AASL MOE REV3 MAY 2010 Printed PDF

MAINTENANCE ORGANISATION EXPOSITION
Section ± 0.1
Issue - 1
CAR 145 Maintenance Organisation Revision 3 MAY 2010

Part ± 0 General Organisation Page - 1
RECORD OF REVISIONS
ISSUE NO. REV. NO. DATE REVISED BY DATE OF REV.
1 0 OCT 2008
1 1 FEB 2010
1 2 APR 2010
1 3 MAY 2010
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CAR 145 Maintenance Organisation Revision 0 OCT 2008

HIGHLIGHTS OF REVISION
Issue 1 , Rev.0
MOE is prepared based on CAR 145, Rev.1, issued by DGCA, India.
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TABLE OF CONTENTS
Chapter : 0 General Organisation

Chapter : 1 Management
Chapter : 2 Maintenance Procedures
Chapter : L2 Additional Line Maintenance Procedures
Chapter : 3 Quality System Procedures
Chapter : 4 Contracted Aircraft Operators
Chapter : 5 Appendices
Chapter : 6 Operators Maintenance Procedures
Chapter : 7 Supplementary Procedure- FAR Part-145 Repair Station
Chapter : 8 Supplementary Procedure- Transport Canada Civil Aviation
Chapter : 9 Supplementary Procedure- EASA Part-145 Maintenance Organisation
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MOE REF SUBJECT PAGE NO.

PART ± 0 GENERAL ORGANISATION
0.1 Record of Revision 1
0.2 Highlights of Revision 1
0.3 Table of Contents 1-6
0.4 List of Effective Pages 1-7
0.5 Purpose of Exposition 1
0.6 Introduction of Exposition 1-2
0.7 MOE Vs CAR 145 Cross reference 1-4
0.8 Company Information 1-2
0.9 Distribution List 1-2
0.10 Definitions 1-7
0.11 Abbreviations 1-2
PART - 1 MANAGEMENT
1.1 Corporate Commitment 1
1.2 Safety and Quality Policy 1-2
1.3 Management Personnel 1-2
1.4 Duties and Responsibilities of the Management Personnel. 1-22
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1.5 Management Organisation Chart. 1
1.6 List of AMEs 1
1.7 Manpower Resources. 1-6
1.8 Facilities 1-2
1.9 OrgDQLVDWLRQ¶V6FRSHRI:RUN 1
1.10 Notification procedure to DGCA regarding changes to the 1
2UJDQLVDWLRQ¶VDFWLYLWLHVDSSURYDOORFDWLRQSHUVRQQHO
1.11 Exposition amendment procedures including delegated procedures. 1-2

PART - 2 MAINTENANCE PROCEDURES
2.1 Supplier evaluation and subcontract control procedures 1-7
2.2 Acceptance/inspection of aircraft components and material from
1-4
outside contractors
2.3 Storage, tagging and release of aircraft components and material to
1-5
aircraft maintenance
2.4 Acceptance of tools and equipment. 1-4
2.5 Calibration of tools and equipment. 1-2
2.6 Use of tooling and equipment by staff (including alternate tools). 1
2.7 Cleanliness standards of maintenance facilities 1-2
2.8 Maintenance instructions and relationship to aircraft/aircraft
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availability to staff
2.9 Repair procedure 1-3
2.10 Aircraft/ Engine/ APU Maintenance Programme Compliance 1-2
2.11 Airworthiness Directives procedure 1-7
2.12 Optional Modification Procedure 1-9
2.13 Maintenance documentation in use and completion of same 1-4
2.14 Technical Record Control 1-6
2.15 Rectification of defects arising during base maintenance 1-2
2.16 Release to service procedure 1-8
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2.17 Records for the operator. 1
2.18 Reporting of defects to Competent Authority / operator / manufacturer 1-3
2.19 Return of defective components to store 1-3
2.20 Defective components to outside contractors. 1
2.21 Control of computerised maintenance record systems 1-2
2.22 Control of man hour planning versus scheduled maintenance work 1-2
2.23 Control of critical tasks. 1-2
2.24 Specific Maintenance Procedures 1-11
2.25 Procedures to detect and rectify maintenance errors. 1-4
2.26 Shift/task hand over procedure 1
2.27 Procedures for the notification of maintenance data inaccuracies and
1
ambiguities to the type certificate holder
2.28 Production planning procedures 1-2
PART - L2 ADDITIONAL LINE MAINTENANCE PROCEDURES

L2.1 Line maintenance control of aircraft components, tools, equipment,
1
etc
L2.2 Line maintenance procedures related to servicing/fuelling/de-icing etc 1
L2.3 Line maintenance control of defects and repetitive defects 1-3
L2.4 Line procedure for completion of technical log 1-2
L2.5 Line procedure for pooled parts and loan parts 1-2
L2.6 Line procedure for the return of defective parts removed from aircraft. 1
L2.7 Line procedure for control of critical tasks 1
PART - 3 QUALITY SYSTEM PROCEDURES

3.1 Quality audit of organisation procedures 1-4
3.2 Quality audit of aircraft 1-2

3.3 Quality audit remedial action procedure 1-2
3.4 Certifying Staff and support staff qualification and training
1-6
procedures.
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3.5 Certifying Staff and support staff records. 1-2
3.6 Quality audit personnel 1-2
3.7 Qualifying inspectors 1
3.8 Qualifying mechanics 1-2
3.9 Aircraft or aircraft component maintenance tasks exemption process 1
control
3.10 &RQFHVVLRQFRQWUROIRUGHYLDWLRQIURPRUJDQLVDWLRQ¶VSURFHGXUHV 1-2
3.11 Qualification procedure for Specialised activities such as NDT,
1-4
welding etc.
3.12 Control of PDQXIDFWXUHU¶VDQGRWKHUPDLQWHQDQFHZRUNLQJWHDPV 1-2
3.13 Human factors training procedure 1-3
3.14 Competence assessment of personnel. 1
PART - 4 CONTRACTED OPERATORS

4.1 Contracted operators 1
4.2 Operator procedures and paperwork 1
4.3 Operator record completion 1
PART - 5 MISCELLANEOUS
5.1 Sample of Documents 1-7
5.2 List of Sub-contractors as per 145.A.75 (b). 1
5.3 List of Line maintenance locations as per 145.A.75 (d). 1
5.4 List of contracted organisations as per 145.A.70(a)(16). 1
PART - 6 OPERATORS MAINTENANCE PROCEDURES

6.1 Weight And Balance Of Aircraft 1-3
6.2 Engine Trend/ Performance Monitoring 1
6.3 Aircraft Performance Monitoring 1
6.4 Flight Recorders-Recording Integrity 1-4
6.5 Special Operations - ETOPS / AUTO LAND / RVSM / MNPS /
1
BRNAV
6.6 Reporting of Delays 1
6.7 Defect And Delay Analysis 1-2
6.8 Annual Review of Airworthiness 1
6.9 Maintenance programme- Development and amendment 1-4
6.10 Reliability 1-7
6.11 Procedure For obtaining C of R 1-5
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6.12 Procedure For Obtaining Certificate Of Airworthiness And Renewal 1-8
6.13 Procedure For Export C OF A 1
6.14 Procedure For Obtaining Aeromobile Station Licence And Renewal
1
Thereof
6.15 Aircraft Technical Log utilization and MEL application.
1-5
6.16 Safety Management Systems (SMS) 1-2
PART - 7 SUPPLEMENTARY PROCEDURES-FAR PART-145 REPAIR STATION
PART - 8 SUPPLEMENTARY PROCEDURES-TRANSPORT CANADA CIVIL AVIATION
(TCCA) AM573 MAINTENANCE ORGANISATION
PART ± 9 SUPPLEMENTARY PROCEDURES-EASA PART-145 MAINTENANCE
ORGANISATION
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PURPOSE OF MOE
The purpose of the MOE is to set forth procedures, means and methods of the organisation.
The MOE also specifies the correct procedures and practices, observance of which will
ensure compliance of statutory as well as Airworthiness requirements of the DGCA,
manufacturer of the aircraft and aircraft components.
This MOE meets requirements of the DGCA as laid down in CAR 145.A.70 (a), AMC 145.A.70
(a), GM 145.A.70 (a), Aircraft Rules, Civil Aviation Requirements and Circulars [AAC-
Airworthiness Advisory Circulars, ASC-Air Safety Circulars and AIC-Aeronautical Information
Circulars].
In making of this MOE, there have been attempts to harmonize requirements with world
standards as mentioned in CAR Sec.2 Series A Part II, thus qualifying for exchange of
products, services and persons. Therefore, this MOE has been prepared in accordance with
guidelines given in CAR 145.
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CAR 145 Maintenance Organisation Revision 1 FEB. 2010

INTRODUCTION TO EXPOSITION
Alliance Air, a wholly owned subsidiary of National Aviation Company of India Limited
(NACIL), has been established with a view to provide safe air transport services to various
destinations.
Alliance Air has its main base at Delhi where Corporate, Commercial, Operational and
Engineering Departments are located and B737-200, CRJ 700 and ATR 42-320 aircraft are
operated from Delhi.
Delhi is the main base for B737-200 & CRJ 700 aircraft operated by Alliance Air.
Kolkata is the main base for ATR 42-320 aircraft operated by Alliance Air.
Alliance Air, in coordination with the parent company NACIL, controls Maintenance and
Operations of B737-200, ATR42-320 and CRJ700 aircraft as per requirements.
The Maintenance Organization Exposition meets the requirements of CAR 145 Rev1 {Ref.
CAR 145.70(a)} for grant of approval to carry out maintenance of aircraft in accordance with
PDQXIDFWXUHUV¶ UHTXLUHPHQWV $LUFUDIW 5XOHV DQG &LYLO $YLDWLRQ 5HTXLUHPHQWV DQG DQ\
other instructions issued by DGCA.
The Maintenance Organization Exposition defines the quality policy followed by Engineering
Department, adherence of which will ensure highest degree of Airworthiness Standards and
safety of operations and forms the basis for maintenance approval. This manual is a prime
reference document for all quality activities of the airline.
The purpose of this MOE is to explain the various adopted policies by providing references to
respective methods and/or procedures that are used by Alliance Air to ensure compliance with
CAR 145 as applicable to the organization.
The Maintenance Organisation Exposition (MOE), herein after for brevity sake called the MOE,
is the prime document based upon which the DGCA has approved AASL as a Maintenance
Organisation, under CAR 145.
The MOE contains the material specifying the scope of work deemed to constitute the
approval and indicates how the Organisation is in compliance with requirements of CAR 145.
The basic structure of MOE is in accordance with guidelines given in CAR 145, and it consists
of following 11 Parts ...
Chapter : 0 General Organisation
Chapter : 1 Management
Chapter : 2 Maintenance Procedures
Chapter : L2 Additional Line Maintenance Procedures
Chapter : 3 Quality System Procedures
Chapter : 4 Contracted Aircraft Operators
Chapter : 5 Appendices
Chapter : 6 Operators Maintenance Procedures
Chapter : 7 Supplementary Procedure- FAR Part-145 Repair Station
Chapter : 8 Supplementary Procedure- Transport Canada Civil Aviation
Chapter : 9 Supplementary Procedure- EASA Part-145 Maintenance Organisation
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Note: Documents pertaining to Part 7,8 and 9 are kept separately by the respective Department /
Shops belonging to parent company NACIL.
This is a dynamic document kept continuously updated by the Quality Department. The initially
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Delhi, in consultation, as required, with the Accountable Manager to satisfy the requirements
of CAR 145.30(a). The contents of the manual are approved by DGCA through the approval of
the List of Effective Pages (LEP).
The Maintenance Organization Exposition (MOE) Manual will be distributed as per the
distribution list. Similarly, any amendment to this manual will also be distributed to various
departments/ agencies as per the distribution list for incorporation in the manual held by them.
Master copy of this MOE will be retained in the office of Quality Manager, Alliance air, New
Delhi, and shall be available for Inspection by officers of DGCA.
The requirements and procedures set down in the MOE must be followed to ensure
compliance with CARs. It is essential that all staff are aware, not only of the requirements of
CARs as they affect their duties and activities, but also the underlying philosophy in respect of
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This manual applies to both male and female maintenance personal although, for
simplification, references in the text are made in the masculine gender only.
Whenever there is a revision to the MOE, the revision will be approved by DGCA through the
approval of revised LEP. The MOE amendment procedure is detailed in Section 1.11 of this
MOE.
No pages of this manual shall be removed/ altered without the concurrence of DGCA/Quality
Manager.
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MOE Vs CAR 145
MOE SECTION DESCRIPTION CAR-145

REF
General Information 00
1.1 Corporate Commitment by Accountable 145.A.70 (a)(1),
Manager AMC.145.A.70 (a)
Safety and Quality Policy 145.A.65 (a), AMC.145.A.70
1.2 (a)
1.3 Management Personnel 145.A.70 (a)(3),145.A.30 (a),
1.4 Duties and Responsibilities 145.A.70 (a)(4),145.30(b),
1.5 Management Organization Chart 145.A.70 (a)(5)
1.6 List of AMEs 145.A.70 (a)(6)
1.7 Manpower Resources & Records 145.A.70 (7),145.A.30(d),
145.A.47 (a)
1.8 Description of Facilities 145.A.70 (a)(8),145.A.25,
145.A.25 (a) (b),
1.9 Scope of Approval 145.A.70 (a)(9),145.A.20,
145.A.75
1.10 Notification of Organisation Changes 145.A.70 (a)(10), 145.A.85
1.11 Exposition amendment procedures 145.A.70(a)(11)
including delegated procedures
Supplier evaluation and
2.1 AMC.A.70 (a),145.A.75 (b)
Subcontractor control procedure
Acceptance / inspection of aircraft
2.2 components from outside from outside 145.A.42
contractors
2.3 Storage, Tagging and Release of Aircraft 145.A.25 (d)
components
2.4 Acceptance of Tools and Equipment 145.A.40 (a)
2.5 Calibration of tools and equipment 145.A.40 (b)
2.6 Use of Tools and Equipment by staff 145.A.40 (a)
2.7 Cleanliness standards of maintenance 145.A.25(c)

facilities
Maintenance Instructions and relationship
2.8 to aircraft, aircraft components, 145.A.45 (b), 145.A.45 (g)
PDQXIDFWXUHU¶VLQVWUXFWLRQVLQFOXGLQJ
Updating and availability to Staff.
145.A.45(a), 145.A.45(b),
2.9 Repair Procedures 145.A.45 (c), 145.A.45(d),
145.A.45(e)
2.10 Aircraft Maintenance Program compliance AMC 145.A.70 (a)
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REF
2.11 Airworthiness Directive Procedure 145.A.45 (a), 145.A.45 (b)
2.12 Optional modification procedure 145.A.45 (b)
2.13 Maintenance Documentation in use and 145.A.45 (d)
completion
2.14 Technical Record Control 145.A.45(c), 145.A.45
(e),145.A.55
2.15 Rectification of Defects arising during Base 145.A.70
Maintenance
2.16 Release to Service procedure 145.A.50, 145.A.75 (e)
2.17 Records of the Operators 145.A.70 (14-16)
2.18 Reporting of Defects to DGCA, Approved 145.A.60
Operators / Manufacturers
2.19 Return of Defective Components to Store 145.25(d)
2.20 Defective component to outside contractor 145.A.65 (b)
2.21 Control of Computer Maintenance Record 145.A.55, 145.A.55(c)
System.
2.22 Control of Man-hour Planning versus 145.A.30 (d), 145.A.47
Scheduled Maintenance Work
2.23 Control of critical task 145.A.65 (b)
2.24 Reference to Specific Maintenance 145.A.70, 145.A.45

