aviation-legislation

B r i t i s h A i r w a y s E n g i n e e r i n g Tr a i n i n g
EASA Part-66 Module 10
Air Legislation
Course Notes
Book 1 of 1
66M10B12
ETBN 0496
ISSUE 2 - APRIL 2012
ENGINEERING
TRAINING
66M10B12
ETBN 0496
ISSUE 2 - APRIL 2012
ENGINEERING
TRAINING
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Aviation Legislation Notes
These notes have been prepared by British
Airways Engineering Training to provide a source
of reference during your period of training.
The information presented is as correct as
possible at the time of printing and is not subject
to amendment action.
They will be useful to you during your training,
but I must emphasise that the appropriate
Approved Technical Publications must always be
used when you are actually working on the
aircraft.
I trust your stay with us will be informative and
enjoyable.
DAVE WINTER
Examination Compliance Manager
Contents
Air Legislation – Regulatory Framework ...... 2
British Legal System Overview .................... 9
Civil Aviation Act - 1982 .............................. 10
The Air Navigation Order (ANO) ................. 11
Air Navigation Regulations (ANR's) ............ 12
Civil Aviation Authority (CAA) ......................13
CAA Publications .......................................14
Mandatory Modifications and
Requirements ............................................. 16
Joint Aviation Authorities .............................17
General Organisation of the JAA ................ 20
Joint Aviation Requirements ....................... 22
JAR Relationships ...................................... 23
Regulation Organisational Structure .......... 24
Relationship with other Aviation Authorities 25
EASA Part-66 ............................................. 26
EASA Part-145
Approved Maintenance Organisations ....... 36
EASA Part-145 Approval Certificate ........... 54
JAR-OPS 1 ................................................ 58
EASA PART-66
MODULE 10
Air Operators Certificate (AOC) .................59
Documents to be Carried Onboard ............ 62
Information Retained on the Ground ..........63
Aircraft Placards and Markings ..................64
EASA Part M – Aeroplane Maintenance .....68
Occurrence Reporting ...............................76
Certification Requirements (CS-25) ...........77
Type Certificates
(EASA Part-21Subpart B-J) .......................81
Aircraft Certification (Documents) ..............95
Maintenance Planning .............................. 105
Approved Maintenance Schedule ............. 106
Maintenance Planning .............................. 109
Modification Procedures........................... 110
Modification Classes ................................111
Modification Record Book ........................ 112
Mandatory Modification and Inspections .. 113
Modification Work, Certification and
Documentation ......................................... 114
Airworthiness Directives .......................... 115
Mandatory Aircraft Modifications &
Inspections Summary .............................. 116
Stores Procedures ...................................117
Stores Accommodation ........................... 118
Clasification of Parts ................................119
Certification and Release Procedures .....120
Authorisations ..........................................122
Certification ..............................................123
Duplicate Inspection ................................. 124
Interface with Aircraft Operation ...............126
Maintenance Inspection ............................127
Clasification of Inspections ......................128
Scope of Inspection ................................. 129
Quality Control/Quality Assurance ...........132
The Quality Department ........................... 133
Quality Management ................................134
Additional Maintenance Procedures ......... 135
Control of life limited components ............ 140
Minimum Equipment List .......................... 143
Approved Technical Publications (ATP's) 145
All Weather Operations ............................153
AVIATION LEGISLATION
APRIL 2012
1
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Air Legislation – Regulatory Framework
The Purpose Of British Legislation
To control and regulate:
•
All phases of British Civil aircraft design,
construction test and maintenance.
•
Operation of all civil aircraft over the UK
and the Channel and the Atlantic and the
operation of military aircraft over these
areas.
History
British Legislation revolves around three sets of
initials, basically:
•
•
•
AID
ARB
CAA and ARB
1914
1936
1971
The period immediately prior to World War 1 saw
the rapid growth of the use of aircraft and the
Royal Aircraft Factory at Farnborough - the
principal constructor of military aircraft at the
time, established its own inspection department
for the:
•
•
Acceptance of all incoming supplies
Continuous progress inspections during
production.
Final examination and test of the finished
aircraft.
•
As civilian firms began to tender for contracts,
the government decreed that their inspections
should be of the same standard as
Farnborough’s. To this end the Aeronautical
Inspection Directorate - AID was formed in 1914
to ensure a consistently high standard of
inspection throughout the British aircraft industry.
In 1919 the AID was put under the control of the
newly formed air ministry.
1919
International Convention of Aerial
Navigation, Paris.
1920
First British Air Navigation
Regulations as a result of the Air
Navigation Act.
1929
Warsaw Convention
1932
Carriage by Air Act
1936
Air Navigation Act
Following many complaints about civil aviation
being controlled by the military, this act gave
power for the Secretary of State for Air to delegate
certain of his functions to the Minister for Civil
Aviation who in turn delegated his duties to the
newly formed Air Registration Board (ARB)
which assumed responsibility for the satisfactory
construction of civil aircraft.
1936
Air Transport Association of America
(ATA)
Organisation formed by a group of US airlines
to promote a safe and efficient air transport
system. Responsible for a variety of
internationaly accepted standards including
ATA100 and its successors.
2
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Air Legislation – Regulatory Framework
1914
AERONAUTICAL INSPECTION
DIRECTORATE (AID) FORMED
1919
AIR MINISTRY FORMED
1920
BRITISH AIR NAVIGATION
REGULATIONS
WARSAW CONVENTION
1929
1932
1936
INTERNATIONAL CONVENTION ON
AERIAL NAVIGATION
CARRIAGE BY AIR ACT
AIR NAVIGATION ACT AIR REGISTRATION BOARD (ARB)
CHICAGO CONVENTION
INTERNATIONAL CIVIL AVIATION
ORGANISATION (ICAO)
1944
1945
1948
1949
GENEVA CONVENTION
CIVIL AVIATION ACT
JOINT AIRWORTHINESS
AUTHORITIES (JAA) FORMED
1970
CIVIL AVIATION ACT
1971 CIVIL AVIATION AUTHORITY (CAA)
FORMED
EASA PART-66
MODULE 10
1990
JOINT AVIATION AUTHORITIES
‘ARRANGEMENTS’ SIGNED
2003
EUROPEAN AVIATION SAFETY AGENCY
(EASA) REPLACES JAA
AVIATION LEGISLATION
APRIL 2012
3
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Air Legislation – Regulatory Framework
1944
Chicago Convention - ICAO
The Convention on International Civil Aviation
(also known as Chicago Convention), was
signed on 7 December 1944 by 52 States.
Pending ratification of the Convention by 26
States, the Provisional International Civil Aviation
Organisation (PICAO) was established. It
functioned from 6 June 1945 until 4 April 1947.
By 5 March 1947 the 26th ratification was
received. The International Civil Aviation
Organisation (ICAO) came into being on 4 April
1947. In October of the same year, ICAO became
a specialised agency of the United Nations
Economic and Social Council (ECOSOC).
The aims and objectives of ICAO are to develop
the principles and techniques of international air
navigation and to foster the planning and
development of international air transport so as
to:
a)
b)
c)
d)
e)
f)
g)
h)
i)
4
ensure the safe and orderly growth of
international civil aviation throughout the
world;
encourage the arts of aircraft design and
operation for peaceful purposes;
encourage the development of airways,
airports, and air navigation facilities for
international civil aviation;
meet the needs of the peoples of the world
for safe, regular, efficient and economical
air transport;
prevent economic waste caused by
unreasonable competition;
ensure that the rights of Contracting States
are fully respected and that every
Contracting State has a fair opportunity to
operate international airlines;
avoid discrimination between Contracting
States;
promote safety of flight in international air
navigation;
promote generally the development of all
aspects of international civil aeronautics.
The United Kingdom was and remains a
participating member (i.e. Contracting State) of
ICAO. Whenever amendments are made to the
Convention, or to the technical standards, it is
the responsibility of the Civil Aviation Authority
(CAA) to advise the Department of the
Environment, Transport and the Regions
(DETR) of those changes and their acceptability
for United Kingdom adoption.
The Assembly, composed of representatives
from all contracting states, is the sovereign body
of ICAO. It meets every three years, reviewing
in detail the work of the organisation and setting
policy for the coming years.
The Council, the governing body which is elected
by the assembly for a three year term, is
composed of 33 states. It is the Council which
sets Standards and it’s Recommended
Practices are adopted and incorporated as
Annexes to the Convention on Civil Aviation. The
Council is assisted by the Air Navigation
Commission (technical matters), the Air
Transport Committee (economic matters), the
committee on Joint Support of Air Navigation
Services and the Finance Committee.
ICAO works in close co-operation with other
members of the United Nations family and nongovernmental organisations which also
participate in ICAO’s work include the
International Air Transport Association (IATA), the
International Federation of Airline Pilots’
Associations (IFALPA) and the International
Council of Aircraft Owners and Pilots
Associations.
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Air Legislation – Regulatory Framework
UK
OTHERS
USA
FORMED
CHICAGO 1944
INTERNATIONAL CIVIL AVIATION ORGANISATION
(ICAO)
OTHER
GOVERNMENTS
BRITISH
GOVERNMENT
US
GOVERNMENT
LAWS PASSED
RATIFYING ICAO
CIVIL AVIATION ACT
PASSED 1949
RATIFYING ICAO
LAWS PASSED
RATIFYING ICAO
EASA
NATIONAL AVIATION
AUTHORITIES (NAAs)
NATIONAL
REQUIREMENTS
IR’s
AIR NAVIGATION
ORDER
CIVIL AVIATION
AUTHORITY (CAA)
JOINT AVIATION
BRITISH CIVIL
AUTHORITY
AIRWORTHINESS
(JAA)
REQUIREMENTS
(BCARs)
JOINT AVIATION
REQUIREMENTS
(JARs)
FEDERAL AVIATION
REGULATIONS
(FARs)
IRS
EASA PART-66
MODULE 10
FEDERAL AVIATION
ADMINISTRATION
(FAA)
AVIATION LEGISLATION
APRIL 2012
5
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Air Legislation – Regulatory Framework
1945
International Air Transport
Association (IATA)
It works in close liaison with the International Civil
Aviation Organisation (ICAO) and the Council of
Europe.
Originally formed in 1919 as a primarily european
oranisation, it became truly international when
PanAm joined in 1939. Relaunched in 1945 as
an international association of airlines which
attempts to regulate fares, routes, etc and to use
standard procedures to provide quick, easy
traffic of passengers and cargo between airlines.
1949
Civil Aviation Act
Ratified the Chicago convention and all previous
laws governing the administration of Civil Aviation
- but gave no technical definition to those laws.
Gave authority for the Privy Council and Minister
to:
•
Make orders – (Air Navigation Orders)
ANOs.
Make regulations - (Air Navigation
Regulations) ANRs.
Set up a Board to advise on technical
aspects of civil aviation.
Enforce the ANOs dealing with conditions
of operating and flying in the UK, airport
licences etc.
•
•
•
1951
Granting of licences to aircraft
maintenance engineers.
Issue and renewal of Certificate of
Airworthiness. (C of A)
•
1955
European Civil Aviation Conferance
(ECAC)
European Civil Aviation Conferance formed with
UK as a founder member. Its purpose is to
promote the continued development of a safe,
efficient and sustainable European air transport
system, to harmonise civil aviation policies and
practices amongst its Member States and
promote understanding on policy matters
between its Member States and other parts of
the world.
6
Joint Airworthiness Authorities (JAA)
Joint Airworthiness Authorities formed by several
European countries including UK as an
associated body of ECAC. Main purpose was
to develop common standards for the
certification of large aircraft and engines to aid
development of colaborative projects (e.g.
Airbus) and the import and export of aircraft
within the group.
1971
Civil Aviation Act
The three major provisions of this Act were to
establish the:
•
•
•
ARB Order
Gave power to the Air Registration Board for the:
•
1970
Civil Aviation Authority (CAA) to take over
from the ARB and control and regulate civil
aviation in the UK.
Airworthiness Requirements Board to
advise the CAA on matters of design,
construction and maintenance concerned
with the issue and renewal of C of As.
British Airways Board (BAB) to control the
activities of British Airways (then, the state
owned BOAC and BEA).
The old ARB became the Airworthiness Division
(AWD) of the CAA. During recent reorganisation
it's responsibilities have fallen to the Safety
Regulation Group (SRG) of the CAA.
1987
Joint Aviation Authorities (JAA)
The enlarged and renamed Joint Aviation
Authorities is extended to cover operations,
maintenance, licensing and certification/design
standards for aircraft of all classes.
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Air Legislation – Regulatory Framework - Continued
2003
European Aviation Safety Agency
(EASA)
An Agency of the European Union tasked to:
Establish and Maintain a high uniform level of
civil aviation safety in Europe. The European
Aviation Safety Agency is the centrepiece of the
European Union's strategy for aviation safety. Its
mission is to carry out certain executive tasks
related to aviation safety, such as the
certification of aeronautical products and
organisations involved in their design, production
and maintenance. Provide technical expertise
to the European Union by assisting in the drafting
of rules for aviation safety and providing
technical input to the conclusion of the relevant
international agreements, also promoting the
highest common standards of safety and
environmental protection in civil aviation. While
national authorities continue to carry out the
majority of operational tasks - such as
certification of individual aircraft or licensing of
pilots - the Agency ensures common safety and
environmental standards at the European level.
Current responsibilities include:
•
•
•
•
Rulemaking
Inspections
Safety and Environmental
Approval and Data
The European Commission recently proposed
to extend the Agency's responsibilities to further
important areas of safety regulation: Rules and
procedures for civil aviation operations;
Licensing of crews in the member states,
Certification of non-EU operators. The Agency
expects to take over these tasks by late 2007 or
early 2008. In the long-term, it is also likely to
play a key role in the safety regulation of airports
and air traffic management systems. The
aviation inductry benefits from common
specifications, cost-efficient services and a
single point of contact.
EASA PART-66
MODULE 10
AVIATION LEGISLATION
APRIL 2012
7
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
For Your Notes
8
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
British Legal System Overview
A Bill is usually drafted under the supervision of
a Minister of the Crown, and introduced into the
House of Commons or House of Lords by a
member of Parliament. If it passes through all
its stages of discussion and debate it receives
the Royal Assent and becomes an Act of
Parliament or ‘Statute’. The Civil Aviation Act is
an example.
An Order in Council is a type of Statutory
Instrument issued by the monarch on advice
from the Privy Council, the Cabinet and specialist
committees set up. They are used when an
ordinary Statutory Instrument would be
inappropriate. They often relate to the regulation
of professions or professional bodies. The Air
Navigation Order is just such an order.
Statue Law is comprised of Acts of Parliament
and subordinate (derived) legislation made under
the authority of the parent Act. Subordinate,
secondary or delegated legislation are the
descriptions given to the vast body of rules,
orders, regulations and bye-laws created by
subordinate bodies under specific powers
delegated to those bodies by Parliament.
Statutory Instruments are usually drafted in the
legal department of the Ministry that presented
the Bill to Parliament. They allow changes to be
made without the need for a new bill and they
name the person, usually the Secretary of State
or Minister, to whom authority is given to make
these changes. They all contain a note that
explains their scope and purpose.
Acts of Parliament cannot always cover every
rule or regulation for every detail of the subject
they deal with. In order to prevent the need for
an Act of Parliament every time a detail needs
to be updated or added to, an Act can give the
Government the power to do this at a later stage.
This is done through Statutory Instruments, the
'tools' which are used to apply the law.
The powers of the Statutory Instruments have
the full force of law. The laws made through
these powers are Secondary or Delegated
Legislation.
Like the Air Navigation Order, the Air Navigation
Regulations are Statutory Instruments. They are,
however, subordinate to the Order.
Statutory Instruments are issued by Her
Majesty’s Stationery Office.
CIVIL AVIATION ACT
AIR NAVIGATION ORDER
AIR NAVIGATION REGULATIONS
BRITISH CIVIL AIRWORTHINESS REGULATIONS
JOINT AVIATION REQUIREMENTS
EASA PART-66
MODULE 10
AVIATION LEGISLATION
APRIL 2012
9
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Civil Aviation Act - 1982
The primary aviation legislation in the United
Kingdom is the Civil Aviation Act, enacted in
1982. It replaced the 1971 Act. So far, there has
only been one amendment (July 1996), involving
Article 92 of the Act, and providing for the
prosecution of persons committing offences on
foreign aircraft while in flight to the United
Kingdom, and for connection purposes. The Act
is an Act of Parliament and can only be amended
by Parliament. It contains 110 articles in five
parts and sixteen schedules dealing with the
application of some of the sections.
The Act also provides for the constitution of a
'body corporate' called the Civil Aviation Authority
(CAA). The functions of the CAA are provided
for in Article 3 of the Act and include:
•
•
The Act charges the Secretary of State with the
general duty of organizing, carrying out and
encouraging measures for:
•
•
•
•
the development of civil aviation;
the designing, development and production
of civil aircraft;
the promotion and safety in the use thereof;
research into questions relating to air
navigation.
The act ratifies the Chicago Convention and
providesa legal basis for IACO Standards and
Recommended Practices (SARP’s) in UK law.
•
the functions conferred on it by the Act with
respect to the licensing of air transport, the
licensing of the provision of
accommodation in aircraft, the provision
of air navigation services, the operation of
aerodromes and the provision of
assistance and information;
such functions as are conferred on it by
Air Navigation Orders (ANO) with respect
to the registration of aircraft, the safety of
air navigation and aircraft (including
airworthiness), the control of air traffic, the
certification of operators of aircraft and the
licensing of air crews and aerodromes;
and
such other functions as are conferred on
it by virtue of the Act or any other
enactment.
Part III of the Act contains provision for making
an 'Order in Council' which is refered to as the
Air Navigation Order (ANO) and describes its
contents.
The Act provides for offences against the
provisions of the ANO to be prosecuted. United
Kingdom aviation safety legislation is part of the
criminal law. Any breach of any of its
requirements is a criminal offence. The CAA has
been given responsibility by the Department of
the Environment, Transport and the Regions
(DETR) to enforce civil aviation legislation. To
this effect, the CAA’s Aviation Regulation
Enforcement and Investigation Bureau (AREIB)
employs a team of officers to investigate alleged
offences and where appropriate prosecute
offenders in the criminal courts.
10
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
The Air Navigation Order (ANO)
Since this is an Order in Council then it is
subordinate to the Act. It interprets the clauses
and sections of the Act in more detail and
although it is also written in ‘officialese’, it is more
adaptable as a working reference document
than the Act.
The current order is dated …………….
amendment …………. You will always find the
amendment state included in the title reference
given in the opening pages.
The information in the Order is arranged as
follows:
•
•
•
Parts
Articles
Schedules
14
168
15
Overall they set out what we may loosely term
the rules under which all types of aircraft must
be operated.
The ANO is amended by an Act of Parliament. If
a need for an amendment should arise, the CAA
develops and proposes changes to the
legislation but does not have the power to
actually amend the legislation. However, the CAA
has been given a discretionary power to impose
requirements on the basis of being satisfied as
to the competence of any applicant for a
certificate or a licence. To ensure that the
applicant has satisfied the CAA requirements, it
has set out detailed requirements in CAPs,
British Civil Airworthiness Requirements
(BCAR) or European Aviation Safety Agency
(EASA)
These are listed in numerical sequence on the
pages of Section 1 of the Order. The parts are:
Part I
Part II
Part III
Part IV
Part V
Part VI
Part VII
Part VIII
Part IX
Part XI
Registration And Marking Of Aircraft
Air Operators’ Certificates
Airworthiness And Equipment Of
Aircraft
Aircraft Crew And Licensing
Operation Of Aircraft
Fatigue Of Crew And Protection Of
Crew From Cosmic Radiation
Documents And Records
Movement Of Aircraft
Air Traffic Services
General
EASA PART-66
MODULE 10
AVIATION LEGISLATION
APRIL 2012
11
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Air Navigation Regulations (ANR's)
It can be see from the legislative sequence, that
a Regulation is subordinate to an Order in
Council. Therefore, ANR’s are subordinate to the
ANO.
They contain details of establishing regulations
on such aspects as load sheets, Weight and
Performance of aircraft, Noise and Vibration at
aerodromes, Radio and Navigational equipment
to be carried in aircraft, Aerodrome facilities and
Repairs and Replacements which may be done
by pilots.
The ANR's amplify and clarify the ANO and lay
down values for regulated restriction such as
noise levels, aircraft performance etc.
The relationship between the ANO, the
Schedules and the ANR
ANO and Schedules - The ANO Articles are
expanded in certain areas by the Schedules, for
example, ANO Article 3 refers to ‘B Conditions’
as per Schedule 3. Schedule 3 sets out in detail
A and B Conditions.
ANO and ANR - The ANR amplifies and explains
certain Articles of the ANO as considered
necessary by the CAA, for example, ANO Article
142 refers to mandatory reporting. – ANR14 sets
out in detail mandatory reporting.
The official versions of both the ANO and ANRs
- which are known as Statutory Instruments in
legal terms - are published separately by Her
Majesty's Stationary Office (HMSO). Periodic
amendments are also published.
For the benefit of those concerned with the day
to day matters relating to air navigation, the CAA
publish a loose-leaf amendable version which
combines both the order and the regulations.
This is CAP393.
12
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Civil Aviation Authority (CAA)
As previously described, the CAA is a public
authority, through government appointment,
which is financially self supporting .
The CAA is the National Aviation Authority (NAA).
The NAA is the European Aviation Safety Agency
(EASA) representative office within the Member
State.
It’s main responsibilities are the execution of the
articles and regulations of the ANO.
The CAA is divided into four Groups:
•
•
•
•
Safety Regulation Group
Economic Regulation Group
Directorate of Airspace Policy
Consumer Protection Group
The group most commonly encountered by
engineers is the Safety Regulation Group
Safety Regulation Group (SRG)
The role of the Safety Regulation Group is to
ensure that UK civil aviation standards are set
and achieved in a co-operative and cost-effective
manner. The SRG must satisfy itself that aircraft
are properly designed, manufactured, operated
and maintained; that airlines are competent; that
flight crews, air traffic controllers and aircraft
maintenance engineers are fit and competent;
that licensed aerodromes are safe to use and
that air traffic services and general aviation
activities meet required safety standards.
To monitor the activities of this complex and
diverse industry, the SRG employs a team of
specialists. They have a wide range of skills,
including pilots qualified to fly current airliners;
test pilots able to evaluate all aircraft types;
experts in flying training, leisure and recreational
aviation activities; aircraft maintenance
surveyors; surveyors conversant with the latest
design and manufacturing techniques; flight test
examiners; aerodrome operations and air traffic
control specialists; and doctors skilled in all
branches of aviation medicine.
EASA PART-66
MODULE 10
Specific responsibilities include:
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
Commercial Aviation
General Aviation
Harmonising European Standards
Flight Operations
CAA/SRG Support to Government
Passenger Safety
UK Register of Civil Aircraft
Aircraft Maintenance
Structures, Materials & Propulsion
Aircraft Airworthiness
Aircraft Design & Manufacturing
Flight Crew Licensing
Engineer Licensing
Medicals
Human Factors
Air Traffic Control Services
Aerodrome Licensing & Inspections
Incident Reporting
Research
International Consultancy & Training
Services
Personnel Licensing - Maintenance
Engineers
This part of the SRG department is responsible
for the licensing of Aircraft Maintenance
Engineers and the approval of training courses
under EASA Part-147.
Licences for aircraft of 5700 kgs MTOM and
above are issued under EASA Part-66, which
provides a common and mutually acceptable
standard across NAA member countries.
For the certification of maintenance on aircraft
below 5700 kgs, UK National licences will
continue to be issued under BCAR Section L.
AVIATION LEGISLATION
APRIL 2012
13
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
CAA Publications
The Civil Aviation Authority produces a variety of
publications under the following catagories:
British Civil Airworthiness Requirements
(BCARS)
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
•
This set of documents interpret legislation given
in Part III of the ANO and contain details of
minimum requirements which must be met in
all the areas of airworthiness for which the CAA
has responsibility.
Aerodrome
Aeronautical Charts
Air Traffic Services
Air Transport System
Aircraft Maintenance
Aviation Safety
CAA Forms
CAA Location Maps
Design and Production
Engineer Licensing
Environment
Flight Crew Licensing
Flight Operations
General Aviation
Medical
Official Record Series
Passenger Protection
Research
Satisfactory compliance with these
requirements is required for the issue of such
things as:
•
•
•
•
BCARs are published as leaflets in sections:
The principal publications of interest to engineers
are:
•
•
•
•
Air Navigation - The Order and Regulations
British Civil Airworthiness Requirements BCARs
Civil Aircraft Airworthiness Information and
Procedures - CAAIPs
Mandatory requirements for Airworthiness
CAP 747.
Air Navigation - The Order and
Regulations CAP393
This work sets out the provisions of the Air
Navigation Order and regulations made
thereunder. It also contains a number of other
relevant regulations. It is published as an
amendable loose leaf document.
14
C of A
Air Operators’ Certificates
Company Approvals
Engineer’s Licences etc.
Section A - Airworthiness Procedures where the
CAA has Primary Responsibility for
Type Approval of the product.
CAP 553
Section B - Airworthiness Procedures where the
CAA DOES NOT have Primary
Responsibility for Type Approval of
the Product. CAP 554
Proposed amendments and additions are
prepared by the CAA and issued in a series of
BCAR papers.
Other BCAR leaflets have been superceded by
EASA EC216/2003 and subsequent
Implementing Rules and their annexes. The
BCAR requirements may be retained as they
still apply to some aircraft on the UK Civil Register
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
CAA Publications
EASA Administrative and Guidance
Material
Further EASAs may be added as they are
adopted and superceed BCARs and JARs.
This material is published to provide further
information regarding the various EASA activities.
This includes the Joint Implementation
Procedures as well as Temporary Guidance
Material and Interim Policies.
Civil Aircraft Airworthiness Information and
Procedures - CAAIPs CAP 562
Joint Aviation Requirements (JARs)
These are published on behalf of the Joint
Aviation Authorities. Their status is that they are
recognised by the Civil Aviation Authorities of the
participating countries as an acceptable basis
for showing compliance with their national code
(BCARs in the UK). Some countries (including
the UK) have adopted certain codes as their sole
national code.
Those adopted by the UK by September 2002
are listed below:
EASA Part-1 Definitions and Abbreviations
EASA Part-21 Certification Procedures for
Aircraft and Related Parts
EASA Part-22 Sailplanes and Powered
Sailplanes
EASA Part-23 Normal, Utility, Aerobatic and
Commuter Category Aircraft
EASA Part-25 Large Aeroplanes
EASA Part-26 Additional Airworthiness
Requirements for Operations
EASA Part-27 Small Rotorcraft
EASA Part-29 Large Rotorcraft
EASA Part-36 Aircraft Noise
EASA Part-66 Certifying Staff Maintenance
EASA Part-145 Approved Maintenance
Organisations
EASA Part-147 Approved Maintenance Training/
Examinations
EASA Part-APU Auxilliary Power Units
EASA Part-AWO All Weather Operations
EASA Part-E Engines
EASA Part-MMEL-MEL Master Minimum
Equipment List/Minimum Equipment List
EASA Part-P Propellers
EASA Part-VLA Very Light Aeroplanes
EASA Part-TSO Joint Technical Standard Orders
EASA PART-66
MODULE 10
This is a set of leaflets which give general
information on a variety of matters concerned
with civil aircraft during manufacture, overhaul,
repair, maintenance, operation and procedures.
They do not refer to any particular aircraft or
engine type, specialised equipment or
component parts. As such, they should be
regarded as advisory in nature and the
manufacturers manuals and documentation
should be consulted for detailed information.
Airworthiness Notices (CAP 455 withdrawn)
Airworthiness Notices are issued by the Civil
Aviation Authority to circulate information to all
concerned with the airworthiness of civil aircraft.
These have now been withdrawn and replaced
by Generic Requirements and Information
Leaflets. The Generic Requirements can be
found in CAP 747 and Information Leaflets in
CAP 562
AVIATION LEGISLATION
APRIL 2012
15
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
General Organisation of the JAA
Membership
Membership is open to members of the
European Civil Aviation Conference (ECAC),
which currently consists of 42 member
countries. Membership takes effect when the
1990 “Arrangements” are signed. There are 40
member countries in the JAA today.
At present the JAA comprises of 25 full members
and 11 candidate members.
“Two-Phase” membership of the JAA
The JAA has a two-phase membership system.
The current procedure, consistent with the
Arrangements, starts with a familiarisation visit
by a “candidate” Authority to Central JAA,
leading, after a satisfactory conclusion, to a
report to the Chairman of the JAA Committee
(JAAC). The Authority can then formally apply to
the Chairman of the JAA Board (JAAB) for
membership, expressing its willingness to
commit itself to the terms and commitments in
the Arrangements. The JAA Committee submits
its report to the JAA Board and, subject to a twothird majority vote, the applicant Authority can
sign the Arrangements. At this stage the Authority
will become a “Candidate Member” and will have
access to meetings, etc, but:
•
•
no voting rights, and
no right or obligation to automatic
recognition of the approvals issued by its
own authority or those of other states.
In phase 2, after signing the JAA Arrangements,
Central JAA arranges a visit to the Authority by a
so called fact-finding team, which consists of
representatives of the JAA Committee and
Central JAA. A report is prepared and sent to the
JAAC Chairman when considered satisfactory,
the JAA Committee recommends the JAA Board
to grant full membership If deemed necessary
by the fact-finding team, the JAA standardisation
team visits will be arranged. This process could,
for some countries, be very prolonged. It is felt,
however, that such a process is essential to
safeguard the high standards and credibility of
the JAA.
16
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
General Organisation of the JAA
AZERBAIJAN
REPUBLIC OF
GEORGIA
ARMENIA*
ICELAND
ESTONIA
LATVIA
LITHUANIA*
ECAC
42 MEMBERS
ALBANIA*
BOSNIA & HERTZEGOVINA
BULGARIA
CROATIA
FORMER YUGOSLAVIA
REP of MACEDONIA*
REP of MOLDOVA*
MONACO
NORWAY
ROMANIA
SERBIA & MONTENEGRO
SWITZERLAND
TURKEY
UKRAINE*
POLAND
PORTUGAL
SLOVAK REPUBLIC
SLOVENIA
SPAIN
SWEDEN
UK
EASA PART-66
MODULE 10
AUSTRIA
BELGIUM
CYPRUS
CZECH REPUBLIC
DENMARK
FINLAND
FRANCE
GERMANY
GREECE
HUNGARY
IRELAND
ITALY
LUXEMBOURG
MALTA
NETHERLANDS
AVIATION LEGISLATION
APRIL 2012
JAA
40 MEMBERS
EUROCONTROL
35 MEMBERS
EU
25 MEMBERS
* = CANDIDATE
MEMBERS
17
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
EASA Requirements
Opposite is a list of EASA Requirements
published as of September 2003. Not all EASAs
are adopted similtaneously by the member
states and those that are adopted may not be
enforced retrospectively. For instance, while
EASA Part-25 Large Aeroplanes was adopted,
and replaced BCAR Section D, on 1 July 1979
in the UK, the BCAR requirements are still valid
for aircraft already in service at that date.
