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Vilnius-2017
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Vision
Achieve the sustainable growth of the global civil aviation system.
Mission
To serve as the global forum of States for international civil aviation. /CAO develops policies
and Standards, undertakes compliance audits, performs studies and analyses, provides
assistance and builds aviation capacity through many other activities and the cooperation of
its Member States and stakeholders
Safety
Enhance global civil aviation safety. This Strategic Objective is focused primarily on the
State's regulatory oversight capabilities. The Global Aviation Safety Plan (GASP) outlines
the key activities
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The USOAP CMA has four components (Fig. 1-3) integral to the continuous monitoring by ICAO of
the safety oversight capabilities of its Member States:
1) Safety information is collected through Member States and various internal and external
stakeholders.
2) This information is analyzed to determine the safety risk profile of each State.
3) Based on the risk profile, ICAO selects and prioritizes the States which will receive
corresponding USOAP CMA activities.
4) The results of the USOAP activities lead to updates of the Effective Implementation (EI) value
of the States on the USOAP CMA online framework.
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Rulemaking
EASA uses a total system approach for rulemaking. This approach is based on the fact that the
aviation system components – products, operators, crews, and aerodromes, ATM, ANS, on the ground
or in the air – are part of a single network. Uniformity is achieved by common implementing rules
(IR) adopted by the Commission. The aim of the total system approach (Fig. 1-4) is to eliminate the
risk of safety gaps or overlaps and avoid conflicting requirements and confused responsibilities.
Regulations are interpreted and applied in a standardized manner and best practices are provided.
This allows the realization of increased interoperability of products and services. The total system
approach also aims to streamline the certification processes and reduce the burden on regulated
persons and organizations.
EASA's remit does not encompass questions related to civil aviation security e.g. airport security
measures, counter-terrorism.
The whole rulemaking procedure step-by-step is shown on Fig. 1-5. Rulemaking process starts from
5-year Rulemaking Program (RM PROGR.) established by the EASA Executive Director after
consultation with the Member States and other interested parties (as airlines, etc.). EASA bodies
participating in program preparation are Management Board (MB), Rulemaking Advisory Group
(RAG), Thematic Advisory Group (TAG) and Safety Standards Consultative Committee (SSCC).
The TAG is formed especially for particular Rulemaking activity
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Relationship between the various Annexes (Parts) such as Part-21, Part-M, Part-145, Part-66,
Part-147 and Regulation (EU) No 965/2012
In accordance with Part-21 requirements:
- Design and production organizations are certified;
- Type-certificates, restricted type-certificates or supplemental type-certificates are issued;
- Certificates of airworthiness, restricted certificates of airworthiness, permits to fly or
authorized release certificates are issued.
Organizations and personnel involved in the continuing airworthiness of aircraft and components,
including maintenance, have to comply with the provisions of Part-M.
Organizations involved in the maintenance of large aircraft or of aircraft used for commercial air
transport, and components have to be approved in accordance with the provisions Part-145.
In accordance with the Part-66 requirements the aircraft maintenance licenses are issued and valid
and certifying staff has to be qualified in accordance with the provisions of Part-66.
In accordance with Part-147 requirements maintenance training and examination organizations are
approved to conduct training and examination as specified in Part-66.
In compliance with Regulation (EU) No 965/2012 on Air operations all aircraft of the operator of
commercial air transport operations shall have a certificate of airworthiness. All aircraft operated
have to comply with Commission Regulation (EU) No 1321/2014 (Part M, Part 145).
The graphical relationship between Parts mentioned above is given Fig. 1-12.
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Aircraft Any machine that can derive support in the atmosphere from the
reactions of the air other than reactions of the air against the
earth's surface
1
Complex motor-powered aircraft is defined in the Basic Regulation (EC No 216/2008 amended by the Commission
Regulation (EC) no 690/2009 of 30 July 2009, Regulation (EC) No 1108/2009 of the European Parliaments and of the
Council of 21 October 2009, and Commission Regulation (EU) No 6/2013 of 8 January 2013
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Note: Category A is the simplest one to qualify task-oriented maintenance mechanics. Category B1
is for base maintenance engineers-mechanical and B2 for base maintenance engineers-
avionic. An individual aviation maintenance engineer can have A1 and B2, or A3 and B2
categories. B1 category combines category A. Category B2 does not contain category A. B2
maintenance engineer need to pass appropriate training and examination for category A.
2
Here and later the titles used in Part-66 and other Parts are given in original writing - the text given in Italic means
direct citation from relevant text
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Useful Definitions
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A maintenance organization which employs only one person to both plan and carry out all
maintenance can only hold a limited scope of approval rating. The maximum permissible limits are
presented below.