Procedures
2.25 Procedure to detect and rectification of 145.65(b)

maintenance errors
2.26 Shift / Task Handover procedure 145.47(c)
Procedure for Notification of Malignance
2.27 Data inaccuracies and ambiguities to the 145.A.45(c)
Type Certificate holder.
2.28 Production planning procedures 145.A.70(a)
L-2.1 Line Maintenance Control of Aircraft 145.A.65 (b)

Components, tools and equipment etc.
L-2.2 Line Maintenance Procedure related to 145.A.65 (b)
servicing fuelling / deicing etc
L-2.3 Line Maintenance Control of Defects and 145.A.65 (b)
Repetitive defects
L-2.4 Line Procedure for completion of Technical 145.A.65 (b)
Log
L-2.5 Line Procedure for Pooled Parts and 145.A.65 (b)
Loaned parts.
L-2.6 Line Procedure for return of defective parts
removed from aircraft 145.A.65 (b)
L-2.7 Line Procedure for control of critical tasks 145.A.65 (b)
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REF
3.1 Quality audit of organization procedures 145.A.30(c), 145.A.65(c)
3.2 Quality audit of aircraft 145.A.65(c)
3.3 Quality audit remedial procedure 145.A.65(c)
3.4 AME and Support Staff qualification and

training procedure 145.A.30, 145.A.35
3.5 AME and Support Staff records 145.A.35 (j)
3.6 Quality Audit Personnel 145.A.30 (e)
3.7 Qualifying Inspectors 145.A.30 (e) (f)
3.8 Qualifying Mechanics 145.A.30 (e)
3.9 Aircraft or aircraft component maintenance 145.A.50 (e), 145.A.65 (b)
tasks exception process control
3.10 Concession control for deviation from 145.A.70(a)
Organisation procedures.
3.11 Qualification procedure for special activities 145.A.30(f)
such as NDT, Welding etc.
3.12 &RQWURORI0DQXIDFWXUH¶VDQGRWKHU 145.A.65 (b)
maintenance work teams
3.13 Human Factors training procedure 145.A.30 (e), 145.A.35 (d)
3.14 Assessment of the competence of 145.A.35 (f)
Maintenance Personnel
4.1 Contracted Operators 145.A.70 (a) 16
4.2 Operator Procedures and paper work 145.A.45 (a), 145.A.65 (b)
4.3 Operator record completion 145.A.65 (b)
5.1 Sample of Documents AMC 145.A.70 (a)
5.2 List of sub contractors 145.A.70
5.3 List of line maintenance locations as per 145.A.70 (a) 15
CAR 145.A.75 (d)
5.4 List of contracted organisations as per CAR 145.A.70 (a) 16
145.A.70 (a) (16)
6.1 Weight And Balance Of Aircraft
6.1 Weight And Balance Of Aircraft
6.2 Engine Trend/ Performance Monitoring
6.3 Aircraft Performance Monitoring
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REF
6.4 Flight Recorders-Recording Integrity
Special Operations - ETOPS / AUTO LAND
6.5
/ RVSM / MNPS / BRNAV
6.6 Defect And Delay Analysis
6.7 Annual Review of Airworthiness
Maintenance program- Development and
6.8
amendment
6.9 Reliability
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COMPANY INFORMATION
Airlines Allied Services limited (AASL) was formed on 15thApril,1996 as a wholly owned
subsidiary of Indian Airlines Limited having its corporate headquarters at Delhi.
Subsequently the parent company Indian Airlines was renamed as Indian.
7KHUHDIWHUµ,QGLDQ¶DQGµ$LU,QGLD¶ZDVDPDOJDPDWHGDQG1DWLRQDO$YLDWLRQ&RPSDQ\RI
India Limited (NACIL) was formed in August 2007.
Now, the parent company NACIL and its subsidiary AASL is approved by the DGCA
under the purview of CAR-145 which carries with it nomination and acceptance by the
DGCA of additional Managers (Base Maintenance, Line Maintenance and Workshops)
who are competent and experienced in the area of their work and additional
UHVSRQVLELOLWLHV LPSRVHG RQ WKH $0(V WR ³VLJQ-RII´ Hach stage of critical tasks
undertaken and error prevention by duplicate and re-inspections when similar tasks are
performed on the same aircraft.
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maintenance and workshops activities, it operates scheduled air transport services in
the national and international network.
The parent company NACIL Maintenance and Engineering activity have been divided
into three Strategic Business Units (SBUs) as below:
MRO - Airframe: Will carry out all Heavy Maintenance of aircraft and
associated, inspections, repairs, modifications, testing and certification
activities.
MRO ± Engine & Components: will carry out all Engine and components
repairs, overhaul, modifications, testing and certification activities.
Passenger SBU: This unit will be responsible for all Line operations and
associated inspections, repairs, modifications, operational / functional checks
and certification activities.
AASL as a wholly owned subsidiary of NACIL, will be functioning under passenger
SBU of NACIL.
MAIN BASE: The main base for AASL is Delhi where its corporate headquarter is also
located and B737-200, CRJ 700 and ATR 42-320 aircraft are operated from the main
base station. Delhi is the main base for B737-200 & CRJ 700 aircraft operated by
Alliance Air.
Kolkata is the main base for ATR 42-320 aircraft operated by Alliance Air.
The scope of approval to carry out various maintenance activities on aircraft in Alliance
Air fleet at its main base, Delhi and the sub base, Kolkata is mentioned in section 1.9.
AASL policy is to function in coordination with the parent company NACIL in the areas
of Aircraft Maintenance, Preventive Maintenance, and Alterations or required
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Inspections for an air carrier or a commercial operator having a continuous

airworthiness program. The facilities at various Overhaul Shops, Aircraft Hangars of
erstwhile Indian and Air India set up at Delhi, Mumbai, Kolkata, Hyderabad, which are
now part of NACIL, are available for utilization by AASL as per requirements and
availability from NACIL. At all Line Stations, either AASL makes its own arrangements
or takes the help from NACIL in terms of aircraft certification, equipments and other
infrastructure requirements.
With the approval of MOE submitted by AASL, it is approved under CAR 145 Rev1 by
DGCA India. It has an Air Operators permit issued by DGCA India.
AASL is operating following three types of aircraft in its fleet :-
Boeing 737-200
ATR 42-320
CRJ-700
AASL has following maintenance facilities :
For B737-200 A/C
Six B737-200 aircraft are being operated as Freighter.
AASL has Line maintenance & base maintenance capability upto 3A Check at Delhi.
For higher-level checks on B737-200 aircraft, NACIL facilities at Delhi and Kolkata are
being utilized.
B737-200 aircraft certification at outstations (other than Delhi) is presently being carried
out by NACIL.
For ATR 42-320
Seven ATR 42-320 are presently being operated by AASL. Three aircraft are based at
Delhi and four aircraft are based at Kolkata.
AASL is independently carrying out all required maintenance on ATR 42-320 aircraft.
For CRJ 700
Three CRJ 700 aircraft presently in AASL fleet are being operated from Delhi base.
AASL is independently carrying out all required maintenance on CRJ 700 aircraft.
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CONTROL AND DISTRIBUTION
Each copy of this MOE will have a control number and is distributed as per distribution list.
In order to keep the contents of this Exposition updated, the documentation section issues
revisions from time to time as required and same is distributed to Holders of the Manual for
incorporation as per distribution lists. Copies of MOE and subsequent revisions are also sent to
+HDG RI 406 DV SHU WKH SURYLVLRQV RI 1$&,/¶V 'RFXPHQWDWLRQ 0DQDJHPHQW 6\VWHP '06
The revision number and date of revision will be reflected on such pages, which are affected by
the revision. After incorporation of the revision in the Manual, same is affected on the Record of
Revisions page of the Manual.
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DISTRIBUTION OF MAINTENANCE ORGANISATION EXPOSITION
Control Copy No.
MASTER COPY 0
1) DGCA
a) Director General Of Civil Aviation Hqrs., 1
Opposite Safdarjung Airport, New Delhi
b) Director of Airworthiness, IGI Airport, New Delhi 2
c) Director of Airworthiness, Civil Aviation Department 3-5
CCU / BOM / HYD
2) ALLIANCE AIR
a) Accountable Manager 6
b) Chief Operating Officer 7
c) Chief Vigilance Officer 8
d) Executive Director (Engg.) 9
e) Executive Director (Ops.) 10
f) Quality Manager Delhi 11
g) Chief of Maintenance Delhi, Mumbai, Kolkata 12-14
h) Dy. Quality Manager, Delhi 15
i) Dy. Quality Manager, Kolkata 16
j) Line Maintenance, Delhi / Mumbai / Chennai / Kolkata 17-20
k) Technical Reference Library Delhi 21-22
3) NACIL (I)
a) Executive Director (Engg.), Hqrs. 23
b) General Manager (Quality), PAX SBU, Mumbai 24
c) General Manager (Engg.) NR / WR / SR / ER 25-28
d) Dy. General Manager (E-QA&TS) NR / WR / SR / ER 29-32
4) Reserved Copies 33-40
NOTE:
1. In case of on-line stations this manual will be distributed against Station Name.
2. In case of other contractors/ agencies it will be distributed against their

company name. Technical library will maintain the current list for them.
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DEFINITIONS
Accountable Manager
The manager who has corporate authority for ensuring operations and maintenance activities are
provided with necessary resources and conducted in accordance with standards of the Operator
and requirements of the DGCA.
Aeronautical Product
Any material, compound, fluid, component or part manufactured specifically for fitment to an
aircraft, engine or component.
Air Operator Certificate (AOC)

A certificate issued by DGCA authorising an operator to carry out specified commercial air
transport operations.
Aircraft
Any machine that can derive support in the atmosphere from the actions of the air.
Aircraft Component
Any part, the soundness and correct functioning of which, when fitted on an aircraft, is
essential to the continued airworthiness or safety of the aircraft, or its occupants.
Aircraft Maintenance Manual (AMM)

A Manual produced and continuously updated by the aircraft manufacturer that contains
procedures relating to the maintenance of aircraft, engines and components.
Aircraft Material
A material (including a fluid) for use in the manufacture, maintenance, servicing or operation of an
aircraft or of an aircraft component, but does not include an aircraft component.
Aircraft On Ground (AOG)

The highest priority designation, to process a requirement (AOG), for a spare part or many spare
parts and/or maintenance action. Indicates that an aircraft is unable to continue or be returned to
revenue service until the appropriate action is taken.
Aircraft Operating Manual (AOM)/ Flight Manual (FM)

A manual, acceptable to the State of the Operator, containing normal, abnormal and emergency
procedures, checklists, limitations, performance information, details of the aircraft systems and
other material relevant to the operation of the aircraft. The AOM may include the MEL and CDL.
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Aircraft Technical Log

The record of reported or observed malfunctions, failures, or defects in the airframe, power plant,
or appliances on an aircraft, including information concerning repairs, replacements, adjustments,
or deferrals. The log normally resides in the aircraft.
Aircraft Technical Records

Records associated with maintenance carried out on aircraft, aircraft engines and aircraft
components.
Airworthiness
A quality that conforms to aircraft type design or properly altered condition for safe operations
and:
in the case of an aircraft is fitness for flight;
in the case of aircraft engines, components or parts, when fitted to an aircraft will maintain the
aircraft's fitness for flight.
AME
Persons Licenced/Approved/Authorised by DGCA under Rule 61 to certify repair, overhaul,
maintenance of aircraft, engines, components, APUs and to issue Certificate of Release to
Service.
Approved/ Authorised Maintenance Data

The maintenance instructions provided by OEMs, TC/ STC holder, NAAs and/ or EOs constitute
approved/ authorised maintenance data.
Approval
Approval: means approval granted by the Director General to persons who meet the requirements
specified in this CAR to carryout and certify maintenance in respect of an aircraft, engine, system
component, instrument, accessory or item of equipment including radio equipment after
inspection, maintenance, overhaul, repair, modification or test.
Authorised person:
A person authorised by DGCA / Approved Maintenance Organisation to issue Certificate of
Release to Service in respect of an aircraft or aircraft system or component or equipment, on
behalf of an Approved Maintenance Organisation (AMO).
Base Maintenance
Any maintenance task falling outside the criteria for Line Maintenance.
Certificate of Airworthiness (C of A)
A certificate issued by DGCA that is applicable to a specific aircraft, and which allows such
aircraft to commence or continue flight operations.
Certificate of Release to Service (CRS)

A certificate issued in respect of an aircraft or aircraft system or component or equipment by
appropriately licensed AME, approved or authorised person, certifying that the same has been
maintained, inspected and tested as per maintenance data and is airworthy in all respect and fit
for release to service.
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Component Maintenance Manual (CMM)

A Manual produced and continuously updated by the manufacturer of a particular component for
use during maintenance of that component.
Configuration Deviation List (CDL)

A list established by the organisation responsible for the aircraft type design, with the approval of
the State of Design, which identifies any external parts of an aircraft type that may be missing at
the commencement of a flight, and which contains, where necessary, any information on
associated operating limitations and performance correction.
Controlled Document
A document that is subject to processes that provide for the positive control of content, revision,
publication, distribution, availability and retention
Dangerous Goods (DG)