In the UK, once adopted, the EASAs have the
same legal standing as the BCARs they replace.
That is, they become Requirements of the ANRs
and are thus legally enforable.
Due to differences in the legal systems, the same
is not true in all European countries and the
EASAs are regarded as recomendations, not
requirements in some. For that reason, it is
proposed to set up the European Aviation Safety
Agency (EASA) under the European
Commission, as a regulatory body with powers
of pan-european enforcement. The EASA would
assume responsibility for the EASAs and
enforce them through European Union law.
While the British Government and the CAA
support these proposals, there are many
legislative hurdles to overcome.
The most important ones to Aircraft Maintenance
Engineers are:
•
•
•
•
•
•
•
•
EC 216 2003
EC 1702 and 2042 of 2003
EASA Part 21
EASA Part M
EASA Part-66,
EASA Part-145,
EASA Part-147
EU-OPS 1
Note:
Within the EASAs, the wording often
refers to them as "codes", e.g. "This
Code prescribes airworthiness
standards.....".
EASA Part-1 Definitions and Abbreviations
EASA Part-11 And Related Procedures
EASA Part M Continuing Airworthiness
Management
EASA Part-145 Approved Maintenance
Organisations
EASA Part-147 Approved Maintenance Training/
Examinations
EASA Part-21 Certification Procedures for
Aircraft and Related Products and Parts
EASA CS-22 Sailplanes and Powered Sailplanes
EASA CS-23 Normal, Utility, Aerobatic, and
Commuter Category Aeroplanes
EASA CS-25 Large Aeroplanes
EASA Part-26 Additional Airworthiness
Requirements for Operations
EASA CS-27 Small Rotorcraft
EASA CS-29 Large Rotorcraft
EASA Part-36 Aircraft Noise
EASA Part-66 Certifying Staff Maintenance
EASA CS-APU Auxiliary Power Units
EASA CS-AWO All Weather Operations
EASA CS-E Engines
EASA-FCL 1 Flight Crew Licensing (Aeroplane)
EASA-FCL 2 Flight Crew Licensing (Helicopter)
EASA-FCL 3 Flight Crew Licensing (Medical)
EASA-FCL 4 Flight Crew Licensing (Flight
Engineers)
EASA-MMEL/Master Minimum Equipment List
MEL/Minimum Equipment List
EU-OPS 1 Commercial Air Transportation
(Aeroplanes)
EU-OPS 3 Commercial Air Transportation
(Helicopters)
EASA CS-P Propellers
EASA-STD 1A Aeroplane Flight Simulators
EASA-STD 1H Helicopter Flight Simulators
EASA-STD 2A Aeroplane Flight Training Devices
EASA-STD 3A Aeroplane Flight and Navigation
Procedures Trainers
EASA-STD 3H Helicopter Flight and Navigation
Procedures Trainers
EASA-STD 4A Basic Instrument Training
Devices
CS-ETSO Joint Technical Standard Orders
CS-VLA Very Light Aeroplanes
EASA IR's AMC's and CS's NPA's will progress
to harmonise with FAA and FAR's .
18
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
EASA Requirements
EU-OPS 1 is the document which contains the
requirements for Air Operator Certificate
Holders. It is;
"...... applicable to the operation of any civil
aeroplane for the purpose of commercial
air transportation by any operator whose
principal place of business is in a EASA
Member State".
EU-OPS 1 Commercial Air Transportation
(Aeroplanes) Subpart M is now prescribed
under Part M, for continued airworthiness and
the requirements for the maintenance of aircraft
is covered by Part 145 and EU-OPS. 'EU–OPS
1.875 General' states;
"An operator shall not operate an aeroplane
unless it is maintained and released to
service by an organisation appropriately
approved/accepted in accordance with
EASA Part–145....."
EASA Part-M for Maintenace of Large Aircraft
for all EU member states and has been adopted
by the JAA.
EASA Part-145 Approved Maintenance
Organisations is the document which
prescribes the requirements for an organisation
involved in the maintenance of aircraft, engines,
components and parts used for Commercial Air
Transport.
EASA Part-145.A.30 states that approved
maintenance organisations performing line
maintenance on aircraft must have;
Also;
“In the case of aircraft base maintenance,
appropriate aircraft type rated certifying
staff qualified in accordance with EASA
Part-145.A.35 plus EASA Part-66 category
C. In addition such EASA Part-145
approved maintenance Organisation must
have appropriate aircraft type rated staff
qualified in accordance with EASA Part145.A.35 … plus EASA Part-66 subcategory B1 and B2 to support the category
C certifying staff".
EASA Part-66 Certifying Staff - Maintenance
is the document which details the requirements
for certifying staff including the issue of aircraft
maintenance licence and type training.
EASA Part-66.A.30 states that;
“Certifying staff must meet a minimum
civil aircraft maintenance experience
requirement appropriate to the EASA Part–
66 aircraft maintenance licence sought,
which will be reduced by the EASA
member Authority when satisfied that …
EASA Part–147 approved training …… has
been received”.
EASA Part-147 Approved Maintenance
Training/Examination is the document which
describes the requirements for an approved
training organisation, the training programmes
for the various catagories of EASA Part-66
approved staff and the examination process.
“… appropriate aircraft type rated certifying
staff qualified in accordance with EASA
Part-145.A.35 plus EASA Part-66 subcategory B1 and B2. In addition such EASA
Part-145 approved maintenance
Organisation may also use appropriate
task trained certifying staff qualified in
accordance with EASA Part-145.A.35 plus
EASA Part-66 category A to carry out minor
scheduled line maintenance and simple
defect rectification.”
EASA PART-66
MODULE 10
AVIATION LEGISLATION
APRIL 2012
19
Rulemaking Regulations Structure
Each Part to each implementing regulation has its own Acceptable Means of Compliance and Guidance Material (AMC/GM).
These AMC and GM are amended along with the amendments of the regulations. These AMC/GM are so-called ‘soft law’
(non-binding rules), and put down in form of EASA Decisions. A comprehensive explanation on AMC in form of questions and
answers can be found here. For SERA and ANS implementing regulations, the respective AMC/GM will be added later.
Furthermore, Certification Specifications are also related to the implementing regulations, respectively their parts. Like AMC/GM
they are put down as Decisions and are non-binding.
BASIC REGULATION
REGULATIONS
Initial
Airworthiness
Continuing
Airworthiness
Part-21
Part-M
Part-FCL
DEF
GEN
II
Part-145
Conversion
of national
licenses
Part-ARO
ATS
III
Part-66
Licenses of
non-EU
states
Part-ORO
MET
IV
Part-147
Part-MED
Part-CAT
AIS
V
Part-CC
Part-SPA
CNS
VI
Part-ARA
VII
Part-ORA
Commission Regulation
(EU) No 965/2012 of 5
October 2012 laying down
technical requirements and
administrative procedures
related to air operations
pursuant to Regulation (EC)
No 216/2008 of the European
Parliament and of the Council
Commission Implementing
Regulation (EU) No 1035/2011
of 17 October 2011 laying
down common requirements
for the provision of air
navigation services
Air Crew
Air
Operations
ANS
common req.
ATM/ANS
safety oversight
ATCO
Licensing
Airspace
usage req.
SERA
ANNEXES
I
FULL
TITLES
Commission Regulation
(EU) No 748/2012 of
03/08/2012 laying down
implementing rules for the
airworthiness and
environmental certification of
aircraft and related products,
parts and appliances, as well
as for the certification of
design and production
organisations
Commission Regulation
(EC) No 2042/2003 on the
continuing airworthiness of
aircraft and aeronautical
products, parts and
appliances, and on the
approval of organisations and
personnel involved in these
Commission Regulation
(EU) No 1178/2011 of 3
November 2011 laying down
technical requirements and
administrative procedures
related to civil aviation aircrew
pursuant to Regulation (EC)
No 216/2008 of the European
Parliament and of the Council
Part-ACAS
Commission Implementing
Regulation (EU) No 1034/2011
of 17 October 2011 on safety
oversight in air traffic
management and air navigation
services
Commission Regulation
(EU) No 805/2011 for air
traffic controllers’ licences and
certain certificates pursuant to
Regulation (EC) No 216/2008
Commission Implementing
Regulation (EU) No 1332/2011
of 16 December 2011 laying
down common airspace usage
requirements and operating
procedures for airborne
collision avoidance
Rules of the
air (RoA)
Commission Implementing
Regulation (EU) No 923/2012
of 26/09/2011 laying down the
common rules of the air and
operational provisions
regarding services and
procedures in air navigation
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Relationship with other Aviation Authorities
As most of the countries in the world are among
the 185 nations contracting to the International
Civil Aviation Organisation (ICAO), their
governments have a forum for discussion of
aviation matters, and their National Aviation
Authorities are all bound by the same ICAO
Annexes. This leads to a common set of
principles and aims for the various aviation
authorities whether they be FAAs, CAAs, DGACs
etc.
In 1992, the JAA (now EASA) and the FAA made
a commitment to harmonise, where appropriate,
to the maximum extent possible, the FAR and
EASA requirements and associated material
regarding:
As previously stated, the UK’s Civil Aviation
Authority and other European National Aviation
Authorities signed an Arrangements Document
referenced “Cyprus 11 September 1990”, which
committed them to cooperate in all aspects
related to the safety of aircraft.
·
The individual EASA member National Aviation
Authorities, as contracting states to the ICAO,
still retain, for their state, full responsibility for
the Standards and Recommended Practices
defined in each ICAO Annex. Consequently, the
CAA still retains full responsibility for the issue
of all UK approvals, certificates and licences,
even though they may have been issued against
a requirement issued by the EASA
The Authorities for states awaiting acceptance
are known as candidate member Authorities and
usually apply EASAs although the licences and
approvals issued may not be recognised by
EASA member Authorities.
The EASA has established contact and cooperation not only with the US Federal Aviation
Administration (FAA) and Transport Canada but
also with the Interstate Aviation Committee of
the CIS, the Japan Civil Aviation Bureau, the
Australian Civil Aviation Authority, the Brazilian
Civil Aviation Authority, and many others.
EASA PART-66
MODULE 10
·
·
Design and manufacture, operation and
maintenance of civil aircraft and related
products and parts.
Noise and emissions from aircraft and
aircraft engines.
Flight crew licensing.
Later Transport Canada joined this activity.
Airworthiness requirements for small aeroplanes
(EASA/FAR-23): for small rotorcraft (EASA/FAR27): for large rotorcraft (EASA/FAR 29) have
achieved a high level of harmonisation.
The work on harmonisation of other airworthiness
requirements is progressing with a few
significant differences remaining.
The Airworthiness Authorities of some nonEASA nations have adopted or accepted the
EASA requirements either in place of, or in
parallel with, FAA requirements or their own
national code. This enables some Organisations
in non-JAA nations to apply for and hold JAA
approvals.
EASA - will be responsible for ALL EU Member
States.
JAAT and JAAL - will be responsible for ALL NON
EU Member States that accept EASA
Requirements.
AVIATION LEGISLATION
APRIL 2012
21
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
EASA Part-66
The following is a plain English interpretation of
EASA Part-66, and key items from the
Acceptable Means of Compliance and
Interpretative /Explanatory Material (AMC and
IEM) section as applicable in the UK. The term
CAA has been used in place of National Aviation
Authority for clarity. For full details always refer
to the current issue of EASA Part-66 Sections 1
and 2 and the Appendices.
EASA Part-66 Foreword
The national Civil Aviation Authorities of certain
countries have agreed common, comprehensive
and detailed aviation requirements (referred to
as the Joint Aviation Requirements (EASAs ))
with a view to minimising Type Certification
problems on joint ventures, to facilitate the export
and import of aviation products, and make it
easier for maintenance and operations carried
out in one country to be accepted by the Civil
Aviation Authority in another country. In addition
there is common agreement that flight and
maintenance personnel should be trained and
qualified to a common standard to assist Industry
in obtaining suitable staff and permit easy
movement of such staff across the borders of
JAA Countries.
EASA Part-66 is intended to provide a single
standard for future maintenance certifying staff
throughout the JAA countries and as such has
been issued with no national variants. It should
therefore be understood that when existing
maintenance certifying staff are converted to
EASA Part–66, limitations may be applied to such
staff if they do not meet the full EASA Part–66
standard. Despite the limitations existing
certifying staff will retain their existing authority
to release to service, subject of course, to
continued satisfactory performance.
The Civil Aviation Authorities may also use this
EASA as a basis for the qualification of certifying
staff to issue certificates of release to service in
the non commercial air transport sector. These
certifying staff will have their qualifications
endorsed in the EASA Part–66 aircraft
maintenance licence but such privileges will be
limited to certifying under the control of the
particular Civil Aviation Authority in accordance
with National legislation.
The EASA are recognised by the Civil Aviation
Authorities of participating countries as an
acceptable basis for showing compliance with
their national airworthiness codes.
Whilst this EASA has been numbered to align
with FAR Part 66 of the United States of America
because the subject matter is the same, the
detailed content is at variance with FAR Part 66.
Harmonisation with the United States remains
the goal but in the meantime the Federal Aviation
Administration has issued a Notice of Proposed
Rulemaking for FAR Part 66 which will bring FAR
Part 66 closer to the EASA Part–66 standard.
22
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
EASA Part-66
Future development of the requirements for
EASA Part-66 will be in accordance with the
agreed amendment procedures. Broadly, these
procedures are such that amendment of EASA
Part–66 can be proposed by the Civil Aviation
Authority of any of the participating countries and
by any organisation represented on the Joint
Steering Assembly.
The Civil Aviation Authorities have agreed they
should not unilaterally initiate amendment of their
national codes without having made a proposal
for amendment of the EASA Part-66 in
accordance with the agreed procedure.
Amendments to the text in EASA Part–66 are
usually issued initially as ‘Orange Paper’
Amendments. These show an effective date and
have the same status and applicability as EASA
Part–66 from that date. Orange Paper
Amendments are incorporated into the printed
text by means of a ‘Change’.
New, amended and corrected text is enclosed
within heavy brackets.
The remainder of the text in EASA makes
reference to EASA member Authorities .This is
intended to reflect the fact that whilst all the Civil
Aviation Authorities subscribe to the concept of
common EASAs etc., only the EASA member
Authorities have agreed mutual recognition of
certificates, licences and approvals on the basis
of standardisation audits. Nothing however
prevents a JAA candidate member Authority from
issuing a certificate, licence or approval on the
basis of a EASA even though it may not be
mutually recognised by the EASA member
Authorities.
Certifying staff responsible for issuing the CRS
must be qualified in accordance with the
appropriate requirements of EASA Part–66.
EASA Part–66 is limited to those certifying staff
responsible for issuing the CRS for aeroplanes
and helicopters with a maximum take off mass
of 5700 kg and above. The application of EASA
Part-66 to aeroplanes and helicopters below
5700 kg, airships and aircraft components
including engines, auxiliary power units and
propellers, will be considered in the future.
Personnel authorised to exercise certification
privileges in accordance with CAA regulations
valid before the effective date of EASA Part–66
(i.e. BCAR Section L), may continue to exercise
these privileges. However, they may not add
other basic categories/sub-categories of
qualification to that authorisation unless they
satisfy the appropriate additional requirements
of EASA Part–66. They may extend the scope
of their authorisation to include new aircraft types
subject to compliance with CAA regulations valid
before the effective date of EASA Part–66.
Certifying staff qualified in accordance with
previous CAA regulations must be issued a
EASA Part–66 aircraft maintenance licence
based upon the old qualification without further
examination, within the time limits stated below.
The EASA Part–66 aircraft maintenance licence
issued to them may contain technical limitations
where the holder is not appropriately qualified to
EASA Part-66 standard, but this does not
change any existing certification privileges. The
technical limitations will be deleted, as
appropriate, when the person satisfactorily sits
the relevant EASA Part-66 conversion
examinations.
EASA Part-66 General
EASA Part–145 requires appropriately
authorised certifying staff to issue a Certificate
of Release to Service (CRS) on behalf of the
EASA Part–145 approved maintenance
organisation when satisfied that all required
maintenance has been completed.
EASA PART-66
MODULE 10
AVIATION LEGISLATION
APRIL 2012
23
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
EASA Part-66
Effectivity
Note:
The EASA member States are listed
in an Appendix of EASA Part-66. The
CAA is the Authority for the UK.
JAR–66 was first issued on 03 April 1998 and
became effective on 01 June 2001.
After 01 June 2001 any person required to be
approved in accordance with EASA Part–66
must be in compliance with it. Any person who
is required to convert a National qualification to
a EASA Part–66 aircraft maintenance licence
must do so within 5 years of that date.
Definitions
For the purpose of EASA Part–66, the following
definitions will apply:
‘Aircraft maintenance licence’ means a
document issued as evidence of
qualification, confirming that the person to
whom it refers has met the EASA Part–66
knowledge and experience requirements
for any aircraft basic category and aircraft
type rating specified in the document.
Note:
The aircraft maintenance licence
alone does not permit the holder to
issue certificates of release to
service in respect of aircraft used for
commercial air transport. To issue a
CRS for such aircraft, the aircraft
maintenance licence holder must in
addition hold a EASA Part–145
certification authorisation issued by
a EASA Part–145 approved
maintenance organisation.
‘Organisation procedures’ means the
procedures applied by the EASA Part–145
approved maintenance organisation and
published in it’s maintenance organisation
exposition.
Applicability
EASA Part–66 prescribes the requirements for
the qualification of personnel authorised by a
EASA Part–145 approved maintenance
organisation to issue certificates of release to
service in accordance with EASA Part–145.50.
These personnel are required to hold a valid, type
rated, EASA Part–66 Aircraft Maintenance
Licence which attests to their knowledge and
experience, and a valid EASA Part–145
certification authorisation which grants
certification privileges to the individual.
For the EASA Part–66 aircraft maintenance
licence, compliance is required with all the
requirements for the appropriate basic category
or categories (described later). The aircraft
maintenance licence will be endorsed with the
relevant basic category/categories and where
appropriate any aircraft type ratings granted.
Note:
The EASA Part–66 aircraft
maintenance licence can be issued
without any aircraft type ratings, but
it should be remembered that an
aircraft type rating is one of the
prerequisites for a EASA Part–145
certification authorisation.
Note:
EASA Part–145 contains additional
requirements to qualify for
certification authorisation.
‘Certification’ means the issuance of a CRS.
‘EASA member Authority’ means an
Authority who is a full member of the JAA,
which means that any approval certificate
or licence issued in accordance with the
EASA’s by such an Authority will be
recognised and accepted by all other such
Authorities.
24
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
EASA Part-66
Application and Issue
Eligibility
An application for issue or amendment of a
EASA Part-66 aircraft maintenance licence must
be made on the correct form and submitted to
the EASA member Authority.
Certifying staff must not be less than 21 years
of age and must be able to read, write and
communicate to an understandable level in the
language(s) in which the technical
documentation and organisation procedures,
necessary to support the issue of the CRS, are
written.
An applicant who meets the appropriate
requirements of EASA Part–66 and has paid any
charges prescribed by the CAA is entitled to the
EASA Part–66 aircraft maintenance licence.
The EASA Part–66 aircraft maintenance licence
is issued by the CAA but the process of preparing
the licence for issue may be delegated to an
appropriately approved EASA Part–145
maintenance organisation.
Note:
The issue of the EASA Part–145
certification authorisation is carried
out by the EASA Part–145 approved
maintenance organisation after
establishing compliance with
appropriate paragraphs of EASA
Part–66 and EASA Part–145.
The level of knowledge should be such that the
applicant is able to:
•
•
•
•
read and understand the instructions and
technical manuals in use within the
organisation;
make written technical entries and any
maintenance documentation entries,
which can be understood by those with
whom they are normally required to
communicate;
read and understand the company
procedures;
communicate at such a level as to prevent
any misunderstanding when exercising the
privileges of their authorisation.
In all cases, the level of understanding needs to
be compatible with the level of certification
authorisation granted.
EASA PART-66
MODULE 10
AVIATION LEGISLATION
APRIL 2012
25
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
EASA Part-66
Categories and certification privileges
Category A
Certifications are made in accordance with the
procedures of the EASA Part–145 approved
maintenance organisation and within the scope
of the authorisation held.
Line maintenance certifying mechanic
authorisation permits the holder to issue CRS
certifications following minor scheduled line
maintenance and simple defect rectification, as
specified in EASA Part–145, within the limits of
tasks specifically endorsed on the authorisation.
Minor scheduled line maintenance means any
minor check, up to and including the weekly
check or equivalent.
Certifying staff qualified in accordance with EASA
Part–66, and holding a valid aircraft maintenance
licence with, where applicable, the appropriate
type ratings, will be eligible to hold a EASA Part–
145 certification authorisation in one or more of
the following categories:
Category A:
Category B1:
Category B2:
Category C:
Line maintenance certifying
mechanic.
Line maintenance certifying
technician – mechanical.
Line maintenance certifying
technician – avionic.
Base maintenance certifying
engineer.
The certification privileges are restricted to work
that the authorisation holder has personally
performed. Category A is sub-divided into subcategories relative to combinations of
aeroplanes, helicopters, turbine and piston
engines.
Note:
The Category A and B1 subcategories are:
A1 and B1.1
A2 and B1.2
A3 and B1.3
A4 and B1.4
26
Aeroplanes Turbine
Aeroplanes Piston
Helicopters Turbine
Helicopters Piston
AVIATION LEGISLATION
APRIL 2012
Category B1 certifying staff
authorisation automatically permits
certification in the appropriate A subcategories. Category B2 certifying
staff can qualify for any A
subcategory as can any avionic
mechanic subject to compliance with
the appropriate A sub-category
requirements.
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
EASA Part-66
Category B1
Category B2
Line maintenance certifying technician –
mechanical authorisation permits the holder to
issue CRS certifications following line
maintenance, including aircraft structure,
powerplants and mechanical and electrical
systems. Replacement of avionic line
replaceable units, requiring simple tests to prove
their serviceability, is also included in the
privileges, providing the serviceability of the
system can be established by a simple self-test
facility, other on-board test systems/equipment
or by simple ramp test equipment. Defect
rectification involving test equipment which
requires an element of decision making in its
application - other than a simple go/no-go
decision - cannot be certified.
Line maintenance certifying technician – avionic
authorisation permits the holder to issue
certificates of release to service following line
maintenance on avionic and electrical systems.
The holder will need to be qualified as Category
A in order to carry out simple mechanical tasks
and be able to make certifications for such work.
Like Category A, Category B1 is divided into subcategories relative to combinations of
aeroplanes, helicopters, turbine and piston
engines.
EASA PART-66
MODULE 10
Category B2 is not sub-divided and covers
aeroplanes, helicopters with turbine and piston
engines.
Category C
Base maintenance certifying engineer
authorisation permits certification of scheduled
base maintenance by the issue of a single CRS
for the complete aircraft after the completion of
all such maintenance. The basis for this
certification is that the maintenance has been
carried out by competent mechanics and both
Category B1 and B2 staff have signed for the
maintenance under their respective
specialisation. The principal function of the
Category C certifying staff is to ensure that all
required maintenance has been called up and
signed off by the Category B1 and B2 staff before
issue of the CRS. Category C personnel who
also hold category B1 or B2 qualifications may
perform both roles in base maintenance.
AVIATION LEGISLATION
APRIL 2012
27
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
EASA Part-66
Basic knowledge requirements
Experience Requirements
Certifying staff must demonstrate, by
examination, a level of knowledge acceptable to
the CAA, in subject modules appropriate to the
EASA Part–66 Category for which an aircraft
maintenance licence is issued or extended. See
EASA Part-66 Appendix 1 for details of Module
contents and knowledge level requirements.
Certifying staff must meet a minimum civil
aircraft maintenance experience requirement
appropriate to the EASA Part–66 aircraft
maintenance licence sought. This may be
reduced by the CAA when satisfied that either
EASA Part–147 approved training or other
appropriate technical training has been received.
The levels of knowledge are directly related to
the complexity of certifications appropriate to the
particular EASA Part–66 Category which means
that Category A must demonstrate a limited but
adequate level of knowledge, whereas Category
B1 and B2 must demonstrate a complete level
of knowledge in the appropriate subject
modules. Category C certifying staff must meet
the relevant level of knowledge for B1 or B2.
The experience must be practical which means
the experience of being involved in maintenance
tasks on aircraft which are being operated by
airlines, air taxi organisations, etc. The point being
to gain sufficient experience in the environment
of commercial maintenance as opposed to only
the training school environment. Such
experience may be combined with approved
training so that periods of training can be
intermixed with periods of experience rather like
the classic apprenticeship.
Full or partial credit against the basic knowledge
requirements and associated examination will
be given for any other technical qualification
considered by the CAA to be equivalent to the
EASA Part–66 knowledge standard.
28
The minimum civil aircraft maintenance
experience required before possible reductions
is, for Category A three years and for Category
B1 or B2 five years. The minimum civil aircraft
maintenance experience for category C is three
years qualified as a B1 or B2 certifying staff in
line maintenance, or, in base maintenance
supporting the Category C certifying staff, or, a
combination of both. Alternatively, the minimum
civil aircraft experience for Category C certifying
staff qualified by holding an academic degree in
a technical discipline from a university or other
higher educational institute accepted by the CAA
is three years on a representative selection of
tasks directly associated with aircraft
maintenance including six months of
observation of base maintenance tasks.
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
EASA Part-66
Regarding reductions, for Category A certifying
staff the following experience options apply:
a.
b.
c.
1 year recent practical maintenance
experience on operating aircraft and
completion of a EASA Part–147 approved
basic training course; or,
2 years recent practical maintenance
experience on operating aircraft and
completion of training considered relevant
by the CAA as a skilled worker, in a nonaviation technical trade; or,
3 years recent practical maintenance
experience on operating aircraft for an
applicant having no previous relevant
technical training.
For Category B1 or B2 certifying staff the
following experience options apply:
a.
b.
c.
2 years recent practical maintenance
experience on operating aircraft and
completion of a EASA Part–147 approved
basic training course; or,
3 years recent practical maintenance
experience on operating aircraft and
completion of training considered relevant
by the CAA as a skilled worker, in a nonaviation technical trade; or,
5 years recent practical maintenance
experience on operating aircraft for an
applicant having no previous relevant
technical training.
For all certifying staff, at least 1 year of the
required experience must be recent
maintenance experience on aircraft typical of the
category/sub-category for which the EASA Part–
66 aircraft maintenance licence is sought.
Aircraft maintenance experience gained outside
a civil aircraft maintenance environment (e.g.
Military or governmental) will be accepted by the
Authority when it is satisfied that such
maintenance is equivalent to that required by
EASA Part–66, but additional experience of civil
aircraft maintenance will be required to ensure
understanding of the civil aircraft maintenance
environment.
Continuity of the Aircraft Maintenance
Licence
The EASA Part–66 aircraft maintenance licence
holder must submit the licence to the issuing
Authority at least once every 5 years for review.
Failure to carry out this action will invalidate any
EASA Part–145 certification authorisation issued
on the basis of the aircraft maintenance licence
and may require recent aircraft maintenance
experience and/or the resit of some
examinations before re-issue of the licence. The
CAA will decide for each particular case.
A skilled worker is a person who has
successfully completed a course of training,
acceptable to the CAA, involving the
manufacture, repair, overhaul or inspection of
mechanical, electrical or electronic equipment.
The training would include the use of tools and
measuring devices.
EASA PART-66
MODULE 10
AVIATION LEGISLATION
APRIL 2012
29
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
EASA Part-66
Type/Task Training and Ratings
Evidence of Qualification
Category A certifying staff are required to hold
an appropriate EASA Part–66 aircraft
maintenance licence prior to the grant of a EASA
Part–145 certification authorisation on a specific
aircraft type. EASA Part–145 certification
authorisations may only be granted following the
satisfactory completion of the relevant Category
A aircraft task training carried out by an
appropriately approved EASA Part–145 or EASA
Part–147 organisation.
Certifying staff qualified in accordance with EASA
Part–66 will be issued with an aircraft
maintenance licence by the CAA as evidence of
one of the qualifications necessary for the grant
of a EASA Part–145 certification authorisation.
Certifying staff must be able to produce their
licence if requested by an authorised person
within 5 days.
Category B1 and B2 certifying staff are required
to hold an appropriate aircraft type rated EASA
Part–66 aircraft maintenance licence prior to the
grant of a EASA Part–145 certification
authorisation on a specific aircraft type. Ratings
will be granted following satisfactory completion
of the relevant category B1 or B2 aircraft type
training (ATA 104 Level III) approved by the CAA
or by an appropriately approved EASA Part–147
maintenance training organisation.
The CAA may exempt any person required to
be qualified in accordance with EASA Part–66,
from any requirement in EASA Part–66, when
satisfied that a situation exists not covered by
EASA Part–66, and subject to compliance with
any supplementary condition(s) the CAA
considers necessary to ensure equivalent
safety. Such exemption and supplementary
condition(s) must be agreed by the EASA
member Authorities to ensure continued
recognition of the person.
Equivalent Safety Cases
Category C certifying staff are required to hold
an appropriate aircraft type rated EASA Part–
66 aircraft maintenance licence prior to the grant
of a EASA Part–145 certification authorisation
on a specific aircraft type. Ratings will be granted
following satisfactory completion of the relevant
B1 and/or B2 aircraft type training approved by
the CAA or by an appropriately approved EASA
Part–147 maintenance training organisation.
Extension to include other aircraft types requires
training to a minimum “general familiarisation”
level (ATA 104 Level I), the holder may not,
however, make B1 or B2 certifications on these
types. In the case of a Category C person
qualified by holding an academic degree the first
relevant aircraft type training must be at the
category B1 or B2 level.
Completion of approved aircraft task and/or type
training, as required above, must be satisfactorily
demonstrated by an examination.
30
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
EASA Part-66
Revocation, Suspension or Limitation of
the EASA Part-66 Aircraft Maintenance
Licence
The CAA may, on reasonable grounds after due
enquiry, revoke, suspend or limit the EASA Part66 aircraft maintenance licence or direct the
EASA Part-145 approved maintenance
organisation to revoke, suspend or limit the EASA
Part-145 certification authorisation if the Authority
is not satisfied that the holder of the licence and
authorisation is a fit and proper person to hold
such licence and authorisation subject to the
conditions, below, as appropriate.
until the procedure detailed above is complete.
For the CAA to consider a person to be not a fit
and proper person means that there is clear
evidence that the person has knowingly carried
out or been involved in one or more of the
following activities;
•
•
Before revoking or limiting the EASA Part–66
aircraft maintenance licence or directing the
EASA Part-145 approved maintenance
organisation the CAA must first give at least 28
days notice to the affected party or parties in
writing of its intention so to do and of the reasons
for its proposal and must offer the affected party
or parties an opportunity to make representations
and the Authority will consider those
representations.
•
In any case where the CAA has determined that
the safe operation of the aircraft is adversely
affected the Authority may, in addition to the
above, provisionally suspend the EASA Part-66
aircraft maintenance licence without prior notice
•
EASA PART-66
MODULE 10
•
•
•
Obtained the EASA Part-66 aircraft
maintenance licence and/or the EASA
Part-145 certification authorisation by
falsification of submitted evidence.
Failed to carry out requested maintenance
combined with failure to report such fact
to the organisation that requested the
maintenance.
