as a CAR-145 Approved Maintenance Organisation will ensure
that, during maintenance if any inaccurate, incomplete or ambiguous
procedures, practices, information or maintenance instruction contained in the
maintenance data used by maintenance personnel, if observed, then such
information shall be immediately brought to the notice of the Quality Manager
for his attention. Such ambiguity will be recorded in detail.
Then, the Quality Manager will notify the problem to the author of the
Maintenance Data in a timely manner and all such communications will be
recorded and retained by the organisation till such time the Type Certificate
holder has clarified the issue by amending the Maintenance Data.
The above information will also be brought to the attention of the Regional
Airworthiness Office.
Page 102 of 106

August 1, 2007

PART 2
2.28
2.28.1
LINE MAINTENANCE PROCEDURES
LINE MAINTENANCE CONTROL OF AIRCRAFT COMPONENTS, TOOLS,

EQUIPMENT, ETC.
During the line maintenance of the aircraft whenever any component required
to be replaced on the aircraft due to rectification of the defect or otherwise the
same will be drawn from the bonded store. The concern AME inspects the
component for the relevant Airworthiness Documents and the component for
any apparent damage before installation.
The AME shall also withdraw necessary tools required for installation of the
component of the aircraft. He shall carry out or necessary test and issue
certificate of release to service.
After completion of the task, the concern AME will complete all necessary
entries in the relevant log book.
2.28.2
LINE MAINTENANCE PROCEDURES RELATED TO SERVICING /

FUELLING
The AME concerning for release of aircraft for the flight shall ensure that
necessary services have been provided on the aircraft. The AME shall obtain
total amount of the fuel to be carried on board for the intended flight. He will
refuel the aircraft accordingly. During the refuelling all the precautions
required shall be observed by the AME / authorised person supervising the
refuelling activities. He will also carry out quality control check on the fuel
before refuelling activities start.
2.28.3
LINE MAINTENANCE CONTROL OF DEFECTS AND REPETITIVE

DEFECTS
Whenever any defect is report by the Pilot / observed by the AME during the
operation / line maintenance activities, the same will be rectified following the
procedure stipulated in the trouble shooting manual / maintenance manual.
In case the AME observed that the defect has been repeating the same shall
be investigated / analyse thoroughly in order to pin point the cause of defect.
The aircraft shall not be released unless the cause of repetitive defect has
been established and rectified satisfactorily.
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PART 2
After carrying out the rectification action on the defect the concern AME shall
complete all documentations including completion of log book entries and
issue certificate of release to service.
2.28.4
LINE PROCEDURES FOR COMPLETION OF TECHNICAL LOG

Whenever any line maintenance has been carried out on any aircraft the
concern AME shall complete the requisite entry in the relevant log book
immediately after completion of the task.
2.28.5
LINE PROCEDURES FOR THE RETURN OF DEFECTIVE PARTS

REMOVED FROM AIRCRAFT
At present M/S SAPL does not have any shop for carrying out investigation
on the defective parts removed from the aircraft. Whenever any defective part
is replaced the same will be return to the store with unserviceable tag signed
by AME. The defective part shall be kept in the quarantine store. After
completion of the necessary documentation the defective component / part
shall be dispatched to the vendor / repair agency by the quality department
with the request for forwarding the detailed investigation report of the
defective part.
2.28.6
LINE PROCEDURES FOR CONTROL OF CRITICAL TASKS AS PER AMC

145.65(b) (4)
Whenever any similar critical task is required to be performing on more than
one system of an aircraft it shall be ensure that different person perform such
task on the different system. This is to ensure to minimize the rare possibility
of an error being repeated where by the critical aircraft component / system
are serviced.
Alternatively, when only one person is available to carry out the same tasks
than the work card / work sheet shall include an additional stage for reinspection of the work after completion of all the same tasks.
In order to prevent omission, every maintenance task or group of tasks shall
be signed off. To ensure the task or group of tasks is completed it should only
be signed off after completion. Work by not authorised personnel (i.e.
temporary staff, trainees) should be checked by authorised personnel before
the sign off.
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PART 2
M/S SAPL has its main base at Delhi which is equipped for major
maintenance for Chetak SA 316B, LAMA/Cheetah SA315B, Bell 206 BIII,
Beechjet 400 A, Premier 1A model 390, King Air C90 airplane, engine and its
equipment as per scope of approval granted by the Regional Airworthiness
Office.
However, as and when regular line stations are established, away from Delhi
Main Base (where overnight stop-over is anticipated), the following procedure
will be followed regarding routine maintenance, defect reporting, provisioning
of tools and equipment, storage of spare parts, refuelling procedures as well
as the supervision by Quality Office on such maintenance.
The Head of engineering shall carry out initial provisioning of tools /
equipment, spares, technical literature commensurating with the scope of
work that will be undertaken at line station appropriately and adequately.
There after the Quality Manager shall carry out the final inspection of Line
Station to ensure the adequacy of the facilities available at the Line Station.
The information of stating such Line Station shall be provided along with an
inspection Report to The Regional Airworthiness Office.
The certifying staff positioned at line station shall be fully responsible for the
availability of proper and adequate tools / equipment, spare and technical
literature in coordination with the Quality Office. He is also responsible for
quality control at the station.
The Quality Manager will carry out inspection to meet quality requirements
periodically, i.e. once in 6 months. He will ensure during such checks,
availability of manuals, regulatory document, tools, work stands, servicing
equipment / special equipment like, fuel drain kit, routine snag sheets,
procedure sheets, schedules, etc.
The Engineer-in-charge shall ensure proper completion of work and ensure
dispatch of completed work sheet / documents to main base of aircraft.
He shall promptly report defects / incidents and aircraft serviceability status to
the Quality Office.
In case the aircraft is grounded for snag rectification which is beyond the
purview of his authorisation, he will co-ordinate with Quality Office at main
base for proper men, material and literature for rectification and release to
service.
Where there is no specific night halt / line station and certifying staff
accompanying the aircraft for certification at outstation to complete flight
Page 105 of 106
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PART 2
coverage, he is responsible for documents / paper work completed during his

assignment and submit the same for Quality Office record and scrutiny.
The certifying staffs, before issue of Certificate of Release to Service of
aircraft after night halt/at line station, shall carry out the following:
Carry out inspection schedule as approved for the same.
Scrutinize flight report book for any reported defects, which are not
covered under MEL / CDL. Such defects should be rectified prior to
certifying aircraft.
Record any defect on ground during inspection and rectify accordingly.
Co-ordinate with the fuel vendor to refuel the aircraft as per refuelling
instructions.
Carry out fuel quality checks before refuelling.
Remove all servicing equipments from the vicinity of the aircraft.
On satisfactory completion of above procedures, release the aircraft for

further operations.
Complete all inspection records and release documents.
Page 106 of 106

August 1, 2007

PART 2A
GENERAL REQUIREMENTS
PART 2A
2A
2A.1
TECHNICAL LIBRARY
TECHNICAL LITRATURE
M/S SAPL is equipped with a technical library contains the technical literature
related to the each type of aircraft such as Maintenance Manual, Illustrated Part
Catalogue, Engine Maintenance Manual, Service Bulletin, Service Letter, Structure
Repair Manual, Airworthiness Directives, Civil Aviation Requirement, Airworthiness
Advisory Circular, etc.
2A.2
Updating of Technical Library

The Quality Manager shall be responsible for ensuring that all the technical
documents kept in the technical library are updated whenever any amendment to
any literature or additional literature is received in the office. He will ensure that a
designated person made incharge for updating the library on the regular basis. The
quality manager shall also carry out the sample check time to time in order to ensure
that the literature kept in the technical library is kept up to date.
2A.3
Updating of Log Books

The Maintenance Manager will ensure that the log book entries are made as and
when the maintenance work has been completed. Whenever any maintenance is
carried out, when aircraft is operating away from the main base the AME incharge of
carrying out the maintenance at out station shall carry the copy of working log book
for making the record all the maintenance work carried out at out station. When the
aircraft has return to the base the AME incharge shall make the entries in the
original log book on the basis of the copy of working log books and the working copy
of the log book shall be kept in the aircraft file, for the purpose of record.
If the aircraft is operating at out station for long time it shall be the responsibility of
AME incharge to dispatch the working log book to the main base, the quality
manager shall make the entries in the original log book on the basis of working log
book.
The Quality Manager shall ensure that log book entries are made appropriately in
time.
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PART 2A
2A.4
Ground Equipment
The head of engineering will ensure that all the ground equipment are kept in a
serviceable condition at all the times, he shall also ensure that they are protected
against environmental condition such as rain, dust, etc. The ground equipments
requiring periodic servicing shall be maintained as per the maintenance instructions
issued by the manufacturers / DGCA or any other regulatory authority accepted to
DGCA. It shall be ensured that the various instruments installed on the ground
equipments / test equipments shall be calibrated periodically has approved by the
regulatory authority.
The Quality manager shall ensure that all the ground equipments / test equipments /
special tools are kept in working condition. It shall be the duty of the AME using
these ground equipments to ensure that these equipments are in serviceable
condition.
2A.5
ENGINE GOUND RUN OF HELICOPTER