Articles or substances capable of posing a risk to health, safety, property or the environment
when transported by air, and which are classified as such in the IATA Dangerous Goods
Regulations (DGR).
Defect, Major
A defect in relation to an aircraft that may affect the safety of the aircraft or cause the aircraft to
become a danger to person or property.
Defect Reporting
The official reporting of significant aircraft, aircraft engine and aircraft component defects to the
Authority, the Type Certificate Holder and the engine or component manufacturer.
Document and Data Control

The control, such as compilation, distribution, amendment and revision of all data used in the
performance of aircraft, engine and component maintenance.
Dry Lease
A dry lease is a leasing arrangement whereby lessor provides an aircraft without insurance, crew,
ground staff, supporting equipment, maintenance, etc. ACMI - Aircraft, Crew, Maintenance &
Insurance is responsibility of lessee.
Engineering Order (EO)

Engineering Orders are orders issued to NACIL Maintenance Activity Centres or Sub-contractors
to perform:
- Modifications
- Repairs
- Specific checks or tests- Sample inspections
The above are based on Manufacturers, TC Holders or STC Holders Maintenance Instructions,
Approved Data (e.g. Airworthiness Directives, Service Bulletins, STCs, SRM, Approved Flight
Manual for Major Repairs/Modifications) or Accepted Data (e.g. Advisory Circulars, CMM for
Minor Repairs/Modifications).
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ETOPS
The operation of twin engine aircraft on routes that are, at some point, more than 60 minutes
flying time from an adequate airport at approved one engine inoperative cruise speed (under
standard conditions).
Human Factors Principles

Principles applied to the design of equipment, systems, processes and/or procedures, which take
into account human capabilities and limitations, for the purpose of optimising human performance
and reducing human error.
Incident
An occurrence other than an aircraft accident, associated with the operation of an aircraft, which
affects or could affect the safety of operations.
Inspectors
For the purpose of this MOE inspectors would mean persons having BAMEL in appropriate
category and having limited scope approval to certify specific tasks other than aircraft structural
inspection/repair.
Inspection System
A system that requires the examination of an aircraft or aircraft component to establish conformity
with an approved standard.
Line Maintenance
Any maintenance that must be carried out before flight to ensure the aircraft is fit for the intended
flight. It may include:
Troubleshooting;
Defect rectification;
Component replacement with use of external test equipment if required;
Component replacement (may include components such as engines and Propellers);
Scheduled maintenance and/or checks including visual inspections that will detect obvious
unsatisfactory conditions or discrepancies but do not require extensive in depth inspection. It
may also include internal structure, systems and power plant items which are visible through
quick opening access panels/doors. Minor repairs and modifications, which do not require
extensive disassembly and can be done by simple means. For temporary or occasional cases
(ADs, SBs)
Maintenance
Maintenance means performance of all work necessary for the purpose of ensuring that the
aircraft is airworthy and safe for flight including servicing of aircraft and all modifications, repairs,
replacements, overhaul, process, treatment, tests, operations and inspections of aircraft, aircraft
component and item of equipment required for that purpose.
Maintenance Programme
A document prepared by the operator / maintenance organisation based on the maintenance
programme information made available by the state of design or by the organisation responsible
for the type design describing the Airworthiness limitation, specific scheduled maintenance tasks
and their frequency (in terms of flying hours, cycles, landings or elapsed period or combination of
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two or more elements of inspection criteria) and related procedures, necessary for the safe
operation of those aircraft to which it applies.
Management System
The collective body of managers and other associated managerial elements that provide for
direction, oversight and control of an organisation
Mandatory Modification
A modification classified as compulsory by the applicable authority.
Maintenance Activity Centre

It is a part of an SBU entrusted with a specific activity such as engine and component overhaul,
line maintenance and Base Maintenance.
Original Equipment Manufacturer (OEM)

The original manufacturer of any hardware component or sub-component, including aircraft,
aircraft engines, aircraft components and other equipment used in operations.
Outsourcing
The business practice of an operator voluntarily transferring, usually under the terms of a formal
contract or agreement, the conduct of a process or function to an external (third party) service
provider selected by the operator. Under outsourcing, the operator retains responsibility for the
output or results of such process or function conducted by the external service provider.
Overhaul (Maintenance)
The restoration of an item to zero time with respect to the level specified and in accordance with
the instructions defined in the relevant manual. The process applies to an airframe, aircraft
engine, propeller, appliance, or component part using methods, techniques, and practices
acceptable to the Authority, which has:
been disassembled, cleaned, inspected, repaired when necessary, and reassembled to the
extent possible per the Approved Data;
been tested in accordance with approved standards and technical data, or current standards
and technical data acceptable to the Authority (i.e. manufacturer's data), which have been
developed and documented by the Type Certificate Holder, the Supplemental Type Certificate
(STC) Holder or the Parts Manufacture Approval Holder.
Parts Manufacturer Approval (PMA)

An Approval given to a manufacturer to produce an aircraft part.
Product Line
For the purpose of the independent audit a product line includes any product under an approval
class rating as specified in the approval schedule issued by the DGCA to the particular
organisation.
Psychoactive Substances
Alcohol, opoids, cannabinoids, sedatives and hypnotics, cocaine, other psychostimulants,
hallucinogens, and volatile solvents, whereas coffee and tobacco are excluded.
Doc No AASL/MOE/01
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Quality
The degree to which a system consistently meets specified requirements, satisfies stated needs,
or produces desired outcomes.
Quality System Management

The formal and systematic process of auditing and evaluation of management system and
operational functions of an operator to ensure:
Compliance with requirements applicable to the safety, security and quality of operations,
Continual improvement of the system, to include processes and procedures related to the
safety and security of operations.
Quality Audit - Product and Process

The audit, inspection or testing of the output of a process, which may be a product, service or
IXQFWLRQ WR GHWHUPLQH DQ RSHUDWRU¶V FRPSOLDQFH ZLWK WHFKQLFDO SHUIRUPDQFH DQGRU TXDOLW\
standards.
Quality Policy
Means the overall intentions and direction of an organisation (operator, AMO, service provider)
related to Quality, as approved by those managers that direct and control the organisation (e.g.
Accountable Manager).
Quality Systems
The total network of administrative and detailed procedures, which is implemented to ensure all
operations and maintenance activities satisfy the customer's requirement and the documentation
accurately reflects the criteria used to perform the maintenance.
Resource Management
The effective use of all the resources available to personnel, including each other, to achieve a
safe and efficient outcome.
Risk Management
The identification, analysis and elimination (and/or mitigation to an acceptable or tolerable level)
of those hazards, as well as the subsequent risks, that threaten the viability of an organisation.
Safety (Operational)
A condition in which the risk of injury or damage occurring during operations is limited to an
acceptable level.
Service Level Agreement (SLA)

A formal agreement, usually as part of a contract, between an operator and an external service
provider, or in some cases internal service provider, that:
specifies, in measurable terms, the service provider is expected to perform;
becomes the basis for monitoring of the performance of the service provider by the operator..
Structural Repair Manual (SRM)

Manual issued by the Original Equipment Manufacturer of an aircraft outlining Structural Repair
Limitations and Repair details.
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Tooling and Calibration System

A system that records the holding and Calibration Details of calibration Tooling and Equipment
used during aircraft, aircraft engine and aircraft component maintenance.
Traceability
The ability via documentation or electronic means to track maintenance performed, parts,
processes, and materials, by such means as Task Number, Inspection Reference Number, or
Serial number to the person who performed or certified the maintenance, the original
manufacturer or other source.
Training
Formal instruction given to operational and maintenance personnel to ensure each person has
the requisite awareness, knowledge and competence to meet job responsibilities and perform
assigned duties or functions. Training may also include testing, checking, assessment, or
evaluation activities as a means for demonstrating proficiency or competency.
Additional Training ± training provided when deemed necessary based upon operational
outcomes,
Performance assessments, quality audit, regulatory changes or changes in standards or
procedures.
Visual Inspection
A visual inspection either directly or by the assistance of a suitable apparatus to determine the
state of an area or part.
Workplace Safety
Process and Procedures in place with an Operator or AMO that protect people and aircraft from
inadvertent injury/damage (i.e. safety of maintenance operations, environment, fire prevention or
protection, identification of Safety First Equipment, safety guarding of machinery, FOD protection,
KRXVHNHHSLQJDQGSURSHULGHQWLILFDWLRQRI³PDLQWHQDQFHYLWDO¶JUHDVHVDQGIOXLGV
Zonal Inspection
Visual inspections or checks in specified aircraft zones and areas for security and general
condition of installations, components and structure. The zone has to be inspected as far as
visible according to the required access opening. Some tasks have been selected for areas
sensitive to potential corrosion and to damages not connected with the design (e.g. FOD).
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ABBREVIATIONS
A/C Aircraft
AASL Airline Allied Services Limited
AD Airworthiness Directive
AM Accountable Manager
AME Aircraft Maintenance Engineer
AMO Approved Maintenance Organisation
AOD Accessories Overhaul Division
AOG Aircraft On Ground
CA Certification Authorisation
COD Components Overhaul Division
CRF Central Repair Facilities
CRS Certificate of Release to Service
DDG Dispatch Deviation Guide
DGCA Director General of Civil Aviation
EO Engineering Order
EOH Engine Overhaul
EL Electrical Overhaul
EPP Engine Power Plant
ETOPS Extended Range Operations
GM General Manager
GSD Ground Support Department
HQRS Head Quarters
IN Instrument Overhaul
JEOC Jet Engine Overhaul Complex
JES Jet Engine Shop
LM Line Maintenance
LOPA Lay Out Passenger Amenities
MMM Manager Material Management
MPP Manager Production Planning
MDR Manager Documentation & Records
MTS Manager Technical Services
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MMG Material Management Group

MEL Minimum Equipment List
MMEL Master Minimum Equipment List
MM Major Maintenance
MOD Modification
MM-LS Maintenance Manager Line station
MM-P Maintenance Manager Production
MM-Q Maintenance Manager Quality
MOE Maintenance Organisation Exposition
MPD Maintenance Planning Document
NDT Non Destructive Testing
O/H Overhaul
PPC Production & Process Control
PPG Production Planning Group
QM Quality Manager
QSA Quality System Audit
TSG Technical Services Group
RMM Regional Maintenance Manager
RO Radio Overhaul
SB Service Bulletin
SBU Strategic Business Unit
SIL Service Information Letter
SL Service Letter
TRG Training
TRL Technical Reference Library
TS Technical Services
U/S Unserviceable
Doc No AASL/MOE/01
Section ± 1.1
Issue - 1
CAR 145 Maintenance Organisation Revision 1 FEB 2010

Part ± 1 Management Page - 1
1.1 CORPORATE COMMITMENT BY THE ACCOUNTABLE MANAGER

[REF. CAR. 145.A.70 (a)(1), AMC.145.A.70 (a)]
This Maintenance Organisation Exposition and any associated referenced manuals

defines the organisation and procedures upon which DGCA CAR-145 approval is
based as required by CAR-145.A.70. These procedures are approved by the
undersigned and should be complied with, as applicable when work/orders are being
progressed under terms of CAR-145 approval.
It is accepted that these procedures do not override the necessity of complying with any
new or amended regulation published by DGCA from time to time where these new or
amended regulations are in conflict with these procedures.
It is understood that DGCA will approve this organisation whilst DGCA is satisfied that
the procedures are being followed and work standards maintained. It is further
understood that DGCA reserves the right to suspend, limit or revoke the approval of the
organisation if DGCA has evidence that procedures are not followed and that standards
not upheld.
Signed__________________________________
Date_________________
Mr. Arvind Jadhav

Accountable Manager &
Chairman & Managing Director, NACIL
Chairman, AASL
For and on behalf of

Airline Allied Services Limited.
Wholly Owned subsidiary of -
NATIONAL AVIATION COMPANY OF INDIA LIMITED
Doc No AASL/MOE/01
Section ± 1.2
Issue - 1

1.2 SAFETY AND QUALITY POLICY

[REF. CAR 145.A.65 (a), AMC.145.A.70 (a)]
In accordance with CAR-145, the Accountable Manager is responsible for establishing and
promoting a Safety and Quality Policy acceptable to the Director General of Civil Aviation,
India.
The Accountable Manager and the management of AASL are committed to provide safe and
quality aircraft maintenance services. Quality service to the customers is achieved by
continually reviewing the process and products so to make the operations safe and also
environmentally responsible.
1.2.1 THE SAFETY POLICY
The safety norms laid down in the various technical manuals, statutory laws and the Safety
Management System of NACIL and AASL are the means by which the corporate safety policy
is implemented within the company. The company's safety policy and procedures are detailed
in the MOE and which is distributed as per the distribution list.
The Accountable Manager and the Management of AASL and the parent company NACIL are
fully committed to the safety objectives of the company. The prime objective of the Safety
Management System is to manage those risks associated with or contributing to accidents
involving aircraft, people or property and mitigate the risks so as to either reduce them or
totally eliminate them. Safety will remain a prime consideration in any decision, whether these
might be commercial, operational, environmental or related to maintenance practice
pressures/human factors influences.
OBJECTIVES OF THE SAFETY POLICY
Recognise safety as a main consideration at all times.
Maintain safety standards and practices throughout the Company.
Provide safety awareness training for management and staff
Ensure compliance with DGCA regulations and requirements
Compliance with safety requirements covered by statutory regulations and the safety
instructions given in the Maintenance Manuals and other such documents.
Senior Management is responsible for inculcating safety culture by effective communication of
the safety objectives to all the individuals in the company.
Senior management is committed to encourage:
A culture of open reporting of maintenance related errors and incidents.
The application of human factors principles as they relate to maintenance and
certification of aircraft, aero-engines and components.
Recognition that compliance with procedures and standards and regulations is the
duty of all personnel.
Signed
(Arvind Jadhav)
Accountable Manager, AASL
Chairman and Managing Director, NACIL
Date : Chairman, AASL
Doc No AASL/MOE/01
Section ± 1.2
Issue - 1

