Professional Documents
Culture Documents
LRTT Ltd
Cotswold Airport
Cirencester
Gloucestershire
GL7 6BA
Issue: 01/12
For Training Purposes Only
LRTT 2012
M10
Aviation Legislation
Hangar K4
Cotswold Airport,
Cirencester,
Gloucestershire,
UK,
GL7 6BA
LRTT LTD
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Cotswold Airport
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Feb 2012
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Summary of ICAO
S Formed in 1944 in Chicago
S Part of United Nations
S Members are sovereign countries
S Purpose is to harmonise international standards in civil aviation
ICAO Regulations
The regulations laid down by ICAO are contained in annexes to the Chicago
Convention, each covering one particular aspect of aviation legislation. All
ICAO member countries must comply with these regulations as a condition of
joining ICAO. These annexes however are not documents which we will refer
to either on this course or, most likely, in our work as aircraft maintenance
personnel. The requirements detailed in the annexes form the minimum
standards for civil aircraft operation worldwide and are the framework on which
national (eg. UK CAA, US FAA) and other international (eg. EU) regulations are
based.
In our study of aviation legislation we will mainly focus on EU legislation, but it
should be kept in mind that these regulations must satisfy the minimum
standards laid down within the ICAO annexes.
Module 10 (A/B1/B2)
PART 66
Background
The first aircraft flew at the very beginning of the twentieth century. At that
time there were very few other aircraft around and the only person in danger
was usually the pilot so no legislation was created. Very soon however, the
potential of air travel was realised by many people and aircraft became more
numerous and were able to carry passengers. Eventually, at about the end of
the first world war, the first aviation regulations were created. These were
mostly national regulations and only in some countries as aircraft still did not
travel very far and seldom internationally. There were some international
agreements within Europe but nothing worldwide. As the years went by aircraft
became much more sophisticated and safer as well as being able to travel far
greater distances and eventually it was realised that some form of worldwide
standardisation was necessary.
REGULATORY FRAMEWORK
AVIATION LEGISLATION
M10.1 REGULATORY FRAMEWORK
Cotswold Airport
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Feb 2012
Introduction
After joining ICAO at the Chicago convention the UK government in 1949
passed the Civil Aviation Act. This was an act of law and was applied to all civil
aviation activities. There is still a Civil Aviation Act in force within the UK and
its requirements are laid down in CAP 393, The Air Navigation Order (ANO).
The act was amended over time and the Civil Aviation Act of 1971 formally set
up the Civil Aviation Authority (CAA). The CAA was formed in April 1972 as
the first unified and independent body controlling civil aviation.
AVIATION LEGISLATION
M10.1 REGULATORY FRAMEWORK
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Feb 2012
Introduction
The Joint Aviation Authorities (JAA) was an associated body of the European
Civil Aviation Conference (ECAC) representing the civil aviation regulatory
authorities of a number of European States who had agreed to co--operate in
developing and implementing common safety regulatory standards and
procedures. This co--operation was intended to provide high and consistent
standards of safety and a level playing field for competition in Europe.
Much emphasis was placed on harmonising the JAA regulations with those of
the USA.
The JAA Membership was based on signing the JAA Arrangements
document originally signed by the then current Member States in Cyprus in
1990.
Based upon a decision by the European Civil Aviation Conference (ECAC) in
adopting the FUJA II (Future of JAA) report, it was decided to disband the JAA
system as of 30 June 2009 but keep the JAA Training Organisation
running, based in Hoofddorp, The Netherlands.
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Annex
Part 21
Feb 2012
Figure 1
Certification
Specifications
CS 23
CS 25
CS 27
CS 29
Annex 2
Part 145
Maintenance
Organisations
Annex 4
Part 147
Training
Organisations
Annex 1
Part M
Continuing
Airworthiness
Annex 3
Part 66
Certifying
Staff
PART 66
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AVIATION LEGISLATION
M10.1 REGULATORY FRAMEWORK
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Supporting documents.
The requirements in each part sometimes need clarification so for each part
there are Acceptable Means of Compliance (AMC) and Guidance Material
(GM).
Acceptable Means of Compliance will lay down one acceptable method
for complying with the requirements. This method is acceptable to the
Authority but is not the only method which may be used. A different method
could be used providing that the authority will accept it.
Guidance Material gives some explanation of the contents of a
requirement and helps to clarify what the requirements are saying.
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M10.1 REGULATORY FRAMEWORK
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AVIATION LEGISLATION
M10.1 REGULATORY FRAMEWORK
Figure 2
Guidance Material
Requirements
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General
The figure below shows the relationship between the various EASA.
AVIATION LEGISLATION
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Figure 3
Feb 2012
AVIATION LEGISLATION
M10.1 REGULATORY FRAMEWORK
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PART 145
AVIATION LEGISLATION
M10.3 PART 145
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M10.3 PART 145
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training) must be carried out at least every two years. A suggested training
syllabus for human factors is contained in GM 145.A.30(e).
(f) The organisation must demonstrate that it has sufficient qualified staff to
carry out non destructive testing (NDT) on aircraft. The only NDT method that
can be carried out by B1 staff is the colour contrast dye penetrant test.
(g) If an organisation wishes to run a line station then it must have enough B1
and B2 certifying staff. This means that they must have enough staff who are
B1 and B2 licence holders and who have undergone a qualification process
allowing them to release aircraft back into service after maintenance has been
carried out. Additionally, the organisation may employ Cat A line certifying
mechanics to support the B1/B2 staff. This means that the line station could
run with less B1/B2s but not without them completely.
(h) If the organisation wishes to carry out base maintenance activities it must
have sufficient Cat C certifying staff as well as B1/B2 staff working as support
staff. In this situation the B1/B2 support staff supervise each individual task
and then, when all tasks have been completed, the Cat C base certifying
engineer makes the final certification to release the aircraft back to service.
(i) Part 145 states that component certifying staff shall comply with Part 66. A
check of Part 66 reveals that at the present time there are no licences for
component certifying staff and that they should continue to be certified in
accordance with the applicable national standards. In the UK this is covered by
British Civil Airworthiness Requirements (BCARs).
(j) There are certain cases in which maintenance can be carried out by non
licence holders, these mostly concern activities outside the EU or when the
aircraft is away from base.
If an organisation is based outside the EU but gains Part145 approval it would
be very difficult and expensive to only be able to employ Part 66 licence
holders as certifying and support staff. Provision is made for them to use
holders of licences issued in that country instead.
Another exception is where an aircraft is stuck at a remote location and there is
no Part 145 organisation there who can repair it. In this case a local licensed
engineer with the relevant experience and training could be given a one off
authorisation to carry out the job.
In some cases a repetitive preflight airworthiness directive can be carried out
by the flight crew and not necessarily by a Part 66 licence holder.In both of the
above cases the Part 145 organisation must establish the competence of the
person to carry out the work and must keep a record of all details.
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AVIATION LEGISLATION
M10.3 PART 145
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It is the responsibility of the organisation to keep all records which support the
authorisations, this would include;
details of Part 66 licence held.
all relevant training completed.
the scope of the authorisation issued.
details of staff with limited or one-off authorisation.
Records of all authorisations and supporting documentation must be held by
the organisation for at least two years after the person leaves the organisation
or the authorisation is withdrawn.
The issue and control of the staff authorisations and the record keeping is the
responsibility of the quality department.