Failed to carry out required maintenance
resulting from own inspection combined
with failure to report such fact to the
organisation for whom the maintenance
was intended to be carried out.
Negligent maintenance.
Falsification of the maintenance record.
The issue of a CRS knowing that the
maintenance specified on the CRS has not
been carried out or without verifying that
such maintenance has been carried out.
Carrying out maintenance or issuing a
CRS when adversely affected by alcohol
or drugs.
The procedures for handling representation
regarding revocation, suspension or variation of
the EASA Part-66 aircraft maintenance licence
are contained in EASA Part-66 Guidance Material.
AVIATION LEGISLATION
APRIL 2012
31
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
EASA Part-145 Approved Maintenance Organisations
The following is a plain English interpretation of
EASA Part-145, and key items from the
Acceptable Means of Compliance and
Interpretative /Explanatory Material (AMC & IEM)
section as applicable. For full details always
refer to the current issue of EASA Part-145.
EASA Part-145 Foreword
The Civil Aviation Authorities of certain European
countries have agreed common comprehensive
and detailed aviation requirements (referred to
as the Joint Aviation Requirements (EASAs))
with a view to minimising Type Certification
problems on joint ventures, to facilitate the export
and import of aviation products, and make it
easier for maintenance carried out in one
European country to be accepted by the Civil
Aviation Authority in another European country.
The EASAs are recognised by the Civil Aviation
Authorities of participating countries as an
acceptable basis for showing compliance with
their national airworthiness codes.
FAR Parts-43 and 145 of the Federal Aviation
Administration of the United States of America
have been selected to provide the format, and
where appropriate content, of the EASA for
Approved Maintenance Organisations (EASA
Part-145).
Appendix 8 provides information relating to which
EASA Part-145 paragraph contains the intent of
the relevant FAR Parts 43/145 paragraph and
vice versa.
EASA Part-145 has been issued with no National
Variants and as a result in several areas does
not contain the detailed compliance information
which some Civil Aviation Authorities and
Industry organisations would like to see. It was
agreed by the authors of EASA Part-145 that it
should be applied in practice and the lessons
learnt embodied in future amendments. The Civil
Aviation Authorities of EASA are therefore
committed to early amendment in the light of
experience.
32
Future development of the requirements for this
EASA including the above commitment, will be
in accordance with the agreed amendment
procedures. Broadly, these procedures are such
that amendment of EASA Part-145 can be
proposed by the Civil Aviation Authority of any of
the participating countries and by any
organisation represented on the Joint Steering
Assembly.
The Civil Aviation Authorities have agreed they
should not unilaterally initiate amendment of their
national codes without having made a proposal
for amendment of the EASA Part-145 in
accordance with the agreed procedure.
Amendments to the text in this EASA Part-145
are usually issued initially as ‘NPA’ Notice of
Proposed Amendments. These show an
effective date and have the same status and
applicability as EASA Part-145 from that date.
New, amended and corrected text is enclosed
within heavy brackets.
The remainder of the text in this EASA makes
reference to EASA member Authorities. This is
intended to reflect the fact that whilst all the Civil
Aviation Authorities subscribe to the concept of
common EASAs etc., only the EASA member
Authorities have agreed mutual recognition of
certificates, licences and approvals on the basis
of standardisation audits. Nothing, however,
prevents a JAA candidate member Authority from
issuing a certificate, licence or approval on the
basis of a EASA even though it may not be
mutually recognised by the EASA member
Authorities.
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
EASA Part-145
EASA Part-145 General
An aircraft, when used for Commercial Air
Transport, may not fly unless a certificate of
release to service (CRS) has been issued by
an Organisation for any maintenance carried out
on it or on any aircraft component intended for
fitment to an aircraft.
No Organisation may certify for release to
service an aircraft used for Commercial Air
Transport unless it is either approved in
accordance with EASA Part-145 or, alternatively,
approved by a non-JAA aviation authority and
accepted by a EASA member authority (e.g. the
CAA) to meet the EASA Part-145 requirements.
No Organisation may maintain a commercial
transport aircraft unless appropriately approved
or accepted in accordance with EASA Part-145,
or working under the quality system of an
appropriately approved or accepted EASA Part145 maintenance Organisation to work as a subcontractor.
NOTE:
A non-approved Organisation working under the
quality system of an approved or accepted
EASA Part-145 Approved Maintenance
Organisation as a sub-contractor is limited to
the work scope permitted by the EASA Part-145
procedures of the approved Organisation and
may not carry out a base maintenance check of
an aircraft or a complete workshop maintenance
check or overhaul of an engine or engine module.
The sub-contractor may carry out limited line
maintenance, minor engine maintenance,
maintenance of other aircraft components or
specialised services. The Approved
Maintenance Organisation must have a
procedure for the control of sub-contractors.
NOTE:
A EASA Part-145 approval is not
required for the pre-flight inspection.
No Organisation may certify for release to
service an aircraft component intended for
fitment to an aircraft used for Commercial Air
Transport unless approved or accepted in
accordance with EASA Part-145. No
Organisation may maintain such an aircraft
component unless either appropriately approved
or accepted in accordance with EASA Part-145,
or working under the quality system of an
appropriately approved or accepted EASA Part145 maintenance Organisation.
Effectivity
JAR-145 was first issued on 30 July 1991 and
became effective on 1 January 1992 although
it’s introduction was phased in between then and
31st December 1994.
It has since been amended and compliance
dates are given for the various amendments.
NOTE:
A maintenance Organisation approval may be
granted for maintenance activity varying from
that for an aircraft component to that for a
complete aircraft, or any combination of the two.
EASA PART-66
MODULE 10
FAR Part 145 is more restrictive on
the subject of sub-contractors. EASA
Part-145 Approved Maintenance
Organisations which are also
certificated under FAR Part 145
should produce two lists of
contracted or sub-contracted
maintenance organisations and their
capabilities.
AVIATION LEGISLATION
APRIL 2012
Where an existing sub-paragraph
has been amended, it is essential to
understand that compliance with the
pre-amendment text is still required
until superseded by the compliance
date for the amended text unless the
Organisation chooses to comply with
the amended text before the
compliance date for the amended
text. Pre-amendment text should
therefore be retained at least until the
compliance date has been
superseded.
33
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
EASA Part-145
Definitions
For the purpose of EASA Part-145 the following
definitions shall apply:
‘Accepted in accordance with EASA Part-145’
means an organisation operating under the
authority of a Non-EASA member Authority, but
found by a EASA member Authority to meet the
requirements of EASA Part-145.
‘Accountable manager’ means the manager
who has corporate (and particularly financial)
authority for ensuring that all maintenance
required by the customer can be financed and
carried out to the standard required by the EASA
member Authority. The accountable manger is
not necessarily knowledgeable on technical
matters as these responsibilities may be
delegated.
‘Aircraft’ means an aeroplane, helicopter or
airship.
‘Aircraft component’ means any assembly/item/
component/part of an aircraft up to and including
a complete powerplant and/or any operational/
emergency equipment.
‘Approved by the EASA member Authority’
means approved by the EASA member Authority
directly or in accordance with a procedure
approved by the Authority.
‘Approved Maintenance Organisation’ means an
Organisation currently approved under EASA
Part-145.
‘Certifying staff’ means those personnel who are
authorised by the Approved Maintenance
Organisation in accordance with a procedure
acceptable to the EASA member Authority to
certify aircraft or aircraft components for release
to service.
‘Commercial Air Transport’ means the carriage
of Passengers/Cargo/Mail for remuneration.
‘Inspection’ means the examination of an aircraft/
aircraft component to establish conformity with
an approved standard.
‘EASA member Authority’ means the national
aviation authority of any member state which is
a full member of the JAA as listed in the
Appendices. In the UK this is the CAA and may
be referred to as the ‘Authority’ in these notes.
‘EASA Part-145 certification authorisation’ means
the authorisation issued to certifying staff by the
Approved Maintenance Organisation and which
specifies the fact that they may sign EASA Part145.50 Certificates of Release to Service (CRS)
within the limitations stated in such authorisation
on behalf of the EASA Part-145 Approved
Maintenance Organisation.
‘Location’ means a place from which an
Organisation carries on activities or wishes to
carry on activities for which a EASA Part-145
approval is required.
‘Maintenance’ means any one or combination
of overhaul, repair, inspection, replacement,
modification or defect rectification of an aircraft/
aircraft component.
‘Approved standard’ means a manufacturing/
design/maintenance/quality standard approved
by the EASA member Authority.
34
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
EASA Part-145
‘Maintenance data’ means any information
necessary to ensure that the aircraft or aircraft
component can be maintained in a condition
such that airworthiness of the aircraft, or
serviceability of operational and emergency
equipment as appropriate, is assured.
‘Maintenance Organisation Exposition ‘ (or
MOE) means the document(s) that contain the
material required by EASA Part-145 to show how
the Organisation complies with it.
‘Modification’ means the alteration of an aircraft/
aircraft component in conformity with an
approved standard.
‘Organisation’ means either an Organisation
registered as a legal entity in any jurisdiction
whether or not within the territories of the States
that have joined the Joint Aviation Authorities, or
a natural person. Such an Organisation may be
located at more than one location and may hold
more than one EASA Part-145 approval.
‘Overhaul’ means the restoration of an aircraft/
aircraft component by inspection and
replacement in conformity with an approved
standard to extend the operational life.
‘Pre-flight inspection’ means the inspection
carried out before flight to ensure that the aircraft
is fit for the intended flight. It does not include
defect rectification.
‘Quality policy’ means the overall intentions and
direction of an Organisation as regards quality,
as approved by the accountable manager.
‘Repair’ means the restoration of an aircraft/
aircraft component to a serviceable condition in
conformity with an approved standard.
EASA PART-66
MODULE 10
AVIATION LEGISLATION
APRIL 2012
35
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
EASA Part-145
Applicability
Application and issue
This EASA prescribes the requirements for
issuing approvals to organisations for the
maintenance of aircraft and aircraft components
and prescribes the general operating rules for
approved maintenance Organisations. The
approval, when granted, will apply to the whole
Organisation headed by the accountable
manager.
An application for maintenance Organisation
approval or for the amendment of an existing
maintenance Organisation approval must be
made on a form (JAA Form 2) and in a manner
prescribed by the EASA member Authority and
submitted with the required number of copies of
the maintenance Organisation’s exposition
(MOE) or amendments to it. The form must be
completed by the accountable manager and, if
applicable, by the nominated person responsible
for quality issues.
An Organisation which is located, in whole or in
part, within the territories of the Joint Aviation
Authorities full member States will be granted
approval in respect of any such location within
those territories when in compliance with EASA
Part-145. Satellite facilities and line stations
outside the full member States may be included
in the approval providing they are listed in the
MOE and the EASA member Authority is
satisfied with the procedures to control these
facilities.
An Organisation which is located, in whole or in
part, outside these territories will only be granted
approval in respect of those location outside the
territories if the EASA member Authority is
satisfied that there is a need for an approval to
maintain aircraft/aircraft components at that
location and when in compliance with EASA
Part-145. Alternatively, the EASA member
Authority may accept such an Organisation on
the basis of an approval granted by an Authority
that is not a member or full member of the Joint
Aviation Authorities, subject to the Organisation
being in compliance with published JAA
maintenance special conditions to ensure
equivalence to EASA Part-145. The alternative
‘accepted’ Organisation may be required to
show a need before being accepted.
36
An applicant who meets the requirements of this
EASA Part-145 and has paid any charges
prescribed by the EASA member Authority is
entitled to a Maintenance Organisation Approval.
Extent of approval
The grant of approval is indicated by the issue
of an approval certificate to the Organisation by
the EASA member Authority . The approval
certificate will specify the extent of the approval.
The EASA Part-145 approved MOE must specify
the scope of work deemed to constitute
approval.
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
EASA Part-145
Facility requirements
Facilities must be provided appropriate for all
planned work, ensuring in particular, protection
from the weather. This includes hangar space
for base maintenance and workshops for
component overhaul. Hangars are not essential
for line maintenance, but access is advisable
for defect rectification and protection from
inclement weather. Specialised workshops and
bays must be segregated as appropriate, to
ensure that environmental and work area
contamination is unlikely to occur.
Office accommodation must be provided
appropriate for the planned work including in
particular, the management of quality, planning
and technical records. Space must also be
provided for maintenance staff to study and
complete documentation and maintenance
records.
The working environment must be appropriate
for the task carried out and in particular special
requirements observed. Unless otherwise
dictated by the particular task environment, the
working environment (heat, light, noise, dust etc.)
must be such that the effectiveness of personnel
is not impaired.
Secure storage facilities must be provided for
aircraft components, equipment, tools and
material. Storage conditions must ensure
segregation of serviceable aircraft components
and material from unserviceable aircraft
components, material, equipment and tools. The
conditions of storage must be in accordance with
the manufacturers instructions to prevent
deterioration and damage of stored items.
Access to storage facilities must be restricted
to authorised personnel.
EASA PART-66
MODULE 10
AVIATION LEGISLATION
APRIL 2012
37
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
EASA Part-145
Personnel requirements
A senior person or group of persons acceptable
to the EASA member Authority , whose
responsibilities include ensuring that the
Approved Maintenance Organisation is in
compliance with EASA Part-145 requirements,
must be nominated. Typically these will be a
base maintenance manager, a line maintenance
manager, a workshop manager and a quality
manager (depending on the size and structure
of the organisation). Such person(s) must
ultimately be directly responsible to the
accountable manager who must be acceptable
to the Authority.
The accountable manager must nominate a
senior person as described above, with
responsibility for monitoring the EASA Part-145
quality system including the associated feedback
system. This senior person must have direct
access to the accountable manager to ensure
that the accountable manager is kept properly
informed on quality and compliance matters.
The Approved Maintenance Organisation must
have a maintenance man-hour plan showing that
the Organisation has sufficient staff to plan,
perform, supervise, inspect and quality monitor
the Organisation in accordance with the
approval. In addition the Organisation must have
a procedure to reassess work intended to be
carried out when actual staff availability is less
than the planned staffing level for any particular
work shift or period.
38
The competence of personnel involved in
maintenance and/or quality audits must be
established and controlled in accordance with a
procedure and to a standard acceptable to the
EASA member Authority .
Personnel who carry out or control a continued
airworthiness non-destructive test (NDT) of
aircraft structures or aircraft components must
be appropriately qualified for the particular NDT
technique in accordance with the European
standard EN 4179, although the EASA member
Authority may accept an equivalent standard
for any EASA Part-145 approved/accepted
maintenance Organisation located outside the
member States. Personnel who carry out any
other specialised task must be appropriately
qualified in accordance with the existing national
standard recognised by the Authority as an
appropriate standard.
Personnel qualified prior to 31 December 2003
in accordance with any national standard
recognised by the EASA member Authority may
continue to carry out or control NDT tests after
31 December 2003. However, if they intend to
carry out or control an NDT test for which they
were not qualified prior to 31 December 2003,
they must qualify for such non-destructive test
in accordance with European standard EN 4179.
Those personnel qualified in EASA Part-66 subcategory B1 may carry out or control colour
contrast dye penetrant tests.
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
EASA Part-145
Any Approved Maintenance Organisation
maintaining aircraft with a maximum take-off
mass of 5 700 kg and above, must have;
• In the case of aircraft line maintenance,
appropriate aircraft type rated certifying staff
qualified in accordance with EASA Part-145
and EASA Part-66 Category B1 and/or B2.
In addition, the EASA Part-145 Approved
Maintenance Organisation may also use
appropriate task trained certifying staff
qualified in accordance with EASA Part-145
and EASA Part-66 Category A to carry out
minor scheduled line maintenance and
simple defect rectification. The availability of
Category A certifying staff does not replace
the need for EASA Part-66 Category B1 and
B2 certifying staff to support the Category A
certifying staff but the EASA Part-66
Category B1 and B2 staff need not always
be present at the line station during minor
scheduled line maintenance or simple defect
rectification.
•
The Approved Maintenance Organisation may
in the following circumstances use certifying
staff qualified as specified below subject to
compliance with the conditions stated for each
circumstance;
•
For a non-JAA State or non-EASA member
State based EASA Part-145 maintenance
Organisation approved by a EASA
member Authority, the Organisation may
use certifying staff qualified in accordance
with the national aviation regulations of the
State in which the Organisation is based
subject to the Authority in conjunction with
the JAA Maintenance Division being
satisfied that such regulations result in a
standard of qualification comparable with
EASA Part-66. Published JAA additional
conditions, where specified, will need to
be satisfied to ensure equivalence.
•
For limited line maintenance carried out by
another Organisation under the quality
system of an Approved Maintenance
Organisation at a non-JAA/non-full
member State location, the Organisation
may use certifying staff qualified in
accordance with the local national aviation,
subject to the EASA member Authority in
conjunction with the JAA Maintenance
Division being satisfied that such
regulations result in a standard of
qualification comparable with EASA Part66. Published JAA additional conditions,
where specified, will need to be satisfied
to ensure equivalence.
•
For a repetitive pre-flight airworthiness
directive which specifically states that the
flight crew may carry it out, the Approved
Maintenance Organisation may issue a
limited EASA Part-145 certification
authorisation to the aircraft commander
and/or the flight engineer subject to being
satisfied that sufficient practical training
has been carried out to ensure that the
commander or flight engineer can
accomplish the airworthiness directive to
the required standard.
In the case of aircraft base maintenance,
appropriate aircraft type rated certifying staff
qualified in accordance with EASA Part-145
and EASA Part-66 Category C. In addition
the Approved Maintenance Organisation
must have appropriate EASA Part-66
Category B1 and B2 personnel to support
the Category C certifying staff. The Approved
Maintenance Organisation must maintain a
register of any such EASA Part-66 subcategory B1 and B2 qualified support staff.
Until such time as EASA Part-66 specifies a
requirement for certifying staff of aircraft under
5 700 kg maximum take-off mass, continued
compliance is required with the current national
aviation regulations of the EASA member
Authority that granted or proposes to grant EASA
Part-145 approval.
Until such time as EASA Part-66 specifies a
requirement for certifying staff of aircraft
components, continued compliance is required
with the current national aviation regulations of
the EASA member Authority that granted or
proposes to grant EASA Part-145 approval.
EASA PART-66
MODULE 10
AVIATION LEGISLATION
APRIL 2012
39
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
EASA Part-145
In the unforeseen case of an aircraft being
grounded at a location not having an appropriately
approved or accepted EASA Part-145
maintenance Organisation, the Approved
Maintenance Organisation contracted to provide
maintenance support may issue a ‘one-off’ EASA
Part-145 certification authorisation to a person
with not less than 5 years maintenance
experience and holding a valid ICAO aircraft
maintenance licence rated for the aircraft type
requiring certification. This is subject to the EASA
Part-145 maintenance Organisation obtaining
and holding on file evidence of the experience
and the licence. All such cases must be reported
to the EASA member Authority within 7 days of
the issuance of such certification authorisation.
The Authority will require any such maintenance
that could affect flight safety to be rechecked by
the contracted Approved Maintenance
Organisation.
40
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
EASA Part-145
Certifying staff
The Approved Maintenance Organisation must
ensure that certifying staff have an adequate
understanding of the relevant aircraft and/or
aircraft component(s) to be maintained together
with the associated Organisation procedures
before the issue or re-issue of the EASA Part145 certification authorisation. Relevant aircraft
and/or aircraft component(s) means those
aircraft and/or aircraft component(s) specified
in the particular EASA Part-145 certification
authorisation.
The Approved Maintenance Organisation must
ensure that all aircraft release certifying staff are
involved in at least 6 months of actual aircraft
maintenance experience in any 2 year period.
For the purpose of this statement ‘involved in …
actual aircraft maintenance’ means the person
has worked in an aircraft maintenance
environment and has either exercised the
privileges of the EASA Part-145 certification
authorisation and/or has actually carried out
maintenance on at least some of the aircraft type
systems specified in the particular EASA Part145 certification authorisation.
The Approved Maintenance Organisation must
ensure that all certifying staff receive sufficient
continuation training in each 2 year period to
ensure that they have up to date knowledge of
relevant technology, Organisation procedures
and human factor issues.
The Approved Maintenance Organisation must
establish a programme for the continuation
training and a procedure to ensure compliance
with the relevant parts of EASA Part-145 as the
basis for issue of EASA Part-145 certification
authorisations to certifying staff, plus, if
applicable, a procedure to ensure compliance
with EASA Part-66.
EASA PART-66
MODULE 10
With the exception of the ‘one off’ EASA Part145 certification previously described, all
prospective certifying staff must be assessed
by the Approved Maintenance Organisation for
their competence, qualification and capability to
carry out their intended certifying duties in
accordance with a procedure acceptable to the
EASA member Authority before the issue or reissue of a EASA Part-145 certification
authorisation.
The Approved Maintenance Organisation must
issue a EASA Part-145 certification authorisation
that clearly specifies the scope and limits of
such authorisation to those staff that it nominates
as certifying staff on it’s behalf, when satisfied
that the staff are in compliance with EASA Part145. Continued validity of the EASA Part-145
certification authorisation is dependent upon
continued compliance with EASA Part-145 as
applicable.
The manager or person responsible for the
quality system must also remain responsible on
behalf of the Approved Maintenance
Organisation for issuing the certification
authorisations to certifying staff. The manager
or responsible person may nominate other
persons to actually issue the EASA Part-145
certification authorisations in accordance with
a procedure acceptable to the EASA member
Authority .
The Approved Maintenance Organisation must
maintain a record of all certifying staff which
must include details of any EASA Part-66 aircraft
maintenance licence held, all training completed
and the scope of their EASA Part-145
certification authorisation. The record must
include those with limited or one off EASA Part145 certification authorisations.
Certifying staff must be provided with a copy of
their EASA Part-145 certification authorisation.
The copy may be in either a documented or
electronic format. Certifying staff must be able
to produce their EASA Part-145 certification
authorisation to any authorised person within a
reasonable time.
AVIATION LEGISLATION
APRIL 2012
41
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
EASA Part-145
Equipment, tools and material
Maintenance data
The Approved Maintenance Organisation must
have the necessary equipment, tools and
material to perform the approved scope of work.
The Approved Maintenance Organisation must
hold and use applicable current maintenance
data in the performance of maintenance
including modifications and repairs. Applicable
means relevant to any aircraft, aircraft
component or process specified in the approved
maintenance Organisation’s approval class
rating schedule and any associated capability
list.
Where necessary, tools, equipment and
particularly test equipment must be controlled
and calibrated to standards acceptable to the
EASA member Authority at a frequency to
ensure serviceability and accuracy. Records of
such calibrations and the standard used must
be kept by the approved maintenance
Organisation.
For the purposes of EASA Part-145 applicable
maintenance data is;
•
•
•
•
•
42
Any applicable requirement, procedure,
airworthiness directive, operational
directive or information issued by the JAA
or the EASA member Authority .
Any applicable airworthiness directive
issued by a non-JAA authority or non-EASA
member authority where said authority is
the original type certificate authority.
Any applicable data, such as but not limited
to, maintenance and repair manuals,
issued by an Organisation under the
approval of the EASA member Authority
including
type
certificate
and
supplementary type certificate holders and
any other Organisation approved to publish
such data by the said Authority.
Unless specified otherwise by the EASA
member Authority , any applicable data,
such as but not limited to, maintenance
and repair manuals, issued by an
Organisation under the approval or
authority of a non-JAA authority or nonEASA member authority, where said
authority is the original type certificate
authority.
Any applicable standard, such as but not
limited to, maintenance standard practises
issued by any non-JAA authority, institute
or Organisation and recognised by the
EASA member Authority as a good
standard for maintenance.
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
EASA Part-145
The Approved Maintenance Organisation may
only modify maintenance instructions in
accordance with a procedure specified in the
maintenance Organisation’s MOE where it can
be shown that such modified maintenance
instruction results in equivalent or improved
maintenance standards and subject to the type
certificate holder being informed. Maintenance
instruction means an instruction on how to carry
out the particular maintenance task. The
Approved Maintenance Organisation may not
carry out the engineering design of repairs and
modifications by modifying maintenance
instructions.
An Approved Maintenance Organisation must be
appropriately approved as required by EASA
Part-M to classify repairs as minor or major and
to approve minor repair design data. Such
approval is not required for an Approved
Maintenance Organisation that only carries out
repairs in accordance with the approved type
certificate holders published repair data or any
other EASA member Authority approved repair
data. Whether approved or not in accordance
with this sub-paragraph, the Approved
Maintenance Organisation must establish a
procedure to ensure that appropriate action is
taken in the case of damage assessment and
the need to use only approved repair data.
Where the Approved Maintenance Organisation
provides a maintenance service to an aircraft
operator/customer, their workcard or worksheet
system may be used if required. In this case the
Approved Maintenance Organisation must
establish a procedure to ensure correct
completion of the aircraft operators workcards
or worksheets.
The Approved Maintenance Organisation must
ensure that all applicable maintenance data is
readily available for use when required by
maintenance personnel.
The Approved Maintenance Organisation must
ensure that maintenance data controlled by the
Organisation is kept up to date. In the case of
operator/customer controlled and provided
maintenance data, the Approved Maintenance
Organisation must show that either it has written
confirmation from the operator/customer that all
such maintenance data is up to date, or it has
work orders specifying the amendment status
of the maintenance data to be used, or it can
show that it is on the operator/customer
maintenance data amendment list.
The Approved Maintenance Organisation must
provide a common workcard or worksheet
system for use throughout relevant parts of the
Organisation and must either transcribe
accurately the maintenance data described
above onto such workcards or worksheets, or
make precise reference to the particular
maintenance task(s) contained in such
maintenance data. Workcards and worksheets
may be computer generated and held on an
electronic data base subject to both adequate
safeguards against unauthorised alteration and
a back-up electronic data base which is updated
within 24 hours of any entry made to the main
electronic data base.
EASA PART-66
MODULE 10
AVIATION LEGISLATION
APRIL 2012
43
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
EASA Part-145
Certification of maintenance
A certificate of release to service (CRS) is
necessary before flight upon completion of any
package of maintenance scheduled by the
approved maintenance programme (AMP) on the
aircraft, whether the maintenance took place as
line or base maintenance.
A CRS is necessary before flight upon
completion of any defect rectification, while the
aircraft operates flight services between
scheduled maintenance.
A CRS is necessary upon completion of any
maintenance on an aircraft component whilst off
the aircraft. This is made on the authorised
release certificate/airworthiness approval tag
JAA Form One.
The CRS must be issued by appropriately
authorised certifying staff on behalf of the
Approved Maintenance Organisation when
satisfied that all maintenance required by the
customer/owner of the aircraft or aircraft
component has been properly carried out by the
Approved Maintenance Organisation in
accordance with the procedures specified in the
MOE, taking into account the availability and use
of the maintenance data specified above.
NOTE:
44
An aircraft component which has
been maintained off the aircraft
requires the issue of a CRS for such
maintenance and another CRS in
regard to being installed properly on
the aircraft when such action
occurs.
A CRS must contain basic details of the
maintenance carried out, the date such
maintenance was completed and the identity,
including approval reference, of the Approved
Maintenance Organisation and certifying staff
individual issuing such the certificate.
When a EASA Part-145 maintenance
Organisation approved to maintain the aircraft
is unable to complete all maintenance required
by the aircraft operator, within the aircraft
operators limitations, then such fact must be
entered in the aircraft CRS before issue of the
certificate.
When an aircraft is grounded at a location other
than a main line station or main maintenance
base due to the non-availability of an aircraft
component with the appropriate release
certificate, it is permissible to temporarily fit an
aircraft component without the appropriate
release certificate for a maximum of 30 flight
hours or until the aircraft first returns to a main
line station or main maintenance base,
whichever is the sooner, subject to the aircraft
operators agreement and the component having
a suitable serviceable tag and being otherwise
in compliance with all other JAR-OPS 1 or 3
Subpart M and EASA Part-145 requirements.
Such aircraft components must be removed by
the specified time unless an appropriate release
certificate has been obtained in the meantime.
A CRS must not be issued in the case of any
non-compliance known to the Approved
Maintenance Organisation which could
endanger flight safety.
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
EASA Part-145
Maintenance records
Reporting of unairworthy conditions
The Approved Maintenance Organisation must
record all details of work carried out in a form
acceptable to the EASA member Authority .
The Approved Maintenance Organisation must
report to the EASA member Authority and the
aircraft type certificate holder any condition of
the aircraft or aircraft component identified by
the EASA Part-145 Approved Maintenance
Organisation that could seriously endanger or
hazard the aircraft.
The Approved Maintenance Organisation must
provide a copy of each CRS to the aircraft
operator, together with a copy of any specific
approved repair/modification data used for
repairs/modifications carried out.
The Approved Maintenance Organisation must
retain a copy of all detailed maintenance records
and any associated maintenance data for two
years from the date the aircraft or aircraft
component to which the work relates was
released from the approved maintenance
Organisation.
NOTE:
Where an aircraft operator contracts
an
Approved
Maintenance
Organisation to keep the aircraft
operator’s certificates of release to
service and any associated
approved repair/modification data,
the retention period will be that
required by JAR-OPS 1 (3) Subpart
M and not that specified above.
EASA PART-66
MODULE 10
Reports must be made on a form and in a
manner prescribed by the EASA member
Authority and contain all pertinent information
about the condition known to the Approved
Maintenance Organisation.
Where the Approved Maintenance Organisation
is contracted by a JAR-OPS operator to carry
out maintenance, the Approved Maintenance
Organisation must also report to the JAR-OPS
operator any such condition affecting the
operator’s aircraft or aircraft component.
Reports must be made as soon as practicable
but in any case within three days of the Approved
Maintenance Organisation identifying the
condition to which the report relates.
AVIATION LEGISLATION
APRIL 2012
45
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
EASA Part-145
Maintenance procedures and quality
system
The Approved Maintenance Organisation must
establish a quality policy for the Organisation to
be included in the MOE.
The Approved Maintenance Organisation must
establish procedures acceptable to the EASA
member Authority to ensure good maintenance
practices and compliance with all relevant
requirements in EASA Part-145 which must
include a clear work order or contract such that
aircraft and aircraft components may be
released to service in accordance with EASA
Part-145.
The Approved Maintenance Organisation must
establish a quality system that includes;
•
•
46
Independent audits in order to monitor
compliance with required aircraft/aircraft
component standards and adequacy of the
procedures to ensure that such
procedures invoke good maintenance
practices and airworthy aircraft/aircraft
components.
In
the
smallest
Organisations the independent audit part
of the quality system may be contracted
to another Approved Maintenance
Organisation or a person with appropriate
technical knowledge and proven
satisfactory audit experience acceptable
to the EASA member Authority , and:
A quality feedback reporting system to the
person or group of persons responsible for
quality issues previously described and
ultimately to the accountable manager, that
ensures proper and timely corrective
action is taken in response to reports
resulting from the independent audits
established above.
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
EASA Part-145
Maintenance Organisation Exposition
(MOE)
The Approved Maintenance Organisation must
provide a Maintenance Organisation Exposition
(MOE) for use by the approved maintenance
organisation, containing the following information:
•
•
•
•
•
•
•
•
•
•
•
A statement signed by the accountable
manager confirming that the MOE and any
referenced associated manuals defines
the Approved Maintenance Organisation’s
compliance with EASA Part-145 and will
be complied with at all times. When the
accountable manager is not the chief
executive officer of the Approved
Maintenance Organisation then the chief
executive officer must countersign the
statement.