1.2.2 QUALITY POLICY

The Quality System aims at ensuring release to service of aircraft and components in
compliance with the continued airworthiness requirements of the DGCA, manufacturers of
aircraft, engines, systems, components and related regulatory requirements. Quality in line,
base maintenance is enforced through controlled supervision and inspection checks by
suitably qualified Aircraft Maintenance Engineers. All maintenance staff are required to adhere
to documented maintenance procedures in order to achieve consistency in quality and
airworthiness standards.
The policy includes the independent quality audit and feedback system and any corrective
action resulting from the quality compliance monitoring as per CAR 145.A.65(c). The Approval
granted by the DGCA is kept valid through a system of planned internal audits, timely
corrective measures. Maintenance personnel are kept proficient by subjecting them to Initial
and Continuing / Recurrent Trainings.
Commitment to Continual Process Improvement:
Establishing and maintaining reliable methods, processes and relevant performance

metrics, and measuring performance against set objectives.
Providing adequate tools, procedures, time and training so that employees can do it
right the first time and every time.
The Managers (Quality, Line & Base Maintenance) and the AME have full authority for the
implementation of this policy across the company.
OBJECTIVES OF THE QUALITY POLICY
To release for service only quality product (aircraft, engines, systems, components and
appliances)
To recognise that compliance with procedures, quality standards and regulations is the
duty of all employees.
To recognise that all personnel engaged in maintenance are responsible to adhere to
documented procedures.
Apply principles of Human Factors.
The need for all personnel to co-operate with airworthiness audits by the DGCA and in-
house quality / safety audits.
Signed
(Arvind Jadhav)
Accountable Manager, AASL
Chairman and Managing Director, NACIL
Date : Chairman, AASL
Doc No AASL/MOE/01
Section ± 1.3
Issue - 1

1.3 MANAGEMENT PERSONNEL [REF CAR 145.A.70 (a)(3),145.A.30 (a)]
CAR 145.A.30 requires nomination of management personnel and the persons nominated shall
be able to demonstrate relevant knowledge, background and satisfactory experience related to
aircraft or component maintenance and demonstrate a working knowledge of CAR 145.
AASL is a wholly owned subsidiary of NACIL, which is headed by Chairman & Managing Director
(CMD) who is the Accountable Manager for NACIL and its subsidiaries. For PAX operation, CMD
is assisted by PAX-SBU Head of NACIL and the following management team (Post Holders) for
the Engineering Division of AASL: -
Post Holder Name (S/Shri)
Accountable Manager
Chairman and Managing Director, NACIL Shri. Arvind Jadhav
Chairman, AASL
Maintenance Manager Shri. Jagdish Soni
Quality Manager Shri. S.L. Sankhyan
Line Maintenance Manager, Kolkata Shri. R.P. De
Base Maintenance Manager, Kolkata Shri. P.B. Mondal
Dy. Quality Manager, Kolkata Shri. S.N. Banerjee

Section ± 1.3
Issue - 1
CAR 145 Maintenance Organisation Revision 1 APR. 2010

1.3.1 PROCEDURE:
7KH SHUVRQV ZKR DUH µ1RPLQDWHG 3HUVRQQHO¶ )RUP 0DQDJHUV UHSUHVHnt the Engineering,
Maintenance and Quality Management of AASL. These personnel are responsible for all
functions specified in CAR 145 and as described in this MOE.
The Form 4 Managers mentioned in this chapter are ultimately responsible to the Accountable
Manager. They shall demonstrate relevant knowledge, background and satisfactory experience
related to aircraft or component maintenance (except those not assigned to function in a
maintenance department) and demonstrate a working knowledge of relevant activity.
Positions within the management which affect operational Safety and Quality will be filled on the
basis of appropriate knowledge, skill, training and relevant experience.
The company develops its managers through a well laid out policy of supervisory and
management training. The aims of management training are :
1. To develop and improve managerial performance to enable managers to carry out their
duties effectively, manage and motivate their subordinates and ensure that the managerial
resources are best utilised for attaining desired business objectives.
2. To identify suitable managers to satisfy the medium/long term goals of the business and
to plan their development at an early stage to meet those ends.
Accountable Manager shall coordinate with the SBU heads and Chief Operating officer, AASL to
ensure compliance with the requirements of this MOE while carrying out work under the terms of
approval.
SBU Heads and Chief Operating officer, AASL are responsible and accountable for
accomplishment of the tasks assigned to them, notwithstanding the overall responsibility of the
Accountable Manager. They also have to ensure that the principles, standards and regulations
stipulated in this MOE are adhered to.
1.3.1.1 NOMINATION PROCEDURE FOR NOMINATED PERSONNEL
It is the responsibility of the Accountable Manager that all Section 1.3 Nominated Personnel are
nominated according to CAR Part-145 with an appropriate CA Form 4. Prior to Nomination and
communication to external agencies, the Accountable Manager shall ensure that they are fully
conversant with their responsibilities as described in this MOE, Section 1.4.
1.3.1.2 PROCEDURE FOR DELEGATION OF AUTHORITY
It is the responsibility of all Section 1.3 Nominated Personnel (Form 4 Managers) to ensure that
a suitable deputy is (or deputies are) appointed during periods of absence in excess of one
month; and that the deputy is fully conversant with their responsibilities as defined in this MOE
[refer to CAR 145.A.30(b)(4)].
The Deputies mentioned in this chapter are ultimately responsible to their Form 4 Manager. On
nomination they shall demonstrate relevant knowledge, background and satisfactory experience
related to aircraft or component maintenance (except those not assigned to function in a
maintenance department) and demonstrate a working knowledge of relevant activity.
To ensure continuity in the event of absence of nominated postholders due to any
unforeseen circumstances, the nominated deputy or senior most executive in the
affected area shall takeover the functions of the nominated post holder. Any such
changes shall be informed to Accountable Manager and respective RAO.
Doc No AASL/MOE/01
Section – 1.4
Issue - 1

Part – 1 Management Page - 1
1.4 DUTIES AND RESPONSIBILITIES OF MANAGEMENT PERSONNEL

[REF CAR 145.A.70 (a)(4),145.30(b)]
Duties and responsibilities of the following Engineering personnel are mentioned in this sub-
chapter.
Para No Designation
1.4.0 Policy on Qualification, Experience and Training requirements for post holders.
1.4.1 Accountable Manager
1.4.2 ED(E) (on deputation from NACIL)
1.4.3 Chief of Quality (Quality Manager)
1.4.4 Chief of Maintenance (Maintenance. Manager)
1.4.5 Line Maintenance Manager, Kolkata
1.4.6 Base Maintenance Manager, Kolkata
1.4.7 Deputy Manager (Technical Services)
1.4.8 Deputy Quality Manager
1.4.9 Aircraft Maintenance Engineer - BASE / LINE STATIONS
1.4.10 Exercising privileges of approvals held by senior engineering executives of the
company
1.4.11
Chief of PPC
1.4.12 Technical Officers
Doc No AASL/MOE/01
Section ± 1.4
Issue - 1

1.4.0 Policy on Qualification, Experience and Training requirements for post

holders. :
Qualification Requirement of post holders except Accountable Manager:
Post holder must be Licensed/ Approved/ Authorized person as

acceptable to DGCA.
Designation and Experience Requirements for Post holder except Accountable

Manager :
An execu t ive h avin g at least 06 year s o f exp er ien ce as Licen sed /

Ap p r o ved / Au t h o r ized p er so n .
Doc No AASL/MOE/01
Section ± 1.4
Issue - 1

1.4.1 ACCOUNTABLE MANAGER:

[REF. CAR145.25, 145.30 145.35, 145.40, 145.45, 145.65, 145.70]
Chairman and Managing Director (CMD) of National Aviation Company of India Ltd (NACIL) is
the Accountable Manager as per CAR 145 Revision 1 for AASL. Accountable Manager will
provide leadership, direction and management to:
1. Ensure that all necessary resources are available to accomplish maintenance in
accordance with CAR 145 Revision 1 to support the organization approval.
2. Establish and promote the safety and Quality Policy specified in CAR 145 Revision 1.
3. Demonstrate a basic understanding of the CAR.
The Accountable Manager may delegate his functions/ duties in writing to another person of a
level not below the level of Director in the parent company NACIL. However, such delegation
does not relieve the Accountable Manager of his accountability and responsibilities.
Doc No AASL/MOE/01
Section ± 1.4
Issue - 1

1.4.2 Executive Director (Engg.) (on deputation from NACIL):

The ED(E) (on deputation from NACIL) will functionally report to SBU
Head(E&C), NACIL , Hqrs. and administratively reportable to Chief operating
officer. He shall be responsible for :
1. Line & base maintenance planning and management.
2. Ensuring that Chief of Maintenance (Maintenance Manager), Delhi & Line Maintenance
Manager, Base Maintenance Manager, Kolkata are performing their functions pertaining
to maintenance of all aircraft in Alliance Air fleet and all DGCA requirements are complied
with.
3. Maximizing availability of serviceable aircraft and minimizing engineering delays.
4. Liaison with Airframe & Engine MRO SBUs of NACIL regarding major maintenance
scheduling & execution for aircraft operated by AASL..
5. Plan & manage contracts for outsourced activities based on requirements submitted by
Chief of Maintenance (Maintenance Manager).
6. Ensuring appropriate training of all personnel and that they hold adequate qualifications
for accomplishment of work as proposed by Quality Manager.
7. Ensuring that necessary resources are made available to quality division and
maintenance in order to enable them to discharge their functions as per DGCA
requirements.
8. Ensuring safety, health and welfare of all personnel working in the facility and take
disciplinary action against erring personnel.
9. Ensure best-in-class processes, work practices and technology tools in consultation with
relevant SBUs of parent company NACIL.
10. Notifying to Chief Operating Officer whenever deficiencies emerge which require his
attention in respect of finance and the acceptability of standards.
11. Management of the emergency / contingency plan pertaining to engineering functions at
all airports in the network of AASL.
12. Ensuring maintenance of quality / safety standards (in line with DGCA / FAA/ EASA / ISO
requirements) and ensuring compliance of audit findings submitted by Quality Manager.
13. Ensure that adequate inventory of spares is provided & all required tools, equipment
spares and consumables are made available to meet the maintenance requirements.
14. Any other responsibilities as deemed appropriate by ED(E), Hqrs.
The ED(E) (on deputation from NACIL) may delegate his functions/ duties in writing to his
deputies. However, such delegation does not relieve him of his accountability and
responsibilities.
Doc No AASL/MOE/01
Section ± 1.4
Issue - 1

1.4.3 Chief of Quality (Quality Manager)

Chief of Quality (Quality Manager), AASL is a designated post holder for AASL accepted by
the DGCA. He shall be posted at Delhi and report directly to Accountable Manager. For
functional issues and major policy related matters pertaining to quality, he shall be reportable
to GM(Quality), PAX-SBU, NACIL
He shall be responsible for:-
1. Establishing an independent quality system to monitor compliance with the standards
concerning Quality, Safety & Airworthiness requirements of DGCA.
2. Obtaining DGCA approval for MOE amendments.
3. Auditing of Continuing Airworthiness Programme of AASL Aircraft in coordination with
Maintenance Manager and to ensure that aircraft C of As are current for the aircraft in
operation by AASL including review of ARA submitted by Maintenance.
4. Review of Maintenance Programme (MP) including amendments and obtain approval
from DGCA.
5. Implementing Quality Audit Programme and ensuring that any observed non-compliances
or poor standards are brought to the attention of the person concerned.
6. Co-ordinate and correspond with the DGCA on investigation of delays, major defects,
occurrences, accidents and incidents and conducting enquiries on erring maintenance
personnel in consultation with Maintenance Manager, where needed.
7. Ensuring effectiveness of corrective actions are reviewed and documented
8. Approval of repair procedure as suggested by Maintenance after interacting with aircraft /
component manufacturers regarding establishment of repair procedures, where
necessary repair procedures are not readily available in relevant AMM / SRM/ CMM.
9. EnsuriQJWKDWWKHRUJDQLVDWLRQ¶VDSSURYDOVDUHNHSWFXUUHQWLQFRRUGLQDWLRQZLWK&KLHIRI
maintenance (Maintenance manager)
10. Assessing contractors/ subcontractors for extension of quality system and maintaining
expertise necessary to the satisfaction of DGCA/ NAA/ customer/ operator.
11. Assessing suppliers other than OEM and Standard Parts Supplier for satisfactory product
quality in relation to the needs of AASL.
12. Ensuring that standard practices and procedures are derived from approved sources and
are kept current for use within AASL.
13. Co-ordinate with GM(Quality) PAX. SBU, NACIL in the matters pertaining to management
of Quality system within the organisation.
14. Formulating competence requirements for engineering personnel at various levels.
15. Ensuring appropriate training for all personnel regarding their area of responsibilities
(including Human Factors, type / task trainings and refresher courses).
16. Coordinating with NACIL Engineering Training In-charge to ensure training requirements
of AASL engineering staff are met.
17. Co-ordinate and correspond with the DGCA on matters related to issue / renewal of AME
licences, approvals, authorisations and COC.
18. Formulating the training policy for AME and other maintenance personnel, including ab-
initio, recurrent, human factor, type rating as per DGCA requirements.
Doc No AASL/MOE/01
Section ± 1.4
Issue - 1

19. Making policies and procedures for issuance of authorisations to AME and other
authorised personnel and co-ordinate and correspond with the DGCA on matters related
to issue / renewal of AME licences, approvals, authorisations and COC.
20. Approval of contractor/ subcontractor to carry out transit/ pre-departure service checks
certification of aircraft.
21. Carry out audit of fuelling companies regarding Quality Control procedures adopted by
them during refueling and also at their respective refuelling stations.
22. Co-ordinate and correspond with the DGCA in matters pertaining to aircraft operations
and approval of documents like MEL, ETOPs Manual, RVSM Manual, CAT II / III
Operations etc to the extent of related engineering functions.
23. Notifying the details of any accident / incident in AASL to all concerned i.e. AASL
Management, DGCA, Air Safety and other regulatory agencies as per the requirements.
24. To co-ordinate and correspond with the DGCA on induction of new aircraft and completing
required formalities for grant of C of A, C of R, Aero mobile Licence.
25. Studying of major aircraft projects (such as but not limited to cabin upgrade, IFE etc.) and
co-ordinate to obtain NTO from manufacturer and then approach DGCA for necessary
approval.
26. Reporting to the Type Certificate Holder of ambiguities in maintenance data as Per CAR
145.A.50.
27. Chief of Quality (Quality Manager) shall determine the number of deputy QMs required at
various locations within Alliance Air network as considered necessary depending upon the
extent and nature of work to be performed by Quality department at each location and
nominate his deputies accordingly.
28. Co-ordinate with DGCA regarding policy matters of Alliance Air (AASL) on receiving input
from his deputies at various locations within Alliance Air network.
29. In case of non availability of any spares, tool & equipment required for maintenance of
B737-200 & CRJ 700 a/c fleet operated by Alliance Air, if any concession is to be
obtained from DGCA, It shall be the responsibility of Chief of Quality (Quality Manager),
Delhi to obtain the same from DAW, NR. He shall liaise with DAW ER Kolkata for all
maintenance related requirements for ATR 42-320.
30. Reporting of occurrences to the Regional Airworthiness Office as per CAR 145.A.60 and
also inform Chief of Quality regarding any occurrence reportable to DGCA.
31. Preparation and approval of all maintenance schedules for aircraft in operation by Alliance
Air, including the special inspection schedules and ensuring availability of all task cards
required for carrying out the schedules.
32. Prepare work scope for maintenance checks to be performed on each aircraft in the fleet
including major item replacements required as per C.O.S.L.
33. Any other responsibilities as deemed appropriate by Accountable Manager.
The Chief of Quality (Quality Manager), Alliance Air may delegate his functions/ duties in
writing to his deputies. However, such delegation in the normal course does not relieve him of
his accountability and responsibilities, except in the case of his long leave when the
Dy. Quality Manager who will be entrusted with the responsibility to look after the functions of
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Quality Manager shall become personally responsible and accountable for all quality related
functions. Such delegation of responsibility and accountability (in the case of long leave) shall
be intimated by Quality manager to DGCA and other concerned persons prior to proceeding
on leave.
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1.4.4 Chief of Maintenance (Maintenance Manager), Delhi