If requested, the organisation must give the holder of the authorisation a copy
of it when he leaves the company.
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In this case it is acceptable to use the third partys system but a procedure
must be in place to ensure that the paperwork is used correctly.
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Part 7/8 Supplementry Procedures for FAR 145 Repair Stations and
Transport Canada Civil Aviation Maintenance Organisations,
respectively
These parts are used when an organisation is approved under USA or
Canadian regulations as well as EASA regulations. Their purpose is to highlight
the difference between the sets of regulations.
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AVIATION LEGISLATION
M10.3 PART 145
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145.A.95 Findings
When the NAA carries out its audits it will compare the standards found in the
organisation with the standards laid down in the regulations. If there are any
areas where the organisation is not in compliance then this is called a finding
and will be highlighted to the organisation at the end of the audit.
Obviously some of these findings will be more serious than others so there are
two classifications;
A level 1 findings is any significant non-compliance with Part 145 requirements which lowers the safety standard and hazards seriously the flight
safety.
A level 2 finding is any non-compliance with the Part 145 requirements
which could lower the safety standard and possibly hazard the flight safety.
When these findings have been notified to the organisation then the responsible persons in the company must define the corrective actions to be taken
and must carry out the corrective actions to the satisfaction of the authority.
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AVIATION LEGISLATION
M10.3 PART 145
Feb 2012
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Module 10 (A/B1/B2)
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Block 1 The name and country of the Member State where the approval
was issued.
Block 2 Pre-printed Authorised Release Certificate/EASA Form 1.
Block 3 The unique number established by the numbering system/
procedure of the organisation identified in block 4; this may include
alpha/numeric printed characters.
Block 4 Name and address of the company releasing the component.
Block 5 Reference to a particular contract or internal process in order to
provide faster traceability.
Block 6 This to provide item numbers so that components can be
individually referred to and identified in Block 12.
Block 7 Name or description of the component, preferable the name used
in the illustrated parts catalogue (IPC).
Block 8 Part number, again preferably the number used in the IPC, AMM
or Service Bulletin.
Block 9 State the quantity of items being released.
Block 10 If the item is required by regulations to be identified with a serial
number, enter it here. Additionally, any other serial number not required by
regulation may also be entered. If there is no serial number identified on the
item, enter N/A.
Block11 This block will contain one or more of the following words as a
basic description of the work which is being certified by this Form 1.
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Figure 4
EASA Form 1
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Figure 5
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Figure 6
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Figure 7
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Figure 8
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Module 10 (A/B1/B2)
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Figure 9
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Module 10 (A/B1/B2)
PART 66
Feb 2012
66.A.1 Scope
The scope of Part 66 is to detail the requirements for issue of an aircraft
maintenance engineer licence and the conditions of the licence validity.
66.1
This details that the competent authority shall be the authority designated by
the member state to issue Part 66 licences. In the UK this is the Civil Aviation
Authority (CAA).
Content
As with all EASA parts there is a section A and a section B. Only section A will
be considered in this course. Section A is further sub-divided into basic
training (the training required to qualify for a licence) and type training (the
training required to add a type rating to a licence). At the end there are
appendices and here we find the knowledge requirements, the modules
required for each category of licence, the contents of each module and the
level of the questions. Additionally there is information relevant to type training
and an example of a Part 66 licence.
Introduction
Part 66 makes up Annex III to the EASA Implementing Regulation (Continuing
Airworthiness). It describes the eligibility criteria and qualifying process for
personnel who wish to become certifying staff or support staff in organisations
carrying out maintenance of aircraft.
PART 66
AVIATION LEGISLATION
M10.2 PART 66
Page: 35
66.A.15 Eligibility
An applicant for an aircraft maintenance licence shall be at least 18 years of
age.
66.A.10 Application
The applicant for a licence must apply to the relevant competent authority
using an EASA From 19. Although licences from all member states have equal
validity across the EU, when a licence has been issued it can only be
processed by the issuing authority. For example if a licence is issued by the
UK CAA and the holder goes to live in Germany, the licence must still be
renewed, extended and any type ratings added by the CAA and not by the
German LBA or any other authority.
Additionally it is not permitted for a person to hold Part 66 licences issued in
more than one country. This does not however prevent an engineer holding a
Part 66 licence as well as a US licence or other foreign, non-EU licence.
There is no restriction on the number or combination of Part 66 licence
categories which can be held by one person.
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PART 66
Feb 2012
Category B1
A category B1 licence holder can gain authorisation to certify for maintenance
of the aircraft structure, aircraft mechanical and electrical systems as well as
powerplants. Additionally, he can certify work on the aircrafts avionic system
as long as that work requires only simple tests to prove serviceability. If the
avionic work requires extensive use of test equipment and a degree of decision
making (troubleshooting then the work must be carried out by a licenced B2
engineer.
Cat B1 licence automatically gives the holder Cat A privileges in that sub
category. This means that the holder of a B1.1 licence would also hold Cat A1
privileges. These categories are both annotated on the licence.
Category A
A Category A licence holder can certify minor scheduled line maintenance and
simple defect rectification for which he is specifically trained and qualified and
has performed himself. He cannot certify work carried out by other people.
Minor scheduled line maintenance means checks up to but not including A
check or up to and including weekly checks depending on the check system in
use on that particular aircraft.
Line maintenance includes is defined as any maintenance that is carried out
before flight to ensure that the aircraft is fit for the intended flight. It includes
trouble shooting, defect rectification, component replacement, scheduled
maintenance, and minor repairs and modifications. Anything deeper than this
is classed as base maintenance. This list is found in AMC66.A.20(a)
The list of tasks which a Cat A licence holder can be authorised for is found in
AMC145.A.30 (g).
66.A.20 Privileges
This part details what the holder of each category of licence is allowed to
certify. It is important to remember that holding the licence is only one part of
gaining certification privileges and that a licence alone does not allow the
holder to do anything.
AVIATION LEGISLATION
M10.2 PART 66
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Language Requirements
In all cases the licence holder must have enough relevant, recent experience in
order to keep his authorisation and must be able to demonstrate an ability to
communicate satisfactorily in the language in which the organisations technical
documentation is written.
In particular he must be able to interpret the information in the technical
manuals, be able to make understandable entries in the technical paperwork
and communicate sufficiently with other technical staff and flight crews. In
Europe most of this work is done in English but some organisations write their
internal manuals in their own language (most notably the French).
Category C
A category C aircraft maintenance licence permits the holder to issue
Certificates of Release to Service (CRS) following base maintenance on
aircraft. This privilege applies to the aircraft in its entirety.
Category B2
The holder of a B2 licence can gain authorisation to certify work carried out on
aircraft avionic systems.
B2 licence holders does not include A licence privileges.
It should be noted that as there are no sub-divisions of B2 licences, the holder
can work on any aircraft irrespective of whether it is an aeroplane or helicopter
or whether it has turbine or piston engines.
Module 10 (A/B1/B2)
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Feb 2012
NOTE:
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M10.2 PART 66
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Feb 2012
Cat A
For a Cat A licence holder to gain a task rating he must complete specific
training for that task.
Example; a licence holder wishes to gain certification authorisation to carry out
mainwheel replacements on A320 aircraft.
They must undergo theory training specific for that task including the use of
documentation and company procedures.
They must undergo practical training for that task.
They must carry out the particular task a number of times under
supervision.