The Organisations quality policy.
The title(s) and name(s) of the senior
person(s) responsible for quality issues
accepted by the EASA member Authority.
The duties and responsibilities of the senior
person(s) specified above including
matters on which they may deal directly
with the EASA member Authority on behalf
of
the
approved
maintenance
Organisation.
An Organisation chart showing associated
chains of responsibility of the senior
person(s) specified above.
A list of certifying staff.
A general description of manpower
resources.
A general description of the facilities
located at each address specified in the
approved maintenance Organisation’s
approval certificate.
A specification of the approved
maintenance Organisation’s scope of
work relevant to the extent of approval.
The notification procedure for Approved
Maintenance Organisation changes.
The MOE amendment procedure.
EASA PART-66
MODULE 10
NOTE:
•
•
•
•
•
The details above constitute the
management
part
of
the
maintenance
Organisation
exposition.
The approved maintenance Organisation’s
procedures and quality system.
A list of JAR-OPS operators, if appropriate,
to which the Approved Maintenance
Organisation provides an aircraft
maintenance service.
A list of other Organisations (e.g. subcontractors), if appropriate, who work under
the EASA Part-145 approval.
A list of line stations, if appropriate, capable
of supporting minor maintenance.
A list of contracted approved maintenance
Organisations, if appropriate.
The non-management information specified
above, whilst a part of the MOE, may be kept as
separate documents or on separate electronic
data files subject to the management part of the
exposition containing a clear cross reference to
such documents or electronic data files.
The MOE and any subsequent amendments
must be approved by the EASA member
Authority.
AVIATION LEGISLATION
APRIL 2012
47
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
EASA Part-145
Privileges of the Approved Maintenance
Organisation
Limitations on the Approved Maintenance
Organisation
The Approved Maintenance Organisation may
only carry out the following tasks as permitted
by and in accordance with the EASA Part-145
MOE:
The Approved Maintenance Organisation may
only maintain an aircraft or aircraft component
for which it is approved when all necessary
facilities, equipment, tooling, material,
maintenance data and certifying staff are
available.
•
•
•
•
•
48
Maintain any aircraft or aircraft component
for which it is approved at the locations
identified in the approval certificate and/or
in the MOE.
Arrange for maintenance of any aircraft or
aircraft component within the limitations
previously described for which it is
approved at another Organisation that is
working under the quality system of the
Approved Maintenance Organisation.
Maintain any aircraft or component for
which it is approved at any location subject
to the need for such maintenance arising
either from the unserviceability of the
aircraft or from the necessity of supporting
occasional line maintenance subject to the
conditions specified in a procedure
acceptable to the EASA member Authority
and included in the MOE.
Maintain any aircraft or aircraft component
for which it is approved at a location
identified as a line maintenance location
capable of supporting minor maintenance
if the MOE both permits the activity and
lists the locations.
Issue certificates of release to service in
respect of the above on completion of
maintenance.
Changes to the Approved Maintenance
Organisation
The Approved Maintenance Organisation must
notify the EASA member Authority of any
proposal to carry out any of the following
changes before such changes take place to
enable the EASA member Authority to determine
continued compliance with EASA Part-145 and
to amend, if necessary, the approval certificate.
Apart from changes in personnel not known to
the management beforehand, these changes
must be notified at the earliest opportunity:
•
•
•
•
•
•
The name of the Organisation.
The location of the Organisation.
Additional locations of the Organisation.
The accountable manager.
Any of the senior persons responsible for
quality issues.
The facilities, equipment, tools, material,
procedures, work scope and certifying
staff that could affect the approval.
The EASA member Authority may prescribe the
conditions under which the Approved
Maintenance Organisation may operate during
such changes unless the EASA member
Authority determines that the approval should be
suspended.
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
EASA Part-145
Continued validity of approval
Unless the approval has previously been
surrendered, superseded, suspended, revoked
or expired by virtue of exceeding any expiry date
that may be specified in the approval certificate,
the continued validity of approval is dependent
upon;
•
The Approved Maintenance Organisation
remaining in compliance with EASA Part145 and;
•
The EASA member Authority being granted
access to the Approved Maintenance
Organisation to determine continued
compliance with this EASA Part-145 and;
•
The payment of any charges prescribed
by the EASA member Authority. Failure to
pay entitles the EASA member Authority
to suspend, but does not automatically
render the approval invalid.
Revocation, suspension, limitation or
refusal to renew the EASA Part-145
approval certificate
The EASA member Authority may, on reasonable
grounds after due enquiry, revoke, suspend, limit
or refuse to renew the EASA Part-145 approval
certificate if theEASA member Authority is not
satisfied that the holder of the approval certificate
continues to meet the requirements of EASA
Part-145 subject to the following conditions;
•
Equivalent safety case
The EASA member Authority may exempt an
Organisation from a requirement in EASA Part145 when satisfied that a situation exists not
envisaged by a EASA Part-145 requirement and
subject to compliance with any supplementary
condition(s) the EASA member Authority
considers necessary to ensure equivalent
safety. Such supplementary condition(s) must
be agreed by the EASA member Authorities to
ensure continued recognition of the approval.
•
Before revoking, suspending, limiting or
refusing to renew a EASA Part-145
approval certificate, the EASA member
Authority must first give at least 28 days
notice to the holder in writing of its intention
so to do and the reasons for its proposal
and must offer the holder an opportunity
to make representations. The EASA
member Authority will consider those
representations.
Where the EASA member Authority has
determined that the safe operation of an
aircraft could be adversely affected, the
EASA member Authority may provisionally
suspend, in part or in whole, the EASA Part145 approval certificate without prior notice
until the above procedure is complete.
The EASA member Authority may exempt an
Organisation from a requirement in EASA Part145 on an individual case by case permission
basis only subject to compliance with any
supplementary condition(s) said EASA member
Authority considers necessary to ensure
equivalent safety.
EASA PART-66
MODULE 10
AVIATION LEGISLATION
APRIL 2012
49
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
EASA Part-145 Approval Certificate
50
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
EASA Part-145 Approval Certificate
EASA PART-66
MODULE 10
AVIATION LEGISLATION
APRIL 2012
51
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
EASA Part-145 Approval Certificate
52
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
EASA Part-145 Approval Certificate
EASA PART-66
MODULE 10
AVIATION LEGISLATION
APRIL 2012
53
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
JAR-OPS 1
JAR-OPS 1 Commercial Air Transportation
(Aeroplanes) is divided into two sections,
Section 1 Requirements, and Section 2
Acceptable Means of Compliance and
Interpretive/Explanatory Material (AMC and IEM).
Section 1 is divided into subparts and contains
the requirements with alpha-numerically
referenced headings and paragraphs. Section
2 is broken down in the same way and cross
referenced. It contains details of how the
requirements may be complied with and
interpreted.
JAR-OPS 1 Section 1 is divided into these subparts:
Subpart A Subpart B Subpart C Subpart D
Subpart E
Subpart F
Subpart G
Subpart H
Subpart I
Subpart J
Subpart K
Subpart L
-
Subpart M Subpart N
Subpart O
Subpart P
Subpart Q
-
Subpart R Subpart S -
Applicability
General
Operator Certification and
Supervision
Operational Procedures
All Weather Operations
Performance General
Performance Class A
Performance Class B
Performance Class C
Mass and Balance
Instruments and Equipment
Communication and
Navigation Equipment
Replaced by EASA Part M.
TGL No. 38.
Flight Crew
Cabin Crew
Manuals, Logs and Records
Flight and Duty Time
Limitations and Rest
Requirements
Transport of Dangerous
Goods by Air
Security
JAR–OPS Section 1
Subpart A provides details of the applicability of
JAR–OPS 1. It does not apply:
•
•
•
to aeroplanes when used in military,
customs and police services;
to parachute dropping and firefighting
flights, and to associated positioning and
return flights ;
to flights immediately before, during, or
immediately after an aerial work activity.
The requirements in JAR–OPS Section 1 are
applicable:
•
•
For operators of aeroplanes over 10
tonnes Maximum Take-Off Mass or with a
maximum approved passenger seating
configuration of 20 or more.
For operators of all other aeroplanes, no
later than 1 October 1999 unless
otherwise indicated.
Subpart B gives details of the General
requirements
and the Operator ’s
responsibilities for the safe operation of an
aeroplane. For example it prescribes
requirments on:
•
•
•
•
•
•
•
Operational Directives,
Laws, Regulations and Procedures,
Common Language to be used by all flight
crew,
Minimum Equipment Lists,
Quality System,
Accident prevention and flight safety
programme,
Crew responsibilities,
etc.
Subpart A describes who the JAR is applicable
to.
54
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Air Operators Certificate (AOC)
JAR-OPS 1 Subpart C - Operator
Certification and Supervision
Before any company can operate an aeroplane
for the purpose of commercial air transportation,
passenger or cargo, it must hold an Air
Operators Certificate (AOC). In the UK, this is
issued by the CAA in accordance with JAR- OPS
Subpart C.
JAR-OPS requires that the Operator has it's
principle place of business or registered office
in the same state as the issuing Authority. It's
aircraft must also be registered in the same
country unless otherwise agreed, and it may not
hold an AOC issued by another Authority unless
otherwise agreed .
The operator must give the Authority full access
to it's organisation, aircraft,and facilities and also
to it's EASA Part-145 maintenance provider. It
must satisfy the Authority that it is able to
conduct safe operations and the AOC will be
varied, suspended or revoked if the Authority is
no longer satisfied.
The operator must satisfy the Authority that the
organisation and its management team are
suitable for the scope of the operation. The team
must include an Accountable Manager with the
authority to ensure that all the activities can be
financed and carried out to the required
standard. Other roles must be filled by persons
with delegated responsibility for the management
and supervision of:
•
•
•
•
Flight Operations,
Maintenance,
Crew Training and
Ground Operations.
Nominated post holders
A description of the functions and the
responsibilities of the nominated post holders,
including their names, must be contained in the
Operations Manual and the Authority must be
given notice in writing of any intended or actual
change in appointments or functions.
The operator must make arrangements to
ensure continuity of supervision in the absence
of nominated post holders.
A person nominated as a post holder by the holder
of an AOC must not be nominated as a post
holder by the holder of any other AOC, unless
acceptable to the Authorities concerned.
Persons nominated as post holders must be
contracted to work sufficient hours to fulfil the
management functions associated with the
scale and scope of the operation.
Crew members
The operator must employ sufficient flight and
cabin crew for the planned operation, trained and
checked in accordance with Subpart N and
Subpart O as appropriate.
Ground Staff
In small organisations one person may hold
several of these posts but for operators
employing 21 or more staff, a minimum of two
people must cover these four areas. All of the
nominated post holders must be acceptable to
the Authority.
EASA PART-66
MODULE 10
An operator must have a sound and effective
management structure in order to ensure the
safe conduct of air operations. Nominated post
holders must have managerial competency
together with appropriate technical/operational
qualifications in aviation.
The number of ground staff is dependent upon
the nature and the scale of operations.
Operations and ground handling departments,
in particular, must be staffed by trained
personnel who have a thorough understanding
of their responsibilities within the organisation.
AVIATION LEGISLATION
APRIL 2012
55
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Air Operators Certificate (AOC)
An operator contracting other organisations to
provide certain services, retains responsibility
for the maintenance of proper standards. In such
circumstances, a nominated post holder must
be given the task of ensuring that any contractor
employed meets the required standards.
Supervision
The number of supervisors to be appointed is
dependent upon the structure of the operator and
the number of staff employed. The duties and
responsibilities of these supervisors must be
defined, and any other commitments arranged
so that they can discharge their supervisory
responsibilities.
The supervision of crew members and ground
staff must be exercised by individuals
possessing experience and personal qualities
sufficient to ensure the attainment of the
standards specified in the operations manual.
Accommodation facilities
An operator must ensure that working space
available at each operating base is sufficient for
personnel pertaining to the safety of flight
operations. Consideration must be given to the
needs of ground staff, those concerned with
operational control, the storage and display of
essential records, and flight planning by crews.
Office services must be capable, without delay,
of distributing operational instructions and other
information to all concerned.
Documentation.
The operator must make arrangements for the
production of manuals, amendments and other
documentation.
the Operations Manual, that it has arranged
suitable ground handling facilities, that its aircraft
are suitably equiped and its crew are adequately
qualified for their safe operation.
The Operator must maintain operational support
facilities at its main operating base. It must also
comply with the maintenance requirements of
JAR-OPS Subpart M, now EASA Part M.
The Authority will not issue an AOC, and once
issued, it will not remain valid unless the
Operator of the aeroplanes has:
•
•
•
a standard Certificate of Airworthiness
(C of A) issued by a JAA member state
under IACO Annex 8 preferably
inaccordance with EASA-21,
a maintenance system approved by the
authority in accordance with Subpart M
satisfied the Authority that it has the ability
to;
(i) establish and maintain an adaquate
organisation;
(ii) establish and maintain a Quality
system in accordance with JAROPS Subpart B;
(iii) comply with required training
programmes;
(iv) comply with the maintenance
requirements prescribed in Subpart
C;
(v) comply with all other requirements of
Subpart C.
The Authority may require one or more
demonstration flights to be operated as if they
were normal commercial air transport flights to
satisfy itself that the above requirements have
been met.
The Operator must produce an Operations
Manual in accordance with JAR-OPS Subpart
P and submit it to the Authority. It must ensure
that every flight is conducted in accordance with
56
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Air Operators Certificate (AOC)
The Operator must provide the following
information on the initial application for the Air
Operators Certificate:
days notice of a proposed change of a
nominated post holder must be given.
The AOC will contain:
•
•
•
•
•
•
the official name and business name,
address and mailing address of the
applicant;
a description of the proposed operation;
a description of the management
organisation;
the name of the Accountable Manager;
the names of the key post holders with their
qualifications and experience;
the Operations Manual.
With regard to the Operators maintenance
system, the following information is also required
with the initial application, upon variation and
renewal and for each aeroplane type to be
operated:
•
•
•
•
•
the Operator's Maintenance Management
Exposition;
the Operators aeroplane maintenance
programme;
the aeroplane technical log;
the technical specifications of any
contracts with a EASA Part-145 Approved
Maintenance Organisation if applicable;
the number of aeroplanes.
•
•
•
•
•
•
•
•
Name and location (principal place of
business) of the operator;
Date of issue and period of validity;
Description of the type of operations
authorised;
Type(s) of aeroplane(s) authorised for use;
Registration markings of the authorised
aeroplane(s) except that operators may
obtain approval for a system to inform the
Authority about the registration markings
for aeroplanes operated under its AOC;
Authorised areas of operation;
Special limitations; and
Special authorisations/approvals e.g.:
• CAT II/CAT III (including approved
minima)
• MNPS
• ETOPS
• RNAV
• RVSM
• Transportation of Dangerous Goods.
The Operator must notify the Authority of any
changes to the information submitted with the
application.
The initial application for an AOC must be made
at least 90 days before the intended operation.
Application for a variation must be made 30 days
prior to the operation. Application for renewal
must be submitted at least 30 days before the
end of the existing period of valididty. Except
under exceptional circumstances, at least 10
EASA PART-66
MODULE 10
AVIATION LEGISLATION
APRIL 2012
57
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Documents to be Carried Onboard
JAR-OPS 1 Subpart B stipulates the documents
to be carried on the aeroplane on each flight:
•
•
•
•
•
•
The Certificate of Registration;
The Certificate of Airworthiness;
The original or a copy of the Noise
Certificate (if applicable);
The original or a copy of the Air Operator
Certificate;
The Aircraft Radio Licence; and
The original or a copy of the Third party
liability Insurance Certificate(s).
Also each flight crew member shall, on each
flight, carry a valid flight crew licence with
appropriate rating(s) for the purpose of the flight.
The operator shall ensure that, in addition to the
documents and manuals listed above, the
following information and forms, relevant to the
type and area of operation, are carried on each
flight:
•
•
•
•
•
•
•
The operator shall ensure that the current parts
of the Operations Manual relevant to the duties
of the crew are carried on each flight and those
parts of the Operations Manual which are
required for the conduct of a flight are easily
accessible to the crew on board the aeroplane.
Also, the current Aeroplane Flight Manual must
be carried in the aeroplane unless the Authority
has accepted that the Operations Manual
prescribed in JAR–OPS contains relevant
information for that aeroplane.
•
•
•
Copies of many of these documents are
reproduced further on in thses notes.
•
Operational Flight Plan containing at least
the information required in JAR–OPS;
Aeroplane Technical Log containing at least
the information required in JAR–OPS;
Details of the filed ATS flight plan;
Appropriate NOTAM/AIS briefing
documentation;
Appropriate meteorological information;
Mass and balance documentation as
specified in JAR–OPS Subpart J;
Notification of special categories of
passenger such as security personnel, if
not considered as crew, handicapped
persons, inadmissible passengers,
deportees and persons in custody;
Notification of special loads including
dangerous goods including written
information to the commander as
prescribed in JAR–OPS;
Current maps and charts and associated
documents as prescribed in JAR–OPS;
Any other documentation which may be
required by the States concerned with this
flight, such as cargo manifest, passenger
manifest etc; and
Forms to comply with the reporting
requirements of the Authority and the
operator.
The Authority may permit the information detailed
above, or parts thereof, to be presented in a form
other than on printed paper. An acceptable
standard of accessibility, usability and reliability
must be assured.
58
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Information Retained on the Ground
The operator shall ensure that, at least for the
duration of each flight or series of flights:
•
•
•
Information relevant to the flight and
appropriate for the type of operation is
preserved on the ground; and
The information is retained until it has been
duplicated at the place at which it will be
stored in accordance with JAR–OPS; or,
if this is impracticable,
The same information is carried in a
fireproof container in the aeroplane.
This information includes:
•
•
•
•
•
A copy of the operational flight plan where
appropriate;
Copies of the relevant part(s) of the
aeroplane technical log;
Route specific NOTAM documentation if
specifically edited by the operator;
Mass and balance documentation if
required; and
Special loads notification.
EASA PART-66
MODULE 10
AVIATION LEGISLATION
APRIL 2012
59
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Aircraft Placards and Markings
The aeroplane must contain the specified
markings and placards; and any additional
information, instrument markings, and placards
required for the safe operation if there are
unusual design, operating, or handling
characteristics.
For each powerplant instrument either a placard
or colour markings, or an acceptable
combination must be provided to convey
information on the maximum and (where
applicable) minimum operating limits. Colour
coding must comply with the following:
Each marking and placard prescribed must be
displayed in a conspicuous place; and may not
be easily erased, disfigured, or obscured.
•
•
Instrument Markings
For each instrument, when markings are on the
cover glass of the instrument, there must be
means to maintain the correct alignment of the
glass cover with the face of the dial; and each
instrument marking must be clearly visible to the
appropriate crew member.
A placard showing the maximum airspeeds for
wing-flap extension for the take-off, approach,
and landing positions must be installed in clear
view of each pilot unless the associated
instrument has been colour coded or provided
with a limit indicating device.
A placard showing the calibration of the magnetic
direction indicator in level flight with the engines
operating must be installed on, or near, the
instrument. Each calibration reading must be in
terms of magnetic heading in not more than 45°
increments.
60
•
•
Each maximum and, if applicable,
minimum safe operating limit must be
marked with a red radial or a red line;
Each normal operating range must be
marked with a green arc or green line, not
extending beyond the maximum and
minimum safe limits;
Each take-off and precautionary range
must be marked with a yellow arc or a
yellow line; and
Each engine or propeller speed range that
is restricted because of excessive vibration
stresses must be marked with red arcs or
red lines.
Each oil quantity indicating means must be
marked to indicate the quantity of oil readily and
accurately.
If the unusable fuel supply for any tank exceeds
one gallon, or 5% of the tank capacity, whichever
is greater, a red arc must be marked on its
indicator extending from the calibrated zero
reading to the lowest reading obtainable in level
flight.
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Aircraft Placards and Markings
Control markings
Miscellaneous markings
Each cockpit control, other than primary flight
controls and controls whose function is obvious,
must be plainly marked as to its function and
method of operation.
Each baggage and cargo compartment, and
each ballast location must have a placard stating
any limitations on contents, including weight, that
are necessary under the loading requirements.
However, under-seat compartments designed
for the storage of carry-on articles weighing not
more than 20 pounds need not have a loading
limitation placard.
Each aerodynamic control must be marked
under the requirements of JAR-25. For instance
the Trim control indicator must be clearly marked
with the range within which it has been
demonstrated that take-off is safe for all centre
of gravity positions approved for take-off.
For powerplant fuel controls, each fuel tank
selector control must be marked to indicate the
position corresponding to each tank, and to each
existing cross feed position. If safe operation
requires the use of any tanks in a specific
sequence, that sequence must be marked on,
or adjacent to, the selector for those tanks. Each
valve control for each engine must be marked
to indicate the position corresponding to each
engine controlled.
For fluid filler openings, fuel fillers must be
marked at or near the filler cover with the word
‘fuel’, the permissible fuel type, and, for pressure
fuelling systems, the maximum permissible
fuelling supply pressure and the maximum
permissible de-fuelling pressure. Oil filler
openings must be marked at or near the filler
cover with the word ‘oil’. Augmentation fluid (e.g.
Water and Methanol) filler openings must be
marked at or near the filler cover to identify the
required fluid.
Each emergency control (including each fuel
jettisoning and fluid shutoff control) must be
coloured red.
Each visual indicator required by JAR-25 for
landing gear, must be marked so that the pilot
can determine at any time when the wheels are
locked in either extreme position, if retractable
landing gear is used.
EASA PART-66
MODULE 10
AVIATION LEGISLATION
APRIL 2012
61
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Aircraft Placards and Markings
Emergency Exits
Each passenger emergency exit, its means of
access, and its means of opening must be
conspicuously marked. The identity and location
of each passenger emergency exit must be
recognisable from a distance equal to the width
of the cabin. Means must be provided to assist
the occupants in locating the exits in conditions
of dense smoke.
There must be a passenger emergency exit
locator sign above the aisle (or aisles) near each
passenger emergency exit, or at another
overhead location if it is more practical because
of low headroom, visible to occupants
approaching along the main passenger aisle (or
aisles). One sign may serve more than one exit
if each exit can be seen readily from the sign.
A sign must be provided on or adjacent to each
bulkhead or divider that prevents fore and aft
vision along the passenger cabin to indicate
emergency exits beyond, and obscured by the
bulkhead or divider.
Each door that must be used in order to reach
any required emergency exit must have a
suitable placard stating that the door is to be
latched in the open position during take-off and
landing.
The location of the operating handle and
instructions for opening exits from the inside of
the aeroplane must be shown on or near the
exit by a marking that is readable from a distance
of 30 inches.
62
All large passenger emergency exits with a
locking mechanism released by motion of a
handle, must be marked by a red arrow with a
shaft at least three quarters of an inch (19 mm)
wide, adjacent to the handle, that indicates the
full extent and direction of the unlocking motion
required. The word OPEN must be horizontally
situated adjacent to the arrow head and must
be in red capital letters at least 1 inch (25 mm)
high. The arrow and word OPEN must be
located on a background which provides
adequate contrast.
Each emergency exit that is required to be
operable from the outside, and its means of
opening, must be marked on the outside of the
aeroplane. The marking must include a 2-inch
coloured band outlining the exit. Each outside
marking including the band, must have colour
contrast to be readily distinguishable from the
surrounding fuselage surface. The contrast
must be such that if the reflectance of the darker
colour is 15% or less, the reflectance of the
lighter colour must be at least 45%. ‘Reflectance’
is the ratio of the luminous flux reflected by a
body to the luminous flux it receives. When the
reflectance of the darker colour is greater than
15%, at least a 30% difference between its
reflectance and the reflectance of the lighter
colour must be provided.
In the case of exits other than those in the side
of the fuselage, such as ventral or tail cone exits,
the external means of opening, including
instructions if applicable, must be conspicuously
marked in red, or bright chrome yellow if the
background colour is such that red is
inconspicuous. When the opening means is
located on only one side of the fuselage, a
conspicuous marking to that effect must be
provided on the other side.
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Aircraft Placards and Markings
Safety equipment
Each safety equipment control to be operated
by the crew in emergency, such as controls for
automatic life raft releases, must be plainly
marked as to its method of operation. Each
location, such as a locker or compartment, that
carries any fire extinguishing, signalling, or other
lifesaving equipment must be marked
accordingly.
Stowage provisions for required emergency
equipment must be conspicuously marked to
identify the contents and facilitate the easy
removal of the equipment. Each life raft must
have obviously marked operating instructions.
Approved survival equipment must be marked
for identification and method of operation.
EASA PART-66
MODULE 10
AVIATION LEGISLATION
APRIL 2012
63
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
EASA Part M – Aeroplane Maintenance
An operator shall not operate an aeroplane
unless it is maintained and released to service
by an organisation appropriately approved/
accepted in accordance with EASA Part–145
except that pre-flight inspections need Part–145
organisation.
This Subpart prescribes aeroplane maintenance
requirements needed to comply with the
operator certification requirements in JAR–OPS.
Maintenance responsibility
An operator shall ensure the airworthiness of the
aeroplane and the serviceability of both
operational and emergency equipment by:
•
•
EASA Part- M is divided into subparts A-I.
•
•
•
•
•
The accomplishment of pre-flight
inspections;
The rectification to an approved standard
of any defect and damage affecting safe
operation, taking into account the
minimum equipment list and configuration
deviation list if available for the aeroplane
type;
The accomplishment of all maintenance
in accordance with the approved
operator ’s aeroplane maintenance
programme;
The analysis of the effectiveness of the
operator ’s
approved
aeroplane
maintenance programme;
The accomplishment of any operational
directive, airworthiness directive and any
other continued airworthiness requirement
made mandatory by the Authority.
Until formal adoption of JAR–39, the
operator must comply with the current
national aviation regulations; and
The accomplishment of modifications in
accordance with an approved standard
and, for non-mandatory modifications, the
establishment of an embodiment policy.
The operator shall ensure that the Certificate of
Airworthiness for each aeroplane operated
remains valid in respect of:
•
•
•
The requirements stated above;
Any calendar expiry date specified in the
Certificate; and
Any other maintenance condition specified
in the Certificate.
The requirements specified above must be
performed in accordance with procedures
acceptable to the Authority.
64
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
EASA Part M – Aeroplane Maintenance
Maintenance Management
The operator must either be appropriately
approved in accordance with EASA Part–145 to
carry out the requirements specified in JAR–
OPS or, when the Authority is satisfied, the
maintenance can be contracted to an
appropriate EASA Part–145 approved/accepted
organisation.
The operator must employ a person or group of
persons acceptable to the Authority to ensure
that all maintenance is carried out on time to an
approved standard so that the maintenance
responsibility requirements prescribed in JAROPS are satisfied. The person, or senior person
as appropriate, is the nominated postholder
referred to in JAR-OPS. The Nominated
Postholder for Maintenance is also responsible
for any corrective action resulting from the quality
monitoring function of JAR-OPS.
The Nominated Postholder for Maintenance
should not be employed by a EASA Part-145
approved/accepted Organisation under contract
to the Operator, unless specifically agreed by
the Authority.
When an operator is not appropriately approved
in accordance with EASA Part-145,
arrangements must be made with an
appropriately approved organisation to carry out
the requirements specified in JAR-OPS. The
arrangement must normally be in the form of a
written maintenance contract between the
operator and the JAR-145 approved/accepted
maintenance organisation detailing the functions
specified in JAR-OPS and defining the support
of the quality functions of JAR-OPS. Aeroplane
base and scheduled line maintenance and
engine maintenance contracts, together with all
amendments, must be acceptable to the
Authority. The Authority does not require the
commercial elements of a maintenance
contract.
EASA PART-66
MODULE 10
The operator may have a contract with an
organisation that is not EASA Part-145 approved/
accepted, provided that :
•
•
•
•
for aeroplane or engine maintenance
contracts, the contracted organisation is
a JAR-OPS Operator of the same type of
aeroplane,
all maintenance is ultimately performed by
EASA Part-145 approved/accepted
organisations,
such a contract details the functions
specified in JAR-OPS, and defines the
support of the quality functions of JAROPS,
the contract, together with all
amendments, is acceptable to the
Authority.
The Authority does not require the commercial
elements of a maintenance contract.
In the case of an aeroplane needing occasional
line maintenance, the contract may be in the
form of individual work orders to the Maintenance
Organisation. Also in the case of aeroplane
component maintenance, including engine
maintenance, the contract may be in the form
of individual work orders to the Maintenance
Organisation.
AVIATION LEGISLATION
APRIL 2012
65
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
EASA Part M – Aeroplane Maintenance
Aeroplane Maintenance Programme
An operator must ensure that the aeroplane is
maintained in accordance with the operator’s
Aeroplane Maintenance Programme (AMP). The
programme must contain details, including
frequency, of all maintenance required to be
carried out as specified in the Approved
Maintenance Schedule (AMS). The programme
will be required to include a reliability programme
when the Authority determines that such a
reliability programme is necessary.
The operator ’s aeroplane maintenance
programme and any subsequent amendment
must be approved by the Authority.
66
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
EASA Part M – Aeroplane Maintenance
Technical Log
An operator must use an aeroplane technical
log system containing the following information
for each aeroplane:
•
•
•
•
•
The aeroplane technical log system and any
subsequent amendment must be approved by
the Authority.
Information about each flight necessary to
ensure continued flight safety;
The current aeroplane certificate of release
to service;
The current maintenance statement giving
the aeroplane maintenance status of what
scheduled and out of phase maintenance
is next due except that the Authority may
agree to the maintenance statement being
kept elsewhere;
All outstanding deferred defects that affect
the operation of the aeroplane; and
Any necessary guidance instructions on
maintenance support arrangements.
TECH LOG MAINTENANCE REVIEW STATEMENT
EASA PART-66
MODULE 10
AVIATION LEGISLATION
APRIL 2012
67
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
EASA Part M – Aeroplane Maintenance
TECH LOG SECTOR DEFECTS PAGE
TECH LOG ALLOWABLE DEFERRED DEFECTS PAGE
68
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
EASA Part M – Aeroplane Maintenance
TECH LOG DAMAGE RECORD AND DAMAGE CHART
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
A
B
C
D
E
F
G
M
N
O
EASA PART-66
MODULE 10
AVIATION LEGISLATION
APRIL 2012
69
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
For Your Notes
70
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
EASA Part M – Aeroplane Maintenance
Maintenance Records
The operator shall ensure that the aeroplane
technical log is retained for 24 months after the
date of the last entry.
An operator shall ensure that when an aeroplane
is permanently transferred from one operator to
another operator the records specified above are
also transferred and the time periods prescribed
will continue to apply to the new operator.