Aircraft A2 Airplanes 5 700 kg and below Piston engine 5 700 kg and below
However such an organization may be further limited by the competent authority in the scope of
approval dependent upon the capability of the particular organization.
(b) Office accommodation is provided for the management of the planned work referred to in point
(a), and certifying staff so that they can carry out their designated tasks in a manner that
contributes to good aircraft maintenance standards.
(c) The working environment including aircraft hangars, component workshops and office
accommodation is appropriate for the task carried out and in particular special requirements
observed. [. . .]
1. temperatures must be maintained such that personnel can carry out required tasks
without undue discomfort.
2. dust and any other airborne contamination are kept to a minimum and not be permitted
to reach a level in the work task area where visible aircraft/component surface
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(d) Secure storage facilities are provided for components, equipment, tools and material. Storage
conditions ensure segregation of serviceable components and material from unserviceable
aircraft components, material, equipment and tools. The conditions of storage are in accordance
with the manufacturer's instructions to prevent deterioration and damage of stored items. Access
to storage facilities is restricted to authorised personnel.
The area for aircraft maintenance staff to study maintenance manuals and do the other paperwork
may be organized not only as separate premises, but as computerized workplaces directly near base
maintenance of aircraft.
Schematically the requirements presented above (145.A.25; AMC 145.A.25) are shown on Fig. 3-5.
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Note: Accountable Manager usually means Chief Executing Officer (C.E.O.) of the Maintenance
Organization
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Certification The authorisation issued to certifying staff by the organisation and which
authorisation specifies the fact that they may sign certificates of release to service within
the limitations stated in such authorisation on behalf of the approved
organisation
According to AMC145.A.35(a)(2) the sentence "the organisation shall ensure that certifying staff and
support staff have an adequate understanding of the relevant aircraft and/or components to be
maintained together with the associated organization procedures" means that the person has received
training and has been successfully assessed on:
- The type of aircraft or component;
- The differences on (the particular model/variant, the particular configuration).
AMC 145.A.35(b)
The organisation issues the certification authorisation when satisfied that compliance has been
established with the appropriate paragraphs of Part-145 and Part-66. In granting the certification
authorisation the maintenance organization approved under Part-145 needs to be satisfied that the
person holds a valid Part-66 aircraft maintenance licence and may need to confirm such fact with
the competent authority of the Member State that issued the licence.
The visual description of the „road to CRS“ is presented on Fig. 3-7 and the possible form of
Company Certification Authorization – on Fig. 3-8.
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A B
Figure 3-10. A model Tool/Equipment (A) and Tool/Equipment Unserviceable (B) Tag
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TC Aircraft
Rating
Base
Line
Limitation Maintenance Level
Holder Model
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C1 21 BOEING Co components
The exact information about components mentioned in Fig. 3-34 presented through ATA chapters
and name of manufacturer only, explicitly is given in Capability List (Fig. 3-35).
Approved by:
Quality manager
Date: __________
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Commercial operations
transport Specific approvals Part-SPA
Operator requirements Part-ORO
training flights) With other than complex motor- Technical rules Part-NCO
powered aircraft Specific approvals Part-SPA
Figure 4-3. Applicability of Air Operations Regulation depending on the nature of flight
The AOC certifies that the operator is authorized to perform commercial operations, as defined
in the associate operations specifications, in accordance with the Air Operations Regulation
The operation specifications associated with the AOC are an integral part of authorization under
which an operator conducts air operations. The specifications cover all aspects of operation and
include special limitations and authorizations with criteria as appropriate
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Article 2 Definitions
For the purposes of this Regulation:
1. ‘operating licence’ means an authorisation granted by the competent licensing authority to an
undertaking, permitting it to provide air services as stated in the operating licence;
...
3. ‘undertaking’ means any natural or legal person, whether profit-making or not, or any official
body whether having its own legal personality or not;
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ORO.GEN.005 Scope
This Annex establishes requirements to be followed by an air operator conducting:
(a) Commercial air transport operations (CAT);
(b) Commercial specialised operations;
(c) Non-commercial operations with complex motor-powered aircraft;
(d) Non-commercial specialised operations with complex motor-powered aircraft.
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CDL Limitations
No more than one part of one system may be missing except if otherwise specified. Parts of different
systems may be simultaneously missing, unless otherwise specified in this list.
When missing part introduces additional limitation(s), this limitation is indicated in the dispatch
condition of the item of this list. This limitation comes in addition to the ones of the LIMITATIONS
chapter of AFM. This limitation must be clearly indicated by a placard on the pilote's instrument
panel.
When an Master CDL dispatch condition refers to the MMEL, the minimum number of equipment
required for dispatch is the most limiting of the two documents.
CDL Usage
The CDL as usual is devided according ATA chapters and consist of description as on Fig. 4-9 and
illustration (Fig. 4-10).