When completed the certification authorisation can be issued.
The authorisation is only valid while the licence holder remains with the
company that issued the authorisation.If they leave the company then the
authorisation becomes invalid. The authorisation also becomes invalid if the
licence is not renewed, is revoked, or if the licence holder does not undergo
continuation training.
If the holder is required to gain additional authorisations to carry out other tasks
on the same type of aircraft or mainwheel replacements on a different type
then he must go through the same process for each new authorisation.
The training can only be carried out by a Part 145 or Part147 approved
organisation with specific approval to carry out the training. This will be
detailed in the companys exposition.
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M10.2 PART 66
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Cat C
The process for Cat C licence holders is as above but with no practical
element.
Cat B and C
For Cat B1 or B2 the process is more complicated. In these cases the licence
must have a type rating before any authorisation can be issued.
In order to gain a type rating the licence holder must successfully complete an
approved type course given by the Authority or by an approved Part 147
organisation. This course must include both practical and theory elements and
must cover all aspects of that aircraft type included in the relevant licence
category. The theory training must cover all technical aspects of the aircraft as
well as experience from incidents, significant ADs and any human factors
issues specific to that type. This training can also include computer based
training and simulator work. The practical training must be between two weeks
and four months long depending on the applicants previous practical
experience. The practical training must be structured and recorded in a way
that is acceptable to the authority, sometimes by the use of experience sheets
or a logbook.
Once the training has been completed an application can be made for a type
rating to be added to the licence.
The authority will check the application and if satisfactory will reissue the
licence with the applicable type rating on it.
The applicant is then able to seek approval from a Part 145 organisation.
Module 10 (A/B1/B2)
PART 66
Oct 2010
EU OPS states that no operator may operate an aeroplane for the purpose ofcommercial air transport unless it is approved in accordance with EU OPS.This
approval is indicated by the issue of an Air Operators Certificate (AOC) which
constitutes the organisation s approval to operate.
In order to gain AOC the operator must show that they meet all safety
requirements and they must allow the competent authority access to the
operation to ensure compliance.
The organisation must not have an AOC issued by another member state and
they must have their principal place of business in the country in which they
intend to gain approval.
The organisations approval process will be similar to that looked at in Part 145
in that they will need to prove adequacy of management, personnel, facilities,
equipment etc. and must create an exposition detailing how they will comply.
The organisation must as part of the approval process show the NAA that they
have satisfied the maintenance requirements of Part M for all of its aircraft.
General
EU--OPS details the requirements to be met by any organisation based in the
EU wishing to operate civil aircraft for commercial air transportation. It does not
cover military operations. It is based on, and similar to JAR OPS which it
supersedes. Eventually it is intended that there will be an EASA Part OPS, this
is currently proposed for 2012.
EU OPS is divided into four parts;
EU OPS 1 - Concerns the operation of aeroplanes for Commercial Air
Transport.
EU OPS 2 - General Aviation (Aeroplanes).
EU OPS 3 - Commercial Air Transport (Helicopters).
EU OPS 4 - General Aviation (Helicopters).
EU OPS
AVIATION LEGISLATION
M10.4 EU OPS
Page: 39
OPERATORS RESPONSIBILITIES
Module 10 A/B1/B2
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Oct 2010
If the aircraft has a seating capacity of nineteen passengers or more then there
must be a door between the flight deck and the passenger compartment and it
must be placarded Crew Only and must be lockable to prevent passengers
from entering.
Each internal door must be marked with a placard if it is the route for
passengers to reach an aircraft exit.
Each external door must be placarded as Exit or Emergency Exit and must
bear instructions for the operation of the door. In the case that the door is
inoperative it may be possible to dispatch the aircraft (In accordance with the
MEL) but the exit must be placarded with a red and white No Entry sign and
the exit and opening instructions placards must be covered.
AIRCRAFT MARKINGS
EU OPS states that the following documents must be carried on every flight.
S Certificate of Registration
S Certificate of airworthiness
S Noise Certificate
S Copy of the Air Operator s Certificate
S Aircraft Radio Licence
S Insurance Certificate
The flight crew must carry a valid licence with rating for that flight.
In addition to these documents there must also be:
S The current parts of the ops manual and the flight manual
S The technical log
S Mass and balance information
S Flight plan, maps, charts and met data required for the flight.
S Information about the aircraft s passengers and cargo.
DOCUMENTS TO BE CARRIED
AVIATION LEGISLATION
M10.4 EU OPS
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PART M
AVIATION LEGISLATION
M10.6 PART M
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New Aircraft
Figure 10
Airworthy Condition
AVIATION LEGISLATION
M10.6 PART M
Continuing Airworthiness
Airworthiness
Review
Maintenance
Continuing
Airworthiness
Management
Operation
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Less
Airworthy
Condition
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Jan 2011
Content
Part M Section A is divided into nine subparts which have letter designations A
to I. The subsections A and B apply to all activities under Part M. Subsections
D, E, F and H are concerned with the maintenance of small aircraft not used
for commercial air transport and subsections C, G and I are concerned with the
continuing airworthiness of all aircraft.
In order to present the information in a logical sequence for the reader to
follow, the subsections will be considered in the following order: A, B,C,G,I, F,
D, E, H.
General
Part M is Annex I to IR Maintenance and lays down the requirements which
must be met in order to ensure the continuing airworthiness of an aircraft in
service. As with the other Parts it is divided into Section A which details the
actions which the organisations must follow to ensure continuing airworthiness
and Section B which contains the procedures to be followed by the
Airworthiness Authorities to ensure that the organisations remain in
compliance. Only Section A will be considered here.
AVIATION LEGISLATION
M10.6 PART M
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AVIATION LEGISLATION
M10.6 PART M
Jan 2011
Figure 11
Part M Layout
Subpart A: General
Subpart B: Accountability
Subpart C: Continuing Airworthiness
Subpart G: C.A Management Organisation
Subpart I: Airworthiness Review Certificate
Subpart F: Maintenance Organisation
Subpart D: Maintenance Standards
Subpart E: Components
Subpart H: Certificate of Release to Service
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M.A.201 Responsibilities
This subpart details who is responsible for which actions with respect to
continuing airworthiness.
The owner of the aircraft is responsible for the continuing airworthiness
of the aircraft and he must ensure that the aircraft never flies unless it is in an
airworthy condition, all operational and emergency equipment fitted to the
aircraft is serviceable, the certificate of airworthiness is valid and all required
maintenance has been carried out.
If the aircraft is leased out to another operator the responsibility shifts to this
operator if this is part of the lease contract. This agreement must be clearly
stated in the contract.
If the aircraft is a small aircraft not used for commercial air transport then this
continuing airworthiness function can be carried out by the operator or
contracted completely to another Continuing Airworthiness Management
Organisation (CAMO) approved under Part M subpart G.
In the case of a large aircraft or and aircraft used for commercial air transport,
the continuing airworthiness function must be carried out by the operator who
must gain Part M subpart G approval as part of his Air Operators Certificate
(AOC). Some parts of the continuing airworthiness function may be sub-contracted to another organisation but these activities remain the direct
responsibility of the operator.