The operator shall ensure that a system has
been established to keep, in a form acceptable
to the Authority, the following records for the
periods specified:
•
•
•
•
•
•
All detailed maintenance records in
respect of the aeroplane and any
aeroplane component fitted to it – 24
months after the aeroplane or aeroplane
component was released to service;
The total time and flight cycles as
appropriate, of the aeroplane and all life
limited aeroplane components – 12
months after the aeroplane has been
permanently withdrawn from service;
The time and flight cycles as appropriate,
since last overhaul of the aeroplane or
aeroplane component subjected to an
overhaul life – Until the aeroplane or
aeroplane component overhaul has been
superseded by another overhaul of
equivalent work scope and detail;
The current aeroplane inspection status
such that compliance with the approved
operator ’s aeroplane maintenance
programme can be established – Until the
aeroplane or aeroplane component
inspection has been superseded by
another inspection, of equivalent work
scope and detail;
The current status of airworthiness
directives applicable to the aeroplane and
aeroplane components – 12 months after
the aeroplane has been permanently
withdrawn from service; and
Details of current modifications and repairs
to the aeroplane, engine(s), propeller(s)
and any other aeroplane component vital
to flight safety – 12 months after the
aeroplane has been permanently
withdrawn from service.
EASA PART-66
MODULE 10
AVIATION LEGISLATION
APRIL 2012
71
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Occurrence Reporting
The requirements for reporting airborne and
ground based accidents and occurrences are
stated in JAR-OPS, EASA Part-145 and BCARs.
The following is a summary of this information.
Terminology
Incident - An occurrence, other than an
accident, associated with the operation or
maintenance of an aircraft which affects, or
could affect the safety of operation.
Serious Incident - An incident involving
circumstances indicating that an accident nearly
occurred.
Accident - An occurrence associated with the
operation or maintenance of an aircraft in which:
•
•
•
72
a person is fatally or seriously injured
the aircraft sustains damage or structural
failure which adversely affects the
structural strength, performance or flight
characteristics of the aircraft; and would
normally require major repair or
replacement of the affected component;
except for engine failure or damage, when
the damage is limited to the engine, its
cowlings or accessories; or for damage
limited to propellers, wing tips, antennas,
tyres, brakes, fairings, small dents or
puncture holes in the aircraft skin: or
the aircraft is missing or is completely
inaccessible.
The Operator must establish procedures for
reporting incidents, both internally and to the
Authority when required.
While the aircraft is operational (under the
command of the flight crew) the commander or
the operator of an aeroplane shall submit a report
to the Authority of any incident that endangers
or could endanger the safety of operation. The
commander shall also ensure that all known or
suspected technical defects and all
exceedances of technical limitations occurring
while he was responsible for the flight are
recorded in the aircraft technical log. If the
deficiency or exceedance of technical limitations
endangers or could endanger the safety of
operation, the commander must in addition
initiate the submission of a report to the Authority.
Ground found occurrences and incidents during
maintenance must also be reported through the
Operators procedures and systems and, if they
are of an airworthiness nature, must be reported
to the Authority. Any person finding such an
airworthiness occurrence has a duty to ensure
it is reported to the Authority.
The Operator must have procedures and staff
in place to respond to any occurrences reported,
and take timely corrective action and/or pass
them on to the Authority when required. They
must also be able to respond the any
recommendations or orders made by the
Authority in relation to these occurrences.
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Certification Requirements (EASA CS-25)
All aircraft must be Type Certified to ensure they
meet the minimum requirements for safe
operation. These requirements or airworthiness
standards vary depending on the type of aircraft.
CS-23 gives the requirements for “Normal, Utility,
Aerobatic and Commuter Category Aeroplanes”,
CS-25 for “Large Aeroplanes”, CS-27 for “Small
Rotorcraft” and CS-29 for “Large Rotorcraft”.
It should be noted that the airworthiness
requirements for Engines, Propellers and
Auxiliary Power Units, which must be separately
Certified, are found in CS-E, CS-P and CS-APU
respectively. CS-23, -25, -27 and -29 give the
airworthiness requirements for the aircraft with
all the equipment installed.
The procedures for Certification are found in
EASA Part-21 Certification Procedures for
Aircraft and Related Products and Parts.
The following description is based on CS-25
Large Aeroplanes.
CS-25 prescribes airworthiness standards for
the issue of type certificates, and changes to
those certificates, for Large Turbine-powered
Aeroplanes.
Each person who applies for such a certificate
or change must show compliance with the
applicable requirements in this Code (CS-25).
It is divided into 8 Subparts plus appendices:
Subpart A
Subpart B
Subpart C
Subpart D
Subpart E
Subpart F
Subpart G
-
Subpart J -
General.
Flight.
Structure.
Design and Construction.
Powerplant.
Equipment.
Operating Information and
Limitations.
Gas Turbine Auxiliary Power
Unit Installations.
Subpart B – Flight describes the requirements
for:
•
General including weights and balance,
centre of gravity and loading;
•
Performance for stall speed, takeoff,
landing, braking distances, en-route flight
and single engine climb and flight;
•
Controllability and Manoeuvrability
including longitudinal, lateral, directional
and speed control;
•
Trim;
•
Stability including longitudinal, lateral,
directional and dynamic stability;
•
Stall including characteristics and
warnings;
•
Ground Handling Characteristics including
stability and control when taxiing and in high
wind and;
•
Miscellaneous Flight Requirements such
as vibration and buffeting, high speed
characteristics and flight in rough air.
Subpart C – Structure, describes the strength
requirements, load limits and safety factors for:
Flight Loads generally;
•
Flight Manoeuvre and Gust Conditions
including speed, manoeuvre and
turbulence load limitations;
•
Supplementary Conditions including
Engine and APU torque and side load
limits, and pressurised compartment
loads;
•
Control Surface and System Loads for
normal operations, ground gust conditions
and unsymmetrical loads;
•
Ground Loads including landing gear,
rebound, braking, taxiing and ground
handling, jacking and tie-down provisions;
•
Emergency Landing Conditions including
ditching;
•
Fatigue Evaluation and damage tolerance
and;
•
Lightning Protection.
Subpart A – General describes the applicability
of the JAR.
EASA PART-66
MODULE 10
AVIATION LEGISLATION
APRIL 2012
73
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Certification Requirements (JAR-25)
Subpart D - Design and Construction states
that the aeroplane may not have design features
or details that experience has shown to be
hazardous or unreliable. The suitability of each
questionable design detail and part must be
established by tests. Design and Construction
requirements are specified for:
•
General including materials, fabrication
methods, fasteners, accessibility, damage
and failsafe factors;
•
Control Surfaces and their installation and
hinges;
•
Control Systems including stability
augmentation, automatic and poweroperated systems and trim systems;
•
Landing Gear including shock absorption,
retraction, wheels, tyres, brakes and
steering;
•
Personnel and Cargo Accommodations
including pilot compartment, it’s doors ,
windows and controls, cabin doors, seats,
placards, stowage compartments, and
floors;
•
Emergency Provisions including ditching,
emergency exits, lights and markings, and
evacuation;
•
Ventilation and Heating including fresh air
and heating system;
•
Pressurisation and;
•
Fire Protection including extinguishers,
flammability of materials, cabin and cargo
compartment design.
74
Subpart E – Powerplant defines the
requirements for:
•
General including the installation of the
engines, propellers, reverser systems and
operating characteristics;
•
Fuel Systems including storage, supply,
flow and pressure;
•
Fuel System Components including
pumps, valves, lines and filters;
•
Oil Systems including tanks, pumps, lines
and filters;
•
Cooling;
•
Air intake Systems;
•
Exhaust Systems;
•
Powerplant Controls and Accessories
including engine, propeller and reverser
controls, and ignition systems;
•
Powerplant Fire Protection including
firewalls and zones, shut-off, detection and
extinguisher systems and extinguishants.
Subpart F – Equipment describes the
requirements for the function and installation of:
•
General including flight and navigation
instruments, powerplant instruments;
•
Instrument Installations including
arrangement and visibility, warning, caution
and advisory lights, pitot and static
systems, and automatic pilot system;
•
Electrical Systems and Equipment
including components and distribution
systems;
•
Lights including instrument lights, landing
and position lights, and anti-collision lights;
•
Safety Equipment including ditching
equipment, ice protection and public
address systems;
•
Miscellaneous Equipment including
electronic equipment, vacuum, hydraulic
and high pressure pneumatic systems,
protective breathing equipment and oxygen
systems, cockpit voice and flight data
recorders;
.
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Certification Requirements (JAR-25)
Subpart G - Operating Information and
Limitations describes the requirements and
limitations such as:
•
•
•
•
•
•
•
•
•
•
•
•
The Appendices provide graphs, charts,
diagrams and additional information to aid the
interpretation of the requirements contained in
the various Subparts.
Maximum operating limit speed
Manoeuvring speed
Flap extended speed
Landing gear speeds
Rough air speed, VRA
Weight, centre of gravity and weight
distribution
Powerplant limitations
Auxiliary power unit limitations
Minimum flight crew
Markings and placards
Aeroplane flight manual
Operating procedures
Subpart J - Gas Turbine Auxiliary Power Unit
Installations describes the requirements for:
•
•
•
•
•
•
•
•
•
General including installation and operating
characteristics;
Fuel System and Components including
lines, fittings and valves;
Oil System including lines, fittings, valves
radiators and drains;
Cooling;
Intake Systems including de-icing, antiicing and screens;
Exhaust Systems;
Controls and Accessories;
Fire Protection including firewalls,
detection and extinguishing systems;
Equipment, Operating Limitations,
Markings and Placards
Additional requirements are given for Essential
APUs, i.e. those which may be used in flight for
emergency purposes.
EASA PART-66
MODULE 10
AVIATION LEGISLATION
APRIL 2012
75
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
For Your Notes
76
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Type Certificates (EASA Part-21Subpart B)
The following pages are extracted from:
EASA Part-21 Certification Procedures for
Aircraft and Related Products and Parts.
Eligibility
The National Aviation Authority (CAA in the UK)
will only accept an application for a Type
Certificate submitted by a person holding an
appropriate Design Organisation Approval,
except where a product is of simple design,
when the Authority may agree to accept an
application from a person who does not hold and
has not applied for an appropriate Design
Organisation Approval.
specific to indicate to applicants the conditions
under which certificates will be issued.
Special conditions
The Agency shall prescribe special detailed
technical specifications, named special
conditions, for a product, if the related
airworthiness code does not contain adequate
or appropriate safety standards for the product,
because:
•
•
In the latter case, the Authority will apply such
alternative procedures as are necessary to
provide equivalent confidence in the findings of
compliance with requirements.
•
The product has novel or unusual design
features relative to the design practices on
which the applicable airworthiness code
is based; or
The intended use of the product is
unconventional; or
Experience from other similar products in
service or products having similar design
features, has shown that unsafe conditions
may develop.
Application for a Type Certificate
An application for a Type Certificate must be
made in a form and manner acceptable to the
Authority.
The special conditions contain such safety
standards as the Agency finds necessary to
establish a level of safety equivalent to that
established in the applicable airworthiness code.
An application for an aircraft Type Certificate
must be accompanied by a three-view drawing
of that aircraft and preliminary basic data,
including the proposed operating characteristics
and limitations.
Designation of Applicable Requirements
An application for an aircraft engine, or propeller
Type Certificate must be accompanied by a
general arrangement drawing, a description of
the design features, the operating
characteristics, and the proposed operating
limitations, of the engine or propeller.
•
Airworthiness Codes
•
The Agency shall issue in accordance with Article
14 of the basic Regulation airworthiness codes
as standard means to show compliance of
products, parts and appliances with the essential
requirements of Annex I to the basic Regulation.
Such codes shall be sufficiently detailed and
EASA PART-66
MODULE 10
The applicable requirements for the issue of a
Type Certificate for an aircraft, aircraft engine,
or propeller are:
The applicable EASA/JAA Requirements
that are effective on the date of application
for that certificate unless;
(i) Otherwise specified by the Authority;
or
(ii) Compliance with later effective
amendments is elected or required.
Any Special Conditions prescribed in
accordance with Part-21.
The applicable requirements consist of those
defined in its Data Sheet, when available, or in
its Type Certificate Data Sheet of the State of
Design, plus the additional requirements
referred to in Part-21, and Airworthiness
Directives of the State of Design.
AVIATION LEGISLATION
APRIL 2012
77
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Type Certificates (EASA Part-21 Subpart B)
An application for type-certification of large
aeroplanes and large rotorcraft shall be effective
for five years and an application for any other
type-certificate shall be effective for three years,
unless an applicant shows at the time of
application that its product requires a longer
period of time for design, development, and
testing, and the Agency approves a longer period.
In the case where a type-certificate has not been
issued, or it is clear that a type-certificate will
not be issued, within the time limit established
the applicant may:
•
•
File a new application for a type-certificate
and comply with all the provisions
applicable to an original application; or
File for an extension of the original
application and comply with the applicable
airworthiness codes that were effective on
a date, to be selected by the applicant, not
earlier than the date which precedes the
date of issue of the type-certificate by the
time limit established for the original
application.
If an applicant elects to comply with an
amendment to the airworthiness codes that is
effective after the filing of the application for a
type-certificate, the applicant shall also comply
with any other amendment that the Agency finds
is directly related.
Changes requiring a new Type Certificate
Any person who proposes to change a product
must make a new application for a Type
Certificate if:
•
•
78
The Authority finds that the proposed
change in design, configuration, power,
power limitations (engines), speed
limitations (engines), or weight is so
extensive that a substantially complete
investigation of compliance with the
applicable requirements is required.
In the case of an aircraft, the proposed
change is;
(1) In the number of engines or rotors;
(2) To engines or rotors using different
principles of propulsion or to rotors
using different principles of operation.
Compliance with applicable requirements
The applicant for a Type Certificate must show
compliance with applicable requirements. The
applicant must declare that he has shown
compliance with all applicable requirements.
Where the applicant holds an appropriate Design
Organisation Approval, the declaration of this
paragraph must be made according to the
provisions of Part-21
Issue of a Type Certificate: aircraft; aircraft
engines and propellers
Without prejudice to other provisions of national
laws applicable (e.g. BCARs) in the absence of
a comprehensive set of EASA rules, the Authority
issues a Type Certificate for an aircraft or an
aircraft engine, or propeller, if:
•
•
•
The applicant has obtained an appropriate
Design Organisation Approval, or obtained
the Authority’s agreement to an alternative
procedure under Part-21;
The applicant has submitted the
declaration that he has shown compliance
with all applicable requirements, and;
It is shown in a manner acceptable to the
Authority that;
(1) The product to be certificated meets
the applicable requirements;
(2) Any airworthiness provisions not
complied with are compensated for
by factors that provide an equivalent
level of safety;
(3) No feature or characteristic makes
it unsafe for the uses for which
certification is requested; and
(4) The Type Certificate holder is
prepared to comply with Part-21
responsibilities.
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Type Certificates (EASA Part -21 Subpart B)
Type Design
Furthermore, unless otherwise authorised by the
Authority:
The Type Design consists of:
•
•
•
•
The drawings and specifications, and a
listing of those drawings and
specifications, necessary to define the
configuration and the design features of the
product shown to comply with the
Applicable Requirements;
Information on materials and processes
and on methods of manufacture and
assembly of the product necessary to
ensure the conformity of the product;
The Airworthiness Limitations section of
the Instructions for Continued
Airworthiness as required by the applicable
requirement; and
Any other data necessary to allow by
comparison, the determination of the
airworthiness of later products of the same
type.
Each Type Design shall be adequately identified.
Inspection and Tests
The applicant must allow the Authority to make
any inspection and any fight and ground test
necessary to check the validity of the Declaration
of Compliance submitted by the applicant and
to determine that no feature or characteristic
makes the product unsafe for the uses for which
certification is requested.
•
•
No aircraft, aircraft engine, propeller, or part
thereof may be presented to the Authority
for test unless compliance has been
shown for that aircraft, aircraft engine,
propeller, or part thereof; and
No change may be made to an aircraft,
aircraft engine, propeller, or part thereof
between the time that compliance is
shown for that aircraft, aircraft engine,
propeller, or part thereof and the time that
it is presented to the Authority for test.
Before tests are undertaken, each applicant must
have made all inspections and ground and fight
tests necessary to determine:
•
•
That the design complies with the
airworthiness requirements relevant to the
tests performed.
For the test specimen;
(i) That materials and processes
adequately conform to the
specifications in the Type Design;
(ii) That parts of the products adequately
conform to the drawings in the Type
Design; and
(iii) That the manufacturing processes,
construction
and
assembly
adequately conform to those
specified in the Type Design.
The applicant must submit a statement of
conformity to the Authority for each aircraft,
aircraft engine, propeller or part thereof
presented to the Authority for tests.
EASA PART-66
MODULE 10
AVIATION LEGISLATION
APRIL 2012
79
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Type Certificates (EASA Part-21 Subpart B)
Flight Tests
Transferability
Flight testing for the purpose of obtaining a Type
Certificate shall be conducted in accordance
with conditions for such flight testing specified
by the Authority.
Transfer of a Type Certificate may only be made
to a Person that is able to undertake the
responsibilities in EASA Part-21, and, for this
purpose, has demonstrated his ability to qualify
under the criteria of EASA Part-21.
The applicant must make all flight tests that the
Authority finds necessary:
Availability
To determine compliance with the
applicable certification requirements; and
For aircraft to be certificated under EASA
Part-21, except gliders and except
aeroplanes of 2730 kg or less maximum
certificated weight, to determine whether
there is reasonable assurance that the
aircraft, its parts and appliances are reliable
and function properly.
The holder of a Type Certificate shall make the
certificate available, on request, to the Authority.
For aircraft incorporating turbine engines of a
type not previously used in a type certificated
aircraft, the flight test must include at least 300
hours of operation with a full complement of
engines that conform to a type certificate. For
all other aircraft, at least 150 hours of operation
are required.
All relevant design information, drawings and test
reports, including inspection records for the
product tested, shall be held by the Type
Certificate holder at the disposal of the Authority
and shall be retained in order to provide the
information necessary to ensure the continued
airworthiness of the product.
Type Certificate
Manuals
The Type Certificate is considered to include the
type design, the operating limitations, the type
certificate data sheet, the applicable
requirements with which the Authority records
compliance, and any other conditions or
limitations prescribed for the product in the
applicable requirement.
The Type Certificate holder for an aircraft, aircraft
engine, or propeller shall produce, maintain and
update master copies of all manuals required
by the applicable type certification requirements
for the product, and provide copies, on request,
to the Authority.
Responsibilities
The manuals have to be approved by the
authority, as they will form part of the AMM.
•
•
Duration
A Type Certificate is effective until surrendered,
suspended, revoked, or a termination date is
otherwise established by the Authority.
Record keeping
Each holder of a Type Certificate shall undertake
the responsibilities in EASA Part-21 for this
purpose, he shall continue to meet the
qualification requirements for eligibility under
EASA Part-21.
80
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Changes to the Type Certificates (EASA Part-21 Subpart D)
Classification of Changes in Type Design
Minor changes
Changes in Type Design are classified as minor
and major. A “minor change” is one that has no
appreciable effect on the weight, balance,
structural strength, reliability, operational
characteristics, or other characteristics affecting
the airworthiness of the product. All other
changes are ‘‘major changes”. All changes
(major and minor) must be approved in
accordance with EASA Part-21 as appropriate,
and must be adequately identified.
Minor changes in a Type Design may be
classified and approved either:
Application
An applicant for approval of a major change
must:
•
Submit to the Authority substantiating data
together with any necessary descriptive
data for inclusion in the Type Design;
•
Show that the changed product complies
with applicable requirements, as specified
in EASA Part-21;
•
Declare that he has shown Compliance
with applicable requirements and must
provide to the Authority the basis on which
such a declaration is made.
An application for approval of a change to a Type
Design must be made in a form and manner
acceptable to the Authority and must include:
•
•
A description of the change identifying;
(1) All parts of the Type Design and the
approved Manuals affected by the
change, and
(2) The requirements with which the
change has been designed to
comply in accordance with EASA
Part-21.
Identification of any re-investigations
necessary to show compliance of the
changed product with the applicable
requirements.
EASA PART-66
MODULE 10
•
•
By the Authority; or
By an appropriately approved design
Organisation, through the use of
procedures that have been agreed with the
Authority.
Major changes
AVIATION LEGISLATION
APRIL 2012
81
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
For Your Notes
82
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Supplemental Type Certificates(EASA Part-21 Subpart E)
Applicability
Procedural requirements for the approval of
major changes to the type design such as
change of engine type or addition of a main deck
cargo door are covered under the Supplemental
Type Certificate procedures.
•
•
Eligibility
The Authority will only accept an application for
a Supplemental Type Certificate submitted by a
person holding or having applied for an
appropriate Design Organisation Approval.
Application for a Supplemental Type
Certificate
An application for a Supplemental Type
Certificate (STC) must be made in a form and
manner acceptable to the Authority.
An application for an STC must include the
descriptions and identification required by EASA
Part-21, together with a justification that the
information on which those identifications are
based is adequate either from the applicant’s
own resources, or through an arrangement with
the Type Certificate holder.
Issue of a Supplemental Type Certificate
The Authority issues a Supplemental Type
Certificate if, in addition to complying with EASA
Part-21 the applicant has satisfied the Authority
that The applicant has obtained an appropriate
Design Organisation Approval, or the Authority’s
agreement to alternative procedures.
EASA PART-66
MODULE 10
Where, under EASA-21, the applicant has
entered into an arrangement with the Type
Certificate holder:
The Type Certificate holder has advised
he has no technical objection to the
information submitted; and
The Type Certificate holder has agreed to
collaborate with the Supplemental Type
Certificate holder to ensure discharge of
all responsibilities for continued
airworthiness of the changed product
through compliance with EASA Part -21.
Transferability
Transfer of a Supplemental Type Certificate may
only be made to an Organisation which is able
to undertake the responsibilities of EASA Part21 and for this purpose has demonstrated its
ability to qualify under EASA Part-21.
Changes to that part of a Product covered by a
Supplemental Type Certificate
•
Minor Changes. Minor changes to that part
of a product covered by an STC must be
classified and approved.
•
Major Changes. Except for major changes
submitted by an STC holder who is also
the Type Certificate holder, each major
change to that part of a product covered
by an STC must be approved as a
separate STC.
AVIATION LEGISLATION
APRIL 2012
83
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Supplemental Type Certificates(EASA Part-21 Subpart E)
Responsibilities
Instructions for Continued Airworthiness
Each holder of a Supplemental Type Certificate
shall make the certificate available, on request,
to the Authority, and undertake the
responsibilities:
The holder of the Supplemental Type Certificate
for an aircraft, aircraft engine, or propeller, shall
furnish at least one set of the associated
variations to the Instructions for Continued
Airworthiness, prepared in accordance with the
applicable requirements, to each known owner
of one or more aircraft, aircraft engine, or
propeller incorporating the features of the
Supplemental Type Certificate, upon its delivery,
or upon issuance of the first Certificate of
Airworthiness for the affected aircraft, whichever
occurs later, and thereafter make those
variations in Instructions available, on request,
to any other person required by another EASA
to comply with any of the terms of those
Instructions.
•
•
Specified in EASA Part-21.
Implicit in the collaboration with the Type
Certificate holder.
Duration
A Supplemental Type Certificate is effective until
surrendered, suspended, revoked, or a
termination date is otherwise established by the
Authority.
Manuals
The holder of a Supplemental Type Certificate
shall produce, maintain, and update master
copies of variations in the manuals required by
the applicable type certification requirements for
the product, necessary to cover the changes
introduced under the Supplemental Type
Certificate, and furnish copies of these manuals
to the Authority on request.
84
In addition, changes to those variations of the
Instructions for Continued Airworthiness shall be
made available to all known operators of a
product incorporating the Supplemental Type
Certificate and shall be made available, on
request, to any person required by another EASA
to comply with any of those Instructions.
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Certificates Of Airworthiness (EASA Part-21 Subpart H)
Applicability
Language
This Subpart prescribes procedural
requirements for the issue of Certificates of
Airworthiness.
The manuals, placards, listings, and instrument
markings and other necessary information
required by applicable EASAs must be presented
in a language acceptable to the Authority.
Eligibility
Any owner (or the agent of the owner) of an
aircraft may apply for a Certificate of
Airworthiness for that aircraft.
Application
An application for a Certificate of Airworthiness
must be made in a form and manner acceptable
to the Authority.
Each application must include:
•
For new aircraft;
(i) A Statement of Conformity or, for an
imported aircraft, the statement
required by EASA Part-21.
(ii) A Weight and Balance report, with a
loading schedule, when applicable,
for each aircraft in accordance with
the applicable EASA.
(iii) The Flight Manual, when required by
the applicable Airworthiness
Requirements for the particular
aircraft.
•
For used aircraft;
(i) A Weight and Balance Report, with
a loading schedule, when applicable,
for each aircraft in accordance with
the applicable EASA.
(ii) The Flight Manual when such
material is required by the applicable
Airworthiness Requirements for the
particular aircraft.
(iii) Historical records to establish the
production, modification, and
maintenance standard of the aircraft.
EASA PART-66
MODULE 10
Classification
Standard Certificates of Airworthiness are
certificates issued for aircraft for which a type,
certificate has been issued in accordance with
EASA Part-21.
Amendment or modification
A Certificate of Airworthiness may be amended
or modified only by the Authority.
Transferability
In case of change of ownership of an aircraft,
the Certificate of Airworthiness is transferred
together with the aircraft, provided the aircraft
remains on the same register.
Availability
Each aircraft for which the Authority has issued
a Certificate of Airworthiness shall upon request
be made available for inspection by the Authority.
AVIATION LEGISLATION
APRIL 2012
85
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Certificates Of Airworthiness (EASA Part-21 Subpart H)
Duration
The Authority may suspend, revoke or terminate
a Certificate of Airworthiness. Unless sooner
surrendered, suspended, revoked, or a
termination date is otherwise established by the
Authority, a Certificate of Airworthiness is
effective within any period specified therein, as
long as the maintenance is performed in
accordance with the applicable EASA
requirement, and provided the aircraft remains
on the same register.
Issue of Standard Certificates of
Airworthiness
Without prejudice to other provisions of national
laws, applicable in the absence of a
comprehensive set of EASA rules, the Authority
issues a Certificate of Airworthiness for New
aircraft, upon presentation of the documentation
required, and for Used aircraft, upon
presentation of the documentation required by
EASA Part-21 together with, either:
•
Upon suspension, revocation, or termination by
order of the Authority of a Certificate of
Airworthiness, it shall, upon request, be
surrendered to the Authority.
A Certificate of Airworthiness is invalid when the
Type Certificate under which it is issued is
suspended or revoked under EASA Part-21.
86
•
At the time of transfer, an effective
Certificate of Airworthiness issued by a
EASA Authority, and relating to that aircraft;
or
Evidence that;
(i) The aircraft conforms to a Type
Design approved under a Type
Certificate, and any applicable
Supplemental Type Certificate, and
to applicable Airworthiness
Directives; and
(ii) The aircraft has been inspected in
accordance with the appropriate
EASA; and
(iii) The Authority finds that the aircraft
conforms to the Type Design and is
in condition for safe operation.
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Design Organisation Approval (EASA-21 Subpart J)
Applicability
Design Assurance System
This Subpart prescribes procedural
requirements for the approval of design
organisations designing products or changes to
products and rules governing the holders of such
approvals.
The applicant must show that the Organisation
has established and can maintain a Design
Assurance System for the control and
supervision of the design, and of design changes,
of products covered by the application. This
Design Assurance System must be such as to
enable the Organisation:
Eligibility
The Authority will only accept an application for
a Design Organisation Approval under Part-21
Subpart J:
•
in association with an application for a Type
Certificate, for a Supplemental Type
Certificate, or for a JTSO Authorisation;
•
from the holder of a Type Certificate or
equivalent that has been issued by a
National Authority other than according to
Part-21;
•
for the purpose of obtaining the privilege
to approve major repairs or to obtain
approval of major repairs; or
•
for the purpose of obtaining the privilege
to classify changes and/or repairs and
approve minor changes and/or minor
repairs.
Application
Each application for a Design Organisation
Approval must be made in a form and manner
acceptable to the Authority and must include an
outline of the information required by EASA Part21, and the Terms of Approval requested to be
issued under EASA Part-21.
Requirements for Issue
•
•
•
To ensure that the design of the products,
or the design change thereof, comply with
the applicable requirements; and
To ensure that its responsibilities are
properly discharged in accordance with;
(i) The appropriate regulations of Part21; and
(ii) The Terms of Approval issued under
Part-21.
To independently monitor the compliance
with, and adequacy of, the documented
procedures of the system. This monitoring
must include a feed-back system to a
person or a group of persons having the
responsibility to ensure corrective actions.
The Design Assurance System must include an
independent checking function of the showings
of compliance on the basis of which the
Organisation submits compliance statements
and associated documentation to the Authority.
The applicant must specify the manner in which
the Design Assurance System accounts for the
acceptability of the parts or appliances designed
or the tasks performed by partners or
subcontractor according to methods which are
the subject of written procedures.
The Authority issues a Design Organisation
Approval when it is satisfied that compliance has
been shown with the applicable requirements
of Subpart JA.
EASA PART-66
MODULE 10
AVIATION LEGISLATION
APRIL 2012
87
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Design Organisation Approval (EASA-21 Subpart J)
Data Requirements
Transferability
The applicant must furnish a handbook to the
Agency which must describe, either directly or
by cross-reference, the Organisation, the
relevant procedures and the products or
changes to products to be designed.
Except for a change in ownership of the
Organisation, which must be regarded as a
change of significance, and must therefore
comply with Part-21, a Design Organisation
Approval is not transferable.
Where any parts or appliances or any changes
to the products are designed by partner
organisations or subcontractors of the applicant,
the handbook must include a statement of how
the applicant will be able to give, for all parts and
appliances, the assurance of compliance
required, and must contain, directly or by crossreference, descriptions and information on the
design activities and organisation of those
partners or subcontractors, as necessary to
establish this statement.
Terms of Approval
The handbook shall be amended as necessary
to remain an up-to-date description of the
Organisation, and copies of amendments shall
be supplied to the Agency.
Change to the Terms of Approval
The applicant must furnish a statement of the
qualifications and experience of the
management staff and other persons
responsible for making decisions affecting
airworthiness in the Organisation.
Changes in Design Assurance System
After the grant of a Design Organisation
Approval, each change to the Design Assurance
System that is significant to the showing of
compliance or to the airworthiness of the
product, must be approved by the Authority. An
application for approval shall be submitted in
writing to the Agency and the Design
Organisation shall show, to the satisfaction of
the Agency on the basis of submission of
proposed changes to the handbook, and before
implementation of the change, that it will
continue to comply with Part-21 after
implementation.
88
Terms of Approval are issued as part of a Design
Organisation Approval. This lists the types of
design work, the categories of products and the
specific products or changes (or repairs) thereof
for which the design organisation holds a Design
Organisation Approval, and the functions and
duties that the Organisation is approved to
perform in regard to the airworthiness of
products.
Each change to the Terms of Approval must be
approved by the Agency. Application for a change
to the Terms of Approval must be made in writing
to the Agency The applicant must comply with
the applicable requirements of Subpart J.
Investigations
Each holder of or applicant for a Design
Organisation Approval shall make arrangements
that allow the Agency to make any investigations,
including investigations of partners and/or
subcontractors, necessary to determine
compliance with the applicable regulations in
Subpart J.