As per the directive of the DGCA the aircraft maintenance engineer is not permitted
to carry out the engine ground run of the helicopter during the maintenance there
may be an occasion requiring ground run of the engine to ensure the serviceability /
satisfactory functioning of a system. Whenever such situation arises where it is
necessary to carry out engine ground run, the appropriately qualified pilot shall carry
out the ground run of the helicopter.
The AME offering helicopter to the pilot for the ground run shall complete the entire
inspection requirement related to the engine system as per the maintenance manual
before offering the helicopter to the pilot for the ground run.
The AME shall make the necessary entries of the ground run in the relevant log
book.
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PART 2A
2A.6
LOANING OF SPECIAL EQUIPMENTS

At times certain situation arises when a special tool / equipments is required to carry
out certain maintenance work on an aircraft, where the special equipments is are not
needed during routine maintenance.
In such occasion M/S SAPL shall make necessary arrangement of loaning such
special tools / equipments from another approved organisation for carrying out the
specific task. M/S SAPL shall apprise the Regional Airworthiness office of such
situation. The maintenance manager will ensure that the special equipment/ tool is
serviceable in all respect before its use. The quality manager shall keep the record
of the entire relevant document related to the equipment taken on loan.
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PART 2A
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PART 3
PART 3
3.
3.1

GENERAL
M/S SAPL mission statement shows its commitment to quality, safety at all
levels of activities, and its objectives are to provide the operator a service,
which will ensure:
- Safety
- Airworthiness
- Efficiency
- Cost Effectiveness
- Reliability
- Comfort.
3.2
QUALITY POLICY
3.3
To provide our operators with efficient and effective aviation services to

the highest order of Quality and professionalism in the maintenance of
aircraft and in all supporting activities, and at the lowest achievable
price.
To comply fully with the quality requirements and standards set out by
DGCA regulations, and with the standards and levels of maintenance
set out by relevant aircraft and component manufacturers and suppliers
in their approved maintenance / Service manuals / schedule.
To provide appropriate and serviceable facilities and equipment for the
maintenance of aircraft and to provide all training necessary for
employees to achieve sufficient levels of competency to carry out their
duties to the required standards of quality.
QUALITY AUDIT OF ORGANISATION PROCEDURES

M/S SAPL has established a quality system and also a quality feedback
reporting system. The quality system includes 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.
M/S SAPL may also contract independent audit system as and when required
to another approved CAR-145 Approved Organisation or to a person with
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PART 3
appropriate technical knowledge and proven satisfactory audit experience

acceptable to DGCA. The quality feedback reporting system will report to the
Accountable Manager who has to ensure proper and timely corrective action is
taken in response to reports resulting from independent audits.
M/S SAPL will also ensure that all personnel co-operate with the quality
auditors. All audit personnel are independent of production and will be
reporting directly to the Quality Manager who in turn will report the audit
findings directly to the Accountable Manager.
As mentioned above, the independent audit is an essential element of the
quality system and therefore the independent audit is an objective process of
routine sample checks of all aspects of the CAR-145 Approved Maintenance
Organisation ability to carry out all maintenance to the required standards and
includes some product sampling as this denotes the end result of the
maintenance process.
The independent audit will also include random audits carried out on a sample
basis when maintenance is being carried out even at out stations.
The audit will ensure that all aspects of CAR-145 compliance are checked at
least twice during the year and may be carried out as a complete single
exercise or sub-divided over the 12-months in accordance with a scheduled
plan. Where audit findings have been identified, the particular procedure will
be re-checked until the findings have been rectified and if necessary, the audit
procedure may be intensified for that particular procedure.
The scope of audit should cover the entire Maintenance Scope of Approval as
granted as per CAR-145.
The audit compliments the requirement for certifying staff to be satisfied that
all the requirements have been carried out by them before the issue of
Certificate of Release to Service.
M/S SAPL will prepare a report each time an audit is carried out, describing
what was checked and the audit findings against applicable requirements,
procedures and products.
M/S SAPL will ensure that the quality audit group is a dedicated one whose
sole function is to conduct audits, raise findings reports and follow-up to check
that the appropriate corrective action has been taken on the findings.
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PART 3
The detailed procedure on independent audits at M/S SAPL is explained

below.
3.3.1
QUALITY AUDIT POLICY

It is the policy at M/S SAPL to ensure that all maintenance and technical
activities are carried out as per manufacturers and DGCA requirements and
ensures that defined quality standards are maintained at all times by all
concerned.
3.3.2
AUDIT SYSTEM
The Quality Manager will ensure auditing with the help of a 2-tier auditing
system.
a) Bi-annual audit by the division / section-in-charge.
b) Bi-annual audit by the Quality Audit team.
The audit will be programmed in such a way that the entire scope of approval
held by the organization is covered and audited twice in a year. The
responsibility for ensuring that quality is built into maintenance rests with
certifying staff / authorisation holders and is achieved by inspection checks
and direct supervision by them.
The function of the Quality Manager with regard to such activity is to ensure
the implementation of programmed quality audit as detailed above and follow
up and corrective measures in a positive way.
The Accountable Manager shall ensure the audit of the Companys policies
and procedure by the Quality Audit team.
The audit by the division / section-in-charge will be as per the check list drawn
out by them. On completion of such audit, the report will be rendered to the
Quality Manager.
The audit by the Quality Audit team will be as per the check list drawn out by
the Quality Office. One copy of the audit report on completion will be
forwarded to the Accountable Manager for his information and necessary
action. While carrying out audit by the Audit Team, the audit findings of the
division / section-in-charge will be verified for corrective action and covered in
the audit reports compiled by the Quality Office. All the audit reports of the self
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PART 3
audit program will be available for scrutiny and inspection by the Regional
Airworthiness Office. A copy of the current audit report will also be forwarded
along with the organisations maintenance approval renewal application.
3.3.3
INTERNAL AUDIT
The internal audit is an assessment made to check whether facilities, tools,
equipment, technical literature for aircraft maintenance and overhaul, itself
meet laid down requirements and also to ensure that the maintenance is being
carried out as per the approved procedures.
The Quality Office will ensure that the Companys policies and procedures
commensurate with the scope of approval of the firm granted by the
Regulatory authority.
3.3.4
AUDIT PROCEDURE
This procedure defines the conducting of the internal audit program in each
area to ensure compliance with manufacturers and DGCA stipulated
requirements.
The internal audit by the quality audit team is a continuous process to ensure
that the firm is in compliance with all the requirements and deficiencies noted,
if any, during internal audit are corrected promptly. The internal audit always
ensures there are no possible deviation from defined standards and provides
recommendation for quality control improvement.
The Quality Manager with assistance from key personnel in the respective
area will compile audit plan / checklist to ensure coverage of the planned work
in the respective areas. Such checklists will be reviewed periodically to
incorporate any changes or additional requirement. Further, the internal audit
will be carried out twice a year to ensure the entire scope of maintenance
approval is covered in the audit plan.
Such internal audit program is developed in the beginning of every year. The
audit program will cover all maintenance areas in such a way that each area is
audited twice a year. Such audit schedule will also be forwarded to all
concerned in engineering. It is the responsibility of the key personnel in the
respective areas to ensure implementation of the internal audit program.
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PART 3
The Quality Manager will nominate his own dedicated audit team at each
Section to carry out such internal audit. Discrepancies observed during audit in
the Section / area will be discussed with the key person in-charge with the
objective of obtaining effective and prompt corrective action.
The audit team will record the findings that are not in compliance with
manufacturers / Regulatory authorities requirement. The team will raise a
non-conformance report on the deviations / discrepancies against applicable
standards with supportive evidence.
Such audit findings will be reviewed by the Quality Manager for corrective
action and the non-conformance report will also be sent to the Accountable
Manager for his records and study.
All non-conformance findings as revealed by the internal audit are to be
rectified within the stipulated date as agreed to and a copy of the report on the
same is to be forwarded to the Quality Manager.
The Quality Office will maintain all internal audit reports for a period of 2 years
and will ensure their availability to DGCA as and when required.
The Quality Manager will have periodic review meetings on all audit reports
with the key personnel in the engineering department for a coordinated effort
in enhancing airworthiness standards.
The audit procedure and practices are to be based upon accepted ones so
that the results are accurate. The Quality Office will formulate the program by
the beginning of the year, covering the area of Audit and the frequency. The
program may be modified if required in between. However the emphasis is to
cover all areas as stipulated. Once the program is finalized it is made available
to all concerned, during the Audit.
Use checklist appropriate to the intended area of audit. Checklist provides
correct sequence and guidance. However it is not necessary to confine to
checklist only, as it is only a supplement to audit.
Prior to carrying out audit, the Audit personnel should review the previous
Audit report [last one] for open items with regard to non-conformances.
Review the current regulations, procedures and applicable standards as
applicable to the area of Audit.
Determine the scope of Audit, and intimate the Auditee in advance of the
actual Audit, its scope, purpose, start and finish dates.
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PART 3
The Audit process is as follows:

1. Audit Briefing
2. Actual Audit
3. Audit De-briefing
4. Audit Report
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PART 3
3.3.5
AUDIT BRIEFING
Before commencement of Audit, the Audit Team should hold a meeting
with the in-charge of the area to be Audited, explaining the purpose,
scope, and his co-operation in the Audit process. All possible assistance
should be rendered to the Audit Team for smooth conducting of the audit by
the Auditee.
3.3.6
ACTUAL AUDIT
The Audit Team while carrying out Audit should confine to procedures
and techniques and refrain from advice on quality, progress of work or
suggest corrective actions, etc. The Auditee should be given opportunity
to demonstrate compliance with the standards and requirements. On
completion, non-compliance findings observed are to be recorded in a Non
Compliance Form. Minor findings which could be rectified during Audit
need not find a place in the report. The Audit Teams observation should
provide supportive evidence to substantiate his Non-Conformance findings.
3.3.7
AUDIT DE-BRIEFING
On completion of the audit, a meeting should be held with the key personnel of
the audited area. The purpose of this meeting is to orally inform him about the
significant findings observed during the audit. The Audit Team should present
the findings in such a way so that the significance of the findings is understood
by the auditee to initiate corrective and prevention action on the findings.
3.3.8
AUDIT REPORT
The Auditor or the Audit Team compiles the Non-conformance report in Form
(SAPL 001) based on the audit findings. Where ever required supportive
evidence for such findings are also to be quoted. The Audit Report thus
compiled will be sent to Quality Manager at the earliest for his study and
review.
The corrective action on Non-conformance report can be initiated immediately
depending on the level of Non-conformance.
Should there be any major non-compliance with the maintenance regulation
lowering the maintenance standard, this should be responded and rectified
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PART 3
immediately within 3 working days. (This includes non-compliance on aircraft

component also.)
Should there be any minor non-compliance with the maintenance regulation
lowering the maintenance standard, then this should be responded and
rectified immediately within 10 working days. (This includes non-compliance
on aircraft component also.)
The report can also cover recommendation to improve maintenance standards
/ procedures. But this will not form non-compliance with the maintenance
regulation.
The Quality Manager on receipt of the report submits the same to the
Accountable Manager with his comments and also sends a copy to the
Auditee (key personnel) in whose area the audit was conducted for his
information and corrective action. He will convey to him intimating that the
non-compliance found by the Audit Team and witnessed by the Auditee and
recorded in the Non-conformance form are enclosed, which are to be duly
filled with corrective action and returned within the target date mentioned
therein.
The key personnel on receipt of the report initiate necessary action to rectify
the findings. He will also explain the root cause of the problem and the
corrective action / preventive action taken to prevent recurrence. He will
complete the Non-conformance report after taking necessary action within the
stipulated period and returns the same to the Quality Manager.
(three
working days for major non-compliance and ten working days for minor Noncompliance).
On receipt of the Compliance Report (CR) Form from the Auditee intimating
completion of corrective action, the Quality Manager may ask the Audit Team
for a verification of the compliance and provide a feedback. The Audit Team
may verify compliance against the non-conformance findings and intimate the
same to the Quality Manager. The Quality Manager will review the corrective
action and decide the closure of the file and ensure that the Non-conformance
Report SAPL 001 is duly completed in all respect.
In case, the Quality Office does not receive a response within the stipulated
working days [for minor-Non compliance only], a reminder is sent to the key
personnel of the area which was audited to respond within 7 working days and
requesting reasons for not honouring the initial response dates.
Even after giving extension for compliance, if no response is received, the
matter will be notified to the Accountable Manager for further action.
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PART 3
The Audit Team which conducted the audit will visit the area audited to
physically verify the corrective action taken and its effectiveness. They will
carry out follow up audit during routine surveillance to ensure there is no
repeat violation of standards.
The Quality Manager will compile quarterly the pending N.C.R. to the
information of Accountable Manager and also to the Audit Team which carried
out audit.
In case, any audit findings could not be fulfilled due to budgetary reasons (for
procurement of new equipment or mod-kit, etc.); the same will be discussed by
the Quality Manager with the Accountable Manager to take action in closing
the Non-conformance Report.
The Accountable Manager will initiate suitable corrective action on the
observations in the audit report submitted to him. A copy of the report
along with the corrective action taken will also be forwarded to
Regional airworthiness office.
The Non-conformance report form (SAPL 001) is filled and completed as per
the following steps:
1. The area of audit, discrepancy findings (major / minor with supportive
evidence if required), Auditors name, signature and date.
2. The corrective and preventive action carried out within the stipulated period
by the Auditee.
3. Auditor or Audit Team to verify the corrective and preventive action.
4. Acceptance of the corrective and preventive action by the Quality Manager.
Note: It is very important that all steps are completed in the Non-conformance
report form. All audit reports are maintained at a Quality Office and the
Quality Manager will take particular interest to ensure that the major
non-compliance findings are rectified within the stipulated period.
3.3.9
SURVEILLANCE / REPEAT AUDITS

The Repeat Audits are carried out where routine surveillance / monitoring
indicate performance deterioration or lowering of standards. Normally, the
source for such indications is available from component premature removal
report/defect investigation findings, incident/accident reports, etc.
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PART 3
The Audit Report will contain appropriate recommendation to achieve

acceptable standards of performance and formulating necessary action plans.
The Quality Audit personnel will also perform a general surveillance ensuring
compliance with manufacturer recommendations and regulatory requirements
in the maintenance area.
The audit procedure will be the same as mentioned in internal audit.
Such reports will be retained at Quality Office with copy to the key personnel
where surveillance / repeat audit was conducted.
3.3.10
EXTERNAL AUDIT (AUDIT OF SUB-CONTRACTOR)

M/S SAPL Quality Audit personnel will carry out audit of outside parties where
some of the M/S SAPL maintenance work may be sub-contracted. On such
occasions, the External Audit will be carried out as per the procedure
stipulated above before ensuring that the work can be entrusted to the
external parties for carrying out such sub-contract work. The audit may also
be required to be carried out as part of meeting DGCA requirement for grant of
approval to the external party.
The audit report on completion will be forwarded to the Accountable Manager
for taking further necessary action.
3.3.11
DISSEMINATION OF AUDIT FINDINGS

M/S SAPL will ensure that the audit report finding, corrective action and
preventive measures are brought to the knowledge of the appropriate
technical staff for their information to help in preventing such lapses in
standards / procedures.
The audit findings in respective areas will be circulated among the technical
personnel concerned to understand the message of the audit and the
preventive action taken to educate them to avoid recurrence of the
discrepancies originally involved.
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PART 3
3.4
QUALITY AUDIT OF AIRCRAFT (RAMP INSPECTION)

The audit of individual aircraft will be carried out at the ramp as and when the
aircraft is scheduled for a departure. The audit will be carried out well in
advance before the actual time of departure. During audit, it will be ensured
that the aircraft is meeting with all the laid down requirements for the intended
flight and carrying all valid documents on-board the aircraft.
The audit will be carried out as per a standard checklist drawn for such audits
when the aircraft is positioned at the ramp. The Ramp inspection shall be
carried out following check list developed by DGCA which is available at
DGCA Web Site.
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PART 3
3.5
QUALITY AUDIT REMEDIAL ACTION PROCEDURE

The details of audit of organisation procedures are covered in Part 3, Para 3.3
of this manual. It is mentioned earlier that the essential element of the quality
system is the quality feedback system. Since this function is very important to
the CAR-145 Approved Organisation, M/S SAPL will ensure that all findings
resulting from the independent quality audits of the organisation are properly
investigated and corrected in a timely manner and in order to keep the
Accountable Manager informed of any safety issues and the extent of
compliance with CAR-145.
After an audit is completed, the independent quality audit reports will be sent
to the relevant departments for corrective actions giving target rectification
dates. Rectification dates will be discussed with such departments before the
quality auditor confirms a date in the report.
The relevant departments, on rectifying the findings will inform the quality
office / auditor of such rectification.
The Quality Manger will hold regular meetings with all concerned to check
progress on rectification and give feedback to the Accountable Manager. The
Accountable Manager will hold periodic meetings with key personnel involved
and will review overall performance on findings of non-compliance.
All records pertaining to quality audit and quality feedback system will be
retained at least for 2 years after the date of clearance of the findings to which
they refer.
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PART 3
3.6
CERTIFYING STAFF QUALIFICATION AND TRAINING PROCEDURES

The certification staff requirements in maintenance as defined in CAR-145
requirements for maintenance organisation approval followed by
M/S SAPL are as follows:
As per CAR-145, Certifying Staff means staff qualified to DGCAs licensing
requirements.
3.6.1
APPROPRIATELY TASK TRAINED CERTIFYING STAFF / QUALIFIED