All aircraft maintenance activities must be carried out by organisations
approved either under Part 145 or under Part M subpart F. All aircraft used for
commercial air transport or any component for such an aircraft must be
SUBPART B ACCOUNTABILITY
This subpart introduces Part M and simply states that Part M establishes the
measures to be taken to ensure that airworthiness is maintained, including
maintenance. It also states that Part M specifies the conditions to be met by
the organisations wishing to gain approval to carry out these continuing
airworthiness activities. It will be seen later in the course that organisations
can gain approval under subpart F for maintenance of some aircraft, under
subpart G for management of continued airworthiness and under subpart I for
the issue of airworthiness review certificates.
SUBPART A GENERAL
GENERAL
AVIATION LEGISLATION
M10.6 PART M
Page: 45
maintained by a Part 145 organisation. Small aircraft, not used for commercial
air transport can be maintained by an organisation approved under Part M
subpart F. This does not mean that the operator must hold Part 145 or Part M
subpart F, just that he can demonstrate that the maintenance will be carried out
by such an organisation. The maintenance organisation is responsible for the
standard of all work which it carries out but the requirement for the work to
be done remains the responsibility of the operator.
The operator is also responsible for ensuring that the pre flight inspection is
carried out. This must be carried out by a suitably qualified person but need
not be by an approved maintenance organisation or by Part 66 certifying staff
as the pre flight inspection is not considered maintenance.
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Each aircraft must have at least one logbook for the airframe, one for each
engine and one for each variable pitch propeller. There may also be individual
engine module log cards and log cards for other life limited components.
The record system must also include the operators aircraft technical log.
The record system must show the aircrafts current airworthiness state such as
compliance with directives, the status of modifications and repairs, the status of
compliance with the maintenance programme and a list of any deferred
maintenance.
The continuing airworthiness records must be kept for the following lengths of
time;
Detailed maintenance records of the aircraft and its life limited components;
24 months after the aircraft is permanently withdrawn from service.
Total time and flight cycles; at least 12 months after the aircraft is
permanently removed from service.
Time and flight cycles since the last scheduled maintenance; at least until
the next scheduled maintenance of equivalent depth and scope.
Aircraft AD status; until at least 12 months after the aircraft was completely
removed from service.
Details of mods and repairs vital to flight safety; at least 12 months after the
aircraft or component has been permanently removed from service.
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M.A.705 Facilities
The organisation must show that they have adequate office accommodation for
all of the planned activities of the company.
General
This subpart describes the requirements to be met by any organisation wishing
to gain approval to carry out continuing airworthiness management. This
approval will normally constitute part of the air operators certificate.
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Before airworthiness review staff can gain an authorisation they must carry out
an airworthiness review under supervision and be formally accepted by the
competent authority.
The airworthiness review staff must be listed in the CAMO.
The organisation must keep records of all the qualified staff.
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M.A.602 Application
This subpart covers the requirements which must be fulfilled by an organisation
who wish to carry out maintenance on small aircraft which are not used for
commercial air transportation. It was set up in order to allow a very small
organisation to gain maintenance approval without the complex structure of a
Part 145 company.
Generally, Part M subpart F approved organisations have fewer than ten
employees; if they are any bigger then it is usual to gain Part 145 approval.
General
All aircraft must be maintained by approved organisations. Large aircraft and
aircraft used for commercial air transport must be maintained by organisations
holding Part 145 approval the requirements of which are covered in Module
10.3.
Small aircraft not used for commercial air transport can also be maintained by
Part 145 organisations but also by organisations approved under Part M
subpart F. These are normally smaller organisations and the requirements of
subpart F are like Part 145 but less complex. The main difference between the
two is that subpart F does not require a complex quality system. Subpart F
has sometimes been referred to as Part 145 Light and this is a good
description, the requirements are much the same but not as complex as Part
145.
MAINTENANCE
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are required, they cannot be manufactured and kept in stock. All manufactured
parts must be inspected and clearly marked for identification so that they are
completely traceable.
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stores without damage and to store the parts in accordance with the
manufacturers instructions.
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certifying staff and the requirements for aircraft CRS issue are detailed in
subpart H
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M.A.619 Findings
When the competent authority carries out its audits, any non compliance is
referred to as a finding. The levels of findings are the same as discussed in
Part 145.
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M.A.501 Installation
No component may be fitted to an aircraft unless it is in a satisfactory condition
and carries the relevant certification. Aircraft components require a Form 1
issued by a Part 145, Part 21 or Part M approved organisation. Raw or
consumable materials and standard parts require a statement that they have
been manufactured in accordance with the relevant standard. The materials
and standard parts are only to be fitted if they are expressly authorised by the
aircraft or equipment manufacturer.
SUBPART E COMPONENTS
Rectification of Defects
Any defect which would hazard the safe operation of the aircraft must be
rectified before the aircraft can fly. The defect must be assessed by
appropriately qualified certifying staff and must either be rectified before further
flight or deferred in accodance with the approved minimum equipment list.
Any defect not hazarding the aircrafts safety must be rectified as soon as
practicable after the time that the defect was first identified and within any limit
specified in the maintenance data.
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The certifying staff involved in installing the component must carry out certain
checks prior to the installation. A check must be made to ensure that the
component is eligible to be fitted to the particular type of aircraft or equipment
in question, this must take into account the possibility of there being different
modification standards. He must verify the general condition of the component
and ensure that it has not received any damage or been exposed to any
condition which could affect its serviceability. He must also check that the
component was received in the correct type of packaging and that all protective
plugs and caps are present. Also, a check should be made to ensure that the
shelf life of the component has not been reached.
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component. This tag should contain all relevant information about the
component including; in service time, any defects, involvement in any accident
or incident etc.
The component will then be forwarded to an organisation where it will be stored
as either unserviceable or unsalvageable.
Unserviceable means that the component can be repaired or somehow
reworked and restored to a serviceable condition and put back into service.
Unsalvageable means that the component is not recoverable and cannot be
returned to service. In this case the component is scrap. In the past there
have been problems with scrap components returning to service with bogus
paperwork claiming that the component is serviceable. This must be avoided
so when components are scrapped they must be mutilated in some way to
ensure that they cannot possibly be reused. The exception to this is when the
component is released to an organisation for training or research.
In some cases unsalvageable components will be securely stored as
sometimes a repair scheme will become available in the future.
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General
When an aircraft or aircraft product has been found to be satisfactory then this
is indicated by the issue of a Type Certificate. An aircraft product is an aircraft
engine or propeller. Before an aircraft can be awarded type certification the
engines and propellers to be fitted to the aircraft must first gain type
certification. Once this has been achieved then the aircraft is eligible for a
Certificate of Airworthiness.
The Type certificate is issued by the NAA responsible for the approval of the
design of the aircraft. In the UK this is covered by BCAR Section A.
Along with the Type Certificate, a Type Certificate Data Sheet is issued. This is
a document which details the specification of the aircraft including the exact
type and mark, the dimensions and weight of the aircraft, type of engines and
equipment fitted etc.
General
Before an aircraft can be given clearance to fly, every aspect surrounding that
aircraft must be approved in the interests of air safety. The design,
manufacture, continued airworthiness, operation and maintenance
arrangements must all be approved before the aircraft can be allowed to fly.
Each of these areas is covered by specific legislation.
EC Regulation No 1702/2003
This regulation deals with the airworthiness and environmental certification ofaircraft and aircraft products. It is divided into several parts called certificationspecifications (CS) each dealing with a specific area. These regulations detail
the standards to which the aircraft must be built. For example, the safety
features which must be designed in, the performance of the aircraft at all
phases of flight, the safety margins for weight and balance and fuel loading etc.