Each holder of or applicant for a Design
Organisation Approval must allow the Agency to
make any inspections and any flight and ground
tests necessary to check the validity of the
compliance statements submitted by the
applicant under Part-21.
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Design Organisation Approval (EASA Part-21 Subpart J)
The holder of a Design Organisation Approval
may, within his Terms of Approval:
Duration
A Design Organisation Approval remains valid
until:
•
•
•
•
Surrendered by the holder of the Design
Organisation Approval; or
Suspended or revoked by the Agency; or
The end of a specified duration; or
A termination date otherwise established
by the Authority.
•
•
•
The Authority may restrict, suspend or revoke a
Design Organisation Approval if it :
•
•
•
Finds that the Organisation does not
comply with the applicable requirements;
or
Is prevented by the holder or any of its
partners and/or subcontracts to perform
the investigations; or
Finds evidence that the Design Assurance
System cannot maintain satisfactory
control and supervision of the design of
products or changes thereof under the
approval.
•
•
Classify changes to Type Design (and
repairs) as “major” or “minor” under a
procedure agreed with the Agency.
Approve minor changes to Type Design
(and minor repairs) under procedures
agreed with the Agency.
Issue information or instructions containing
the following statement under procedures
agreed with the Agency:
“The technical content of this
document is approved under the
authority of (NAA), DOA nr. (NAA). JA.
[xyz].”
Approve documentary changes to the
Aircraft Flight Manual under a procedure
agreed with the Agency, and issue such
changes.
Approve the design of major repairs to
products for which he holds the Type
Certificate or the Supplemental Type
Certificate, under procedures agreed with
the Agency.
Privileges
Subject to Part-21, compliance documents
submitted by the Organisation for the purpose
of:
•
•
•
Obtaining a Type Certificate or approval of
a major change to a Type Design; or
Obtaining a Supplemental Type Certificate;
Obtaining a Joint Technical Standard
Order (JTSO) Authorisation under Part-21
may be accepted by the Agency without
further verification.
EASA PART-66
MODULE 10
AVIATION LEGISLATION
APRIL 2012
89
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Design Organisation Approval (EASA Part-21 Subpart J)
Responsibility of Holder of Design
Organisation Approval
The holder of a Design Organisation Approval
shall:
•
Maintain the handbook in conformity with
the Design Assurance System.
•
Ensure that this handbook is used as a
basic working document within the
Organisation.
•
Determine that the design of; Products, or
changes (or repairs) thereof, as
applicable, comply with applicable
requirements and have no unsafe feature;
•
Except for minor changes or repairs
approved under the privilege of Part-21,
submit to the Authority statements and
associated documentation confirming
compliance with the above.
•
Submit to the Authority information or
instructions related to required actions
under Part-21 to ensure compatibility with
related Airworthiness Directives.
90
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Aircraft Certification (Documents)
CERTIFICATE OF AIRWORTHINESS
EASA PART-66
MODULE 10
AVIATION LEGISLATION
APRIL 2012
91
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Aircraft Certification (Documents)
CERTIFICATE OF REGISTRATION
UNITED KINGDOM
CIVIL AVIATION AUTHORITY
92
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Aircraft Certification (Documents)
NOISE CERTIFICATE
EASA PART-66
MODULE 10
AVIATION LEGISLATION
APRIL 2012
93
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Aircraft Certification (Documents)
DAMAGE RECORD SHEET AND DAMAGE CHART
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
A
B
C
D
E
F
G
M
N
O
94
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Aircraft Certification (Documents)
RADIO INSTALLATION APPROVAL
EASA PART-66
MODULE 10
AVIATION LEGISLATION
APRIL 2012
95
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Aircraft Certification (Documents)
RADIO STATION LICENCE
96
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Aircraft Certification (Documents)
INSURANCE CERTIFICATE
EASA PART-66
MODULE 10
AVIATION LEGISLATION
APRIL 2012
97
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Aircraft Certification (Documents)
CIVIL AIRCRAFT LANDING PERMIT
98
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Aircraft Certification (Documents)
FARNBOROUGH AVIATION SERVICES Ltd
ENGINEERING TECHNOLOGY
Business Aviation Centre, Farnborough Airport, Hants. GU14 6XA
CERTIFICATE OF MAINTENANCE REVIEW
AIRCRAFT TYPE:
REGISTRATION:
CONSTRUCTION No.
BAe 125-700B
G - BJDJ
257142
'Certified that a maintenance review of this aircraft and such of its equipment
as is necessary for its airworthiness has been carried out in accordance with
the requirements of the Air Navigation Order for the time being in force'.
Approval
Stamp
Signed :
Name :
A.N. Other
Date:
THE NEXT MAINTENANCE REVIEW IS DUE :
th
29 October 2001
28th February 2002
For Minor Maintenance Status refer to the Supplementary Inspection Record Sheets in
the front of the Aircraft Technical Log Book.
E2:0401
CERTIFICATE OF MAINENTENANCE REVIEW
EASA PART-66
MODULE 10
AVIATION LEGISLATION
APRIL 2012
99
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Aircraft Certification (Documents)
CERTIFICATE OF MAINENTENANCE REVIEW
JAR-OPS WAIVER
100
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Maintenance Planning
Approved Maintenance Programme
Approved Maintenance Schedule (A.M.S.)
An Approved Maintenance Programme (AMP) is
a plan for the regular and systematic
maintenance of Civil Aircraft and components.
The maintenance requirements are dictated by
an Approved Maintenance Schedule produced
for each aircraft type.
The Approved Maintenance Schedule contains
details of all the procedures by which it is
proposed that the Airworthiness of an aircraft will
be preserved on a continuing basis. The
Manufacturer or Constructor produces a
recommended AMS.
Note:
The difference between a
Maintenance Schedule and a
Maintenance Manual is that the
Schedule says What is to be done
and When, while the Manual
describes How each operation is to
be carried out.
The Approved Maintenance Schedule specifies
routine inspection and maintenance work to be
carried out during a series of maintenance
checks on an aircraft, at intervals defined as a
number of flying hours completed or as a
number of days elapsed (elapsed calendar
time).
The AMS covers each part of the aircraft; its
engine and auxiliary power unit (A.P.U.),
propellers, components, accessories,
equipment, instruments, electrical and radio
apparatus, and all associated systems and
installations. Certain components are given a
limited ‘life’ on an aircraft. At the end of the
specified time such components must be
removed from the aircraft and replaced by new
or overhauled items.
For all these items, the schedule specifies
periods at which each shall, as appropriate, be
checked, cleaned, lubricated, adjusted, tested
and inspected or replaced. The type and degree
of inspection is also stated.
EASA PART-66
MODULE 10
AVIATION LEGISLATION
APRIL 2012
101
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Approved Maintenance Schedule
For aircraft with a maximum total weight
authorised (MTWA) exceeding 2,730 kg the
Maintenance Schedule used may be drawn up
by either the Manufacturer or the Operator but
must be submitted to the CAA for approval. For
aircraft below this weight the Operator has the
choice of either following the same procedure
or using the generic Light Aircraft Maintenance
Schedule (LAMS), produced by the CAA.
A typical A.M.S. comprises the following parts:
In respect of aircraft registered in the UK, the
requirement for maintenance in accordance with
Maintenance Schedules approved by the CAA
applies to:
Part 3 - Aircraft Inspection Requirements –
Zonal and Highlight inspections.
•
all aircraft flying for the purpose of public
transport or dropping or projecting any
material for agricultural, public health or
similar purposes.
•
aeroplanes and rotorcraft not exceeding
2730 kg certified in the Transport Category
(Passenger), Transport Category (Cargo),
Aerial Work Category and Private
Category.
Part 1 - General information – Introduction,
CAA Approval Certificates, list of
applicable aircraft registrations, Check
Cycle, Inspection standards etc.
Part 2 - Ramp Maintenance - Lists the Transit
and Ramp check tasks.
Part 4 - Routine Maintenance Requirements This part of the Schedule comprises
all the routine maintenance work and
includes servicing, functional checks
and lubrication requirements.
Part 5 - Component Tasks - Lists all
Maintenance Significant Items (M.S.I.)
components. Contains all workshop
scheduled and unscheduled tasks.
Part 6 - Structural Inspection Programme.
Part 7 - Corrosion Prevention Control
Programme – Lists CPCP inspection
and maintenance tasks.
Mandatory – Lists all the Mandatory tasks from
Parts 2 – 5.
102
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Approved Maintenance Schedule
Check
Transit Check
London Transit
Check Cycle
The Check Cycle in Part 1 of the AMS is the
timetable of maintenance checks designed to
ensure continuing airworthiness of the aircraft.
Like the AMS itself it may be developed by the
operator to satisfy their particular operational
requirements, but the trend is towards using the
Manufacturers recommended cycle as the
standard.
Ramp Check 1
Ramp Check 2
Ramp Check 3
Service Check 1
Service Check 2
Inter 1
Inter 2
Major 1
The Never Exceed Periods (NEPs) for each
check may be specified in calendar time (years,
months and days) flying time (thousands of
hours) or cycles (flights or landings) or a mixture
of all three. A typical Check Cycle for the Boeing
747-400 is shown below.
Major 2
NEP
After every flight
To be completed at each
London Transit (LHR or
LGW)
50 hours or 7 landings,
whichever is sooner
190 hours
540 hours
99 days
190 days
24 months
48 months
8 years from new,
thereafter 5 years
13 years from new or 5
years from first Major,
thereafter 10 years
M2
FIRST M1
M1
I2
I2
I1
S2 S2 S2
0
I1
S2S2 S2
2
S2 S2 S2
4
I2
I1
S2 S2 S2
6
S2 S2 S2
8
I1
S2 S2 S2
10
S2
12
S2 S2 S2
14
S2 S2 S2
S2
16
18
YEARS
S2
S2
S1
R3
0
S2
S1
R3
3
R3
6
S1
R3
9
R3
12
R3
15
18
MONTHS
R2
R1
R1
R1
R1
R1
= TRANSIT CHECK
= RAMP CHECK
= SERVICE CHECK
= INTER CHECK
= MAJOR CHECK
R3
R2
R1
T
R
S
I
M
R1
R1
R1
T
0
100
200
300
400
500
600
HOURS
EASA PART-66
MODULE 10
AVIATION LEGISLATION
APRIL 2012
103
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Approved Maintenance Schedule
Maintenance Checks
As we have seen, the scheduled tasks to be
performed in each check are dictated by the
AMS. Additional non-AMS tasks such as Special
Checks, modifications and non-airworthiness
items will be added. Each check in the hierarchy
includes the appropriate tasks from the previous
check. For example the Ramp Check 2 contains
all the tasks of the Ramp 1 plus some additional
ones.
The planned length of each check varies,
depending on the size and age of the aircraft,
but typically for a large transport aircraft a Transit
check will take less than an hour, Ramp checks
2 or 3 hours, Service checks 1 or 2 days, Inter
checks about a week and Major checks 4 to 6
weeks. Of course, the actual time taken will
depend on factors including faults and defects
found during the check, availability of spares and
materials and availability of manpower.
104
The repair of non-critical defects found during a
check may deferred to a more appropriate length
of check. For instance a structural crack
discovered during a Service Check may require
a longer period of time to repair than is available
during the check. It will be assessed against
criteria found in the Structural Repair Manual
and, if found to be acceptable for further service,
it will be classed as an Allowable Deferred Defect
(ADD). The SRM may specify that a temporary
repair and/or periodic inspection is required to
assure continued airworthiness. Any additional
inspection will be added to the aircraft Tech Log
with instructions for the check period so it can
be signed off at the appropriate intervals. At the
next Inter check the repair will be carried out
when it can be contained within the ‘downtime’
of the aircraft.
If, however, the defect is of a serious nature,
deferment is not an option and rectification must
be performed before release back to service.
This is the most common cause of maintenance
overruns.
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Maintenance Planning
It is the job of the Maintenance Planning
organisation or department to ensure that the
requirements of the Maintenance Programme
are satisfied and thus ensure that both
airworthiness and operational requirements are
met.
The planned work, including AMS tasks, Special
Checks, Modifications, Deferred Defects,
configuration changes and non-airworthiness
tasks (e.g. ‘cosmetic’ changes etc.) are
prioritised and scheduled into a logical order to
prevent repetition and conflict. For instance,
there is no point opening and closing the engine
cowlings for each separate task on the engine,
or programming cleaning and rectification tasks
in the same area at the same time.
The planners will assess the time that will be
required to perform the planned maintenance and
add a contingency factor for the repair of faults
and defects found during the check. This is done
using previous experience but to assist in the
planning, the manufacturer may produce a
Maintenance Planning Data (MPD) document
which sets standard man hour times for
scheduled tasks
Consideration must also be given to AMS work
which is due to be performed close to a planned
check. It may be expedient to carryout some
tasks early to avoid a special maintenance input
which would disrupt the airline schedule.
Similarly, it may be possible to get a ‘variation’
(extension of time limit) form the CAA or Approved
Organisation and defer some maintenance to a
more convenient check. However, the guidelines
for granting such concessions are stringent and
must be strictly applied to ensure continued
safety.
EASA PART-66
MODULE 10
For small aircraft and components in workshops,
it is possible to use Job Cards or Work Sheets
and manually arrange them into the correct
order, however, for a Major Check on a large
aircraft this would be a daunting task! In most
organisations, computer systems are used to
plan and sequence the check tasks. These
provide a degree of automation and may use
Gant Charts to display the targets or ‘milestones’
to be achieved during the check.
Once the content and sequence of the check
have been confirmed, the check documentation
must be produced. Again, this may be done
manually but most organisations will use a
computer database of referenced tasks to
produce the relevant Job Cards or Work Sheets.
In some organisations computers systems are
used to display tasks and permit ‘on-line’
certification upon completion.
The items in the task or job database are often
referenced using the Aircraft Maintenance Task
Oriented Support System (AMTOSS). This is a
coding system, based on ATA100, which the
major manufacturers now use to identify specific
tasks in the Maintenance Manual.
It may also be a function of the Planning
Department to ensure the facilities required to
complete each check are available. This includes
hangar space, servicing parts and materials, lifed
parts and components scheduled for
replacement, parts to repair known defects
(ADDs) and perform modifications, the tools and
equipment to carry out the tasks and the
technical information the engineers will need.
In small organisations the Planning Department
may also be responsible for ensuring sufficient
manpower is available and also that the aircraft
is released from service for maintenance. In
large organisations, separate departments will
have these responsibilities and the Planners
must liase with them.
AVIATION LEGISLATION
APRIL 2012
105
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Modification Procedures
Modifications are changes made to the aircraft
after issue of the Certificate of Airworthiness.
These changes may be required due to
deficiencies found in service or changes in
operating requirements. Some may be carried
out on the production line but most are
incorporated during the service life of the aircraft.
At an early stage in the design of a modification
of United Kingdom origin, particulars must be
given to the CAA so that the modification may
be classified as a Minor or Major modification
according to the nature and extent of the
investigation in connection with approval.
Modifications must be such that the design of
the aircraft, when modified, complies, at least,
with the requirements which were applicable at
the time the aircraft type was originally certified.
If the CAA considers that a modification is
necessary to ensure continued airworthiness of
a particular type of aircraft, it may require such
a modification to be incorporated as a condition
of the validity of the Certificate of Airworthiness.
Such modifications are classified as Mandatory
Modifications and are summarised in the CAA
publication entitled ‘Mandatory Aircraft
Modifications and Inspections Summary’.
For aircraft of foreign origin, mandatory
modifications promulgated under the authority
of the National Aviation Authority of the country
of origin are, unless notified otherwise by the
CAA, mandatory for aircraft registered in the
United Kingdom. Such modifications prescribed
by the CAA are summarised in the CAA
publication entitled ‘Foreign Airworthiness
Directives’.
CAA appropriately approved design
organisations must keep a Civil Modifications
Record giving details of each modification
approved.
All work undertaken in the incorporation of a
modification must be supervised either by an
Organisation approved by the CAA to make
certifications in respect of such incorporation,
or by an appropriately licensed aircraft
maintenance engineer. Whoever supervises the
work must be satisfied that it has been carried
out, inspected and tested where necessary, in
conformity with the specifications, drawings and
instructions relating to the approved design
before a Certificate of Compliance is issued. The
modification should be entered in the aircraft
records including, for aircraft of MTWA
exceeding 2730 kg, the Modification Record
Book.
In some cases the work of incorporation of a
modification may be supervised by an
Organisation in foreign country in which the
airworthiness standards are acceptable to the
CAA.
106
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Modification Classes
Minor Modifications
Major Modifications
A Design Organisation approved by the CAA to
provide reports and make certifications in
respect of such work, may approve and embody
Minor modifications which must be recorded in
the ‘Civil Modifications Record’. In cases where
the design of the Minor modifications is not
undertaken by an approved Design
Organisation, the issue of CAA Form AD 261 to
the applicant, when the modification is
satisfactory, will signify CAA approval.
Application for the approval of a Major
modification must be made to the CAA on CAA
Form AD 282 which should be sent to the Aircraft
Projects Department of the CAA. The total fee
for approval of Major modification is based on
the cost of the investigations and the applicant
will be notified in writing of any additional costs
which are payable during the course, or on
completion, of the CAA investigations.
This form will give brief details of the modification,
the registration marks and type of aircraft to
which it applies and list the relevant drawing and
specification numbers. It will also give details of
the amendments, where applicable, to be made
to the aircraft approved manuals, e.g.
Maintenance Manual, in consequence of the
incorporation of the modification. The AD 261
number must be entered on the CRS.
The CAA, may require a Certificate of Design
from an approved Organisation before approving
a Major modification.
The Airworthiness Approval Note (AAN) which
is issued to the applicant, where the modification
is approved, states that it is acceptable for
incorporation in a particular aircraft or type of
aircraft subject to compliance with the conditions
of the AAN. Embodiment of the modification has
to be in compliance with the Requirements. The
AAN number must be entered on the Certificate
of Release to Service (CRS).
'MAJOR' MODIFICATION
EASA PART-66
MODULE 10
AVIATION LEGISLATION
APRIL 2012
107
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Modification Record Book
A Modification Record Book must be kept for all
aircraft with MTWA exceeding 2730 kg on the
United Kingdom register. This Record Book is a
statement of the modification history of the
aircraft to which it relates in respect of
modifications to those parts on which
airworthiness depends and modifications made
to the aircraft which affect modifications already
listed; it also contains details of all those major
repairs which have significantly altered the
design. It does not apply to engines and
propellers where suitable modification records
are maintained in their own log books. The
Modification Record Book is considered an
addition to the aircraft log book.
The Modification Record Book contains a
statement of the modifications embodied by the
aircraft constructor which are additional to the
basic design at the time of certification of the
aircraft. Following the constructor’s modification
record in the book, the owner or operator must
record modifications or repairs which are
embodied during the life of the aircraft. The Book
must be up to date at the time of issue of the
Certificate of Airworthiness, at the renewal of the
C of A and when the aircraft is sold or leased.
Commencing and Maintaining the
Modification Record Book
New Aircraft Initially Registered in the United
Kingdom:
a)
Constructed in the United Kingdom. The
constructor shall make available the
information necessary to comply with the
requirements, relevant to commencement
for these aircraft, by stating the
modifications embodied, additional to the
basic design, at the time of certification.
b)
Constructed outside the United Kingdom.
The applicant for issue of a United Kingdom
Certificate of Airworthiness shall obtain
from the aircraft constructor information
similar to that required under (a), to comply
with the Requirements.
Contents of the Modification Record Book
The following shall be recorded in the Modification
Record Book:
•
•
•
108
Modifications made to those parts of the
aircraft on which airworthiness depends.
Modifications made to the aircraft which
affect modifications already listed in the
Record Book
Major repairs, which have significantly
altered the design affecting the
airworthiness of the aircraft
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Mandatory Modification and Inspections
Modifications and inspection, considered
essential for airworthiness, will be classified as
mandatory by the CAA in consultation, where
appropriate, with the approved Organisation, and
the compliance date limiting flying hours, cycles,
or details of when the prescribed action must
be taken, will be decided. In making this decision
the degree of urgency and availability of modified
parts will be taken into account.
Mandatory modifications and inspections are
promulgated in manufacturers’ Service Bulletins
or equivalent documents. The modification and
inspections from UK manufacturers are
summarised in the CAA publication, ‘Mandatory
Aircraft Modifications and Inspections Summary’.
Mandatory modifications and inspections
promulgated by foreign airworthiness authorities
or manufacturers are, where appropriate,
adopted by the CAA for application to the
particular type of aircraft in the United Kingdom
and these, together with ‘CAA Additional
Directives’ are summarised in the CAA
publication ‘Foreign Airworthiness Directives’.
EASA PART-66
MODULE 10
The wording of documents (e.g. Modification
Bulletins, Service Bulletins, Technical News
Sheet) used to notify mandatory modifications
and inspections shall be approved by the CAA
or foreign airworthiness authority and the
documents shall be certified and published and
distributed by the appropriate constructor’s
approved organisation.
Owners, operators and organisations
undertaking overhaul/maintenance on aircraft,
should ensure that the constructor of each type
of aircraft is informed of their names and
addresses to facilitate distribution of the
documents which notify mandatory
modifications and inspections.
When a change is made to a component which
has already been the subject of a mandatory
modification and this produces a new or
modified component which achieves all the
objectives of the previous mandatory
modification, then the latter modification
becomes an acceptable alternative to the
previous one and shall be shown in the
Company’s modification system and associated
documentation.
AVIATION LEGISLATION
APRIL 2012
109
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Modification Work, Certification and Documentation
Work undertaken in incorporating a modification,
or in carrying out a mandatory inspection, shall
be supervised by an organisation approved by
the CAA for the purpose, or by an appropriately
licensed aircraft maintenance engineer. When
the work is to be carried out on an aircraft
registered in the United Kingdom, by a foreign
organisation not approved by the CAA, suitable
arrangements shall be agreed with the CAA
Safety Regulation Group.
Depending on the nature of the modification, the
following may be required by the CAA:
•
•
The aircraft weighed and the Weight and
Centre of Gravity Schedule amended or
replaced by a revised Schedule.
A Certificate of Fitness for Flight issued and
the aircraft tested in flight to schedules
approved by the CAA.
Before a Certificate of Release to Service, or its
foreign equivalent is issued, the work shall have
been inspected and tested where necessary, in
conformity with the specifications, drawings and
instructions relating to the modification or
mandatory inspection. When appropriate, the
release documentation shall include a copy of
the original Airworthiness Approval Note of a
major modification, or a copy of the CAA Form
AD 261 for a Minor modification.
Manuals and Records
Amendments to Manuals, i.e. the Flight Manual,
Maintenance, Overhaul and Repair Manuals, the
Crew Manual, or the Maintenance Schedule,
arising from the incorporation of a Major or Minor
modification in an aircraft shall be made in
accordance with the requirements. In the case
of Minor modifications approved under CAA
Form AD 261 procedure the applicant shall
submit details of the proposed amendments to
the CAA for approval.
Where it is necessary to amend the particulars
in the Certificate of Airworthiness or Flight
Manual, the Certificate or Manual shall, unless
agreed otherwise by the CAA, be forwarded to
the local area office of the CAA.
Full particulars of the work done to incorporate
the modifications, or details, results and work
arising from the mandatory inspection, shall be
entered in the appropriate log book, quoting the
reference number of the appropriate document,
e.g. Airworthiness Approval Note for a Major
modification, Service Bulletin for a mandatory
inspection. A CRS shall be completed, where
appropriate and attached.
The aircraft shall be made available to enable
the CAA to inspect it, as necessary.
110
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Airworthiness Directives
CAA Emergency Airworthiness Directives
(AD)
Used to notify mandatory modifications and
inspections where the degree of urgency is such
that it is not practical to use normal channels.
(See next section). May be applied to both British
constructed aircraft and those built abroad.
Arrangement
This is published in 3 volumes;
Volume I - Aircraft etc. of US manufacture under
5700 kg MTWA
Volume II - Aircraft etc. of US manufacture over
5700 kg MTWA
CAA Additional Airworthiness Directives
CAA Additional Airworthiness Directives are
specific requirements prescribed by the CAA for
foreign constructed aircraft on the United
Kingdom Register and are additional to the
requirements made mandatory by the Authority
of the Stare of Manufacture. A CAA AD may vary
the contents or application of a Foreign
Airworthiness Directive.
Mandatory Aircraft Modifications &
Inspections Summary
The Mandatory Aircraft Modification and
Inspections Summary (CAP 476), is published
by the Civil Authority. It summarises mandatory
actions that are required to be complied with by
UK Operators in respect of aircraft, engines,
propellers, aircraft radio stations, instruments
and equipment of United Kingdom design.
Arrangement
The Summary is divided into three parts as
follows:
Part 1 Part 2 Part 3 -
Aircraft
Engines and Propellers
Instruments and Equipment
In each part, the aircraft or engine, etc., is listed
alphabetically according to the name of the
manufacturer.
For similar information in respect of foreign built
aircraft, etc. on the UK Register reference should
be made to the CAA publication Foreign
Airworthiness Directives (CAP 474).
EASA PART-66
MODULE 10
Each volume (actually published by the FAA) is
sub-divided into three parts:
Part 1 Part 2 Part 3 -
Aircraft
Engines and Propellers
Equipment and Instruments
Volume III - A summary of Airworthiness
Directives, or their equivalent, which have been
established as a mandatory by the Airworthiness
Authority of the State of Manufacture. Applicable
to aircraft, engines, propellers and equipment
for aircraft of all weights constructed other than
in the USA.
CAA Additional Airworthiness Directives
(CAP 473)
This publication is applicable to aircraft, engines,
propellers and equipment related to Foreign
Airworthiness Directives Volumes 1 and 2 (i.e.
US construction) are printed on coloured paper
to distinguish them from the US Federal Aviation
Administration (FAA) Directives.
CAA Additional Airworthiness Directives for all
other aircraft are published in Foreign
Airworthiness Directives Volume III updated at
monthly intervals.
Operators are reminded that for total
accountability of a complete aircraft which has
foreign constructed engines and equipment
installed, it is necessary to make reference to
both Foreign Airworthiness Directives and to the
Mandatory Aircraft Modifications and Inspections
Summary.
AVIATION LEGISLATION
APRIL 2012
111
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Mandatory Aircraft Modifications & Inspections Summary
For products of United Kingdom construction/
manufacture, those Bulletins, Service News
Letters or equivalent that are of mandatory status
for aircraft on the United Kingdom Register of
Civil Aircraft are agreed prior to publication, by
consultation between the CAA and the
Constructor/Manufacturer . The Constructor/
Manufacturer’s material contains a statement
that the modification/inspection has been
classified as mandatory by the CAA.
In addition to the inspections and modifications
listed in the Mandatory Aircraft Modification and
Inspections Summary, changes to the Mandatory
Life limitations published by the Constructor/
Manufacturer are included which are mandatory
for applicable aircraft on the United Kingdom
Register of Civil Aircraft. The CAA is
progressively publishing the source information
of Mandatory Life Limitations for all aircraft,
engines and equipment in this document.
Where reference is made to Mandatory Life
Limitations appearing in the ‘Maintenance
Schedule’ this refers to the Manufacturer’s
Recommended Maintenance Schedule.
It is the responsibility of the Constructor/
Manufacturer to distribute mandatory information
to all known Operators of the Aircraft and to all
Airworthiness Authorities to whom those
operators are responsible. Operators of aircraft
on the United Kingdom Register are expected
to take action to comply with the mandatory
instructions received from Constructors/
Manufacturers without waiting for their inclusion
in the Summary. Operators of affected aircraft
types on registers other than that of the United
Kingdom and the Authorities to whom these
Operators are responsible, are strongly advised
to secure compliance with the instructions that
have been classified as mandatory by the CAA.
operators of United Kingdom manufactured
aircraft and equipment should ensure that their
names and addresses are known to the
appropriate Constructor/Manufacturer and that
any change is notified promptly.
Standing
The modifications and inspections included in
the Summary, are modifications and inspections
referred to in the Air Navigation Order as those
required by the authority to be completed as a
condition for the United Kingdom Certificate of
Airworthiness to remain in force.
Compliance in accordance with the Air
Navigation Order
Foreign Airworthiness Directives which have
been classified as mandatory by the
Airworthiness Authority of the State of
Manufacture, are also mandatory for the foreign
constructed product to which they are applicable,
when these aircraft are operated on the United
Kingdom Register, unless notification by the
CAA is made to the contrary.
The CAA requires compliance with all relevant
foreign and CAA Additional Airworthiness
Directives prior to the issue of Certificates of
Airworthiness. Directives published subsequent
to C of A issue must be complied with at the
period specified in the Directive concerned.
To assist the Constructors/Manufacturers in the
distribution of mandatory information, owners or
112
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Stores Procedures
Parts, equipment and materials used on civil
aircraft are fabricated from materials conforming
to specifications acceptable to the CAA and in
accordance with drawings produced by the
Approved Design Organisation. The suppliers
of these materials and parts must be
organisations approved by the CAA for that
purpose. To ensure that these parts, equipment
and materials conform to these specifications
and are preserved in a serviceable condition,
they must be receipted and held securely in an
Approved Stores system.
Quarantine Stores
A Quarintine Store is one provided for materials
and parts until such time as they are proved to
conform to the specification and/or drawing
requirements, that they have evidence of prior
inspection, have come from an approved
supplier and are free from transit damage. It
should only be accessible to authorised staff.
When such conformance has been established,
the materials or parts, if not individually identified
by Serial number, may be ‘batched” to enable
their identity to be traced back to the incoming
Approval Certificate or Authorised Release
Certificate (EASA Form One or FAA Form 81303). The details are entered in the Approved Stores
Register and the material or part allocated an
Approved Stores Serial Number (ASS No.).
Bonded Store
A Bonded Store is one provided for materials and
parts which have been proved to conform to
specification and are serviceable and approved
for aircraft use. It must be secure, to prevent
items being removed or added in contravention
of the regulations.
All items inspected/overhauled/repaired/or
modified from an approved Workshop will be
authorised by a Certificate of Release to Service
(C.R.S.) on it’s documentation.
Materials or parts which are stocked for reasons
other than aeronautical purposes, do not have
approved documentation or are unserviceable
must not be placed in the Bonded Store.
In large Maintenance Organisations devolved
stores may be located around the manitenance
base, operational areas and at line stations.
These are Bonded Stores and must meet all the
stated requirements.
The store may also hold tooling and equipment
for use in the maintenance area and these must
be segregated from the parts.
Separate storage facilities must be provided for
unserviceable components.
The Approval Certificates or EASA Form Ones
and equivalents are filed for a minimum period
(normally 5 years), but in any case should not
be destroyed while the material represented is
still held in stock. Colour coding and shelf life of
the material is administered and temporary
protective treatment applied, if necessary, prior
despatch to the Bonded Store.
EASA PART-66
MODULE 10
AVIATION LEGISLATION
APRIL 2012
113
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Stores Accommodation
An organisation shall satisfy the CAA that
suitable facilities are provided for any work
associated with the approval required in a
Quarantine Store and that the inspection staff
have sufficient equipment and accommodation
for the effective performance of their duties.