Chief of Maintenance(Line & Base Maintenance Manager) , Delhi will be posted
at Delhi and control all Line & Base Maintenance activities for all types of aircraft
in Alliance Air fleet operated from Delhi. He will report to ED(E) and shall ensure
that:-
1. Ensuring that all maintenance required to be carried out in the hangar, plus
any defect rectification carried out during base maintenance, is carried out to
the design and quality standards specified in 145.A.65(b). The base
maintenance manager is also responsible for any corrective action resulting
from the quality compliance monitoring of 145.A.65(c).
2. Ensuring that all maintenance required to be carried out on the line including
line defect rectification is carried out to the standards specified in 145.A.65(b)
and also responsible for any corrective action resulting from the quality
compliance monitoring of 145.A.65(c).
3. The company policy encourages development of quality and safety culture
with consideration of Human factors in the organisation.
4. Appropriate action is taken against persons violating the laid down
airworthiness requirements/practices.
5. To liaise with NACIL (I) Engineering Department for the following:-
i. With Delhi & Kolkata Engineering establishment for carrying out major
checks including SB’s, ADs, Modifications etc.
ii. To retrieve/repair the Alliance Air aircraft grounded at base or out station.
6. To monitor aircraft route planning in such a way that the aircraft will be
available at Delhi/Kolkata for carrying out maintenance work like repetitive
snag rectification, Compliance of Mandatory inspections and engine changes
etc.
7. Liaison with Operation and Commercial department for activities pertaining to
operation of Aircraft.
8. Monitoring of snags reported on Alliance Air fleet in operation and conducts
the delay and snags meetings on a daily basis. Issue necessary instructions
(call outs) for rectification of repetitive defects. Plan and monitor all scheduled
inspections including engine/APU changes and major item (MI) replacements
as and when due. In addition he will ensure that no inspection or components
have exceeded their life and necessary instructions will be issued for
complying the same.
9. Ensure that all schedules issued are meeting the inspection standards &
check requirements prior to release of schedules. In addition, he will ensure
when any grounding/change in routing takes place at outstations, all
scheduled inspections and components lives are not exceeded prior to
release of aircraft for further service.
10. Plan and monitor compliance of all applicable DGCA mandatory modifications
including miscellaneous mods., service bulletins / ADs etc. on all aircraft in
Alliance Air fleet as applicable.
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11. Engine condition and trend monitoring as per applicable requirements of

specific engines installed on aircraft in Alliance Air fleet.
12. Monitoring of all life limited parts and all major items as applicable on Alliance
Air fleet.
13. He will ensure Aircrafts are positioned/taxied for purpose of inspections and
departures.
14. He will ensure that all staff working under him are meeting Quality norms as
listed in A/c Rules and CAR so that no rules are flouted.
15. Planning, setting-up, co-ordinating and controlling of engineering activities
pertaining to Alliance Air fleet operations at all out stations.
16. The Maintenance Manager is responsible for all maintenance activity at the
Line and/or Out Stations.
17. Ensuring that he is aware of all Company operating procedures and fully
understands all Quality and Technical reporting systems.
18. The quality of work performed on the aircraft ensuring due diligence is
exercised in respect to Safety.
19. Maintaining flight schedule integrity.
20. Establishing and maintaining a system or procedure that ensures that only
appropriate persons will attend Aircraft as assigned.
21. To take necessary corrective actions including issuance of call outs for attending
repetitive snags and ensuring that delays due technical reasons are minimized.
22. Ensuring that all maintenance is carried out on time and to an approved
standard in accordance with the requirements of CAR-145 and the Aircraft
Technical Publications and/or Maintenance Data.
23. The administration, supervision, efficiency and discipline of all personnel
under his control at out stations for ensuring that health and safety standards
are maintained.
24. Ensuring that the policy and procedures of the Engineering and Maintenance
establishment are maintained and followed.
25. Ensuring that all Quality audits on establishing non-compliance are actioned
according to the level of nonconformity and submit a compliance report to
Quality Manager.
26. Ensure all maintenance is completed in time thus maintaining flight schedule
integrity and minimizing engineering delays as far as possible.
27. Establishing and maintaining cabin appearance and aircraft wash programme
that fully meets the policy of the company on a regular basis.
28. Arranging maintenance at non-manned stations.
29. Ensuring that his functions as maintenance manager are assigned to another
suitable engineering personnel in case of long leave.
30. Studying and defining aircraft specification based on company requirement
for induction of new aircraft.
31. Such other duties as may be reasonably assigned by Executive Director(E) .
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Chief of Maintenance (Maintenance Manager), Alliance Air may delegate his

functions/ duties in writing. However, such delegation in the normal course
does not relieve him of his accountability and responsibilities, except in the
case of his long leave when the Chief of PPC, Delhi who will be entrusted
with the additional responsibility to look after the functions of Chief of
Maintenance (Maintenance Manager) shall become personally responsible
and accountable for all maintenance related functions.
Such delegation of responsibility and accountability (in the case of long leave)
shall be intimated by Quality manager to DGCA and other concerned persons
prior to proceeding on leave.
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1.4.5 Line Maintenance Manager, Kolkata
Line Maintenance Manager, Kolkata shall control all Line Maintenance activities
for all types of aircraft in Alliance Air fleet operated from Kolkata. He will report to
ED(E) and shall ensure that:-
1. All necessary resources are available to accomplish the maintenance in

accordance with the maintenance procedure and quality system required as
per this part and other requirements issued by DGCA from time to time. He
shall liaise with DAW ER Kolkata for all maintenance related requirements.
2. Resources in terms of manpower, plant and equipments are sufficient to meet
the planned workload.
3. The company policy encourages development of quality and safety culture
with consideration of Human factors in the organisation.
4. Adequate inventory is provided to meet the requirements of the services.
5. Appropriate action is taken against persons violating the laid down
airworthiness requirements/practices.
6. To liaise with Chief of Maintenance (Maintenance Manager), Delhi for the
following:-
i )RU FDUU\LQJ RXW PDMRU FKHFNV LQFOXGLQJ 6%¶V $'V 0RGLILFDWLRQV HWF
pertaining to ATR 42-320 aircraft.
ii To retrieve/repair the ATR 42-320 aircraft grounded at base or out
station.
7. To monitor aircraft route planning in such a way that the aircraft will be
available at Delhi/Kolkata for carrying out maintenance work like repetitive
snag rectification, Compliance of Mandatory inspections and engine changes
etc. as per requirement of Quality Manager.
8. Liaison with Operation and Commercial department for activities pertaining to
operation of Aircraft.
9. Monitoring of snags reported on ATR 42-320 aircraft fleet in operation and
conducts the delay and snags meetings on a daily basis. Issue necessary
instructions (call outs) for rectification of repetitive defects. Plan and monitor
all scheduled inspections including engine/APU changes and major item (MI)
replacements as and when due on ATR 42-320 aircraft. In addition he will
ensure that no inspection or components have exceeded their life and
necessary instructions will be issued for complying the same.
10. Preparation and approval of all maintenance schedules for ATR 42-320
aircraft in operation by Alliance Air, including the special inspection schedules
and ensuring availability of all task cards required for carrying out the
schedules.
11. Ensure that all schedules issued are meeting the inspection standards &
check requirements prior to release of schedules. In addition, he will ensure
when any grounding/change in routing takes place at outstations, all
scheduled inspections and components lives are not exceeded prior to
release of aircraft for further service.
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Section ± 1.4
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12. Plan and monitor compliance of all applicable DGCA mandatory modifications
including miscellaneous mods.
13. Monitoring the compliance of service bulletins / ADs etc. on all ATR 42-320
aircraft in Alliance Air fleet as applicable.
14. Engine condition and trend monitoring as per applicable requirements of
specific engines installed on ATR 42-320 aircraft in Alliance Air fleet.
15. Monitoring of all life limited parts and all major items as applicable on ATR 42-
320 aircraft.
16. He will ensure Aircrafts are positioned/taxied for purpose of inspections and
departures.
17. He will ensure that all staff working under him are meeting Quality norms as
listed in A/c Rules and CAR so that no rules are flouted.
18. To ensure compliance of Quality Audit deficiencies.
Line Maintenance Manager, Kolkata, Alliance Air may delegate his functions/
duties in writing. However, such delegation in the normal course does not relieve
him of his accountability and responsibilities, except in the case of his long leave
when the Base Maintenance Manager, Kolkata, Alliance Air, will be entrusted
with the additional responsibility to look after the functions of Line Maintenance
Manager, Kolkata, shall become personally responsible and accountable for all
maintenance related functions.
shall be intimated by Dy. Quality manager to DGCA, Kolkata and other
concerned persons prior to proceeding on leave.
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Section ± 1.4
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1.4.6 Base Maintenance Manager, Kolkata

Base Maintenance Manager, Kolkata shall control all Base Maintenance activities
for all types of aircraft in Alliance Air fleet operated from Kolkata. He will report to
ED(E) and shall ensure that:-
1. Ensuring all facilities including hangar, workshops, ground support equipment

etc. pertaining to ATR 42-320 aircraft are always maintained to high
standards and thus enabling the maintenance personnel to use these facilities
safely as and when required.
2. Planning, setting-up, coordinating and controlling of engineering activities
pertaining to Alliance Air fleet operations at all out stations.
3. Establishing procedures and maintaining of Engineering Stores and
Workshops.
4. Ensure with the help of parent company NACIL that the appropriate training of
all staff is undertaken, and that specialist training and Regulatory approvals
are in place with regard to the packing and dispatch of energy stored vessels
LQFOXGLQJEXWQRWOLPLWHGWR&229HVVHOV$LUFUDIW%DWWHU\¶VDQG([SORVLYHV
i.e. Fire Extinguisher Squibs, and parts sensitive to static charge etc.
5. Maintaining Maintenance Tool stores, storage of test and measuring
equipment, as required for the scope of approval of the company.
6. Ensuring that all items proven to be serviceable by stores inspection have an
Issue Label to enable traceability in the system.
7. Additional responsibilities necessitate planning, coordinating and facilitate for
carrying out Base maintenance activities (including Workshops) in the hangar
prior to obtaining approval from DGCA.
8. The Base Maintenance Manager is responsible for all maintenance activity at
the Line and/or Out Stations pertaining to ATR 42-320 aircraft.
9. Coordinate all Pre-Production Planning Meetings and ensure these meetings
are held at-least 04 weeks prior to each scheduled maintenance input
including scheduled maintenance that maybe contracted out and that such
meetings are minuted and actioned in due time by all attendees. While
ensuring a post production meeting is held and minuted after each scheduled
input to correct areas of non- conformance.
11. The quality of work performed on the aircraft ensuring due diligence is
exercised in respect to Safety.
12. Maintaining flight schedule integrity.
according to the level of nonconformity.
14. Establishing and maintaining a system or procedure that ensures that only
appropriate persons will attend Aircraft as assigned.
15. To take necessary corrective actions including issuance of call outs for attending
repetitive snags and ensuring that delays due technical reasons are minimized.
Doc No AASL/MOE/01
Section ± 1.4
Issue - 1

16. Ensuring that all maintenance required to be carried out at line maintenance
level including defect rectification is carried out to the required maintenance
standards and also be responsible for ensuring compliance of any corrective
action required as per quality audit findings
17. Ensuring that all maintenance is carried out on time and to an approved
standard in accordance with the requirements of CAR-145 and the Aircraft
Technical Publications and/or Maintenance Data.
18. The administration, supervision, efficiency and discipline of all personnel
under his control at out stations for ensuring that health and safety standards
are maintained.
20. Ensuring that the policy and procedures of the Engineering and Maintenance
establishment are maintained and followed.
according to the level of nonconformity and submit a compliance report to
Quality Manager.
22. Ensure all maintenance is completed in time thus maintaining flight schedule
integrity and minimizing engineering delays as far as possible.
23. Establishing and maintaining cabin appearance and aircraft wash programme
that fully meets the policy of the company on a regular basis.
24. Arranging maintenance at non-manned stations.
25. Ensuring that his functions as Base maintenance manager are assigned to
another suitable engineering personnel in case of his absence.
Such other duties as may be reasonably assigned by Executive Director
(Engineering), Delhi.
Base Maintenance Manager, Kolkata, Alliance Air may delegate his functions/
duties in writing. However, such delegation in the normal course does not relieve
him of his accountability and responsibilities, except in the case of his long leave
when the Line Maintenance Manager, Kolkata, Alliance Air, will be entrusted with
the additional responsibility to look after the functions of Base Maintenance
Manager, Kolkata, & shall become personally responsible and accountable for all
maintenance related functions.
shall be intimated by Dy. Quality manager to DGCA, Kolkata and other
concerned persons prior to proceeding on leave.
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Section ± 1.4
Issue - 1