CS 23 Deals with the certification specifications for small aeroplanes.
CS 25 Covers the certification specifications for large aeroplanes.
CS 27 and 29 cover the specifications for small and large helicopters
respectively
TYPE CERTIFICATION
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EASA REGULATIONS
AIRCRAFT CERTIFICATION
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Also included under EC Regulation No 1702/2003 is Part 21. This covers the
approval of companies involved in the design and production of aircraft or
components. There are a variety of different approvals under Part 21 and a
company may apply for one or more of them.
If an organisation successfully carries out the design of an aircraft which gains
type approval then that organisation becomes the type certificate holder and is
the only agency which can apply to change the type design.
If an organisation receives approval to design a modification to an aircraft for
which it is not the type certificate holder, then it can become a supplementary
type certificate holder. An example is where a company can carry out the
design of special VIP fits to aircraft. The manufacturer (eg Airbus) would be the
type certificate holder but another company could obtain approval to fit special
interiors for very rich clients. The design of these interiors would have to be
approved as everything is on aircraft but the design need not necessarily
belong to Airbus but can belong to the design company which becomes the
supplementary type certificate holder.
PART 21
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Certificate of Airworthiness
This document is the internationally recognised document certifying an aircrafts suitability to enter service. It is a requirement of ICAO and is issued by
the National Authority to an individual aircraft. The aircraft s Flight Manual is
also covered by the certification and forms part of the certificate. To qualify for
C of A the design must be approved and the individual aircraft must be shown
to have been manufactured in accordance with the design. The Certificate is
issued for one aircraft only and the aircraft serial number is shown on the
certificate which is held by the aircraft operator. The presence of a C of A does
not mean that the aircraft is automatically fit to fly, the C of A is only valid if the
aircraft has been maintained in accordance with the maintenance schedule and
any action deemed essential by the NAA for continued airworthiness has been
carried out.
General
Once an aircraft has received type certification it is still not yet allowed to fly.
Before entering service it must qualify for various certifications regarding itssafety, environmental impact and radio equipment.
AIRCRAFT DOCUMENTS
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Certificate of Registration
Before an aircraft can enter service anywhere in the world it must have a serial
number from its home country and some evidence of its registration. This
registration is shown by the issue of a Certificate of Registration which comes
from the NAA of the country of registration. The certificate carries details of the
aircraft and it s serial number as well as the owner s name. The C of R has
no expiry date but is only valid whilst the aircraft is held by one owner, it
becomes invalid with change of ownership.
An aircraft can only be registered in one country and so can have only one
Certificate of Registration. If the aircraft is sold abroad then the C of R must be
returned to the issuing authority before it can be registered in it s new country
of registration.
Permit to Fly
A Permit to Fly is generally issued when a certificate of airworthiness is
temporarily invalid, for example as the result of a damage, or when a certificate
of airworthiness cannot be issued because the aircraft does not comply with
the essential requirements for airworthiness or when compliance with those
requirements has not yet been shown, but the aircraft is nevertheless capable
of performing a safe flight.
EASA is responsible for the approval of the flight conditions on the basis of
which a permit to fly can be issued by the Competent Authority of the Member
State of Registry, or of the Member State prescribing the identification marks.
The Agency approves the Flight Conditions in cases related to the safety of the
design, defined as follows:
S the aircraft does not conform to an approved design
S an Airworthiness Limitation, a Certification Maintenance Requirement or an
Airworthiness Directive has not been complied with;
S the intended flight(s) are outside the approved envelope.
This new Agency responsibility is exercised for aircraft registered in the EU
Member States, Iceland, Lichtenstein, Norway and Switzerland, for which a
permit to fly is required, except for the aircraft excluded by Annex II of the
Basic Regulation 216/2008, or by its Article 1.2 (products engaged in military,
customs, police or similar services, even if other aircraft of the same type, that
are not engaged in such activities, are subject to regulation by EASA.).
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Weight Schedule
Every individual aircraft has to be weighed and have its centre of gravity
established when it is manufactured, two years later and then every five years
after that. Additionally, the aircraft must be weighed after any process which
has the potential to change the weight of the aircraft for example, after aircraft
painting, after major structural modification, etc.
The weight and balance data is held by the operator.
Noise Certificate
Another certificate required before the aircraft can go into service is the Noise
Certificate, this certifies that the aircraft complies with the noise regulations of
the issuing country. In these days of increased sensitivity to environmental
matters the acceptable noise levels are always being reduced making the noise
certification of aircraft harder all the time. Noise levels are generally set by
international agreement and thus, in most developed countries the noise
regulations will be the same and qualification in each individual country is not
necessary.
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GENERAL
MAINTENANCE DOCUMENTS
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Specification ATA 100 is the industrys recommended format for the layout of
aircraft technical manuals. The system has been adopted by all major aircraft
manufacturers and others in the industry and is familiar to all aircraft engineers
the world over.
The maintenance documents for almost all aircraft and aircraft components are
divided into the so called ATA chapters in accordance with ATA 100. These
chapters run from 1 to 91 and the chapters always contain the same
information for, example chapter 27 will cover flying controls in the various
manuals for all aircraft types.
Each chapter is further sub divided into systems and sub-systems to help to
further identify a particular area or component. Chapter 27, for example, could
be further sub divided to give a reference in the format 27--23--00. This
indicates chapter 27, section 23, sub section 00 and can be used as a
reference to direct someone clearly to a particular procedure or can be used as
a reference on a workcard entry.
The Air Transport Association of America (ATA) was formed in 1936 in Chicago
by a group of fourteen airlines and has played a major role in the US
government decisions regarding aviation matters including the creation of the
Civil Aeronautics Board and the creation of the air traffic control system. The
purpose of the ATA is to promote knowledge of the air transport industry and to
attempt to increase efficiency and cost effectiveness and safety within the
industry.
ATA Specifications
As part of its work, the ATA has set up certain specifications regarding aircraft
maintenance, training and documentation. A selection is listed below.
ATA 100
Manufacturers Technical Data.
ATA 104
Guidelines for Aircraft Maintenance Training.
ATA 105
Guidelines for training and and qualification of personnel for
non destructive testing.
ATA 106
Qualification guidelines for approved parts and sources.
ATA 300
Packaging of aircraft spares.
ATA 2000
Integrated data processing material management.
ATA iSpec 2200 Information standards for aviation maintenance.
MSG 3
Maintenance program development program.
WASG
World Airline and Suppliers Guide.
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Figure 12
ATA Chapters
Page: 62
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Normal Revision
Normal revision of technical documentation is issued by the aircraft
manufacturer or design authority and has the same approved status as the
original manual. Normally these revisions are released quarterly but may also
be released at the time of major change to the manual. Dates on the amended
pages will be changed to reflect the date of amendment but the remaining
pages will be reprinted with their original date.
Each revision will be consecutively numbered and the revision will carry the
same date of issue as the amended pages. The revision will be accompanied
by a letter of transmittal which will carry details of the revision number, effective
date and instructions for the removal and replacement of pages. In the case of
paper books, they are normally in a loose leaf form and amendment is made by
the removal and insertion of pages. In the case of microfiche, microfilm or CD
rom then amendment is made by the replacement of the fiche, film or disc.