PERSONS
These personnel are identified as follows:
a. Persons holding Basic AME Licence issued by DGCA in appropriate
category.
b. Persons holding a valid CPL/CHPL on the type aircraft.
c. Persons holding valid AME Type Rated licence issued by DGCA on a
similar aircraft on appropriate category.
d. Persons holding full scope authorisation on the aircraft type issued by
DGCA in appropriate category.
Privileges:
The above persons can be permitted to carry out certain levels of
maintenance. They are:
With Company Authorisation can certify minor scheduled line maintenance

and simple defect rectification.
Minor Scheduled Line Maintenance means any minor scheduled inspection

/ check up to and including a weekly check as per the maintenance
programme.
Minor Scheduled Line Maintenance / simple defect rectification also covers but
not limited to the following typical tasks: E.g.:

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Replacement of wheel assemblies

Replacement of wheel brake units
Replacement of emergency equipment
Replacement of oven, boiler and coffee makers
Replacement of internal and external lights filaments and flash tubes
Replacement of windshield wiper blades

PART 3

Replacement of static wicks

Replacement of aircraft main batteries
Routine lubrication and replenishment of all system fluids
Replacement of any other aircraft component as agreed by DGCA where it
is agreed that the task is simple.
The above list of typical tasks will be periodically updated in the light of
experience and technological changes.
M/S SAPL will issue authorisation for the above tasks after appropriate tasktraining only.
3.6.2
QUALIFIED SUPPORT STAFF

Qualified mechanical or avionics category staffs are those holding an

appropriate Type Rated AME licence in avionics or mechanical category or
both.
These personnel need not be certifying staff but, should meet the
experience and authorisation requirements.
At base, they will be supporting certifying staff during maintenance i.e. they
will ensure that all mechanical and avionics tasks / inspection have been
carried out to the required standard before the person authorised to
release the aircraft to service issues a Certificate of Release to Service.
The levels of maintenance that can be certified by the appropriately
qualified persons is as follows:
a. For aircraft with a MTOW authorised above 5700 kgs

1. Basic Licence Holder in appropriate category after undergoing 15 days
practical training on relevant inspections plus 7 seven transit inspection
schedules carried out under the supervision of an authorisation holder plus
passed an oral test by the Quality Manager will have a privilege to certify
up to transit inspection without defect rectification.
2. AME holding type rated licence on similar aircraft in appropriate category
after satisfactory completion of an approved course relevant to the
inspection on the type aircraft plus 15 days practical training on relevant
inspection plus 7 Daily / Weekly inspection schedules carried out under the
supervision of an authorisation holder plus passed an oral test by the
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PART 3
Quality Manager can be considered for grant of authorisation to certify up

to Daily / Weekly check inspection with minor defect rectifications.
3. Persons holding full scope authorisation on the aircraft type issued by the
DGCA in appropriate category after having satisfactorily completed an
approved course on the type aircraft plus 15 days guided practical training
on the type aircraft and systems plus one month hands-on experience in
the major maintenance on the type of aircraft under the supervision of an
authorisation holder plus an oral test by the Quality Manager can be
considered for grant of authorisation to certify line maintenance above
minor schedule (say above weekly inspection) with defect rectification.
b. For aircraft with a MTOW authorised up to 5700 kgs
Transit and up to Daily inspection without defect rectification can be carried
out by persons qualified at para 3.6.1(a) or (b) having had 15 days practical
training on relevant inspection plus 7 transit inspection schedules carried out
under the supervision of an appropriately qualified certification authorisation
holder employed by M/S SAPL plus passed an oral test conducted by the
Quality Manager.
Daily / Weekly check inspections with simple defect rectification can be carried
out by persons qualified at para 3.6.1(c) plus satisfactorily completion of an
approved course relevant to the inspection on the type aircraft plus 15 days
practical training on relevant inspections plus 7 daily / weekly inspection
schedules carried out under the supervision of an appropriately qualified
certification authorisation holder of M/S SAPL plus passed an oral test
conducted by the Quality Manager.
Line Maintenance, above minor schedules with defect rectification can be
carried out by persons qualified at Para 3.6.1(d) plus 15 days guided practical
training on the type aircraft and systems plus 1-month hands-on experience in
the major maintenance on the type aircraft under the supervision of an
appropriately qualified certification authorisation holder of M/S SAPL plus
passed an oral-cum-practical test conducted by the Quality Manager.
3.6.3
DGCA TYPE RATED LICENCE PLUS COMPANY AUTHORISATION

HOLDER
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Qualified mechanical or avionics appropriately type rated DGCA licence

holders.

PART 3
3.6.4
They will be holding Company Authorisation and specifically authorised to

issue Certificate of Release to Service.
They will monitor the mechanical / avionics tasks / inspections having

carried out to the required standards and release the aircraft to service by
issuing a Certificate of Release to Service at base line maintenance.
CERTIFICATION AUTHORITY UNDER COMPANY AUTHORISATION

It will be the policy at M/S SAPL that all Maintenance Certifications are carried
out under Company Authorisation.
The qualification and experience
requirement as stipulated will be ensured before grant of authorisation.
However, M/S SAPL as an approved maintenance organisation under CAR
145 will ensure that all aircraft release certifying staff are involved in at least
six months of actual aircraft maintenance experience in the preceding
two-year period.
Note: Actual aircraft maintenance means the person has worked in an
aircraft maintenance environment and has either exercised the
privileges of the CAR-145 certification authorisation and / or has
actually carried out maintenance on at least some of the aircraft type
system specified in the particular CAR-145 Certification Authorisation.
The Company Authorisation for certification will be issued to a person meeting
all necessary qualification, training, experience and competency requirement
as stipulated in this MOE. For issue of such authorisation, the candidate shall
be examined by a board consisting of Quality Manager as a chairman and GM
Engineering as a member. The intimation of such examination shall also be
given to the regional airworthiness office for association of their representative
in the examination. The Quality Manager will issue certification authorisation
under his signature & stamp to the candidate who is found satisfactory during
the examination.
The Certificate of Release to Service of aircraft will be issued by authorised
personnel as per the Maintenance Programme by one or more persons as per
the requirements.
A Certificate of Release to Service will be issued before flight if any snag
rectification is attended between scheduled maintenance. Such Certificate of
Release to Service of the aircraft will be issued by the person with Company
Authorisation who has carried out the rectification work in the relevant
category and his authorisation covers such release.
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All certifying staff will be provided with a copy of certification authorisation

covering its scope for their records.
All such records will be maintained by the Quality System Department.
The authority to sign a certification regarding an aeroplane or an aeronautical
product is delegated by the DGCA to the Company and by the Company to its
personnel in accordance with this Maintenance Organisation Exposition
Manual.
Personnel exercising their authorisation not only certify on behalf of DGCA
and the Company but also on their own behalf.
Company Certification Authorisation will include the individuals signature, their
authorisation number and CAR-145 Organisation Approval reference. It will
contain the authorisation scope clear to the Certifying Staff. Such Company
Certification Authorisation will be available for examination to the authorised
persons from DGCA.
All personnel holding Certification Authority are directly responsible to the
Quality Manager for compliance with all regulatory standards, company
procedures when aeronautical products are maintained, inspected and / or
maintenance release for return to service.
Personnel holding Company Certification Authorisation must keep themselves
updated with CARs, M.O.E., all Technical Circulars and inspection
requirements pertaining to the scope of activity / authorisation and maintain a
working understanding on the same.
The Company Certification Authorisation is valid for a maximum period of one
year and renewed further subjected to refresher training.
The Company Authorisation automatically becomes invalid if the AME Licence
of the person holding the authorisation is not valid, expires or is revoked or
loss of licence privileges. It is the responsibility of the individual to intimate the
status of his AME Licence to the Quality Manager immediately and should
apply for renewal of authorisation after refresher at least 15 Days in advance.
3.6.5
AUTHORISATION FOR SPECIFIC TASK OTHER THAN MAINTENANCE

Even though Certification in Maintenance and issue of Certificate of Release
to Service are taken care by certifying staff / authorisation holders, there are
certain jobs in maintenance like structural repair, servicing of safety
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PART 3
equipment, weighing of aircraft, etc. which may involve specific authorisation

from Quality Manager for certifications. In such cases the AME holding AME
Licence in appropriate category with requisite experience with respect to the
task will be subjected to an oral test by the Quality Manager as per CAR
Section 2, Series L, Part X before grant of authorisation.
3.6.6
PROCEDURE FOR CONDUCTING AUTHORISATION EXAM AND GRANT