1.4.7 Deputy Manager (Technical Services)

Dy. Manager (Technical Services), Delhi is responsible to Chief of
Maintenance, Delhi and Dy. Manager (Technical Services), Kolkata is
responsible to Line Maintenance Manager and Base Maintenance Manager,
Kolkata.
The functions of Dy. Manager(TS), Kolkata are entrusted to him by Line

maintenance manager , Base maintenance manager & Dy. Quality Manager,
Kolkata.
Doc No AASL/MOE/01
Section ± 1.4
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1 .4 .8 Deputy Quality Manager

Responsible to : Chief of Quality Control (Quality Manager)
Dy. Quality Manager, Delhi and Kolkata are responsible to Quality Manager in day to
day functioning and in addition he shall be specifically responsible for carrying out
audit of maintenance division, stores and ground handling equipments used by
AASL. He shall be responsible to -
i. Ensure ongoing compliance with regulatory and internal requirements,
RSHUDWRU¶V VWDQGDUGV DQG RWKHU UHJXODWLRQV UXOHV DQG UHJXODWLRQV WKDW DIIect
the operational safety, security and quality performance results,
ii. Ensure good maintenance practices taking into account all aspects of human
factors and compliance with adequate procedures according to DGCA
requirements to upkeep quality standard in airworthiness of aircraft, aircraft
systems and components,
iii. Monitor the standards concerning quality, safety and airworthiness of all
aircraft, engines, components and accessories, taking into consideration the
requirements of DGCA and other concerned airworthiness authorities both at
the base and outstations.
iv. Monitor the work carried out in the various sections/divisions including
maintenance activity centers are under approved methods and standards
specified from time to time, using approved equipment / materials.
v. Co-ordinate with statutory authorities in respect of C of A, Weight Schedule
etc.
vi. Deals with various concessions for limited over-runs on component lives and
schedule maintenance checks and various other concessions on request from
production divisions.
vii. Liaise with DGCA for ferry / test flight in co-ordination with MM and Operation
department.
viii. Co-ordinate all activities pertaining to Quality at regions with airworthiness
authorities.
ix. Ensure that DGCA approvals and other such approvals granted to the
company by regulatory agencies like FAA/EASA etc. are kept renewed and
FXUUHQW0RQLWRUWKHYDOLGLW\DSSURYDORIFRPSDQ\¶VVXE-contracting agencies /
operators.
x. Investigate into matters on accidents and incidents pertaining to the safety of
the aircraft, prepare suitable reports and submit to the regulatory authorities.
xi. Monitor that all DGCA requirements are met for all components / materials
credited to Bonded Stores and monitor Stores Inspection Procedures.
xii. Monitor that Quality Control Procedures are adopted by fuelling companies.
xiii. Ensure prompt receipt of information regarding defects, delays, incidents,
accidents and grounding of aircraft, etc. and reporting to Regulatory agencies
and OEMs as applicable.
Doc No AASL/MOE/01
Section ± 1.4
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xiv. Determine effectiveness of delay / defect investigation and ensure that

defects reported / observed are rectified properly.
xv. Ensure that all fire prevention measures and other safety precautions are
taken in the Hangers / Shops.
xvi. Initiate corrective actions for inspections failures / lapses.
xvii. Review aircraft / engine training courses for engineering personnel.
xviii. Suggest corrective action based on audit inputs.
xix. In-coordination with Base and Line managers, develop continuous
Airworthiness Maintenance Programmers as per the statutory requirements.
xx. Identify hazards, undesirable conditions and areas requiring improvement,
xxi. Establish a safety policy for the organization with good safety management
system taking into account human factors
xxii. Establish a system of quality assurance enabling adherence to the laid down
maintenance program and safety,
xxiii. Ensure operational independence of the system,
xxiv. The auditors must abide by a code of conduct to enhance the impartiality and
independence.
xxv. Categorize audit program into progressive areas against the maintenance
package, to provide a complete audit of all activities being carried out,
xxvi. Carry out investigation into any incidents or irregularities that may have
jeopardized the safety and airworthiness of operations and consider results
from previous audits, including the effectiveness of corrective or preventive
action that may have been implemented;
xxvii. In addition to planned audit, carryout random audits to cover maintenance
activities and documentation,
xxviii. Raise a comprehensive record of organizational audits carried out and
defects reported,
xxix. Ensure corresponding corrective or preventive actions after a comprehensive
discussion of the auditor and the audited area head on the findings;
xxx. Follow up of action items to ensure closeout within a specified time frame.
xxxi. Ensure that necessary technical literature, tools, special tools, appropriately
authorized/approved certifying personnel/AMEs, battery cart/ GPU, trestles,
jacks, trained manpower etc. as applicable shall be available for carrying out
the required work; and to ensure proper maintenance of equipments.
xxxii. In case of non availability of any spares, tool & equipment required for
maintenance of ATR 42-320 a/c fleet operated by Alliance Air, if any
concession is to be obtained from DGCA, It shall be the responsibility of Dy.
Quality Manager, Kolkata to obtain the same from DAW, ER, Kolkata.
Doc No AASL/MOE/01
Section ± 1.4
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xxxiii. Prepare work scope for maintenance checks to be performed on each ATR
42-320 aircraft in the fleet including major item replacements required as per
C.O.S.L.
xxxiv. Reporting of occurrences to the Regional Airworthiness Office as per CAR
145.A.60 and also inform Chief of Quality regarding any occurrence
reportable to DGCA.
xxxv. To discharge any other functions & duties assigned by Chief of Quality,
(Quality Manager).
The Dy. Quality Manager, Alliance Air, Kolkata may delegate his functions/ duties in writing to
Dy. Manager (TS). However, such delegation in the normal course does not relieve him of his
accountability and responsibilities, except in the case of his long leave when the Dy. Manager
(TS), who will be entrusted with the responsibility to look after the functions of Dy.Quality
Manager, Kolkata shall become personally responsible and accountable for all quality related
functions.
Such delegation of responsibility and accountability (in the case of long leave) shall be
intimated by Dy. Quality manager to DGCA, Kolkata and other concerned persons prior to
proceeding on leave.
Doc No AASL/MOE/01
Section ± 1.4
Issue - 1

1.4.8 AIRCRAFT MAINTENANCE ENGINEER - BASE / LINE STATIONS

[CAR 145.A.30 (e) (g) (h), CAR 145.A.35, CAR 145.A.65 ( C ) CAR 145.A.70]
[CAR 6HFWLRQµ/¶SDUW;DQG5XOH@
MAINTENANCE (AME LICENCE / DGCA AUTHORISATIONS)
1. Follow Quality and safety standards as set forth in the MOE.

2. Observe Human factor, regulatory requirements of DGCA in the maintenance activity.
3. Acquaint with current regulatory requirements. Ensure licence /authorisation issued by
DGCA/ AASL is kept current.
4. Allocation of work on aircraft, engines or systems as the case may be to Technicians and
supervising work progress to ensure compliance of airworthiness, quality control, safety
standards and laid down procedures and for timely job completion.
5. Maintenance and certification of the airworthiness of aircraft covering inspection checks,
modifications, parts replacements, defect rectification and special checks.
6. Inspection and certification of approved schedules of aircraft / engines, equipments /
components and system within the scope of his licences/ authorisations.
7. Investigation, trouble shooting, analysis and rectification of defects reported in flight, those
detected on inspection, repeat snags and certification thereof. Signing the completion of
work falling within the scope.
8. Ensuring that laid down inspection procedures are followed.
9. Enforcing Quality compliance in the area/s of assignment, technical supervision and
guidance to personnel in the areas.
10. Signing out CRS/Completion of approved work packages in Flight Report Book as
DSSOLFDEOH DQG PDNLQJ HQWULHV LQ WKH )OLJKW 5HSRUW %RRN DQG 3LORW¶V 'HIHFW 5HSRUW
regarding details of rectification carried out for the reported defect/s.
11. Certification of aircraft for test flight.
12. Certification of aircraft for which a C of A/ ARA is to be issued.
13. Certification in the Log Books of approved minor repairs and modifications, component
replacements and check schedules.
14. Carrying out Duplicate Inspection and Certification as applicable.
15. Upon assignment, issue CRS in respect of certification of inspection and work carried out
by AMEs not appropriately authorised after verifying by suitable means that the inspection
/ work carried out is satisfactory in all respects.
16. Ensuring adherence to required safety standards / precautions in the assigned area of
work
17. Prior to commencing maintenance work, to check and ensure availability of current
manuals, test equipment and calibrated tools required for the job.
18. Ensuring familiarisation of test / support and ancillary equipment in the assigned area/s of
work, and their operation as required.
Doc No AASL/MOE/01
Section ± 1.4
Issue - 1

19. Cooperate/ participate in internal and external Audits proactively.

20. Make use of computer applications in maintenance and maintenance related works.
21. When posted at outstation, take additional responsibility of the following:
Maintenance of the Outstation Engineering Unit to the required airworthiness, quality
and safety standards and general upkeep of the unit.
EnsXULQJ SURSHU WHFKQLFDO KDQGOLQJ RI FRPSDQ\¶V DQG FRQWUDFW RSHUDWRU¶V DLUFUDIW
Providing services to operators with whom no SLA exists after permission from base.
Maintenance of airworthiness and technical records.
Administration of the outstation engineering unit and maintenance of office records.
Supervision of Engineering personnel of the unit and also of Stores, at stations not
having independent stores. Overall discipline, punctuality and attendance of staff under
his charge.
Co-ordination with base maintenance divisions as required.
Sending to base reports on Monthly Activity, and other reports like Delays, Major
defects, Accidents / Incidents etc.
Liaison and co-ordination with Civil Aviation authorities, Station Office, Apron Control
and other agencies at the airport.
22. Ensure that no new part is installed unless the new part has marking identifying it as a
SDUW VSHFLILHG LQ PDQXIDFWXUHU¶V DSSURYHG GRFXPHQWV RU DXWKRULVHG E\ &KLHI RI
Quality(Quality Manager).
23. Ensure that no used part is installed unless the part meets the standards of airworthiness
applicable to the installation of used parts.
24. Ensure that aircrafts are not certified for a flight unless they are airworthy, appropriately
equipped, configured and maintained for their intended use. While doing so, they should
also ensure that the policies and procedures given MOE are adhered to.
25. While signing the CRS, ensure that the major repair or major modification conforms to the
approved technical data.
26. Ensure that, while working at Stations other than India, laws, DGCA,FAA and EASA
Regulations as applicable and Procedures of the Country are complied with.
Doc No AASL/MOE/01
Section ± 1.4
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1.4.9 EXERCISING PRIVILEGES OF APPROVALS HELD BY SENIOR ENGINEERING

EXECUTIVES OF THE COMPANY
1. Senior Executives of the rank of Chief Manager and above, will exercise the privileges of
their Approvals, only in an emergency and under the following conditions:
They, will be used to meet exigencies out of non-availability of personnel normally using
WKHVH$SSURYDOVIRU&RPSDQ\¶VZRUN7KHVHH[LJHQFLHs will also cover such instances as
summons on holidays or during nonworking hours or adverse industrial situations.
2. Authorisations held by the Senior Engineering Executives in the Company of the rank of
chief manager and above shall be treated as current, subject to their meeting the
experience requirements of working for monitoring of quality control / maintenance
activities.
Doc No AASL/MOE/01
Section – 1.4
Issue - 1

1.4.10 CHIEF OF PPC
His specific functions are to:
The Chief of PPC, Delhi reportable to Executive Director (E) will be evolving the issuance of
policy directives and instruction in respect of procurement and replenishing of spares,
planning, procuring and maintenance of support / Test Equipment, to meet Company’s
present and future needs.
1. Co-ordinate the activities of the support group with other groups of division within the
AASL engineering department.
2. Ensure effective utilization of resources
3. Review audit reports on the Divisions / Groups under him for proper functioning and
implements corrective measures if found unsatisfactory.
4. Prepare and implement maintenance plan (long term and short term) for aircraft/ engines/
components.
5. Ensure application of human factor principles in the maintenance plan.
6. Prepare and periodically amend work package/s based on approved Maintenance
Programme and issue the same to the appropriate maintenance/ overhaul Maintenance
Activity Centres.
7. Track components under repair in-house and with external service providers.
8. Manage warranty.
9. Carry out initial provisioning of spares for induction of aircraft/ engines as per guidelines
from Chief of Maintenance.
10. Procure spares, related material and equipment, standard hardware, consumables,
tooling and manage inventory.
11. Ensure preloading of components, spares, consumables, tools and equipments necessary
for carrying out scheduled maintenance activities at Delhi and Kolkata respectively.
12. Arrange for such items, which are not available in stores and required by maintenance
division on urgent basis.
13. Work out scheduled check arisings and plan accordingly to meet requirements
accordingly for spares, consumables, tools and equipments etc.
14. Coordinate with NACIL stores in behalf of Chief of Maintenance, Delhi and Kolkata.
Doc No AASL/MOE/01
Section ± 1.4
Issue - 1

1.4.11 TECHNICAL OFFICERS
1. To generally assist divisional in-charge in engineering organisation in discharge

of their functions and responsibilities, such as :
i. Technical Services
ii. Delay / Defect Analysis
iii. Computation of Weight Schedules
iv. Production Planning
v. Planning and Maintenance of Facilities
vi. Material Planning and Provisioning
vii. Aircraft / Engine Performance Analysis
viii. Maintenance / Overhaul Schedules and Log Books
ix. Maintenance of Components Life and Life Development Programme
x. Test Laboratories
xi. Modification Studies and Development/ Logistical Support
xii. Aircraft and System Development
xiii. Technical and Statistics Data Compilation and Analysis Activities
xiv. Budgeting
xv. Import Substitution, Material Retrieval and Standardisation Activities
xvi. Material and Labor Cost Analysis
xvii. Shop Loading of Components
xviii. Dry/ Wet Lease SLA, Documentation Compliance
xix. Lease Return
xx. Network/ Communication Planning and Maintenance
xxi. Aircraft Scheduling for Service
xxii. Documents Circulation/ Records Preservation and Control
xxiii. Industrial Engineering and Safety.
2. Any other work assigned from time to time.
Doc No AASL/MOE/01
Section ± 1.5
Issue - 1
Revision 3 MAY 2010

CAR 145 Maintenance Organisation
Part ± 1 Management Doc No AASL/MOE/01 Page - 1
C.M.D., NACIL
ALLIANCE AIR ENGINEERING SET UP
Accountable Manager
G.M. (Quality)
NACIL(I), HQRS
SBU Head(E&C), Chief Operating Officer
NACIL (In-Charge Alliance Air)
Executive Director (E)
Chief of Maintenance, Delhi Chief of PPC, Line Base Chief of Quality Control
(Line & Base Delhi Maintenance Maintenance (Quality Manager)
Maintenance Manager), Manager, Manager ,
Kolkata Kolkata
Dy. Q.M. Dy. Q.M