The manuals all have a record page for the revisions to recorded on and this
will have areas for recording the revision numbers, the date of incorporation
and who incorporated the revision. The revisions should be transmitted from
the manufacturer or design organisation within ten days of the revision date
printed on the pages and the revision should be incorporated into the manuals
as soon as possible by the receiving organisation.
REVISION OF DOCUMENTATION
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Temporary Revision
If there is an instance where the manufacturer decides to release an
amendment at short notice and there is not time to prepare a complete revision
then a temporary revision may be released. These are normally printed on
yellow paper to draw the users attention to the revision.
Each temporary revision has its own unique reference number within a
particular ATA chapter and they are released consecutively. The temporary
revision will be accompanied by instructions for the insertion of pages and for
the removal of superseded temporary revisions if applicable. Temporary
revisions may not themselves be revised, if there is a change to a temporary
revision then it must be replaced in its entirety by another temporary revision
with a new number.
An overview of all temporary revisions for a particular document is published on
the Record of Temporary Revisions for that document. In the case of
documents on microfiche, microfilm or CD rom the temporary revisions must be
kept in a file adjacent to the reader or computer and the fiche, film or CD will be
annotated to draw attention to the presence of the temporary revisions.
The temporary revisions are normally replaced by being fully incorporated in
the next normal revision.
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Figure 13
Temporary Revision
Normal Revision
Page: 64
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Technical Documents
Aircraft Maintenance Manual (AMM)
Illustrated Parts Catalogue (IPC)
Wiring Diagram Only (WDM)
Aircraft Schematics Manual (ASM)
Component Maintenance Manual (CMM)
Structural Repair Manual (SRM)
Flight Test Manual (FTM)
Trouble Shooting Manual (TSM)
Fault Isolation Manual (FIM)
Minimum Equipment List (MEL)
Configuration Deviation List (CDL)
Maintenance Programs
Maintenance Planning Document (MPD)
Maintenance Schedule (MS)
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The Operator must produce a maintenance program (MP)for each aircraft used
for CAT. It must detail the intervals at which certain components on the aircraft
must be inspected, lubricated or overhauled. It will also detail any mandatory
life limits on components. Also detailed in the MP will be how these
inspections and tasks are to be arranged into packages such as A check, C
check etc.
The MP will normally have a reliability programme to analyse its effectiveness.
It must also show clearly to which aircraft or fleet it applies and must have an
amendment record.
Before the Maintenance Schedule can be used it must be approved by the
national aviation authority (the CAA in the UK). Any change to the
Maintenance Programme must be approved by the CAA prior to being put into
place.
MAINTENANCE PROGRAMMES
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Topic or Subtopic
Description and Operation
Trouble Shooting
Maintenance Practices
Servicing
Removal / Installation
Adjustment / Test
Inspection / Check
Cleaning / Painting
Approved Repairs
Despatch Deviation Guide
Nov 2011
Page Block
001 to 099
101 to 199
201 to 299
301 to 399
401 to 499
501 to 599
601 to 699
701 to 799
801 to 899
901 to 999
General
The Aircraft Maintenance Manual (AMM) contains the information necessary to
allow the mechanic to carry out correct scheduled maintenance and
rectification on the aircraft and its systems including the engines and, if
applicable, the propellers. The AMM is produced by the aircraft design
authority and is applicable to one aircraft type only. The manuals may then be
customised for a particular operators aircraft. The manual will indicate which
aircraft operator it is applicable to and it will list the effectivity on each page.
The effectivity will allow the user to ensure whether a particular procedure is
applicable to a particular aircraft. If the wrong effectivity or the wrong manual is
used then the work may be illegal and the aircraft should not be released back
to service until the correct procedure has been carried out.
The manuals are configured in accordance with ATA100 and in each chapter
there is a description of the particular system to allow the reader to gain an
understanding of the operation of that system. In each sub-section there will
be information relating to the servicing, repair, replacement, adjustment,
inspection and test of a particular component or system. Each topic or
sub-topic is divided into page blocks and they follow an ATA 100 system as
shown below.
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Manual Structure
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Figure 14
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General
The Illustrated Parts Catalogue (IPC) is produced by the aircraft manufacturer
and is designed to allow the aircraft mechanic to identify replaceable
components on the aircraft. It consists of exploded drawings showing every
area of the aircraft and associated pages listing the illustrated parts and giving
the part numbers of parts, sub-assemblies and assemblies. Every component
on the aircraft which can be replaced should be listed in the IPC, although in
some cases not all of the components will be illustrated. The IPC is a
companion to the AMM, has the same structure as the AMM and is divided into
ATA chapters.
As with the AMM, the IPC may be customised to the particular aircraft operator
but the drawings in the IPC will show all components whether they are
applicable to this operator or not. For this reason it is important to check the
effectivity of the aircraft against the drawing before ordering spares.
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Figure 15
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Contents
Aircraft Schematic Manual (ASM)
Aircraft Wiring Manual (AWM)
Aircraft Wiring List (AWL)
General
The wiring diagram manual (WDM) covers the documentation of all aspects of
the wiring on the aircraft, engine and components. The purpose of the manual
is to permit a full understanding of electrical and electronic systems, operation,
troubleshooting and maintenance.
The wiring diagram manual is sub divided into three parts.
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Figure 16
Wiring List
Wiring Manual
Schematics Manual
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Manual Organisation
The manual will contain sufficient information to return the component to a
serviceable condition. Also included are the test and inspection techniques to
verify the condition of the component.
General
The Component Maintenance Manual (CMM) contains the information required
for the maintenance,repair and overhaul of aircraft components. The manual is
intended for use in a workshop environment by overhaul technicians rather
than by aircraft mechanics but the information is useful to the aircraft mechanic
because it provides detailed information on the assembly and operation of the
particular component.
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Technical Content
Later on, in the main body of the manual, the CMM contains a Necessary
Information section containing all of the technical information that should be
required by the overhaul technician to carry out the necessary work in the
workshop after the component has been removed from the aircraft. The
section contains the following;
Description and Operation
Testing and Fault Isolation/Automated Test Requirements
Disassembly
Cleaning
Check
Repair
Assembly
Fits and Clearances
Special Tools
Fixtures and Equipment
Illustrated Parts List (IPL)
The presence of all of these sections means that there should be no need for
further manuals in order to complete the work.
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Figure 17
Title Page
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General
The purpose of the Trouble Shooting Manual (TSM) is to allow the systematic
identification, isolation and rectification of aircraft faults. The book details the
most likely faults on the aircraft and gives the procedure to isolate and rectify
the fault. Normally this is in the form of a flow chart which follows a logical
progression through isolation of the fault with references made to the relevant
AMM chapters and sub-sections as necessary. The TSM is the title given to
this book by Airbus and Fault Identification Manual (FIM) is the Boeing name.
SRM Organisation
The SRM is divided into chapters in line with ATA 100.
Chapter 51
Structures -- General
Chapter 52
Doors
Chapter 53
Fuselage
Chapter 54
Nacelles / Pylons
Chapter 55
Stabilizers
Chapter 56
Windows
Chapter 57
Wings
General
The Structural Repair Manual (SRM) contains all the information necessary to
carry out identification and repair of damage to the aircrafts structure. The
information contained will allow the tradesman to assess the damage to the
aircraft, identify the allowable limits for damage at that particular point, and to
carry out the appropriate repair if necessary.