OF AUTHORISATION
Since the entire maintenance activity of the organisation approved under
CAR-145 will be certified by company personnel holding company
authorisation at various levels of maintenance, the following procedure shall
be adhered to for issue of a CAR-145 certification authorisation.
The authorisation exam will be conducted by a board chaired by the Quality
Manager with members from respective engineering divisions from where the
personnel working are seeking authorisation. Regional Airworthiness Office
shall be intimated about authorisation examination program so that their
representative may associate in the authorisation examination, if they so
desire.
Before issue of authorisation the certifying staffs qualification and experience
will be ascertained as per CAR-145 requirements and then, their competence
and capability to carry out their intended certifying duties will be assessed.
The competence and capability will be assessed by making the person work
under the supervision of either certifying person for sufficient time. This
sufficient time can be as little as few weeks if the person is fully exposed to the
relevant work or it can be extended to few months if the work involved is
complete spectrum of intended duties.
Persons joining from other organisations their qualification assessment will
be made from their previous records and any authorisation they held. Any
candidate who fails to make in the authorisation exam will be re-examined
after a period of three months.
During this three-month period, he will be exposed to adequate understanding
of the relevant aircraft and / or aircraft component to be maintained together
with the associated organisation procedures before issue / re-issue of the
CAR-145 certification authorisation.
Page 18 of 36
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PART 3
3.6.7
TRAINING PROCEDURES
It is very essential that personnel who are engaged in maintenance of aircraft
are well experienced and trained, so that the maintenance can be carried out
in a safe and systematic manner.
M/S SAPL, as a policy matter, shall ensure that the personnel engaged in
maintenance of aircraft are properly trained and qualified before working on a
particular type of aircraft.
3.6.7.1
TRAINING OF CERTIFYING STAFF

It is mandatory under CAR 145 approval that certification of maintenance task
is required to be carried by personnel having Company approval for
certification, it is, therefore essential that they are adequately experienced
and appropriately licensed to certify maintenance of aircraft commensurate
with the scope of organisation approval granted by the Regional Airworthiness
office.
The certifying staffs who work in maintenance for certifying the type aircraft will
hold company authorisation in appropriate category to cover the maintenance
and certification of aircraft. The licenses on type aircraft are obtained after
undergoing manufacturers training at the aircraft manufacturers facility and
subsequently qualified in the DGCA examination for acquiring the license.
Only, qualified license holders in the relevant trade with company authorisation
are permitted to carry out maintenance of aircraft assisted by trained
technicians.
Even supplementary work carried out in maintenance like NDT, battery

charging, structural repair, etc., if any, will also be carried out by persons
holding Regional Airworthiness office approval / company authorisation on
such specific jobs.
3.6.7.2
REFRESHER TRAINING
The Airworthiness Advisory Circular 8 of 2000 issued by DGCA provides
guidelines for conducting refresher training for certifying staff / authorisation
holders / Certificate of Competency holders (except welders) once in 24
months to keep their knowledge current and up-do-date in their respective field
and all relevant requirements shall be adhered to strictly. In addition, they will
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PART 3
be exposed to changes in relevant technology, organisation procedures and

Human Factors time to time.
M/S SAPL will conduct refresher course in-house to the certifying staff by their
senior personnel as per the laid down program to meet the DGCA
requirement. On completion of such refresher, a certificate will be issued by
the Quality Office to all those who have participated so that the same can be
submitted at the time of their license / authorisation / approval renewal.
The training will be made a two-way process to ensure that certifying staff
remain current in terms of procedures, Human Factors and technical
knowledge. The training will also ensure that the organisation receives proper
feedback from the certifying personnel on the adequacy of its procedures and
maintenance instructions.
The syllabus for such refresher will cover:
Aircraft Rules, CARs, Advisory Circulars, amendments to Maintenance
Organisation Exposition, Mandatory Modification / Airworthiness Directives,
implemented / deleted during the period, changes in maintenance program,
ageing aircraft program, in-service experience, Technical Circulars issued,
industry problems, special operations covered in air operators permit of the
various operators, defects / incidents recorded during the period, internal audit
/ external audit findings and their implementation, etc.
The refresher course may also cover group discussions to hear the views of
the participants and also discussing human factors in maintenance. The
duration of the refresher may not exceed more than 2 days depending upon
the scope of the license / authorisation held by them. The main aim in general
is for updating their knowledge in their relevant subject and aware of the
current developments.
M/S SAPL will also encourage their engineers / approved persons to
participate in various seminars / work shops / training conducted by DGCA /
ICAO / EU, etc. relevant to their field of expertise for greater exposure
and enhancement of the knowledge.
The refresher training will be carried out as per DGCA guidelines and also
emphasising more on Human Factor issues related to maintenance errors and
audit findings.
All records of refresher courses conducted will be maintained at the Quality
Office.
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PART 3
3.6.7.3
TECHNICIANS TRAINING
Technicians employed are literate with experience in aircraft maintenance.
The technicians who are not familiar with type aircraft will gain on the job
experience along with experienced technicians under the supervision of
qualified engineers before they are permitted to work independently on the
aircraft.
The technicians will also undergo periodic refresher training covering the
topics like maintenance, safety procedures, good maintenance practices,
servicing, handling of ground equipments, proper sequence of maintenance
and meaningful co-ordination with engineers when discharging their duties.
All technicians will be encouraged to interact with their superiors in case of
any doubt to understand the work procedures properly and execute the same.
They will be taught on good maintenance practices and also will be informed
of industrial safety to work in a clean and safe environment. Their performance
will be routinely monitored by the GM Engineering of the organization.
The technicians will be trained on the job by senior technicians and
will be refreshed periodically on various aspects of maintenance as
mentioned above by senior persons of the organization.
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PART 3
3.7
CERTIFYING STAFF RECORDS

M/S SAPL Quality Office Department will maintain a record of all certifying
staff which will include details of any licences issued by DGCA, all training
completed and also the scope of their Certification Authorisation. The records
will also be maintained in an electronic format.
The following minimum information will be provided in the records:
a.
b.
c.
d.
e.
f.
f.
h.
i.
j.
k.
l.
Name
Date of Birth
Basic Training
Type Training
Licence Number / Ratings
Refresher Training
Experience
Qualification relevant to the approval
Scope of authorisation
Date of first issue of authorisation
Validity of the authorisation
Identification Number of the authorisation
The records will also contain their specimen signatures. The Quality Control
Department will also maintain medical records of all certifying staff.
The records will be kept and controlled by the Quality Office. Access to these
records will be controlled only to authorised persons so that the records
cannot be altered or such confidential records become accessible to
unauthorised personnel. However, such records will be available at any time
for DGCA personnel for scrutiny. The records will be maintained at least for a
period of two years after the certifying person has ceased employment with
the organisation or withdrawal of the authorisation, whichever is earlier.
The records will be constantly updated to ensure easy identification and
traceability when required for inquiry / investigations.
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PART 3
3.8
QUALITY AUDIT PERSONNEL

M/S SAPL has established a Quality System which includes independent
audits. This independent audit is required to monitor compliance with aircraft /
aircraft components standards and adequacy of the procedures to ensure that
such procedures invoke good maintenance practices and airworthy aircraft /
aircraft component.
To ensure the above M/S SAPL has in the Quality Department trained and
qualified audit personnel to monitor the same.
These personnel are responsible for independent audit in the quality system.
They will carry out routine sample checks of all aspects of CAR-145 Scope of
Approval granted to the organisation. They will take a complete overview of
the maintenance related activities so that it is assured that all required
maintenance has been properly carried out. These independent audits will
also cover any maintenance activity carried out during night and at subcontractors facilities also.
The audit programme will be such that the entire activity of CAR-145
Maintenance Approval will be covered in a period of 12 months either at one
single time or progressively spread over a period of 12 months. Where audit
findings are critical, the intensity of audit in those areas will be increased till
such time the findings are brought to an acceptable level. These audit
personnel are considered as dedicated quality audit group whose sole function
will be to conduct audit, raise findings report and follow-up to check that the
findings are being rectified.
The qualification requirements and experience of the independent audit
personnel attached to quality system department are enumerated below:
3.8.1
AUDIT PERSONNEL
He should hold BAMEL in an appropriate category of Unpressurised /

pressurised aircraft relevant to his scope of audit.
Type license in jet transport category aircraft/engine/avionics or helicopter

desirable.
Must have 5 years experience in aircraft maintenance of which two years

must be in Quality Audits covering spot checks, surveillance and report
rendering.
He reports to the Quality Manager.
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PART 3
He carries out all the Audits as per the approved audit schedules and
initiates suitable action in the respective area of audit.
Will carry out spot checks and surveillance during maintenance checks and
report.
Will carry out follow up Audit on non-conformance reports for corrective

action before the target date.
Will assist in development, preparation, amendment and update of Audit

Procedures and Checklists used in various areas of maintenance.
Audit of all documents used in maintenance.
Proper up-keep of all Audit Documents and Audit Reports and ensure their
proper completion.
The Audit Team is fully independent from production and has the necessary
authority for supervision of quality standards and enforcing the same. The
Audit team will not carry out any certification duties and they will be
directly reporting to the Quality Manager so that their decisions are not
influenced by production considerations. All corrective actions must be
initiated by the Maintenance Manager in co-ordination with Quality Manager as
per the findings on discrepancies presented to the Maintenance Manager by
the Audit Team.
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PART 3
3.9
ADEQUACY OF QUALIFYING PERSONNEL