Dy.Mgr PPC Dy. Mgr (TS) Kolkata
(TS) Delhi Manager Kolkata Delhi
Division
PPC
AMEs AMEs AMEs AMEs

A&C E,I,R A&C E,I,R AME AME AME AME
A&C E,I,R A&C E,I,R
Doc No AASL/MOE/01
Section ± 1.6
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1.6 LIST OF CERTIFYING STAFF [REF. CAR 145.A.70 (a)(6)]
1.6.1 PURPOSE:
To ensure up-to-date and accurate listing of all AMEs/Approved/Authorised Persons
POLICY:
The list of AMEs/Approved/Authorised Persons shall be maintained current and published

quarterly.
1.6.2 RESPONSIBILITY:
Chief of Quality (Quality Manager), AASL, Delhi is responsible for the administration & control
of the authorisation / approval system for all types of aircraft operated by AASL.
1.6.3 PROCEDURE:
All maintenance tasks on the aircraft are certified by personnel duly authorised / approved by
Chief of Quality (Quality Manager), AASL, Delhi as specified in the authorization issued to
him.
Details of actual names, DGCA Licences/approvals, company authorisations / approvals
along-with training including continuation training etc held by each person are recorded in the
individual file. Based on these files a consolidated and updated list of AME(Master Roster) is
issued by the office of Chief of Quality (Quality Manager), AASL, Delhi. For each person
listed, the list includes, the name, personal identification number, signature, the scope of the
authorisation, the date when the authorisation came into force and, if applicable, the date
when the authorisation was withdrawn.
Hard copies of this list (Master Roster) are available in the office of Chief of Quality Control
(Quality Manager), AASL, Delhi.
The list of AME/Approved/Authorised Persons includes:-
A, C, E, I, R &V Licensed Engineers who are authorised as AME/Authorised/Approved
Person by Chief of Quality (Quality Manager), AASL, Delhi.
Shop Approval holders who are authorised as AME/Approved/Authorised Persons by
GM-Quality of NACIL for certification of B737-200 / ATR 42-320/ CRJ 700 aircraft
components.
COC Holders of NACIL for carrying out any specialized work on B737-200 / ATR 42-
320/ CRJ 700 aircraft & its components.
.
Doc No AASL/MOE/01
Section – 1.7
Issue - 1
CAR 145 Maintenance Organisation Revision 1 APR 2010

1.7 MANPOWER RESOURCES [REF.CAR145.A.70 (7),145.A.30(d), 145.A.47 (a)]
1.7.1 PURPOSE:
To outline policy for manpower resources required to meet intent of intended scope of work.
1.7.2 POLICY:
Each personnel will be provided appropriate training commensurate with his assigned work.
The employees of Alliance Air are at present on fixed term employment agreement and the
procedure and policies on their training on the company policies and procedures have been
included in their agreements.
Each Maintenance Activity Centre in-charge is responsible to ensure that only trained
personnel are assigned independent work.
1.7.4 PROCEDURE:
1.7.4.1 MANPOWER
It is essential that sufficient personnel are available in all areas of AASL activities to perform
the intended functions. The number of employees for each Maintenance Activity Centre to
perform their assigned functions are established and laid down on a yearly basis.
Hangar/ shop visit plans and man-hour plans serve as the basis for the required manpower.
The forecasting is then based on the AASL business plan, which contains the future fleet
configuration, expected aircraft utilization and the existing maintenance contracts, if any,
with current/ potential customers.
1.7.4.2 PERSONNEL SELECTION
Existing Qualification and experience requirements for various posts within engineering
department will be presented by AASL personnel department to AASL Quality department
for review prior to initiation of any personnel selection process.
1.7.4.3 PERSONNEL REQUIREMENTS
Maintenance and Quality department shall jointly determine the number of engineering
personnel required and project the requirements to personnel department for initiation of
recruitment process. The number of required personnel is to be determined by the annual
manpower assessment procedure. The forecasted personnel requirement is sent to the
personnel department.
The necessary qualifications of the personnel in the different skills are determined through
job analysis and laid down in qualification profiles.
The necessary individual training for each employee results from these qualification profiles.
Doc No AASL/MOE/01
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1.7.4.4 TECHNICAL TRAINING

1.7.4.4.1 General
AASL is utilizing the Engineering training facilities of NACIL.
The necessary initial and recurrent training to engineering personnel in Alliance Air is
arranged through Engineering training department of NACIL. Trainings is arranged on the
aircraft operated by Alliance Air to ensure appropriately qualified personnel are available
for aircraft maintenance. With regard to training for personnel engaged in aircraft
maintenance, only the basic training is specified. Specific training for AME in aircraft
maintenance is laid down in Chapter 3.4.
This chapter is therefore divided into:
Technical Training- Aircraft Maintenance
Technical Training- Workshop Personnel
Technical Training- Specialised Services
Technical Training- Support Services
All training except on-job training provided to trainees in hangars and workshop will be
performed by NACIL Engineering Training Division (ETD), which is also a DGCA approved
training organisation.
To ensure appropriately qualified and trained personnel, the DGCA approved ETD of
NACIL, Maintenance Activity Centres and Quality work in close co-ordination to provide
the necessary training.
The responsibility of each group is described in the following:
1.7.4.4.2 Engineering Training Division (ETD)

ETD ensures that the training corresponds with the objectives of AASL / NACIL and for
aircraft AME, complies with DGCA requirements. It executes classroom and practical
training as required and keeps training records.
1.7.4.4.3 Maintenance Activity Centre In-charges

The Maintenance Activity Centre in-charge is responsible within its area to introduce a
new employee at the workplace and to request the training for each employee in
accordance with the training schedule depending on the individual qualification and on any
demand within the Maintenance Activity Centre to assure a safe product. The training
coordinator will coordinate the necessary training for all workplaces within the
Maintenance Activity Centre
1.7.4.4.4 Quality
µ4XDOLW\¶FRQWUROVWKHTXDOLILFDWLRQSURILOHVDQGWKHQHFHVVDU\WUDLQLQJIRU$0(DVUHTXLUHG
for each Maintenance Activity.
1.7.4.5 TECHNICAL TRAINING-AIRCRAFT MAINTENANCE
1.7.4.5.1 General
Technical training for aircraft maintenance includes the necessary training for all personnel
in line and base maintenance to allow them to work independently and to sign off their
own work. Additional training necessary to become AME is covered in Section 3.4 "AME
qualification and training procedures".
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Section ± 1.7
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INTENTIONALLY LEFT BLANK
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Section ± 1.7
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1.7.4.5.2 Basic training

The basic training includes field trips and Orientation Programme (OP). The basic training
is divided into modules. Some of the modules require hands on training in addition to the
classroom training. The OP is a AASL company training to get familiar with the AASL
environment, facilities, policies and procedures such as risk evaluation, log book entries,
hold item list, minimum equipment list, briefing entries, maintenance data, task cards etc
and general rules.
1.7.4.5.3 Type training
The type training is divided into classroom training and practical training. The practical
training is integrated in the production. The trainees will perform maintenance tasks under
supervision.
1.7.4.5.4 Task-based On-Job Training (OJT)
The completion of the OJT must be satisfactorily demonstrated by an
examination/assessment. A successfully passed assessment is one of the prerequisites to
get the sign-off privileges. Additionally, the task-based OJT is a tailor made training
established by the individual Maintenance Activity Centre to cover their needs.
1.7.4.5.5 AME (ref to Section 3.4)
The level of knowledge is directly related to the complexity of certification appropriate to
the particular Aircraft Maintenance License category.
If a person has passed all the necessary training, then he becomes eligible to apply for an
authorisation to issue CRS.
To receive sign off privileges for a customer, AME will be required to have an appropriate
Procedure Training on the relevaQW &XVWRPHU¶V ORJ ERRN GHIHUUHG LWHP OLVW PLQLPXP
equipment list, briefing entries, task cards etc.
1.7.4.6 TECHNICAL TRAINING-WORKSHOP PERSONNEL

1.7.4.6.1 General
The technical training of workshop personnel is mainly based upon on the job training.
Classroom training will be necessary to get familiar with the AASL environment, facilities,
policies and procedures such as risk evaluation, briefing entries, maintenance data, task
cards/ procedure sheets etc and general rules.
Depending on the availability, additional classroom training on systems, engines and/or
components may be required for workshop personnel. Such training may either be
provided by the ETD or OEM.
1.7.4.6.2 On-Job Training

In order to round up and complete the knowledge taught in the theoretical and practical
courses, on-the-job training is given. It is the responsibility of the Maintenance Activity
Centre in-charge of each SBU to provide initial and recurrent on-the-job training on special
procedures, instructions on new equipment to the extent necessary for the particular
DFWLYLW\FXVWRPHU¶VSROLFLHVSURFHGXUHVVSHFLDOSURFHGXUHVZLWKUHJDUGWRFRQWUDFWZRUN
On-the-job training is formulated on a case to case basis. It may include a written
instruction, demonstration and/ or practical training.
Doc No AASL/MOE/01
Section ± 1.7
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1.7.4.6.3 AME(ref to Section 3.4)

the particular Aircraft component.
3URFHGXUH 7UDLQLQJ RQ WKH UHOHYDQW &XVWRPHU¶V SROLFLHVSURFHGXUHV VSHFLDO SURFHGXUHV
with regard to contract work.
1.7.4.7 TECHNICAL TRAINING-SPECIALISED SERVICES

1.7.4.7.1 Training on Specialised Services
Personnel engaged in specialised services, as mentioned in Section 1.9.4, will receive
special training by the manufacturer and/or on-the-job training in accordance with their
assigned function.
The training and qualification program for welders is in accordance with DGCA regulation.
Those for NDI personnel comply with the requirements of DGCA/ NAS 410/ EN 4179
standards. Periodic Re-qualifications are also performed in accordance with DGCA
regulations.
For details ref. to Section 3.11.
1.7.4.7.2 Specialised Training
Special training will be provided whenever there is a need to perform work which requires
special approval such as rigging, special inspections/tests (NDT, boroscope, engine run
up etc.), welding/ brazing, special repairs (composite, sheet metal, swaging etc.),
balancing, plating etc. The completion of the specialised training must be satisfactorily
demonstrated by an examination/assessment.
A successfully passed examination/assessment is one of the prerequisites to get the sign
off privileges of the special Approval for the respective task.
1.7.4.7.3 AME(ref to Section 3.4)
the particular scope of work.
3URFHGXUH 7UDLQLQJ RQ WKH UHOHYDQW &XVWRPHU¶V SROLFLHVSURFHGXUHV VSHFLDO SURFHGXUHV
with regard to contract work.
1.7.4.8 TECHNICAL TRAINING-SUPPORT SERVICES
1.7.4.8.1 General
Technical training includes the necessary training for all personnel engaged in Support
Services such as TS, PPC, EFD, MPD, IE. The training will be commensurate with their
intended assigned work. Classroom training will be necessary to get familiar with the
NACIL environment, facilities, policies and procedures such as documentation, risk
evaluation, maintenance data, task cards/ procedure sheets etc and general rules.
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1.7.4.8.2 Training
Additional classroom training on systems, engines, components and/or equipment may be
required. Such training may either be provided by the ETD (NACIL) or OEM. In some
cases training on reliability, supply chain management, planning activity, performance
engineering may also be required.
1.7.4.9 HUMAN FACTORS
In addition to the necessary expertise for the job function competence employees of AASL
will be trained to understand how human factors and human performance may influence
their work.
Human factors means principles which apply to aeronautical design, certification, training,
operations and maintenance and which seek safe interface between the human and other
V\VWHP FRPSRQHQWV E\ SURSHU FRQVLGHUDWLRQ RI KXPDQ SHUIRUPDQFH µ+XPDQ
3HUIRUPDQFH¶ PHDQV KXPDQ FDSDELOLWLHV and limitations which have an impact on the
safety and efficiency of aeronautical operations.
The training syllabus to be addressed during the human factors training should be as per
CAR 145 {reference GM 145. A.30 (e)}
Therefore, training adapted to the individual level is defined. All engineering employees of
AASL will receive Initial Human Factors Training during their Basic Training. After an initial
training every employee has to undergo a recurrent training within 2 years (Ref. AMC
145.A.30(e) point 8 Page 38).
1.7.4.10 CONTINUATION TRAINING

In addition to the requirements with regard to continuation training for AME, AASL will
provide such continuation training to all personnel in line and base maintenance as well as
in the different workshops of NACIL.
Continuation training, once in two years, will ensure up to date knowledge of relevant
technology, organisation procedures and human factor issues.
Continuation training covers the following aspects:
New or revised technical procedures
New technologies
Critical or complex inspections, installations and/or adjustments
Problems experienced
In exceptional cases, refresher training (i.e. engine run-up)
DMS
1.7.4.11 EVIDENCE OF TRAINING ACCOMPLISHED
The concerned AME shall collect the certificate from Enginnering Training Division, NACIL
after successfully completing the initial / recurrent training. The ETD (NACIL) will maintain
record of such training.
Doc No AASL/MOE/01
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Part – 1 Management Page -1
1.8 GENERAL DESCRIPTION OF FACILITIES

CAR 145 REF: 145.25(a),145.25(b), 145.70(a)(8)
DGCA has approved Alliance Air’s facilities existing at IGI Airport,
New Delhi for B737-200, CRJ700 and ATR 42-320 aircraft and at
N.S.C.B.I airport, Kolkata for ATR42-320, for carrying out all
maintenance activities related to Line / Major Maintenance. They are
also the main bases of the respective aircraft for the organisation.
1.8.1 Engineering Facilities at Delhi

Description:
The Line Maintenance Office comprises of accommodation for Line
Maintenance Manager, Engineers, Technicians with facilities of
technical documents/manuals to support the operation.
The Line Maintenance Office is located on the ground floor in the
NACIL (I) Hangar at IGI Airport, New Delhi.
A small holding of basic and B737-200 / ATR 42-320 and CRJ 700 ER
tooling is held in the line store including special tools and jacking
adapter, wheel axle thread protectors, nut sockets etc.
1.8.2 Engineering Facilities at Kolkata