Figure 4-9. Description (example) of Air conditioning (ATA-21) system possible missing parts
The system performance after some parts are missing is described by „penalties“ diminishing the
performance of total aircraft. Performance penalties are cumulative unless specific penalties for
particular combinations of missing items are indicated.
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These takeoff, en route and landing penalties apply to the most limiting corresponding weight.
If performance penalties are not indicated for removed items, no more than three of such items can
be missing without taking further penalty. If more than three of such items are missing together, the
following performance penalties are applicable per additional missing item:
- Takeoff and approach climb performance limiting weights are reduced by 50 kg (110 lb);
- En route performance limiting weight is reduced by 60 kg (132 lb) (i.e. corresponding to a 60
ft decrease of en-route net ceiling).
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The process of applying and issuance of Permit to fly is presented on Fig. 5-5 and the Permit to fly
(EASA Form 20a) is presented on Fig. 5-6.
When approval of the flight conditions is related to the safety of the design, the flight conditions shall
be approved by the Agency or an appropriately approved design organisation
When approval of the flight conditions is not related to the safety of the design, the flight conditions
shall be approved by the competent authority, or the appropriately approved organisation that will
also issue the permit to fly.
(b) Notwithstanding point (a), a permit to fly issued for the purpose of [For non-commercial flying
activity on individual non-complex aircraft or types for which a certificate of airworthiness or
restricted certificate of airworthiness is not appropriate] may be issued for unlimited duration.
(c) Upon surrender or revocation, the permit to fly shall be returned to the competent authority.
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AMC M.A.306(b)
The aircraft technical log system can be either a paper or computer system or any combination of
both methods acceptable to the competent authority.
In case of a computer system, it should contain programme safeguards against the ability of
unauthorised personnel to alter the database.
The sample of Aircraft Technical Log pages is shown on Fig. 6-6.
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As the requirements of points 1, 2 and 4, 5 are clear enough, the requirement of point 3 needs some
explanation. The „nesessary information“ may be EASA Form 1 (or equivalent) or another document
as SERVICEABLE tag having clear origin.
(b) Unserviceable components shall be identified and stored in a secure location under the control
of an approved maintenance organisation until a decision is made on the future status of such
component.
The identification means each unserviceable component has „UNSERVISEABLE“ tag attached. The
secure location is a separate store (storage room) clearly identified (e.g. by the plate „Unserviceable
components. Authorized persons only“) or, if the amount of unserviceable components is
insubstantial – separate shelve(s) identified by a plate „Unserviceable“.
(c) Components which have reached their certified life limit or contain a non-repairable defect
shall be classified as unsalvageable and shall not be permitted to re-enter the component
supply system, unless certified life limits have been extended or a repair solution has been
approved
AMC M.A.504(c)
1. The following types of components should typically be classified as unsalvageable:
(a) components with non-repairable defects, whether visible or not to the naked eye;
(b) components that do not meet design specifications, and cannot be brought into
conformity with such specifications;
(c) components subjected to unacceptable modification or rework that is irreversible;
(d) certified life-limited parts that have reached or exceeded their certified life limits, or
have missing or incomplete records;
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5. no inconsistencies can be found between the aircraft and the point (a) documented review of
records.
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On Condition A preventive maintenance process but one in which the item is inspected or
tested, at specified periods, to an appropriate standard in order to determine
whether it can continue in service. The main purpose of On-Condition is to
remove an item before its failure in service.
It is not philosophy of “fit until failure” or “fit and forget it”.
Condition Not a preventive maintenance process, having neither Hard Time nor On-
Monitoring Condition elements, but one in which information on items gained from
operational experience is collected, analysed and interpreted on a continuing
basis as a means of implementing corrective procedures
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Service Bulletins
Modifications are printed by the manufacturer in the form a Service Bulletin (SB), Alert Service
Bulletin (ASB) or Service Letters (SL). They can be classified as mandatory by the Authority in the
form of AD. All the AD issued by Authority of aircraft registration and the Authority of state of
design must be complied with.
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(SARP) applies only to twins and defines ETOPS as "Extended-range Twin-engine Operational
Performance Standards".
ETOPS applies to twins on routes with diversion time more than 60 minutes at one engine inoperative
speed. For rules that also cover more than two engines, as in the case of the FAA, ETOPS applies on
routes with diversion time more than 180 minutes for airplanes with more than two engines.
The difference between ETOPS and non-ETOPS flights may be shown as on Fig. 7-5.
The reason for earlier non-ETOPS flights was due to insufficient liability of former piston engine
used in aviation. According to year 1953 ICAO report the probability of engine failure enlarges with
engine horse power (Fig. 7-6).
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