(AME / AUTHORISATION HOLDERS)
M/S SAPL shall employ adequate number of appropriately qualified inspector,
certifying staff commensurate with the scope of approval so that they are not
over loaded with the work during the maintenance to ensure that the standard
of maintenance is not affected. They shall be subjected to recurrent
training/refresher training as per the policy approved by the Regulatory
Authority (DGCA) periodically.
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PART 3
3.10
QUALIFYING MECHANICS
The Qualified Mechanics are considered as Task-Trained Certifying Staff or
qualified person as followed by the terminology of CAR-145 requirements. As
such, the details are covered in Part 3, Para 3.6 of this Manual.
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PART 3
3.11
DEFERMENT OF MAINTENANCE TASKS-PROCEDURE

M/S SAPL will ensure that all maintenance for a particular work scope is
carried out before flight or issue of Certificate of Release to Service. However,
due to various reasons it is not in a position to complete certain maintenance
tasks the deferment of which is not a safety concern, then, the Certificate of
Release to Service will be issued subject to details of the deferment.
However, all such deferment will be carried out in consultation with DGCA and
with their consent.
M/S SAPL shall normally not permit the issue of a Certificate of Release to
Service in case of non-compliance of a particular maintenance / requirement.
However, as mentioned above, in case of exigencies where such deferment is
not a safety concern may be deferred with the concurrence Regional
Airworthiness Office. Such deferred task shall be accomplished at the earliest
opportunity and intimated to Regional Airworthiness Office on its completion.
Further, there may be occasions to obtain concession to deviate from
established maintenance procedure. In all such cases the following procedure
shall be followed at M/S SAPL
The prescribed maintenance periods contained within approved

maintenance programme may be varied subject to the conditions and limits
detailed in that programme.
The DGCA require that the details of permitted variation to the

maintenance periods be either contained within the approved maintenance
programme or as an endorsement to the programme.
Such variations are permitted only when the circumstances leading to an

inability to comply with the maintenance programme limitation could not
reasonably have been foreseen.
Extension to TBO lives of component and the maintenance schedule are

not normally permitted. However, if such tolerances are provided in the
Manufacturers Data, the same will be followed with approval of Regional
Airworthiness Office. Where such data are not available, they may
exceptionally be granted on application to the Airworthiness Authorities on
providing substantiation for the request.
Approval for variation will be subject to review of all airworthiness

implications.
Inspections designated mandatory by the authorities or by Type Certificate

Holder will not be exceed. No extension is permitted on Airworthiness Life
Limited items.
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PART 3
Life Extension: The purpose of trial extension is to prove the capability to

maintain a component life extension by demonstrating that the life
extension does not have a harmful effect on the airworthiness of the
component during the trial extension.
When required, the Quality Manager shall contact the component / engine /
accessories manufacturer for trial extension.
After receipt of
manufacturers recommendation the Quality Manager may approach
DGCA for the approval of the same.
The following conditions are applicable to components trial extension:

i.
Satisfactory current service reliability and condition at conclusion of the

current overhaul life as substantiated by Technical records.
ii. Compliance with mandatory requirement of Service Bulletins and

Airworthiness Directives are unaffected.
Page 28 of 36
August 1, 2007
If any difficulty is experienced in the procurement of parts / material

meeting the stipulated specifications for affecting modifications or repair,
the DGCA shall be requested to issue a concession as per the provisions
of the CAR Section 2 Series X Part V which means permission to use a
limited quantity of parts / materials as substitutes to the approved parts /
materials. The application for such concession shall include:
i.
Job or process effected.
ii.
Reason for concession
iii.
Aircraft registration number or a detail of engine or the concession

applies.
iv.
Quantity of parts covered by the concession.
v.
Details of similar concessions granted earlier.
vi.
Deviation from type specifications such as dimensions processes,

operating limitations and material details (composition, gauge
strength).
vii.
Persons responsible for certification
viii.
Relevant drawings if applicable.

PART 3
3.12
ACCETABLE
PROCEDURE
MEANS
OF
COMPLIANCE/USE
OF
ALTERNATIVE
A Maintenance Organisation may be granted concession from a particular

requirement of DGCA when the authority is satisfied that it is reasonable
and justified and that there are alternative procedures to ensure equivalent
safety and airworthiness standards.
When an application for such concession is to be made it must be

established that the organisations procedures provide a satisfactory
alternative, there appears to be no way that the requirement can be met
and that adequate safety can be demonstrated.
When the position has been established, the Quality Manager will make an
application to the DGCA for concession.
Page 29 of 36
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PART 3
3.13
PROCEDURE FOR SPECIALISED ACTIVITIES SUCH AS NDT, WELDING,

ETC.
M/S SAPL shall ensure that specialised task such as NDT, Welding are
carried out by appropriately qualified, experienced and holder of appropriate C
of C.
M/S SAPL will ensure that such qualified personnel are not permitted to
deviate from methods and techniques published by the Type Certificate holder
/ manufacturer from the Maintenance Data provided the NDT Manuals or
Service Bulletins expressly permit such deviations.
All specialised NDT checks will be carried out in accordance with particular
equipment manufacturers recommendations. The personnel will also be
subjected to training as specified to ensure competence with the process.
Note: Non-Destructive Inspection like bore scope or de-lamination checks will
not come under the purview of Non-Destructive Testing.
3.13.1
CERTIFICATE OF COMPETENCY
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PART 3
3.13.2
REQUIREMENTS FOR GRANT OF NDT INSPECTION APPROVALS
Page 31 of 36
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PART 3
3.14
PROCEDURE FOR CERTIFICATION OF INDIAN REGISTERED AIRCRAFT

BY THE FOREIGN ENGINEERS DEPUTED FROM MANUFACTURERS/
FOREIGN APPROVED ORGANISATION.
M/S SAPL is a CAR-145 Approved Maintenance Organisation maintaining
Chetak SA316 B, Lama / Cheetah SA315 B, Bell 206 B III Helicopters,
Beechjet 400A, Premier 1A Model 390, King Air C90 aircraft as per approval
granted by Regional Airworthiness Office.
Whenever a new type of Aircraft is inducted in maintenance, the services of
either the manufacturers representative or lessors engineers are taken for
maintenance for assistance in certification or training of company personnel
for a limited duration. This may be due to non-availability of qualified
professional within the organization.
Before inducting such outside professionals, it will be ensured that they are
qualified for the relevant work and are authorized by the manufacturer for the
specific type of job.
Further, when manufacturer services are used for carrying out training or
maintenance of the aircraft, the requirement of CAR Section 7 Series G, Part 2
will be complied with as required.
In case professionals deputed from other than the manufacturer like lessors
whose assistant is required for certification in routine maintenance or for some
specialized maintenance work, before inducting them, their qualification and
expertise will be assessed for the specific type of job. In addition, all regulatory
requirements as per CAR Section 7, Series G, and Part 2 will be complied with
(including validation of the foreign licenses) before inducting the above
professionals for maintenance certification.
All the above professionals inducted in maintenance will be under the direct
control of the organization deputed for and will work following procedures and
practices as laid down and in accordance with the Law of the Land.
it will be ensured that such deputed personnel shall comply with all the
applicable Indian rules, regulations, procedures and directions issued from
time to time covering the maintenance procedures, MEL, etc. and also the
policies of the organisation.
Page 32 of 36
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PART 3
3.15
HUMAN FACTORS TRAINING PROCEDURES

The aim of Human Factor Training is to impart knowledge on Human Factors,
to develop skills where appropriate, to influence people attitude and to
influence behaviour. Training is beneficial provided it is supported within the
organization on a day to day basis.
Training in Human Factor is not only to help people understand what the
issues are but how to adopt good Human Factors practice in all aspects of
work. It is not just for engineers or certifying staff.
Human Factor
According to FAA, Human Factor entails a multi disciplinary effect to generate
and compile information about human capabilities and limitations and apply
that information to equipment, systems, facilities, procedures, jobs,
environment, training, and staffing and personnel management for safe,
comfortable, effective human performance.
As per ICAO, Human Factor principles means principles that apply to
aeronautical design, certification, training, operation and maintenance and
which seek safe interface between the human and other system components
by proper consideration to human performance.
Human performance means human capabilities and limitations that have an
impact on the safety and efficiency or aeronautical operations.
When assessing the technical expertise and competence of a person related
to his/her job, it will cover an understanding of the application of human factors
and human performance issues appropriate to that persons function in the
organization.
In respect to the understanding of the application of human factors and human
performance issues, all personnel associated with the safety and airworthiness
of aircraft will be exposed to initial human factors training.
It will be the endeavour at M/S SAPL to ensure that all technical personnel
associated in the safety and airworthiness of aircraft are subjected to Human
Factors training at the time of induction as well as continuation training once in
24 months.
Initial human factors training will cover all the topics relevant to the
Maintenance organisations scope of approval taking into guideline the
Page 33 of 36
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PART 3
requirement specified in CAR-145 Requirements, Appendix 7. The course can

be a dedicated one or integrated within other training.
M/S SAPL in the initial stages will ensure that the human factor training is
integrated with other training. The syllabus will be adjusted to reflect the
particular nature of work for each function within the organisation within the
broad framework of the scope of approval granted by the DGCA. To quote an
example, subjects relating to team work and communication will not be
covered in depth when the organization has no shift pattern of work.
M/S SAPL will ensure that the personnel covered with human factor training
are exposed to continuation training also (refresher) in each 2 year period for a
specified duration. The purpose of this refresher is primarily to ensure that the
staff remains current in terms of human factors and also to collect feedback on
human factor issues. The refresher training will have the involvement of the
Quality Department also so that they can initiate action where necessary. The
refresher training will invariably cover relevant quality audit findings and other
internal/external sources of information available to the organization on human
errors in maintenance.
M/S SAPL will ensure that the human factor training is conducted by the
maintenance organization itself, however, depending on the exigency,
independent trainers help will be sought in conducting such training or if
necessary, it may take the help of any other training organisation acceptable
to DGCA.
Syllabus of the initial human training based on CAR 145 Appendix 7 is as
follows:
1. General/Introduction to Human Factors
1.1 Need to address Human Factors
1.2. Statistics
1.3 Incidents
2. Safety Culture/Organisational Factors
3. Human Error
3.1 Error models and theories
3.2 Types of error in maintenance tasks
3.3 Violations
3.4 Implication of errors
3.5 Avoiding and managing errors
3.6 Human reliability
4. Human Performance and Limitations
4.1 Vision
4.2 Hearing
4.3 Information processing
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PART 3
4.4 Attention and perception