Certain items, such as resins and resin
impregnated composite materials, must be kept
in a freezer. A log or register should be
maintained to record the ASS numbers of the
contents of the freezer, their quantities and ‘use
by’ dates and usage details.
Aircraft spares held in Approved Stores must be
in a serviceable condition at all times and the
premises must be clean, well ventilated and
maintained at an even, dry temperature to
minimise the effects of condensation. In many
instances the manufacturer will specify the
temperature and relative humidity in which the
products must be stored. When required,
temperature and relative humidity should be
checked at regular intervals.
Upon issue of an approved material or part for
fitment to an aircraft (normally via presentation
of a requisition) the material or part details (ASS
No., batch number, Part Number and Serial
Number as applicable) are recorded to ensure
it is possible at any time to trace that material or
part to the incoming Approval Certificate or JAA
Form One. In this way it is also possible to trace
which aircraft specific parts or batches are fitted
to should a defect become apparent at a later
date.
The store will usually be equipped with racks for
large items and bins or drawers for smaller parts.
It must have a system to locate items. Also some
materials such as lubricants, paints and rubber
components have a Storage Limiting Period.
These should be issued in rotation and the lives
tracked to ensure continued serviceability. Some
units may contain lifed materials and these must
also be tracked.
Stock should be segregated to prevent some
materials having a detrimental effect on others.
Flammable materials must be stored in a fire
proof cabinet or ‘Dope Store’ outside the main
building as appropriate.
114
Most large companies use a computerised
stores system. This allows them to find the
location of items in devolved stores around the
organisation and reduce the duplication of stock
holdings. It also provides a means of monitoring
and controlling stock quantity. All items will have
a set reorder level, determined from the average
usage rate and suppliers lead time, to ensure
that stock does not run out. The computer
system will signal when the reorder level is
triggered and may even generate the order
documentation. The integrity of this system is,
however, dependant on the stock issue
transactions being correctly carried out and the
supplier lead times being met.
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Clasification of Parts
The parts held in a store may be classified as
Consumable or Rotable.
Consumables are used while they remain
serviceable and discarded when they become
damaged. They include Aircraft General Spares
(AGS) items such as bolts and washers which
may be reused and split pins and locking wire
which can only be used once, and materials
such as oils, greases and paints.
These components are only issued against a
requisition. Again it is the responsibility of the
engineer to ensure the parts they fit are
applicable to the aircraft they are being used on
and to record the Serial number, Part number
and/or ASS or Release number, as applicable,
on the work documentation.
These classifications affect the way the
components are tracked in the stores system.
Low value consumables may be 'Free Issue'
items, issued on demand, while expensive items
will only be issued against a requisition. It is the
responsibility of the stores staff to monitor stock
holding and record issue quantities. It is the
responsibility of the engineer to ensure the parts
they fit are applicable to the aircraft they are being
used on and to record the ASS or Release
number on the work documentation.
Rotables are items which can be serviced or
repaired and returned to a serviceable condition
(rotated through the system). Rotable items can
be further defined as:
• R1 Serial Numbered - Position Number
Allocated - Position Controlled - System
Life History - Tracked On and Off Aircraft
and subject to monitoring - One unit per
Tracking Tag.
• R2 Serial Numbered - Position Number
Allocated - Not Position Controlled System Life History - Tracked On and Off
Aircraft - One unit per Tracking Tag.
• R3 Non-serialised - One unit to each Tracking
Tag - Tracked Off Aircraft Only.
• R4 Non-serialised - One or more units per
Tracking Tag (batch tagged) - Tracked Off
Aircraft Only.
EASA PART-66
MODULE 10
AVIATION LEGISLATION
APRIL 2012
115
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Certification and Release Procedures
Certificate of Release to Service (CRS)
A Certificate of Release to Service shall be
issued after overhauls, repairs, replacements,
modifications and mandatory inspections have
been carried out on an aircraft which is
registered in the United Kingdom and has a
Certificate of Airworthiness in force.
The type of the CRS will depend on the nature
of the work carried out, the requirements of the
customer and, of course, the approvals held by
the Maintenance Organisation. For instance the
maintenance organisation of a large airline may
make;
•
•
•
•
certifications of the routine maintenance
on it’s own aircraft to EASA Part-145.50,
certifications of repair part manufactured
under it’s Design Approval to BCAR A8,
certifications for maintenance work on
aircraft not covered by EASA Part-145 to
BCAR A6, and
certifications for third party customers to
FAR-145.
The Certificate of Release to Service shall
contain particulars of the work done or the
inspection completed and the Organisation and
place at which the work was carried out.
Depending upon the application of the Certificate,
details of the aircraft type, registration,
component type, part number and serial number
shall be recorded as applicable. The certificate
shall be worded in the following manner :
(BCAR aircraft and components)
‘The work recorded above has been carried
out in accordance with the requirements
of the Air Navigation Order for the time
being in force and in that respect, the
aircraft/ equipment is considered fit for
release to service’.
or (EASA Part-145 aircraft and components)
‘Certifies that the work specified except as
otherwise specified was carried out in
accordance with EASA Part-145 and in
respect to that work the aircraft/aircraft
component is considered ready for release
to service.’
or (FAA components at approved Repair Station)
‘The component identified above was
repaired and inspected in accordance with
current instructions contained in the ATP/
Drawing identified above and current
regulations of the Federal Aviation
Regulations and is approved for return to
service’.
A CRS shall be issued by the holder of an aircraft
maintenance engineer’s licence and suitable
type authorisation or a person approved or
authorised by the CAA. It is signed, dated and
stamped for all the work that has been
completed. Parts which are overhauled, repaired
or modified away from the aircraft must have a
CRS issued for the work done and another for
it’s installation on the aircraft.
116
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Certification and Release Procedures
Retention of Record
Whenever work has been carried out on an
aircraft engine or propeller, a CRS detailing that
work shall be made by an appropriately
authorised person and entered in/attached to the
Log Book.
Components fitted to an aircraft, whether new
or overhauled will have documentation which
includes a Certificate of Release to Service. This
documentation is referenced and recorded in the
aircraft documentation then filed.
Checks carried out in a hangar or on the ramp
will normally be detailed on serialised Job Sheets
or Cards. Each task will be separately certified,
the certification being, in effect, a CRS for that
task. Details of all component changes are also
recorded in the check documentation. Upon
completion of the check the documentation
package must be inspected to ensure it is all
present and correctly certified, and a CRS for
the whole check will be made in the aircraft’s
Technical Log. The documentation is then filed
for reference.
Tasks such as defect rectification, performed on
the ramp, will be entered directly into the Tech
Log.
EASA PART-66
MODULE 10
AVIATION LEGISLATION
APRIL 2012
117
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Authorisations
The extent of any individual’s Authorisation is
reflected on the certificate issued by the
Organisation’s Quality Manager. The
Authorisation is based on the Part-66 (or
equivalent) licence held.
Part-66 provides for three levels of licence:
Category A –
Category B –
Category C –
Line Maintenance Certifying
Mechanic
Line Maintenance Certifying
Technician
Base Maintenance Certifying
Engineer
Category B is further divided into B1 Mechanical
and B2 Avionics.
The licences are not type specific and
Authorisations granted in relation to them will
only apply to aircraft types upon which the
engineer has received additional training.
The use of these Authorisations is largely
dependant on the policy of the Maintenance
Organisation under which they are granted but
the following paragraphs give a description of a
typical company system. The arrangements will
be detailed in the company’s Part-145
Maintenance Organisation Exposition (MOE)
and approved by the national Aviation Authority.
Limited Maintenance Authorisation
The appropriately Authorised Cat. A licence holder
may issue a CRS for limited or simple tasks as
defined in the organisation’s Exposition. These
will normally include Line Maintenance check
routine tasks up to the weekly check (Ramp 1).
They may also include simple rectifications and
component changes. There may be provision
for Cat. A licence holders working in a Base
maintenance environment.
118
Full Maintenance Authorisation
The appropriately Authorised Cat. B licence
holder may issue a CRS for all tasks within the
scope of the licence held (B1 or B2). In Base
Maintenance areas the Job Sheet/Card
certifications are ‘Implied’ CRSs and contribute
to the final CRS.
Base Maintenance Certification
Authorisation
The appropriately Authorised Cat. C licence
holder may issue a final CRS for Base
Maintenance checks.
Non-licensed staff or those working on aircraft
types for which they do not hold an authorisation
may still certify tasks which have been Delegated
to them and are indicated as such on the
documentation. Delegated work tasks are
simple tasks which cannot prove to be critical
or catastrophic in the event of failure and which
can be verified easily by subsequent checks and
inspections during the course of the
maintenance input. Any other tasks can be
signed or stamped as Completed but must then
be Certified by an appropriately Authorised
person
Certain staff may hold restricted Authorisations.
This may be as a legacy of non-licence based
Authorisation privileges held prior to the
introduction of Part-66 (often referred to as
‘grandfather rights’) or incomplete conversion
from a BCAR based licence to a Part-66 one. It
is the responsibility of the Authorisation holder
to ensure that they continue to work within the
scope and limitations of the Authorisation.
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Certification
In signing/stamping for any work carried out the
Authorised person is indicating that it has been
completed to an airworthiness standard, i.e. that
all work tasks performed have been completed
in accordance with authorised documentation,
by authorised methods, using approved
materials, recommended tooling, and where
applicable, test equipment which is currently
calibrated, and is certified by an appropriately
authorised person.
When Certifying on documentation an
Authorised person contributes to the issue of a
Certificate of Release to Service by another
Authorised person. Similarly individual or implied
Certificates of Release to Service completed by
Authorised persons contribute to the issue of a
‘Final Certification of Release’ CRS by another
Authorised person. This system, accepting both
individual and collective responsibility, provides
the airworthiness assurances required.
EASA PART-66
MODULE 10
AVIATION LEGISLATION
APRIL 2012
119
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Duplicate Inspection
In certain circumstances is has been deemed
necessary for two CRS certifications to be made
for an inspection task. This is known as a
Duplicate Inspection and is specified for critical
maintence tasks, such as the disturbance of
control systems, where a fault could have
catastrophic consequences. Definitions of the
terms used are:
Duplicate Inspection - An inspection first made
and certified by one qualified person and
subsequently made and certified by a second
qualified person.
Control System - A system by which the flight
path, attitude, or propulsive force of an aircraft
is changed, including the flight, engine and
propeller controls, the related system controls
and the associated operating mechanisms.
Vital Point - Any point on an aircraft at which
single misassembly could lead to a catastrophe,
i.e. result in loss of aircraft and/or in fatalities.
For example flight deck window installation may
be clasified as a Vital Point.
Applicability
For aircraft manufactured in accordance with a
Type Certificate issued on or after 1st January
1986 the vital points shall be identified and listed
in the maintenance documents.
For aircraft the MTWA of which exceeds 5700
kg which are manufactured in accordance with
a Type Certificate issued prior to 1st January 1986
and no such identification and listing of vital points
has been provided, an operator with the
necessary Design Approval or otherwise, may
identify and list such points and apply to the CAA
to have the list incorporated in the aircraft
maintenance documents. Provided such a list
is accepted by the CAA. the operator need then
carry out duplicate inspections following
disturbance of the listed points only.
For aircraft the MTWA of which does not exceed
5700 kg, which are manufactured in accordance
with a Type Certificate issued prior to 1st January
1986 and no such identification and listing of vital
points has been provided, an operator may, with
the agreement of the CAA, adopt an arrangement
similar to that described above except that the
proposals need cover only the control systems
and duplicate inspections need to be carried out
on the listed points only.
If none of the above arrangement described
above has been agreed by the CAA, the need
for duplicate inspection of all control systems
will remain.
Where vital points have been identified and
included in the maintenance documents for the
aircraft, such points shall be subject to duplicate
inspection following initial assembly or any
disturbance.
120
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Duplicate Inspection Procedures
General
It may not be possible to inspect the complete
vital point/control system when assembled in the
aircraft due to routing the controls through
conduits or boxed-in sections and the pre-sealing
of various units. In these cases the persons
certifying the duplicate inspection shall be
satisfied that a duplicate inspection has been
made previously on the units and covered
sections and that the sealed units are acceptable
for the particular use. Such tests as are
considered necessary shall be completed to
determine that these particular units and
sections have full, free and correct directional
movement.
A duplicate inspection of all vital points/control
systems in an aircraft shall be made after initial
assembly, and before the first flight after
overhaul, repair, replacement, modification or
adjustment which affects the vital points/control
systems.
Vital points/control system subject to duplicate
inspection must not be disturbed or readjusted
after the first certified inspection and the second
part of the duplicate inspection must, as nearly
as possible, follow immediately after the first
part.
Persons qualified to make the first and/or
second part of a duplicate inspection are as
follows:
•
Aircraft engineers appropriately licensed in
Categories A, B, C, D and X , EASA Part66 B1 and B2
•
Members of an approved organisation,
who are considered qualified to make such
inspections by the Chief Inspector.
Should a minor adjustment of the vital point/
control system be necessary when the aircraft
is away from base, the second part of the
duplicate inspection may be completed by a pilot
or flight engineer licensed for the type of aircraft
concerned.
Note:
Certification responsibilities in
relation to the Air Navigation Order,
affecting
Licensed
Aircraft
Maintenance Engineers and
members of approved organisations
are given in CAA Airworthiness
Notice No. 3
Certification
It is recommended that the certification of the
duplicate inspection be in the following form:
Certified
If a vital point/control system is disturbed after
completion of the duplicate inspection, that part
which has been disturbed shall again be
inspected in duplicate before the aircraft flies.
First Inspection
Date....................Time...................
Second Inspection
Date....................Time...................
The duplicate inspection shall be the final
operation to establish the integrity of the vital
point/control system when all the work has been
completed.
EASA PART-66
MODULE 10
AVIATION LEGISLATION
APRIL 2012
121
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Interface with Aircraft Operation
Most airline companies have an Operations
Planning and Control department, tasked with
developing an operating schedule and ensuring
that it can be met. This includes controlling the
availability of Flight Crew, Ground Crew, airport
infrastructure and aircraft.
As we have seen, the aircraft must be
maintained in accordance with the Approved
Maintenance Programme (AMP) to ensure
continued airworthiness. The check cycle
provides the means to carry out the scheduled
AMP maintenance so the Operations Planners
must ensure that the aircraft are in the right place
at the right time for these checks to be
performed. This is done in close liaison with the
Aircraft Maintenance Planners.
As complex machines, despite their stringent
maintenance programmes, aircraft are still
prone to occasional malfunction. The design of
modern aircraft and their systems introduces a
level of redundancy which enables them to
operate despite many of these faults. However,
the high degree of safety demanded of
commercial air transports means that some
seemingly small faults will prevent the aircraft
from flying.
122
These faults together with accidental damage
caused during service (such as catering truck
strikes) are unforeseeable and thus cannot be
planned into the operating schedule. On these
occasions it will be necessary to cancel the
service if there are no spare aircraft available.
This can have a knock-on effect throughout the
schedule and is a particular problem for small
carriers, charter airlines and low cost carriers
who have limited resources. The Operations
Planners will reschedule the operation to cope
with these events.
Special inspections and additional work
requirements (raised by Alerts and Service
Bulletins) are also unpredictable but usually have
an incorporation or complete by date to allow
some flexibility. This can then be planned with
cooperation between the Maintenance and
Operations planners to the minimise the impact
on the operation.
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Maintenance Inspection
The objectives of inspection are to detect and
determine any condition which could impair
airworthiness or cause an unacceptable
economic penalty if not corrected prior to the
next specified inspection. They will also provide
data for the control and development of the
Aircraft inspection and maintenance programme.
As a part of each ‘Inspection’ the Certifying
Engineer shall make a judgement on whether
the detail, component, system or area
inspected:
Inspection standards are defined in terms of:
•
•
•
•
•
•
The area, system, component or detail to
be inspected
The level of inspection to be applied
The frequency of inspection
The conditions to be observed
The judgement to be applied to inspection
findings.
•
•
Is, at the time of inspection, free from any
observed defects likely to affect
airworthiness.
Will remain serviceable until the next
scheduled inspection of that detail,
component, system or area.
Is in a condition which requires a report or
recording.
The word “Check” is used to describe a task to
ensure that a condition conforms to prescribed
limits.
The word “Inspect” is used to describe a task
which requires a judgement.
EASA PART-66
MODULE 10
AVIATION LEGISLATION
APRIL 2012
123
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Clasification of Inspections
Scheduled Inspection
A Scheduled Inspection is any inspection
specified in the Approved Maintenance Schedule
(AMS) for an aircraft.
Routine Inspection/Check
Any Inspection or Check specified in the AMS
and forming a part of a Maintenance Check.
Transit or Ramp Check
A Routine Inspection or Check carried out during
turnaround or overnight stop, normally in the
airport terminal area.
Zonal Inspection
A Routine Inspection of a specified AMS Zone to
detect damage, discrepancies and general
condition.
Highlight Inspection
A Routine Inspection of an area, system,
component or detail as specified in the AMS to
detect damage, discrepancies and general
condition as specified in the AMS item.
NOTE:
Any of the above inspections may be
declared Mandatory by the CAA.
Reportable Structural Inspection (RSI)
Alternatively known as an Age Exploration
inspection. An inspection for structural
deterioration carried out as part of a Mandatory
sampling programme. All RSI findings, including
nil defects, are to be reported to the Aircraft
manufacturer and to the CAA.
Corrosion Prevention & Control Programme
(CPCP) Inspection
An inspection to detect structural corrosion and
to determine requirements for the Mandatory
corrosion control programme. Access
requirements for a CPCP Inspection are subject
to special rules. All corrosion findings above a
specified level are reportable to the
organisation’s Technical Services Branch
Structures Department and to the Aircraft
manufacturer.
Variable Frequency Inspection
An inspection to monitor the condition of structure
in which defects have been detected. All Variable
Frequency Inspection findings, including “No
change from previous finding”, are reportable to
the organisation’s Technical Services Branch
Structures Department.
Non-Scheduled Inspections
Special Checks /Additional Work Requirements
May include an Inspection or Check specified to
satisfy a unique requirement, not normally
repeated, to ensure airworthiness or to provide
information. Special Checks may implement a
Mandatory requirement.
Acceptable Deferred Defect (ADDs,).
May include an Inspection or Check specified to
ensure airworthiness or to provide information.
Conditional Inspection/Check
As required after an incident, e.g. Hard landing.
Supplemental Structural Inspection (SSI)
Alternatively known as a Fleet Leader inspection.
A Mandatory inspection to determine structural
fatigue introduced at a threshold in the life cycle
of high life aircraft in addition to Routine
Inspections and RSI’s. All positive SSI findings
are to be reported to the Aircraft manufacturer
and to the CAA.
124
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Scope of Inspection
Zonal Inspection
The limits of the area to be Inspected are defined
by Zone number and the access provided by the
specified removal of access panels and
components as defined by the AMS.
All Other Inspections/Checks
The area, component, system or detail to be
Inspected or Checked is described in the AMS,
Special Check, Work Requirement, EO or ADD
and/or on the associated work documents.
Extension of Inspection Area
Whenever a defect is found the area of
Inspection shall be extended as required to
ensure that the full extent of the defect is
identified.
Component Removal
Removal of components is not required for
inspection unless so specified. However, nothing
shall prevent a Certifying Engineer from requiring
additional access to carry out a Detail Inspection
to determine the full extent of a defect or to
investigate an indication of a potential defect.
Access and component removal requirements
for a Corrosion Programme (CPCP) Inspection
are subject to rules detailed in the relevant
section of the AMS.
The inspection levels defined below are specified
to ensure that defects which could impair
airworthiness or cause an unacceptable
economic penalty if not corrected prior to the
next scheduled inspection, are detected.
Walkround Inspection:
A visual inspection from the ground, to detect
obvious damage, leaks and other discrepancies.
The inspection is performed in the prevailing
environment using a hand torch as required.
Access equipment may be required to permit
an adequate investigation of apparent defects.
General Visual Inspection:
A visual inspection to detect obvious damage,
leaks and other discrepancies. A particular
viewing location may be specified. A certifying
engineer may require the aircraft to be placed
under cover and additional lighting or access to
be provided if this is necessary to perform an
adequate inspection.
Surveillance Inspection:
A visual inspection in a good light of a specified
area to detect damage or discrepancies in
structure, system and powerplant installations
and components. Panel, component and lining
removal, control surface position, cleaning and
access requirements will be specified. A
certifying engineer may require additional lighting
or access equipment to be provided and will use
inspection aids such as mirrors as required to
perform an adequate inspection.
Detailed Inspection:
A thorough visual inspection in good light of a
defined structural detail, system detail,
component or location to detect damage or
discrepancies. A certifying engineer may require
the removal of equipment or soundproofing, may
use hand lenses and may require NDT validation
as required to perform an adequate inspection.
Special Detailed Inspection
An inspection of a specified location or detail
using a Non Destructive Inspection technique
to detect a specific type of damage or
discrepancy.
EASA PART-66
MODULE 10
AVIATION LEGISLATION
APRIL 2012
125
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Scope of Inspection
What To Look For
The following conditions will be observed and
evaluated, as appropriate, on all inspections and
corrected as necessary. An AMS item may
contain supplementary information to further
define the inspection requirement. The
inspection requirement of Non-scheduled
Inspections/Checks will always be fully defined.
General
•
External evidence of damage
•
Dirt or debris likely to contaminate or inhibit
the proper functioning of a system, retain
corrosive fluids, cause excessive wear,
etc.
•
Broken seals and/or foreign bodies
indicating failure, incorrect maintenance or
unauthorised access
•
Spillages and accumulations of fluid or ice
•
Obstruction of drainage or vent holes or
overflow orifices
•
Evidence of fuel, air or system leaks,
discharge or overheating.
•
Correct seating and sealing of
assemblies, fairings and panels.
•
Serviceability and security of fasteners,
anchor nuts and receptacles, connections,
locking devices and electrical bonding
•
Legibility of notices.
•
Aerodynamic Cleanliness: Fit of doors,
access panels and fairings.
126
Metal structure, system bodies or casings,
general metal parts including pipes, ducting,
tubes, rods and levers and avionic and
instrument racking and panels, seat framing,
galley and toilet structures:
•
•
•
•
•
•
•
•
Evidence of chafing and wear
Distortion, dents, oilcanning, scoring and
cracking
Pulled or missing rivets, bolts, screws and
fasteners
Condition of fasteners and fastener holes
if parts are detached
Separation of structural bonding, failure of
welds and spot welds
Obstruction of drain paths
Corrosion and deterioration of protective
treatment.
Condition of corrosion inhibiting
compound.
Reinforced plastic structural parts, control
surfaces, fairings, radomes and ducting:
•
•
Cracking, scoring, crushing, resin crazing,
delamination, cracking and wear around
fasteners and degradation due to electrical
discharge
Fluid contamination
Control System Components:
•
Range of movement, friction, alignment,
fouling, bowing
•
Security of attachments, connections and
locking devices
•
Condition of fasteners and fastener holes
if parts are detached
•
Security, positioning and condition of
electrical bonding.
•
Cables: Evidence of fraying, kinking, wear
and flattening, over full range of movement.
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Scope of Inspection
Windows
•
General: Transparency, discoloration,
cleanliness, cracking, crazing and
delamination
•
Cockpit: Overheating
Rubber, fabric, and plastic pipes, seals,
cable insulation and coverings.
•
Cuts, chafing, kinking, twisting, loss of
flexibility and adequate free length
•
Contamination by fluids and corrosion
inhibiting compounds.
Electrical Motors, Alternators, Generators,
Actuators, Relays, Solenoids and Contactors
(Additional requirements if covers are removed)
•
General: Cleanliness, pitting, overheating,
burning and security of contacts and fluid
contamination
•
Motors: Brush wear and freedom in
retainers, correct bedding and adequate
spring tension.
Batteries
•
Corrosion, spilt electrolyte, security and
cleanliness
•
Attachment of terminals, condition of case
and vent system.
Furnishings and Seat Belts
•
Cleanliness, wear, security and condition
of stitching.
EASA PART-66
MODULE 10
AVIATION LEGISLATION
APRIL 2012
127
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Quality Control/Quality Assurance
Quality
In its broadest sense, quality is a degree of
excellence: the extent to which something is fit
for its purpose. In the narrow sense, product or
service quality is defined as conformance with
requirements, freedom from defects or
contamination, or simply a degree of customer
satisfaction. In quality management, quality is
defined as the totality of characteristics of a
product or service that bears on its ability to
satisfy stated and implied needs. Quality is also
rapidly embracing the nature or degree of impact
an organisation has on its stakeholders,
environment and society.
In the aviation industry, one of the key Quality
requirements is that of safety.
In the past, the Quality Department employed
Inspectors to make an ongoing assessment of
the Quality Standards in each work area of an
organisation and pass or reject work accordingly.
However, Quality can not be ‘inspected’ into a
product or service, it must be designed and built
into it. Therefore nowadays, in order to satisfy
customers, requirements and achieve
continuous improvement, a Company’s Quality
Systems are built on the principle that quality is
everybody’s responsibility. Every member of staff
is responsible for ensuring that the part of the
process that they control is operated to the
requirements of the MOE and Quality Policy.
Each member of staff must satisfy the Quality
Department that they can perform their work to
these requirements before authority to certify that
work is granted.
EASA Part-145 dictates that all Maintenance
Organisations must have a Quality department,
answerable to the CAA for the safety and Quality
issues within the organisation. The policy under
which this department operates is stated in the
EASA Part-145 Maintenance Organisation
Exposition (MOE). BCARs and ISO9001/
BS5750 also lay Quality responsibilities on the
organisation.
128
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
The Quality Department
The Quality Department is responsible for quality
management and is usually made up of several
teams working within each of the key areas of
the Maintenance Organisation to ensure it
remains in compliance with all the necessary
airworthiness regulatory requirements.
The department’s key responsibilities will be to:
•
•
provide an effective system of
Maintenance and Safety Approvals to meet
business needs and regulatory
requirements.
provide quality assurance to the
engineering community by putting
mechanisms in place to ensure the
organisation remains in compliance with
all applicable airworthiness requirements.
•
implement quality policy across the
organisation and ensure that Quality issues
are actively considered in decision making
across the company .
•
provide effective systems of independent
quality assurance to meet business needs
and regulatory requirements. Raise any
observed non-compliance or poor standard
to the attention of the manager of the area
concerned, with a time scale for remedial
action to be completed.
•
investigate accidents and occurrences,
and develop corrective and/or preventative
actions to remedy any safety, quality or
compliance related deficiencies in the
processes and the organisation.
•
establish and implement an evaluation
programme to review the engineering
maintenance standards of subsidiaries,
subcontractors and suppliers in
accordance with the regulatory
requirements.
EASA PART-66
MODULE 10
These Quality Management responsibilities can
be divided into three areas, Quality Assurance
(QA), Quality Control (QC) and Quality
Improvement (QI) tasks.
The definitions of the first two are frequently
blurred while the tasks involved all three are often
interdependent. However, the following definitions
may be applied.
Quality Assurance: the planned actions by
which the organisation can demonstrate with
confidence, or guarantee, that its product or
services will satisfy the quality requirements.
Quality Control: the techniques and activities
used to monitor and verify that the quality
standards and requirements are met.
Quality Improvement: the actions in response
to accidents, incidents and non-compliances, by
which corrections and controls are put in place
to restore the level of QA.
AVIATION LEGISLATION
APRIL 2012
129
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Quality Management
Quality Assurance
Within the context of an aircraft Maintenance
Organisation it can be seen that many of the
Quality Departments responsibilities have a QA
dimension. In fact in some organisations it is
known as the Quality Assurance Department.
As an example, it can be seen that a robust staff
Authorisation process plays a big part in assuring
that the requirements and standards are met.
Quality Control
As defined, the main QC functions of the
department are information collection. This is
done through a Quality Monitoring Process
(QMP) which has a number of elements
including:
Quality Audits – Periodic reviews of the systems
and activities associated with airworthiness and
quality performance within the approved
organisation by an independent team of Quality
auditors. The Audits are scheduled on a cycle
to ensure all areas within the organisation are
regularly examined. Unscheduled Audits may
also be carried out in response to problems. The
results are circulated within the organisation and
a report may be sent to the CAA as part of the
Company Approval.
Additional Audits may be carried out by CAA
auditors or EASA MAintenance Standardisation
Team (MAST) .
Product Sample – These are normally carried
out by a manager or person of similar status
within the department. The procedures and
adherence to them as well as the product
themselves are sampled and any discrepancies
are reported to the Quality Department.
130
Continuous Improvement Monitoring – This
allows staff and customers to report
discrepancies with facilities, equipment,
documentation, procedures and services, and
to make suggestions for Quality improvements.
Component Reliability Reports – Generated
by aircraft type and/or component type, these
are analysed for fault trends. Some of these will
be of interest to the Quality Department.
Ground Found Occurrence Reporting
(GFOR) – The means for reporting technical
matters which impact on airworthiness. GFORs
which are meet the Mandatory Occurrence
Report (MOR) criteria must be forwarded to the
CAA.
Air Safety Reports (ASR) – Similar to the
GFOR but raised by the flight crew. Significant
ASRs also have MOR status and are passed to
the CAA. Some of these will be of interest to the
Maintenance
Organisation’s
Quality
Department.
Quality Improvement
Many of the findings of the QC monitors and
audits will be fed back to the area’s management
for local resolution. These solutions may require
Quality approval.
Some discrepancies will drive changes to the
QA procedures. These will be developed and
introduced by the Quality manager for the area
concerned.
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Additional Maintenance Procedures
Extended range Twin engine OPerations
(ETOPS)
All Maintenance Organisations which support
twin engine aircraft operating over large
expanses of ocean must have an Extended
range Twin engine OPerations (ETOPS) policy
or procedure and approval.
Twin engine aircraft are not normally allowed to
operate more than 60 minutes single engine
flying time from a suitable airfield. However, this
rule can be alleviated for operators who can
demonstrate adequate reliability. A suitably
approved aircraft can operate routes taking it up
to 207 minutes single engine flying time (with
240 minutes proposed) from an airfield making
both transatlantic and transpacific flights viable.
EASA PART-66
MODULE 10
The aircraft manufacturer will normally apply for
ETOPS approval during the type certification
process for new aircraft, but existing ones will
require modification. Even when ETOPS
approved the aircraft may not be operated in this
way unless the Operator is also approved.
To be authorised to operate ETOPS flights with
older aircraft, the manufacturer or airline must
modify the airframe and propulsion systems with
various backup systems, e.g. hydraulic motor
generator, floatation devices, dual fuel
crossfeeds, additional cargo compartment fire
bottles, and standby navigation systems. These
aircraft modifications, coupled with increased
maintenance requirements, make ETOPS
operations extremely reliable.
AVIATION LEGISLATION
APRIL 2012
131
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Additional Maintenance Procedures
An air carrier initially seeking ETOPS approval
must apply for a waiver to the regulations which
apply to the Operator. In the UK approval is
granted by the CAA against requirements stated
in CAP 513. The initial approval for ETOPS is
granted in cautious increments to allow airlines
to build in-service experience and expertise in
operating over extended-routes with a particular
airframe/engine combination. The airline is
normally granted ETOPS in increments of 75
minutes, 120 minutes, 180 minutes and 207
minutes. These maximum diversion times are
to a suitable alternate airfield at the one-engine
cruise speed (during standard conditions, in still
air conditions).