The SRM contains information for all aircraft of the particular type and is not
customised to a particular operator.
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Figure 18
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Airworthiness Directives (AD) are released by the EASA when it is decided that
a particular maintenance action is required to ensure continued airworthiness of
a particular aircraft type. The information contained in the AD will be at least; a
description of the dangerous condition, the aircraft affected by the AD and the
action required to make the aircraft airworthy. The information normally
originates from the aircraft manufacturer in the form of a Service Bulletin or
Emergency Service Bulletin and if EASA deem it necessary for continued
airworthiness then they will release an AD stating that the work must be carried
out by a certain date or number of flight cycles in order for the aircraft to remain
in service. If the actions are not carried out in time then the aircraft must be
removed from service until the action is carried out except in exceptional
circumstances when an extension to this time limit may be granted. If the
requirement for the work is deemed to be urgent and a short timescale is
essential then EASA will issue an Emergency AD (EAD) which will be sent
immediately to all owners and operators of the aircraft type. Additionally, EASA
will advise all airworthiness authorities of ICAO states in which the relevant
aircraft is operated so that the information can be distributed in that country via
the local arrangements. These requirements for ADs was laid down in Joint
Airworthiness Requirement (JAR 39) which came into effect in the UK on 1 July
2003.
These ADs are recorded in a register in the UK known as CAP 747. Previously
the ADs issued by the CAA (before EASA) were recorded in a book entitled
Mandatory Aircraft Modifications and Inspections Summary (MAMIS) which is a
CAA publication. This book still exists as a record of ADs issued but it will no
longer be added to. MAMIS is a distinctive red book and each page has a red
band along the top.
Page: 76
Service Bulletins (SB) are released by the aircraft design authority and detail
recommendations concerning the maintenance or operation of the aircraft.
They may include technical or procedural information which has been found to
be advantageous to the aircraft or to the operator or maintenance organisation.
The information is not mandatory and it is up to the operator whether he carries
out the work. Only if the national authority decides that the action has an effect
on airworthiness will it make the action mandatory by the issue of an AD (see
previous paragraph).
SERVICE BULLETINS
Module 10 (B1/B2)
PART 66
AIRWORTHINESS DIRECTIVES
AVIATION LEGISLATION
M10.7 APPLICABLE NATIONAL AND
INTERNATIONAL REQUIREMENTS
Nov 2011
AVIATION LEGISLATION
M10.7 APPLICABLE NATIONAL AND
INTERNATIONAL REQUIREMENTS
Figure 19
Module 10 (B1/B2)
PART 66
Nov 2011
General
A modification is a change made to an aircraft from its original state. This can
take the form of change to the stricture or systems or can be the replacement
of a component with a different one. For example, the removal of one type of
radio and the fitting of a different one would be classed as a modification.
As we have already seen, the aircraft gains certification for its design and build
at a certain standard, any change to the aircraft would be a departure from that
standard so the modification itself must be approved.
AIRCRAFT MODIFICATIONS
AVIATION LEGISLATION
M10.7 APPLICABLE NATIONAL AND
INTERNATIONAL REQUIREMENTS
Page: 78
Minor Modifications
If a modification is classed as minor, the design can be certified by the CAA
and this approval is given on form AD 261.
Major Modifications
A major modification must have a design certified by an approved design
organisation and this design must satisfy all of the criteria laid down at the time
the aircraft was originally certified as well as any criteria laid down by the CAA
for that particular case. Once a modification has been designed and certified,
application is made to the CAA on form AD 282 and this must be forwarded,
along with the certificate of design for the modification and any necessary
changes to the flight manual or operations manual, to the CAA. The CAA will
then carry out an investigation of the modification and if they are satisfied then
they will give approval by the issue of an Airworthiness Approval Note
(AAN).
Only after receipt of this approval can the modification go ahead.
Types of Modification
A modification will be classified as major or minor depending on its effect on
the aircraft. If the modification would have an effect on aircraft safety then it
will always be classified as major, if the modification is classified as minor then
it has no bearing on airworthiness.
Module 10 (B1/B2)
PART 66
Nov 2011
Non-involvement of EASA
When the approval of flight conditions is not related to the safety of the design,
the Agency is not involved, but only the Competent Authority of the Member
State of Registry, or of the Member State prescribing the identification marks.
Examples of such conditions are:
S production flight testing for the purpose of conformity establishment;
S delivery/export flight of a new aircraft the design of which is approved;
S demonstrating continuing conformity with the standard previously accepted
by the Agency for the aircraft or type of aircraft to qualify or re--qualify for a
(restricted ) certificate of airworthiness.
Aircraft affected
EASA responsibility is exercised for aircraft registered in the EU Member
States, Iceland, Lichtenstein, Norway and Switzerland, for which a permit to fly
is required, except for the aircraft excluded by the Annex II of the Basic
Regulation 216/2008, or by its Article 1.2 (products engaged in military,
customs, police or similar services).
EASA Responsibility
A Permit to Fly is generally issued when a certificate of airworthiness is
temporarily invalid, for example as the result of a damage, or when a certificate
of airworthiness cannot be issued for instance when the aircraft does not
comply with the essential requirements for airworthiness or when compliance
with those requirements has not yet been shown, but the aircraft is still capable
of performing a safe flight.
EASA is responsible for the approval of the flight conditions on the basis of
which a permit to fly can be issued by the Competent Authority of the Member
State of Registry, or of the Member State prescribing the identification marks.
The Agency approves the Flight Conditions in cases related to the safety of the
design, defined as follows:
S the aircraft does not conform to an approved design; or
S an Airworthiness Limitation, a Certification Maintenance Requirement or an
Airworthiness Directive has not been complied with; or
S the intended flight(s) are outside the approved envelope.
(http://easa.europa.eu/certification/permit--to--fly.php)
AVIATION LEGISLATION
M10.7 APPLICABLE NATIONAL AND
INTERNATIONAL REQUIREMENTS
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Module 10 (B1/B2)
PART 66
Nov 2011
A Conditions
To qualify to fly under A conditions the aircraft must be a non-EASA aircraft
registered in the UK and had a relevant application approved by the CAA.
Some of the puposes for which an application may be made are:
S To qualify for the issue, renewal or validaion of a C of A.
S To carry out a functional check of a previously approved modification of the
aircraft.
S Proceed to or from a place where any approved work is to be carried out.
S Proceed to or from a place at which the aircraft is to be or has been stored.
S Carry out a functional check, test or in--flight adjustment in connection with
the carrying out of any overhaul, repair, previously approved modification,
inspection or maintenance.
Before the aircraft carries out the test flight it must have a Certificate of
Fitness for Flight issued by the maintenance organisation. It has a maximum
validity period of seven days and is issued in duplicate with one copy being
held off the aircraft. The company issuing the certificate must have specific
approval to do so in their Part 145 approval.
AVIATION LEGISLATION
M10.7 APPLICABLE NATIONAL AND
INTERNATIONAL REQUIREMENTS
Page: 80
Flights under B conditions may also be carried out by non-EASA aircraft which
are not registered in the UK. The aircraft may be flown for the following
purposes;
To test the aircraft and its systems.
To prove a modification.
To qualify for a C of A.
Demonstrating the aircraft for sale.
To fly the aircraft to a place where some mandatory work can be carried out
or to the place of display, C of A qualification, etc.