4.5 Situation awareness
4.6 Memory
4.7 Claustrophobia and physical access.
4.8 Motivation
4.9 Stress
4.10 Workload management
4.11 Fatigue
4.12 Alcohol, medication, drugs
4.13 Physical work
4.14 Repetitive tasks/complacency
5. Environment
5.1 Peer pressure
5.2 Stressors
5.3 Time pressure and deadlines
5.4 Workload
5.5 Shift work
5.6 Noise and fumes
5.7 Illumination
5.8 Climate and temperature
5.9 Motion and vibration
5.10 Complex systems
5.11 Hazards in the workplace
5.12 Lack of manpower
5.13 Distractions and interruptions
6 Procedures, Information, tools and Practices
6.1 Visual inspection
6.1.1 Work logging and recording
6.1.2 Procedure-practice/mismatch/norms
6.1.3 Technical documentation, access and quality
7 Communications
7.1 Shift/task handover
7.2 Dissemination of information
7.3 Cultural differences
8 Teamwork
8.1 Responsibility
8.2 Management, supervision and leadership
8.3 Decision making
9 Professionalism and Integrity
9.1 Keeping up to date, currency
9.2 Error provoking behavior
9.3 Assertiveness
10 Organisationss HF Program
10.1 Reporting errors
10.2 Disciplinary policy
10.3 Error investigation
10.4 Action to address problems
10.5 Feedback
Page 35 of 36
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PART 3
FORM SAPL 001
REPORT NO.
NON CONFORMANCE REPORT
Date audited:
Audi tees Name:
Area audited:
Discrepancies:
Auditors Name:
Date:
Signature:
Target Date:
NCR cause and corrective / preventive action taken
Auditees Name
Signature
Date
Verification of corrective/preventive action
Follow up action: YES / NO
Auditors Name:
Target Date:
Signature:
Date:
Acceptance of corrective/preventive action
YES / NO
If yes, close the file
If no, further follow up action with comments and Target Date
Final acceptance:
Quality Assurance Manager:
Page 36 of 36
August 1, 2007
YES / NO
Signature:
Date:

PART 4
PART 4
4.1
CONTRACTED OPERATORS.
4.1.1
The following table shows the list of DGCA approved contracted operators
against their scope of work performed by M/S SAPL.
S/N
CONTRACTED OPERATOR
Himalayan Heli Services
Prabhatam Aviation
King Rotors Pvt Ltd
Dhillon Aviation
RPG Enterprises, Kolkata
Ran Air Service Ltd.
Page 1 of 5
August 1, 2007
SCOPE OF WORK
Maintenance of Chetak SA 316B,
LAMA/Cheetah SA 315B Helicopter
upto 800 Hrs / 4 Years inspection.
Maintenance of Chetak SA 316B
Helicopter upto 800 Hrs / 4 Years
inspection.
Maintenance of Chetak SA 316B
Helicopter upto 800 Hrs / 4 Years
inspection.
Maintenance of Bell 206 B III
Helicopter upto 300 Hrs / 1 Year
inspection.
Maintenance of Beechjet 400 A
aircraft upto 200 Hrs inspection.
Maintenance of Premier 1A model
390 aircraft upto 200 Hrs / 1 Year
inspection
Maintenance of King Air C90
aircraft upto 400 Hrs / 1 Year
(Phase I & II)

PART 4
Page 2 of 5
August 1, 2007

PART 4
4.2
DGCA APPROVED OPERATORS PROCEDURES AND PAPERWORK

Routine maintenance and defect rectification are carried out by M/S SAPL on the
aircrafts described in para 4.1.1. Work is performed to the extent specified in the terms
of approval granted by DGCA under CAR 145 approval. Line maintenance is performed
at outstations as dictated by operational requirements of the operator and within the
scope, as detailed in this exposition.
4.2.1
CONTROL OF SCHEDULED WORK

M/S SAPL shall prepare work package in advance of a maintenance input which
comprises of the relevant requirements of the approved maintenance schedule,
component replacement requirements, special inspections, modifications, service
bulletins, and any deferred work
M/S SAPL shall ensure that during maintenance input control of work and associated
documentation is exercised by appropriate engineers.
4.2.2
SPARES MANAGEMENT
4.2.2.1 Prior o the commencement of an input, required spars are pre-loaded for the
incoming aircraft.
4.2.2.2 It is the responsibility of the concerned operator to procure and supply spars as and
when required.
4.2.2.3 The acceptance of components and materials and the storage and release of items
are detailed in this MOE part 2.
4.2.3
CONTROL OF MAINTENANCE BETWEEN INPUTS

4.2.3.1 M/S SAPL is responsible for monitoring minor maintenance out-of-phase
requirements on all aircraft.
4.2.3.2 A computerised system supplemented by Manual system is used to control such
maintenance and prevent exceedance
4.2.3.3 Manager Maintenance and operator will be advised in advance of impending work
requirements and where applicable, appropriate work packages.
4.2.3.4 Completed work packages are returned to Manager Maintenance for verification and
forwarded to Quality Department to enable updating of the monitoring system.
Page 3 of 5
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PART 4
4.2.4
CONTROL OF DEFERRED AND REPETETIVE DEFECTS:

4.2.4.1 As a result of the occasional inability to take appropriate rectification, defects may be
deferred in accordance with deferred defect programme.
4.2.4.2 Defects may be deferred at main base and out stations only by appropriately
licensed AME / approved person.
4.2.4.3 Deferred defects are classified according to their effect on airworthiness and MEL
relationship.
4.2.4.4 Repetitive defects are identified by Quality Department through reliability monitoring
programme; appropriate action is initiated including referral to the manufacturers
representative or the Quality System.
4.2.4.5 Details of deferred defect and their associated control systems are contained in this
MOE part 2.
4.2.5
RELIABILITY MONITORING
Full details of fleet reliability and maintenance engineering statistics are detailed in this
MOE part 2.
Page 4 of 5
August 1, 2007

PART 4
4.3
DGCA APPROVED OPERATOR RECORD COMPLETION.

For this purpose, work shall include any single work card or work package or the use of
approved check lists like Daily, Transit / Preflight checklists to carry out the task.
Work requirement shall be detailed in work card and issued to maintenance personnel
for implementation.
Although it is he responsibility of AME / Approved person to ensure work undertaken is
complied with, manager maintenance shall monitor progress to ensure limiting time
factors are not exceeded, and where necessary, shall advise maintenance staff of
approaching dates.
On completion of the work card requirements, certifying staff, shall complete work card
entries and certify compliance.
Manager Maintenance shall collect completed work card(s) and ensure all required
entries on the cards, worksheets, etc. have been completed. Component part numbers,
serial numbers etc. are included, where appropriate, duplicate inspections signed for,
where necessary, and any information requested to be written down is included. He
shall also verify that the limiting time frame has not exceeded.
Mostly the task related to Daily, Pre-flight / transit checks are carried out at out stations.
Approved task cards are used to carry out the task and proper certification done at flight
report books / JLBs to authenticate the same.
All certifications carried out shall be clearly indicated b the certifying staff with
certification ID.
All copies of certification shall be retained at Quality Department.
Page 5 of 5
August 1, 2007

PART 5
QUALITY SYSTEM PROCEDURE- DOCUMENTS
PART 5
5.1
SAMPLE OF DOCUMENTS
The various Stores documents like Tags, Release Notes, Rejection Notes and
Maintenance Documents like Certificate of Release to Service, Caution /
Warning Labels, etc., and the specimen copies used by M/S SAPL are given in
sample form as Annexure to this chapter. This is apart from the other sample
documents reflected in relevant chapters of this manual.
5.1.1
STORES ACCEPTANCE TAG

This tag is signed by stores inspector after satisfying the physical
condition of the incoming part and its co-relation with incoming
documentation (release note/ certificate of inspection etc)
5.1.2
SERVICEABLE TAG / CERTIFICATE OF RELEASE TO SERVICE