An airline seeking ETOPS approval must first
show that it is capable of operating safely for
one year under the 75 minute ETOPS rule.
During this period, the airline must operate within
75 minutes of suitable alternates while over the
ocean. After 12 months of 75 minute ETOPS,
120 minute ETOPS may be granted if the
airframe-engine combination have performed
safely, e.g. maximum IFSD (in-flight shutdown
rate) of 0.05 shutdowns per 1000 hours (with
continuous improvement towards a 0.02/1000
hours, IFSD). The 12-month trial period may be
reduced if the air carrier has pervious experience
operating the same airframe or engine type in
domestic operations. To gain approval for 180
minutes ETOPS, the air carrier must operate
the extended range fleet for at least one year,
with an IFSD of approximately 0.02/1000 hours.
If this is satisfactory, 207 minutes may be applied
for. The prescribed IFSD should be maintained,
if the IFSD increases, the authority would reevaluate the air carrier’s ability to operate safely
under ETOPS.
132
ETOPS Dispatching
Special considerations must be followed in order
to operate an aircraft along a route with enough
options and fuel, to safely complete the flight as
dispatched or make a diversion (in the case of
an engine failure). MEL (Minimum Equipment
Lists) for ETOPS certified aircraft must be
developed which assure that the aircraft has
adequate redundancy to continually perform on
extended range routes. These back-up systems
should include: electrical, hydraulic, pneumatic,
flight instruments, fuel, flight control, ice
protection, engine start and ignition, propulsion
system
instruments,
navigation,
communications, and auxiliary power-units
(APU).
The fuel/oil supply required on ETOPS flights
must be calculated according to regulations,
which account for forecast weather along the
intended route (and on diversion routes at oneengine inoperative cruise levels). On ETOPS
flights, the departure fuel loading required is the
largest amount of the following: Non-ETOPS
flight (normal fuel reserves), or ETPC scenario
- simultaneous engine and pressurisation failure
at the ETP (Equal Time Point or midway)
between ETOPS alternates (critical fuel
scenario).
A critical fuel scenario is used to determine the
maximum amount of fuel needed to complete a
diversion to an ETOPS alternate at the ETP. The
scenario assumes failure of one-engine and the
pressurisation system at the ETP, and
immediate drift-down to 10,000 feet is required.
To create an added safety margin some fuel
contingencies are required: 5% fuel for weather
forecasting errors, 15% fuel burn for anti-icing
equipment, and additional fuel burn for APU use,
if an APU is the required power source in
diversion scenario.
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Additional Maintenance Procedures
ETOPS Maintenance
The operators ETOPS Manual will contain details
of the maintenance procedures employed to
support the approval. This will include activities
described below.
Data Collection and Analysis for engine, airframe
and system defects, component failure rates and
trends. This will be used to monitor the reliability
of the aircraft. Any significant events or
occurrences are reported to the CAA.
Replacement components must be approved to
ETOPS standard. Aircraft of the same type used
for non-ETOPS routes may have either ETOPS
or non-ETOPS parts fitted. Authority to fit nonETOPS components to ETOPS aircraft may be
granted but must always be accompanied by
an ADD in the Tech Log and the part replaced
as soon as possible..
Engine Health Monitoring is used as a predictive
tool to reduce the In Flight Shut Down rate and
improve reliability.
Fluid consumption rates recorded in the Tech
Log for trend analysis purposes.
Scheduled maintenance on primary systems
and critical tasks are staggered or performed
by independent work teams to prevent the
duplication of Maintenance Induced Error.
Some operators have found that maintaining all
their aircraft to ETOPS standards increases the
dispatch reliability considerably.
EASA PART-66
MODULE 10
AVIATION LEGISLATION
APRIL 2012
133
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Additional Maintenance Procedures
Reduced Vertical Separation Minima
(RVSM)
To enable greater flexibility in the use of
transoceanic air corridors, the vertical
separation criteria were reduced in 1997, from
2000ft to 1000ft above Flight Level (FL) 290
(29000ft). In 2002 this was extended to European
airspace and will eventually become the global
norm. These changes in vertical separation
minima were made possible by improvements
in the accuracy of altitude measuring equipment.
Each aircraft type must be approved for RVSM
operation. Newer aircraft have been designed
and built with this in mind and older aircraft have
been modified to satisfy the requirements.
Note:
Where RVSM and non RVSM parts
are available the IPC identifies which
part is RVSM approved.
Static system leak checks are not a requirement
if a quick disconnect is disconnected and
reconnected during an LRU change, providing
this is shown as an acceptable method in the
affected aircraft’s maintenance manual and only
one system has been broken down.
The aircraft may be returned to RVSM
compliance provided the defect can be positively
identified and rectified
If the defect cannot be positively identified an
altitude monitoring flight must be performed.
Certain maintenance procedures must be
followed to ensure continued RVSM compliance.
Minimum RVSM Compliance requirements for
the critical systems are:
The RVSM Critical Systems are:
•
Autopilot altitude hold
•
ATC Transponder
•
AirData
•
Altitude Alert
•
•
•
•
•
In addition, no damage outside the SRM limits
is permitted in the RVSM critical areas of the
fuselage (as identified in the AMM and SRM).
Where a system failure is reported and an RVSM
critical component is replaced by an RVSM
approved part, no further action is required other
than that specified in the maintenance manuals.
BITE is an acceptable method of testing after
an LRU change providing it fully meets the
requirements for clearing the reported defect.
134
2 Primary Air Data systems.
1 Autopilot Altitude Hold system.
1 ATC Transponder system.
1 Altitude Alert system.
No damage outside the SRM limits in the
RVSM critical areas.
Failure to meet any of the above dispatch
requirements or use of non-RVSM approved
spares will mean the aircraft being downgraded
to NON-RVSM compliant.
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Additional Maintenance Procedures
Specialist Inspection Techniques
Engine Health Monitoring (EHM)
This is a term sometimes used to refer to the
Non-Destructive Testing (NDT) and Engine
Health Monitoring (EHM) activities. Both have
their own procedures to ensure the health and
safety of the staff involved and the correct
application of the techniques.
Engine Health Monitoring is another specialist
activity and usually includes the microscopic
inspection of particles removed from engine
Magnetic Chip Detectors (MCDs) and the
spectrographic analysis of these particles,
particles found in filters, oil samples and
hydraulic fluid samples. Interpretation of the
results and recommendations of action from
these findings will be made by EHM staff.
Non-Destructive Testing (NDT)
NDT staff may work with radioactive materials
and sources of ionising radiation, so they are
governed by both national and international
regulations. These and all aerospace
requirements must be reflected in the
Maintenance Organisation’s procedures.
The Maintenance Organisation must have a
qualification and Authorisation procedure in
accordance with European Standards EN473 or
EN4179. The CAA recognises the scheme of
Personnel Certificate for Non-Destructive
Testing (PCN) administered by the British
Institute of Non-Destructive Testing as a suitable
qualification. The standards require the
department to be run by an accountable manager
qualified to PCN Level 3 (or equivalent).
While the requirements for EHM staff are less
stringent than for NDT personnel, they must still
be specially authorised to use the various
techniques and make recommendations upon
their findings.
The procedures and specifications followed by
these staff and recommendations for
authorisation will be made by a qualified and
experienced senior staff member.
The manufacturer or design organisation may
issue instructions and specify techniques to be
used for mandatory inspections. For nonmandatory inspections the nominated Level 3
holder will prepare procedures and instructions
for the techniques in which they are qualified.
The assessment and certification of inspections
will normally be performed by a Level 2 holder,
however a Level 1 holder may be authorised to
certify inspections which have a clear rejection
criteria and require no interpretation. This will be
determined by the nominated Level 3.
Certification will be made on the aircraft
documentation, and will clearly state the
technique and procedure used and the result
found.
EASA PART-66
MODULE 10
AVIATION LEGISLATION
APRIL 2012
135
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Control of life limited components
Three life processes are recognised as
applicable for the primary maintenance of
aircraft. These are;
Hard Time (Hard Life)
This is a preventative process whereby known
deterioration of an item is limited to an acceptable
level by the maintenance actions carried out at
time related periods (normally flight hours). The
prescribed action normally includes servicing,
overhaul, partial overhaul and replacement, in
accordance with instructions in relevant
manuals, so that the item concerned is either
replaced or restored to such condition that it can
be released for service for a further specified
period.
An example is the Air Starter Motor which will be
removed for servicing after a prescribed period
or number of cycles. During the workshop visit,
worn parts will be replaced and damage rectified.
After test, the life of the unit is set to zero.
On Condition
This is also a preventative process but one in
which the item is inspected or tested at specified
periods, to an appropriate standard in order to
determine whether it can continue in service (for
another scheduled interval).
The fundamental purpose of the process is to
remove an item before its failure in service. It
should not, therefore, be interpreted as a ‘fit it
and forget it’ philosophy.
Performance tolerance and wear or deterioration
limits should be contained in the Operator’s
Maintenance Manual. Wear/deterioration curves
for components in the On-Condition category
must be progressive and not of catastrophic
nature. Otherwise, the determination of suitability
for continued operation for another check interval
cannot be made.
136
An example is the Engine Health Monitoring
process where oil samples and magnetic chip
detector (MCD) debris for each engine are
regularly collected and submitted for
spectrographic analysis. By monitoring the level
and type of contaminant, the condition of the
engine can be assessed and a recommendation
of engine change be made just prior to failure.
Conditioning Monitoring
This is not a preventative process. Having
neither hard time nor on condition elements. It
is one in which information on items gained from
operational experience is collected, analysed
and interpreted on a continuing basis as a means
of implementing correct procedures. In other
words it is a statistically controlled process
The data collection and ATA chapter analysis
allow portrayal of information upon which
judgements relative to the safe condition of the
airplane can be made. Therefore, evaluation
programmes based on reports completed by
flight and/or cabin crews, aircraft Built In Test
Equipment (BITE), Airborne Indicating Detection
Systems (AIDS), Airplane Information
Management System (AIMS), Flight Data
Recorder (FDR), Quick Access Recorder (QAR)
and other equipment for ground check out of
system performance, may be used for Condition
Monitoring.
Other basic elements of a Condition Monitoring
programme may include data on : unscheduled
removals, maintenance log entries, pilot reports,
sampling inspections, functional checks, bench
checks, mechanical reliability reports, shop
findings and other sources of data pertinent to
determination of continued airworthiness.
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Control of life limited components
Condition Monitored Maintenance
(see CAAIPs Pt 1 Leaflet 1-7)
Component flight hours and cycles are defined
as:
This is a special maintenance programme that
formalises the application of the three primary
maintenance processes just described, to items
as prescribed in an Approved Maintenance
Schedule. Conditioning Monitoring is the
controlling activity of the programme.
Flight hours -
It’s introduction was greatly influenced by
changes in aircraft design philosophy, allied to
progress in engineering technology and the
provision of safeguards which are based on the
philosophy known as System Philosophy.
The programme is quite a sophisticated one and
is adopted for the maintenance of the larger
types of Transport Aircraft and where such
aircraft are introduced into service under what
is termed Maintenance Review Board
procedure, it has to be established by an
Operator even for single aircraft.
The Programme has two basic functions:
•
•
To provide a summary of aircraft fleet
reliability (by means of a statistical reliability
element) and so reflect effectiveness of the
maintenance being carried out.
To provide significant and timely
information by which improvements in
reliability may be achieved through
changes to the programme or to practices
for implementing it.
A properly managed Programme will contribute
not only to continuing airworthiness, but also to
improvement of fleet reliability, to better long-term
planning, and to reduced overall costs.
elapsed time measured from
aircraft chocks-off to chock-on
Flight cycle a one-way trip between
aircraft lift-off and touchdown
Block to block - a one-way trip from the original
terminal to the destination
terminal
A component with a ‘hard life’ of say, 4000 flying
hours, before requirement for a workshop visit
will also be ‘condition monitored’, e.g. a decision
to remove the component will not only be
determined at fixed intervals but also on the basis
of the condition of the component in service (as
evidenced by the system monitoring processes).
Furthermore the work package for the
component workshop visit is not rigid, but will
vary according to the incoming condition of the
component and its outgoing utilisation.
Once the component is released serviceable
from the workshop it will have a certain life
expectancy which can be quantified either in
terms of hours flown since the last shop visit, or
hours expected to be flown before the next shop
visit. In addition the life of a component can be
reduced as a result of inputs from an
Airworthiness Authority or a Manufacturer normally by Airworthiness Directive (A.D.) action.
The Engineering Maintenance Programme and
the ambient environment of the operation of the
component will affect the workshop restoration
costs and consequent value of the asset. This
is particularly pertinent for high value
components, such as engines, which are
frequently on lease.
An explanatory handbook on the subject of
Condition Monitored Maintenance is published
by the CAA (CAP 418).
EASA PART-66
MODULE 10
AVIATION LEGISLATION
APRIL 2012
137
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Control of life limited components
Within an Operator’s Management Exposition
the Quality Manual will usually define the method
of control for life limited components. This
process will vary between different Operators,
from a simple log Book tracking of life limited
components, using component cards which are
updated on a regular basis to a more
sophisticated computerised tracking system
which will automatically give real time status of
life limited component lives. These will ensure
the life of an aircraft component is not exceeded.
The information from the component cards or
the computer programme will enable the
Operator’s Planning department to schedule the
component removal to a convenient aircraft
hangar input.
In exceptional circumstances, and provided
there is provision in the Approved Maintenance
Schedule, there is scope for a possible nominal
extension of a component life by the Quality
Assurance department. A typical extension value
might be 5% or 100 hours, with the Airworthiness
Authority being informed of the escalation. There
is an agreed maximum number of component
escalations per aircraft permitted.
138
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Minimum Equipment List
The Authority carries out its obligations under
the terms of the Air Navigation Order by
authorising the use of Minimum Equipment
Lists (MEL’s).
CAP 549 Master Minimum Equipment Lists
(MMEL) and Minimum Equipment Lists
(MEL)
The purpose of CAP549 is to define and explain
the policy of the Civil Aviation Authority in regard
to Master Minimum Equipment Lists (MMEL) and
Minimum Equipment Lists (MEL)
CAP549 provides guidelines for aircraft
manufacturers on the preparation of an MMEL
and, specifies the means for an operator to
produce the MEL, so that an aircraft with
unserviceable equipment may be dispatched, to
the satisfaction of the CAA, in accordance with
Article 16.
Master Minimum Equipment List (MMEL).
Aircraft with an MTWA exceeding 2730kg, will
have a CAA Approved Master Minimum
Equipment List (MMEL).
A JAA MMEL or, where an approved MMEL has
not been produced for a particular aircraft type,
an equivalent document is acceptable to the
CAA.
The MMEL will deal with items of equipment
which may safely be permitted to be
unserviceable under certain conditions. It will not
necessarily include those items which are
essential for safety under all conditions; i.e.
permitted flight under certain limitations.
Minimum Equipment Lists (MEL)
In order to establish whether or not it is
acceptable to despatch an aircraft with
unserviceable equipment it will be necessary for
each operator to prepare and seek CAA
agreement to their own Minimum Equipment List
(MEL).
Such documents have been in regular use by
many operators and have been referred to by a
variety of names such as 'Allowable Deficiency
List' (ADL) and 'Despatch Deviation Manual'
(DDM)
The MEL cannot be less restrictive than the
MMEL and may have to be more restrictive to
reflect operators’ circumstances and
capabilities.
An MMEL is not an exhaustive list of all
equipment items required by law to be carried.
An operator may include in an MEL any additional
items that are required to be carried; e.g. an
operator may choose to include additional
torches, life cots etc.
Although production of an MMEL is not one of
the conditions for the issuance of a CAA Type
Certification or Certificate of Airworthiness, it is
strongly recommended that, for new aircraft
types, the MMEL is prepared during the
certification process and is completed before
entry into service.
The MMEL is applicable to an aircraft type but
does not take into account the operating
circumstances of individual operators of that
type.
EASA PART-66
MODULE 10
AVIATION LEGISLATION
APRIL 2012
139
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Minimum Equipment List
New Aircraft – UK Manufacture – UK
Certificated
The manufacturer should produce an initial draft
of the proposed MMEL in consultation with the
CAA. This draft will then be reviewed by a
committee chaired by the CAA . When finalised
and formally approved by the CAA, the MMEL
will be published by the manufacturer and carry
a CAA approval statement.
New Aircraft – Foreign Manufacture – UK
Certificated
For new aircraft of foreign manufacture which
are certificated by the CAA, where an MMEL has
already been issued and approved by the
Airworthiness Authority of the country of
manufacture, the CAA will take due account of
such lists and will normally restrict any changes
to those items affected by UK legislation or those
on which the CAA applies a different policy.
New Aircraft – Certificated by the JAA Joint
Operations Evaluation Board (JOEB).
The certification process for new aircraft which
are jointly certificated by the JAA requires the
establishment of a Joint Operations Evaluation
Board (JOEB).
The JOEB consists of representatives of the JAA
and may also possibly include, by invitation,
representatives of the Manufacturer/Type
Certificate Holder.
The JOEB will organise a review of the draft
MMEL by the appropriate JAA specialists. This
MMEL will then be approved by the JOEB
chairman on behalf of the JAA. The JOEB shall
exist as a body for as long as the aircraft type is
operated.
140
Amendments To The MMEL and MEL
UK Manufactured Aircraft – UK Certificated
Proposals to amend the MMEL may be initiated
by the CAA, or by the manufacturer or
operator(s).
Amendment
proposals
initiated
by
manufacturers or operators must be
accompanied by a technical justification which
should include any essential changes to the
associated operational and/or maintenance
procedures.
Aircraft Certificated by the JAA
MMEL amendment proposals shall only be made
to the JOEB Chairman, by the Manufacturer/
Type Certificate holder, the JOEB, a
Supplemental Type Certificate holder or a
Competent Authority.
Mandatory amendment of an MEL Is required
when:
•
•
the MMEL is amended so as to become
more restrictive or,
when required by the CAA in the light of
experience.
Voluntary amendment of an MEL may be carried
out when:
•
•
The MMEL is amended so as to become
less restrictive or,
As required by the operator, provided the
proposed change is no less restrictive than
the MMEL.
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Approved Technical Publications (ATP's) - Introduction
Technical manuals enable you to carry out your
maintenance functions in a correct and proper
manner. They are a constant source of
information to you as an Aircraft Maintenance
Engineer, so it is most important that you
understand their layout and function.
Before we begin, it may be appropriate to
consider the reasons why these manuals have
been published. Imagine all aircraft
manufacturers printing their own aircraft
manuals without consultation with other
manufacturers, The Engineer would have no idea
where to begin to look for information relating to
a particular subject if all manuals were different.
It would result in total confusion!
Publication
Abbreviation
Aircraft Maintenance Manual
Wiring Manual
WM
System Schematics Manual
SSM
Structural Repair Manual
SRM
*Illustrated Parts Catalogue
IPC
Component Maintenance Manual
CMM
Illlustrated Tool and Equipment Manual
TEM
Service Bulletin
ATA 100: Air Transport Association of
America; Specification 100
AMM
Weight and Balance Manual
SB
WBM
Non-Destructive Testing Manual
NDT
This specification standardised all aircraft
manufacturers' manuals into one simple format
for use world-wide. What it did for the Aircraft
Engineer was to enable him, no matter which
aircraft he was maintaining, to find relevant
information on a particular subject with ease.
The confusion was removed!
Power Plant Build-up Manual
PBM
Aircraft Recovery Manual
ARM
Fault Reporting Manual
FRM
Fault Isolation Manual
FIM
ATA 100 can best be summed up by quoting from
the Specification:-
Engine Manual
EM
This Specification established a Standard for the
presentation of technical data, by an aircraft,
aircraft accessory, or component manufacturer.
In order to standardise the treatment of the
subject matter and to simplify the users' problem
in locating instructions, a uniform method of
arranging material in all publications has been
developed.
*Precede by "Aircraft" or "Engine".
All aircraft manufacturers now conform to this
requirement.
Publications covered by this Specification may
be referred to by using abbreviations. Standard
abbreviations to be used are as follows:
EASA PART-66
MODULE 10
AVIATION LEGISLATION
APRIL 2012
141
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Example Breakdown of a Maintenance Manual
Each type of manual has its own ATA 100 layout.
Certain aspects, such as chapter subjects, are
common, while others, like page numbering, are
specific to the type.
Chapters 5 -12
“Aircraft General” (whole aircraft)
Chapters 51 - 57
“Structures Group”
5.
6.
7.
8.
9.
10.
11.
12.
51.
52.
53.
54.
55.
56.
57.
Time Limits/Checks
Dimension & Areas
Lifting & Shoring
Levelling & Weighing
Towing & Taxying
Parking & Mooring
Placards & Markings
Servicing
Chapters 20 - 49
“Airframe System Group”
(inc. Electrics & Avionics)
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
38.
39.
45.
49.
142
Std Pract Airframe
Air Conditioning
Auto Flight
Communications
Electrical Power
Equipt/Furnishings
Fire Protection
Flight Controls
Fuel
Hydraulic Power
Ice & Rain Protection
Ind/Recording Systems
Landing Gear
Lights
Navigation
Oxygen
Pneumatic
Vacuum
Water/Waste
Electrical/Electronic Panels &
Multi Purpose Components
Central Maintenance System
Airborne Auxiallary Power
Structures
Doors
Fuselage
Nacelles/Pylons
Stabilisers
Windows
Wings
Chapters 60 - 65
“Propellor/Rotor Group”
60. Std Pract-Prop/Rotor
(Helicopters)
61. Propellers
65. Rotors(Helicopters)
Chapters 70 - 83
“Power Plant Group”
70.
71.
72.
73.
74.
75.
76.
77.
78.
79.
80.
81.
82.
83.
91.
Std Practices-Engine
Power Plant
Engine
Eng Fuel & Control
Ignition
Air
Engine Controls
Engine Indicating
Exhaust
Oil
Starting
Turbines
Water Injection
Accessory Gear Boxes
Charts
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
ATA 100 Series - Numbering System
Although we have looked at the general
arrangement of chapters in accordance with ATA
100 Series, each chapter is further broken down
into sections and subjects, each of which is
numbered in a three part numbering system.
The first number of the three part numbering
system identifies the chapter number of the
major system to which the subject belongs.
The second number is the section number that
serves to identify all of the information pertaining
to a system, sub system or group of
assemblies.
The third number is the subject number that
serves to identify a specific unit or component
within a subject.
Chapter
Flight Controls
Section
Elevator and Tab Control System
Subject
- 0 For complete system information
- 14 or higher number for individual
component (unit) coverage
ATA 100 NUMBERING SYSTEM
EASA PART-66
MODULE 10
AVIATION LEGISLATION
APRIL 2012
143
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
ATA 100 Series - Effectivity
One important point to bring to your attention is
that the lower left portion of the page has an
Effectivity Number. This number normally
identifies the aircraft serial number or
manufacturer's number that the subject refers
to.
If the Effectivity reads 'all' then the subject
information relates to all types of equipment or
aircraft irrespective of any other serial numbers.
144
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Presentation Standards (ATA 100)
Each subject is divided into page groups in blocks
of 100 assigned as follows:1 - 100 Description and Operation.
The purpose of this block is to explain the
location, configuration, function, operation and
control of a complete system. The specification
requires that the text and illustrations be
presented in a form which is also suitable for
the training of maintenance personnel.
201 - 300, Maintenance Practices.
The purpose of this block is to describe:
Servicing, Removal/Installation, Adjustment /
Test, Inspection/Check, Cleaning/Painting and
Approved Repairs. Depending on the extent of
the work to be carried out in each case, the
procedures may be combined into one topic, or
they may be treated individually in additional page
blocks of 100 from 301 to 900.
101 - 200 Trouble Shooting.
Topic
In the maintenance of any type of aircraft, good
trouble shooting is done by a rationalised
process of elimination and not by guesswork.
To make this effective, this block of page groups
is set out in the form of charts having three basic
headings: 1. Possible Causes, 2. Isolation
Procedure and 3. Correction
Servicing
Removal/Installation
Adjustment/Test
Inspection/Check
Cleaning/Painting
Approved Repair
Page Blocks
Pages 301-400
401-500
501-600
601-700
701-800
801-900
The ‘three element number’ together with the
page number will appear on each page at the
bottom.
EASA PART-66
MODULE 10
AVIATION LEGISLATION
APRIL 2012
145
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Maintenance Manuals and Parts Catalogue
The Maintenance Manual and Illustrated Parts
Catalogue will be the most used of all manuals
in a line/hangar environment. It is therefore
important to practice using them at the earliest
opportunity.
Maintenance Manuals
The Maintenance Manual contains all the
necessary information to enable Aircraft
Engineers to service, troubleshoot, functionally
check and repair all systems installed in the
aircraft. It includes information that is necessary
for the Engineer to perform maintenance tasks
or minor adjustments to the components on the
flight line or in the hangar. The information in the
manual relates to the particular aircraft
configuration that is operated by the company.
Component Maintenance Manual
These manual are compiled by the component
manufacturer or approved company to overhaul
their own components away from the aircraft.
Using the same format as Aircraft Maintenance
Manuals, the instructions contained in the
Component Maintenance Manual enables an
experienced Engineer to rebuild and fully test
overhauled components removed from the
aircraft.
As previously mentioned, the Aircraft
Maintenance Manual gives guidance to the
Engineer in respect of minor repair procedures
to the aircraft's structure. As this is only basic
information, there is a need to go deeper into
aircraft structural repairs. This is accomplished
by the use of the Structural Repair Manual.
Illustrated Parts Catalogue
Because of the complexity of aircraft systems
and structures, we need to identify components
for removal or replacement. It can be said that
most components and structures should have
Part Numbers stamped on them, however,
maybe due to environmental problems or just
age these markings do get removed. So, we
must have some means available to isolate and
identify components or aircraft parts. This is
achieved by using the Illustrated Parts
Catalogue.
This manual presents component breakdown of
structure and equipment in dissembly sequence.
It includes cut-aways and exploded diagrams
with each individual part numbered. This manual
uses the same ATA 100 coding system.
We have so far discussed the Maintenance
Manual and seen that it refers to aircraft systems
and components fitted to the aircraft. However,
many components of a mechanical nature
require to be removed from the aircraft and sent
away either to a support bay or back to the
manufacturer for overhaul. To accomplish this
task, the manufacturer or approved company
has to work to a Component Maintenance
Manual.
146
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Structural Repair Manual
The Structural Repair Manual contains details
of repair materials to be used for structures
which are subjected to field repairs, that is,
typical repairs generally applicable to the
structural components of the aircraft that are
likely to be damaged. It also contains information
relative to:
•
Material identification and substitution
•
Corrosion control
Riveted repairs
•
Descriptions of procedures that must be
carried out
•
Lists of riveted fastener installation
•
Fastener codes
It also lists appropriate protective treatments
which must be carried out after all the repair work
has been completed.
EASA PART-66
MODULE 10
AVIATION LEGISLATION
APRIL 2012
147
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
Revision and Amendment
Revision and Amendments to Manuals
Where changes have been made affecting
maintenance, overhaul and repair as, for
example, by the issue of Service Bulletins, it is
necessary for these changes to be incorporated
in the relevant manuals. Manufacturers’ Service
Departments are, therefore, required to review
their manuals at
certain periods for the purpose of issuing
revisions and amendments to all registered
holders of manuals.
Each copy of each revision is issued under a
covering letter (known as a Letter of Transmittal)
which details the revision number, issue date,
and the manual pages to be removed and pages
to be added by the revision. When the revisions
have been incorporated, their numbers and
issue dates are entered on a ‘Record of
Revisions’ page at the front of each manual. In
manuals conforming to ATA Specification No.
100, a ‘list of effective pages’ is also provided
for each manual so that the holder may check
that a manual is current.
In cases where it is necessary to issue essential
information in the shortest possible time, e.g.
when it is planned to incorporate a change
covered by a Service Bulletin, a temporary
revision or amendment is published for inclusion
in the relevant manual. These revisions or
amendments are
printed on yellow paper and they remain in the
appropriate chapters of manuals until they are
replaced by pages issued through the normal
revision service.
A list of effective temporary revision pages, also
printed on yellow paper, is issued together with
the list of effective permanent pages.
All Approved Technical Publications must be
produced and amended in accordance with
British Civil Airworthiness Requirements,
Chapter A5-3 or Chapter B5-3 as appropriate.
In the case of ATP's held on microfilm,
"Temporary Revisions", and "Alerts" should be
held in the appropriate "Manual Supplement".
These should be conveniently situated to enable
use with the relevant microfilm.
148
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
All Weather Operations
Introduction
Performance Categories
The ILS is an Approach and Landing aid, capable
of generating the guidance signals for manual
or automatic precision approaches and
automatic landing.
ILS provides guidance down to the pilots critical/
decision height i.e the height below which the
pilot must have visual contact with the runway
or abort the landing. The actual figures depend
in part on the ICAO performance category of the
ground installation, as follows:
For precision approaches and automatic
landings, the pilot and/or the autopilot requires
the following information:
·
the aircraft’s position relative to the
extended centre line of the runway in the
horizontal plane, i.e on, to the left or to the
right of the centre line. This is known as
the Localiser System and has a reception
range of approximately 25NMs from the
runway threshold at between 2,000 and
3,000 feet.
·
Accurate guidance down to 200 feet above
the ILS reference point.
·
·
the aircraft’s position in the vertical plane
relative to the ideal descent path i.e on,
above or below. This is known as the Glide
Slope System and has a reception range
of approximately 10NMs from the runway
threshold at an altitude of 2,000 feet.
the distance at specific intervals in NMs or
feet from the runway threshold. This is
known as the Marker System and
consists of three low powered beacons
that radiate signals vertically upwards,
known as the Inner, Middle and Outer
markers.
Category 2
Accurate guidance down to 50 feet above
the ILS reference point.
·
·
Category 1
Category 3
Accurate guidance down to and along the
surface of the runway.
The ground installation performance categories
must not be confused with the ILS operational
approach categories which are defined in terms
of Decision Height (DH) and Runway Visual
Range (RVR) by ICAO, as follows:
Category
1
2
3A
3B
3C
DH Mtrs (Ft)
60 (200)
30 (100)
15 (50)
RVR Mtrs (Ft)
800 (2,600)
400 (1,200)
200 (700)
30 (150)
ZERO
The ground installation is not the only component
essential for operations down to the minima
associated with the different categories. The
airborne components vary in complexity and
capability from a simple ILS meter for Cat 1
approaches to computer controlled , duplicated
or triplicated systems with auto-throttle, autokick off drift and automatic roll-out guidance for
Cat 3 operation. The lower the minima, the more
reliable, complex and costly the airborne
systems must become.
EASA PART-66
MODULE 10
AVIATION LEGISLATION
APRIL 2012
149
A i r c r a f t
M a i n t e n a n c e
L i c e n c e
T r a i n i n g
All Weather Operations
RUNWAY
EXTENDED RUNWAY
CENTRE LINE
GLIDEPATH
150
AVIATION LEGISLATION
APRIL 2012
EASA PART-66
MODULE 10