The flight must be operated by a person approved by the CAA for the purposes
of the listed conditions.
If the aircraft is not registered in the United Kingdom it must be marked in a
manner approved by the CAA for the purpose of these conditions. It must also
comply with various ANO articles as if it were registered in the United Kingdom.
No person may act as pilot in command of the aircraft except a person
approved for the purpose by the CAA.
The aircraft must not carry any cargo, or any persons other than the flight crew
except the following:
S Persons employed by the operator who during the flight carry out duties or
are tested or receive training.
S Persons acting on behalf of the CAA, manufacturer or employed by the
operator who have duties in connection with the purpose.
Non-EASA aircraft operating in the United Kingdom (UK) which have a valid CAA
certificate of airworthiness (C of A) or a permit to fly, may, under certain
circumstances laid down in the UK Air Navigation Order (CAP 393 Shedule 2), be
allowed to:
S experiment with or test aircraft, including engines and equipment.
S enabling the aircraft to quailify or validate its C of A.
S demonstrate and display the aircraft, engines or equipment.
S giving flying training or flight crew testing.
S proceed to or from a place where maintenance or painting takes place.
B Conditions
Module 10 (B1/B2)
PART 66
Nov 2011
NOTE:
Non----Standard Operations
Aircraft are often flown for purposes other than those associated with their
most common use. Such non----standard uses may well allow less stringent
minimum equipment requirements.
AVIATION LEGISLATION
M10.7 APPLICABLE NATIONAL AND
INTERNATIONAL REQUIREMENTS
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Module 10 (B1/B2)
PART 66
Nov 2011
General
ETOPS stands for Extended Twin--engined OPerationS.
Previously, there was always a restriction on the distance that a two engined
aircraft could operate away from a suitable landing field. This was normally one
hours flight time at the normal cruising speed with one engine inoperative. It
was deemed that this was a suitable distance with two engines as to go further
was too risky because of the reliability of the engines. Multi engined aircraft
could however, go further as they had greater redundancy. Nowadays, the
reliability of engines has greatly increased to the point where it has become
acceptable for twin engined aircraft to fly greater distances from suitable
landing fields. These operations are referred to as ETOPS.
These operations cannot just be carried out by any operator, there are very
tight controls on the aircraft, the aircraft maintenance and the operations. Some
of the considerations are quite obvious such as the monitoring of engine health
and the functioning of auxiliary power units but others are not so clear.
Although the engines are a critical element of ETOPS, they are not the only
one, in some aircraft there are systems whose reliability is as critical as, and
not related to the engines and this must be considered. Likewise, there are
unrelated factors such as cargo bay fire containment which have no connection
to engine operation but which have to be considered when approving an
aircraft for ETOPS.
The maintenance requirements for ETOPS can be found in the publication CAP
513 published by the UK CAA.
AVIATION LEGISLATION
M10.7 APPLICABLE NATIONAL AND
INTERNATIONAL REQUIREMENTS
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Module 10 (B1/B2)
PART 66
Nov 2011
Minimum equipment
An operator must include in the Operations Manual the minimum equipment
that has to be serviceable at the commencement of a low visibility take----off, a
lower than Standard Category I approach, an Other than Standard Category II
approach, an approach utilising Enhanced Vision Systems (EVS), or a
Category II or III approach in accordance with the AFM or other approved
document.
The commander shall satisfy himself/herself that the status of the aeroplane
and of the relevant airborne systems is appropriate for the specific operation to
be conducted.
General
The regulations for all weather operations are laid down in EU AWO. They
detail the requirements for operations where the operator wishes to carry out
landings and take offs in bad visibility. EU AWO is intended for use on aircraft
which were certified in accordance with Part 25 but may be applied to other
aircraft and is divided into four subparts;
S Sub--part 1 deals with certification of automatic landing systems.
S Sub--part 2 deals with certification of aircraft for Category II operations.
S Sub--part 3 is for Category III operations.
S Sub--part 4 covers take offs in low visibility.
An automatic landing system includes all of the components which, together,
control the aircraft and it s powerplants during a pre--programmed landing
using an Instrument Landing System (ILS).
When an automatic landing is carried out, the aircraft is designed to control
itself all the way down to the ground and into the landing roll but the pilot must
make a decision based on what he can see as to whether to carry on with the
landing as the ILS on his aircraft may not be accurate enough to absolutely rely
on. The certification of the system will depend on this accuracy, if the system is
proven to be accurate enough to allow a decision height of as little as 30
metres then the aircraft can be certified to carry out Cat II operations. If the
system can allow a decision height of less than 30 metres or no decision height
(zero visibility) then it can be certified for Cat III operations.
If the aircraft is to be used for these operations then particular attention must
be paid when deferring faults in accordance with the MEL as the certification
status may be effected.
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M10.7 APPLICABLE NATIONAL AND
INTERNATIONAL REQUIREMENTS
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Module 10 (B1/B2)
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Nov 2011
AVIATION LEGISLATION
M10.7 APPLICABLE NATIONAL AND
INTERNATIONAL REQUIREMENTS
Page: 84
Module 10 (B1/B2)
PART 66
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PART 66 . .
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48
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MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SUBPART F MAINTENANCE ORGANISATION . . . . . . . . . . . . . . . . . .
SUBPART D MAINTENANCE STANDARDS . . . . . . . . . . . . . . . . . . . . .
SUBPART E COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SUBPART H CERTIFICATE OF RELEASE TO SERVICE (CRS) . . .
MAINTENANCE DOCUMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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45
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GENERAL
45
SUBPART A GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SUBPART B ACCOUNTABILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PART M . .
EU OPS . .
39
AIR OPERATORS CERTIFICATES . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
OPERATORS RESPONSIBILITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DOCUMENTS TO BE CARRIED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AIRCRAFT MARKINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
13
2
2
3
4
4
5
5
7
11
REGULATORY FRAMEWORK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INTERNATIONAL CIVIL AVIATION ORGANISATION (ICAO) . . . . . .
UNITED KINGDOM LEGISLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EUROPEAN CIVIL AVIATION CONFERENCE (ECAC) . . . . . . . . . . . .
JOINT AVIATION AUTHORITIES (JAA) . . . . . . . . . . . . . . . . . . . . . . . . .
EUROPEAN UNION (EU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EUROPEAN AVIATION SAFETY AGENCY . . . . . . . . . . . . . . . . . . . . . .
EASA REGULATIONS STRUCTURE . . . . . . . . . . . . . . . . . . . . . . . . . . .
RELATIONSHIP BETWEEN EASA REGULATIONS . . . . . . . . . . . . . . .
PART 145 .
TABLE OF CONTENTS
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GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AIRCRAFT TECHNICAL MANUALS . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AIR TRANSPORT ASSOCIATION OF AMERICA . . . . . . . . . . . . . . . . .
ATA 100 MANUFACTURERS TECHNICAL DATA . . . . . . . . . . . . . . . . .
REVISION OF DOCUMENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 1
Figure 2
Figure 3
Figure 4
Figure 5
Figure 6
Figure 7
Figure 8
Figure 9
Figure 10
Figure 11
Figure 12
Figure 13
Figure 14
Figure 15
Figure 16
Figure 17
Figure 18
Figure 19
TABLE OF FIGURES
8
10
12
24
26
27
28
29
32
42
44
58
60
63
65
67
69
71
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