This tag is attached to a component/item after a repair wok or bench check
or overhaul is accomplished in an approved shop and certified by a Certifying
Staff / Authorisation Holder as per stipulated requirements of the manufacturer /
vendor / DGCA before crediting the same to stores or Certificate of Release
to Service for fitment on aircraft.
5.1.3
UNSERVICEABLE TAG
This tag is used on components/items which are pre-maturely removed
or suspected as defective or defective and awaiting repair / servicing /
overhaul for gaining serviceability status. This tag is signed by Certifying Staff
/ Authorisation Holder in relevant trades.
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PART 5
5.1.4
REJECTION TAG
This tag is attached to component/items which cannot be reused in
maintenance due to various reasons like, badly damaged or beyond
repair, or obsolete mod status or beyond economical repair, etc., and
credited to stores for further disposable action. This tag is signed by
Certifying Staff / Authorisation Holder.
5.1.5
WARNING TAG (DO NOT OPERATE TAG)

This tag is used in maintenance to prevent in advertent operation of a
system undergoing repair/rectification which could cause injury to
personnel or damage to equipment/systems. This tag is attached to
switches or controls or CBs of the affected system/sub system signed by
the engineer associated with the work. On completion of maintenance the
tag is removed and system is normalized.
5.1.6
CERTIFICATE OF RELEASE TO SERVICE OF AIRCRAFT

The Certificate of Release to Service of aircraft is issued after completion of 25
hrs/15 days maintenance schedule, higher routine maintenance and is certified
by Certifying Staff / Authorisation Holder in relevant trades specifically
authorised for the same.
This Certificate of Release to Service is necessary before flight at the
completion of any defect rectification / change of component / repair, etc. whilst
the aircraft operates flight services between scheduled maintenance.
5.1.7
DGCA AUTHORISED RELEASE CERTIFICATE (CA-FORM ONE)

It is a document accompanying the sale of aircraft components, spares,
materials and goods and certifying that the same were obtained from an
approved source after manufacture / repair / overhaul and all the relevant
airworthiness requirements of the DGCA are satisfied.
Any aircraft material or goods issued from the Bonded Stores to an outside
party shall be issued under the cover of Authorised Release Certificate.
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PART 5
These Authorised Release Certificates shall be serially numbered and prepared

in duplicate. (The first copy is for the consignee and the second copy for the
records). The Authorised Release Certificate will be signed by the Quality
Manager or a person who is duly approved by the Regional Airworthiness
Office.
All incoming and outgoing Authorised Release Certificates shall be preserved
for a minimum period of 5 years after the item covered under it is used.
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PART 5
5.1.8
REJECTION NOTE
A Rejection Note serially numbered must be issued to cover the return to the
supplier of any aircraft goods received under cover of incoming certification that
are found not to comply with applicable requirements as indicated on the
Release note.
All supplies made under the cover of release notes and returned by the
consignee because of the parts found defective / not complying with
specification must be promptly intimated to the Regional airworthiness office
along with relevant details and rectification action proposed to be taken by the
firm.
Rejection notes must be signed by the person authorizing the rejection and
distributed as follows:

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One copy to the supplier

One copy for records
One copy to the Regional airworthiness office

PART 5
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PART 5
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PART 5
CERTIFICATE OF RELEASE TO SERVICE

(in accordance with CAR Section 2 Series F Part VIII)
(SHAURYA AERONAUTICS (P) LTD.)

Organization approval reference: SAPL/F-APP-Vol-1/2422
Aircraft: . Type: .. Constructor No.: .

Registration No.: VT- ................................ has been maintained as specified in
Work Order: ...
Brief description of work performed*:-
Certifies that the work specified was carried out in accordance with CAR Section 2 Series F Part
VIII and in respect of that work the aircraft is considered ready for release to
service and therefore is in a condition for safe operation.
Certifying Staff (name):
(Signature):
Licence / approval / authorization No.:
Location**:
Date:
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PART 5
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PART 5
M/S SAPL
WARNING TAG
Do not operate
DO NOT OPERATE: ______________________________________________

REFER SNAG SHEET: __________________
A/C.REGN._______________
CERTIFYING STAFF/AUTH. HOLDER: _________________ DATE: _______

Note: This tag is to be displayed at the cockpit when a system is disturbed for
maintenance work.
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PART 5
M/S SAPL
REJECTION TAG
Part No. _______________________ Serial No. ______________________
Removed from
A/c Regn. No.: _______________
Eng. Serial No. ___________________
Removal date: ________________
Hours done : ____________________
Reason for rejection: ______________________________________________

Sign. of Certifying Staff/Auth. Holder: _________
Lic No./Auth. No. _______
Date: _______________
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PART 5
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PART 5
M/S SAPL
REJECTION NOTE
Sl. No.: __________
The under mentioned aircraft goods received under cover of:
Release Note No. ______________________________________ dated ____________
from
____________________________________________________________
have after inspection been rejected for the reasons stated hereunder:
Description of
Goods
Spec. No. Drawing

Pt. No.
Qty. received
Qty. rejected
Reasons for rejection
The above goods are to be returned to the supplier for Credit / Replacement.
Signature
Quality Manager or
Release Note Signatory
st
1 Copy : Supplier
2nd Copy : Records
rd
3 Copy : Regional Airworthiness Office
Firms Approval Number __________________________ date _______ Category ___________.
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PART 5
5.2
QUALITY SYSTEM PROCEDURE OF SUB-CONTRACTORS AS PER CAR

145.75(b)
According to CAR-145, sub-contracting means Non-CAR-145 Organisation
working under the quality system of a CAR-145 Approved Maintenance
Organisation. In other words, CAR-145 permits an organisation that is not
appropriately approved in accordance with CAR-145 to carry out certain
maintenance under the quality system of an appropriately approved CAR-145
organisation.
Working under the quality system of a CAR-145 approved organisation is more
commonly referred to as sub-contracting.
When ever M/S SAPL give certain specific type of work as mentioned in earlier
chapter to an organiser which is not approved by DGCA as per CAR-145 ,
however, working under the quality system of a CAR-145 Approved
organisation for all such work procedure stipulated in earlier chapter shall be
followed.
Regional Airworthiness Office shall be kept informed of all such work
accordingly.
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PART 5
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ANNEXURES
TABLE OF CONTENT
1.
ANNEXURE A
CALIBRATION PERIODICITY
2.
ANNEXURE B
TBO / COSL
3.
ANNEXURE C
MAINTENANCE PROGRAM
Page 1 of 1
August 1, 2007

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APPROVED VIDE DGCA LETTER NO.

SHAURYA AERONAUTICS (P) LTD.

MAINTENANCE ORGANISATION EXPOSITION

CAR 145 Cross Reference

Corporate commitment by the Accountable

Safety and Quality Policy

Post Holder-(Management Personnel)

Duties and Responsibilities of the Management

Dy. Quality Manager

Management Organisation chart

List of Certifying Staff

Certifying Staff Records

General description of the facilities approved.

Organisations Scope of Work

Notification procedure to DGCA regarding changes

RECOMMENDED BY QUALITY MANAGER

MAINTENANCE ORGANISATION EXPOSITION

Supplier evaluation and Sub-contract control

Acceptance of Aircraft Goods and Materials

Acceptance of Aircraft Goods from U.K.

Acceptance of goods purchased from U.S.A.

Acceptance of aircraft goods purchased from

Issue of aircraft goods from Bonded Stores

Assignment and release of items to and from

Storage Procedures and Conditions

General guidelines for adherence

Storage of Rubber Components / Parts

Storage of Aircraft Tyres

Storage of Rubber Hoses / Seals

Rubber Parts / Seals

RECOMMENDED BY QUALITY MANAGER

MAINTENANCE ORGANISATION EXPOSITION

Storage of Sealants / Compounds

Storage of Nickel Cadmium Battery

Storage of Oxygen Cylinders

Storage of Aircraft Fluids

Procedure for Storing and Dispensing Oil

Storage of paints and similar materials

Storage of Tubing / Plumbing

Shelf Life of Components

Redundant, Obsolete and Scrapped Items

Duties and responsibilities of Store Keeper

Availability of Tools and Equipment

Calibration of Tools and Equipment

Responsibilities Calibration of Tools and

Use of Tools and Equipment (including alternate

Cleanliness Standards of Maintenance Facilities

Maintenance Instructions and Relationship to

RECOMMENDED BY QUALITY MANAGER

MAINTENANCE ORGANISATION EXPOSITION

Aircraft Maintenance Programme

Compliance of Maintenance Requirements

Amendments to Inspection Schedule / Procedure

Primary Maintenance Process

Preparation and approval of COSL

Component Reliability Monitoring and Control

Statistical Reliability Data (Engineering)

Procedure Schedule Inspection at Main Base

Procedure for Major Inspection

Issue of Certificate of Release to Service

Unscheduled Inspection / Special Inspections

Procedure for life development of routine

Revision to Initial Period of Inspection