Description:
Alliance Air Engineering carries out maintenance activities major and
line from Hanger No. 16 and Quality Department activities from
Annex. Building between Hanger #15 & Hanger #16.
Hanger #16 has office of Chief of Maintenance, Office of Line
Maintenance Manager and PPC office. ATR 42-320 stores is located
at Hanger # 15 under direct supervision of Dy. General Manager
stores and purchase of Indian Airlines. All ground support facilities
including towing / pushback is supported by NACIL (I).
1.8.3 Engineering Facilities – other Line Stations

All Alliance Air Line Stations will be supported to the level required by
the operation.
This will be dependent on:
(a) The aircraft type
(b) The frequency of services
(c) The level of work to be carried out.
All Alliance Air manned stations have, as a minimum, office
accommodation, access to stores, tooling and equipment necessary to
support the level of work carried out and copies of the relevant
manuals and procedures. Where the operation demands, these
facilities may be supplemented by support from other Alliance Air
maintenance bases.
Doc No AASL/MOE/01
Section ± 1.8
Issue - 1

Part ± 1 Management Page -2
The Line Stations are categorized as:

1. Alliance Air manned
2. Engineer onboard
3. Sub-contract Line Maintenance organisations.
1.8.4 Line Station Locations
Cargo B737-200 ATR 42-320 CRJ 700

1. Agartala 1 Dimapur 1 Delhi (Main Base)
2. Guwahati 2 Lilabari 2 Vishakhapatnam (Vizag)
3. Imphal 3 Guwahati 3 Ranchi
4. Bangalore 4 Silchar 4 Bhubaneshwar
5. Mumbai 5 Imphal 5 Surat
6. Delhi 6 Agartala 6 Chennai
7. Kolkata 7 Aizwal 7 Guwahati
8. Chennai 8 Shillong
9. Nagpur 9 Jorhat
10 Tezpur
11 Kanpur
12 Kulu
13 Allahabad
14 Gwalior
15 Bhopal
16 Delhi
17 Jaipur
18 Udaipur
19 Jabalpur
20 Pathankot
Delhi is approved to carry out :
0DLQWHQDQFH XSWR µ$¶ FKHFN RQ %-200 aircraft fitted with JT8D-
17A engine.
0DLQWHQDQFH XSWR µ$¶ FKHFN DQG <HDUO\ LQVSHFWLRQV RQ $75 -320
aircraft fitted with PW121 engine and HS 14SF propellers.
Maintenance upto multipleV RI µ$¶ FKHFN RQ &5- DLUFUDIW ILWWHG
with CF-34 engine.To carry out maintenance for 4 Yearly & 6 Yearly
inspections on CRJ 700 aircraft fitted with CF34-8C1 / 8C5 B1 engine.
Kolkata is approved to carry out :
Maintenance of ATR 42-320 aircraft fitted with PW121 engine and HS
6)SURSHOOHUVXSWRµ&¶)+LQVSHFWLRQDQGXSWR\HDUO\
inspection.
Any of the stations of Airbus Aircraft NACIL(I) may be operated by
Alliance Air as per exigencies.
A list of Line Stations is shown in MOE Part 1 Management
Chapter 1.8. It is subject to change as per Company Policy. Latest
list of line stations currently in operation shall be maintained updated
by Chief of Quality (Quality Manager), AASL, Delhi. The above list
shall be amended once in a year.
Doc No AASL/MOE/01
Section ± 1.9
Issue - 1

1.9 25*$1,=$7,21¶66&23( OF APPROVAL

CAR 145 REF: 145.20,145.70(a)(9),145.75(a)
Alliance Air has been granted Line Maintenance approval by DGCA for
maintaining the current fleet of Boeing 737-200 aircrafts vide DGCA Letter Ref:
F-125/940 dated 31st July 1996, and ATR 42-320 vide DGCA Letter Ref:
DAW/Q3-Alliance Air dated 16th Dec 2002. The approval is renewed by DGCA
on annual basis. Any extension to scope of approval is added in the approval
certificate of the concerned base and the same is prominently displayed in the
office of Quality Manager, Delhi, Maintenance manager, Delhi and also at the
Dy. Quality Manager, AASL, Kolkata, line and base maintenance manager,
AASL, Kolkata.
SCOPE OF APPROVAL AS PER CAR 145
Main Base : Delhi
Class Ratings Limitations Line Base
Aircraft A1 D 0DLQWHQDQFH XSWR µ$¶ FKHFN RQ
with B737-200 aircraft fitted with JT8D- -
engine 17A engine.
and E 0DLQWHQDQFH XSWR µ$¶ FKHFN DQG
propeller Yearly inspections on ATR 42-320
aircraft fitted with PW121 engine
and HS 14SF propellers.
F0DLQWHQDQFHXSWRPXOWLSOHVRIµ$¶
check on CRJ 700 aircraft fitted
with CF-34 engine. Approval to
carry out maintenance for 4
Yearly inspections, 6 Yearly
inspections and upto 8 Yearly
inspections schedule on
Bombardier CRJ 700 aircraft fitted
with CF34-8C1 / 8C5 B1 engines,
including Electrical, Instrument
and Radio Syatems installed
thereon
Kolkata
Class Ratings Limitations Line Base
Aircraft A1 Maintenance of ATR 42-320 aircraft
with fitted with PW121 engine and HS
engine 6) SURSHOOHUV XSWR µ&¶
and FH) inspection and upto 8 yearly
propeller inspection.
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1.10 NOTIFICATION PROCEDURE [REF.CAR 145.A.70 (a)(10), 145.A.85]
1.10.1 PURPOSE :
Organisation may under go certain changes over a period of time to meet the requirements
arising from the changes in fleet size, type of fleet, regulatory requirements. There could be
changes due to relocation of maintenance and/or overhaul activities. The changes may be in
key personnel controlling the activity or the activity itself. Such significant changes are to be
notified to the regulatory authorities.
1.10.2 POLICY :
AASL as an approved maintenance organisation (AMO) will notify Director General of Civil
Aviation (DGCA) India of any significant changes to the organisation so as to enable the
authorities to determine continued compliance with airworthiness requirement.
Significant changes include the following :
1. Name of Organisation ;
2. Location of the organisation (includes additional locations) ;
3. The Accountable Manager ;
4. Any of the senior personnel specified in CAR 145.30 (a) ;
5. Changes or additions to the capability list ;
6. Facilities, equipment, tools, material, procedures and AME that could affect the
maintenance approval.
These changes will be notified to DGCA, in writing, with minimum delay. All changes must be
acceptable to DGCA. Once accepted by DGCA, the revision will be carried out by QM and
distributed to holders of this Exposition.
The notification shall be made as soon as possible via e-Mail, Fax or letter whichever is
convenient.
The Office of Chief of Quality(Quality Manager) shall notify the changes to DGCA.
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Section ± 1.11
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1.11 EXPOSITION AMENDMENT PROCEDURE [REF. CAR 145.A.70(a)(11)]

1.11.1 PURPOSE:
To provide control over any changes to the contents of this manual, Chief of Quality(Quality
Manager), AASL, Delhi is responsible for making amendments to MOE.
1.11.2 POLICY:
MOE will be reviewed at least once in a year and amendments shall be issued only after
approval from DGCA.
Chief of Quality(Quality Manager), AASL, Delhi is responsible for issue of amendments.
1.11.4 PROCEDURE:
The DGCA or any management / engineering person in the organisation can propose an
amendment to the MOE. Amendment required due changes in the regulatory requirements
should be proposed by Chief of Quality(Quality Manager), AASL, Delhi. Amendments required
due reasons other than regulatory requirements can be proposed by management /
maintenance / engineering personnel. Upon receipt of a proposal for change in writing, Chief
of Quality(Quality Manager), AASL, Delhi may, if required, propose for discussion regarding
the proposed amendments in MOE with the higher management personnel in engineering
department of AASL and parent company NACIL as considered necessary.
NOTE : GMs-Quality (Pax SBU) of the parent company NACIL may be consulted and
necessary guidance / advice may be obtained by Chief of Quality (Quality Manager) before
submitting any proposal to DGCA for change in MOE of AASL.
If the proposed amendment is found in compliance with regulatory requirements and is
acceptable to all concerned, then the same will be drafted in the MOE and submitted to DGCA
for approval. If the proposed amendment is rejected internally or by the DGCA the proposer
shall be informed of the reasons for such rejection.
A vertical bar on the left or right side highlights the revisions on the page.
Revision number must be reflected on the header in the column provided.
Chief of Quality (Quality Manager), AASL shall forward the revisions to Delhi region DGCA
office for approval. Once the revisions are approved, the master copy will be retained by the
Quality Department and ammendments shall be notified to all MOE holders as per distribution
list.
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It is the responsibility of each department / section holding the MOE to revise and maintain the
MOE current. They shall acknowledge receipt of the amendment(s) and technical library shall
retain such acknowledgements. The holder department / section shall disseminate the
information on the amendment to all concerned under their jurisdiction. Holder department /
section may amend departmental / sectional manuals / procedures due to the amendment
and consequent revision to MOE.
In case of any difference in the requirements of the MOE and that of the departmental /
sectional procedure manual, the requirements of MOE shall prevail.
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Part ± 2 Maintenance Procedures Page - 1
2.1 SUPPLIER EVALUATION AND SUBCONTRACT CONTROL PROCEDURE

[REF. CAR 145.A.75 (b) AMC.A.70 (a)]
General
Alliance Air has full access to complete store facility of NACIL for all Components/Spares,
Tools and consumables etc. Spares can be withdrawn from stores after giving requisition slip.
Unserviceable components to be returned to NACIL PPC section with proper tag.
Unserviceable parts removed from aircraft during maintenance are sent to Production
Planning and Control Deptt. with proper documentation and tagging. PPC in turn forward it to
ATR 42-320 / CRJ 700 Customer Services or NACIL for necessary action/investigation.
Green tags will be used for serviceable components.

Red tags will be used for unserviceable / quarantine components.
EDP-5 tags will be used for rotable components.
Yellow tag will used for part identification.
2.1.1 PURPOSE
To detail the methods used in assessing the quality standards and capabilities of
suppliers/ contractor/ subcontractor and to monitor their ongoing quality performance.
2.1.2 POLICY
All items / components shall be procured from NACIL / AASL approved suppliers only. Any
deviation from this policy shall be as per specific provision given in the procedure below.
2.1.3 RESPONSIBILITY
It is the responsibility of In-charge maintenance, to ensure that this procedure as
approved by Chief of Quality, AASL is adhered to.
2.1.4 PROCEDURE:
2.1.4.1 SUPPLIER
2.1.4.1.1 Classification of supplies
1. Aircraft/ Engine/ Accessory Components & Parts
2. Materials
3. Standard parts
4. Consumables
5. PMA parts
6. DER repaired parts
7. Used Serviceable Aircraft Parts (including components with Part Life).
2.1.4.1.2 Sources of supplies

Items/ Components shall be procured from the following sources:
1) Aircraft/ Engine/ Accessory components:
a) OEM
b) DGCA/ FAA/ EASA/ TCCA approved sources
c) Surplus Stores
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2) Materials
a) OEM
b) DGCA/ FAA/ EASA / TCCA approved sources
c) Surplus stores
3) Standard parts
a) OEM
b) DGCA/ FAA/ EASA / TCCA approved sources
c) Surplus stores
4) Consumables
a) OEM Recommended Suppliers
b) Local Suppliers
2.1.4.1.3 Approval of Suppliers
Following suppliers are deemed to be Approved Suppliers.
a) OEM - In all cases this is taken to be the company which manufactures the
particular make and model of aircraft/engine/accessory/component or its
equipment. All supplies can be procured from OEM. Such companies supply
their components with an Authorised Release Certificate. EASA FORM 1,
FAA FORM 8130-3 or Canadian TCCA Form 24-0078
b) All suppliers other than OEM ± Those approved by DGCA/ FAA/ EASA/
TCCA. All supplies(other than PMA & DER repaired parts) can be procured
from suppliers under this category.
c) OEM recommended suppliers-all supplies (other than PMA & DER repaired
parts) can be procured from suppliers under this category.
Following suppliers are subjected to NACIL approval process:

i. Suppliers not covered under a,b,&c above. All supplies(other than PMA & DER
repaired parts) as per Section 2.1.4 can be procured from suppliers under this
category.
ii. Surplus Stores. All supplies (other than PMA & DER repaired parts)can be
procured from suppliers under this category.
iii. PMA / DER repaired part suppliers.
2.1.4.1.4 Supplier Approval Process

Material planning division shall identify the suppliers. The following documents shall
be obtained from the supplier:
i. Their accreditation programme
(ThiVFDQEHIURPLQVWLWXWLRQVVXFKDV6RFLHW\RI$XWRPRWLYH(QJLQHHU¶V6$(
International Organisation for Standardisation (ISO), American National
Standards Institute (ANSI), Airline Suppliers Association (ASA) or similar or
equivalent programme guideline / regulations stipulated by their National
Regulatory Authority)
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Section ± 2.1
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ii. Quality Manual/ Procedure Manual

iii. The system to identify and quarantine spurious parts/ supplies
iv. Internal audit Reports
v. Commitment to have free access to NACIL / AASL Quality Auditors
Material Planning shall forward the proposal along with the above to QM.
Chief of Quality, AASL will review the quality system of the distributor, with particular
consideration to the following aspects:
(i) Receiving Quality/ inspection procedures.

(ii) Awareness Training of personnel to ensure that quality system is properly
implemented.
(iii) Procedures for control of incoming discrepant material which provides for
segregation from acceptable materials.
(iv) Procedures for shelf life control.
(v) Traceability control.
(vi) Packing / Shipping control.
(vii) The distributor has a documentation system which ensures traceability of
their parts to an equivalent approved source.
(viii) Unapproved Parts Notifications issued by the FAA/ any other regulator
(ix) AASL shall have access to carry audit of distributor.
&KLHIRI4XDOLW\$$6/VKDOOVDWLVI\KLPVHOIWKDWWKHVXSSOLHU¶VTXDOLW\6\VWHPLVVLPLODUWR
AASLs Quality System
After satisfying himself Chief of Quality, AASL shall grant approval to the supplier/
distributor.
Unless revoked, such approval shall be valid for a period of 2 years from the date of issue
of approval.
2.1.4.1.5 Supplier Monitoring/ Approval Renewal Process
For renewal of approval, periodic internal audit reports conducted as per their own Quality
System may be obtained.
Chief of Quality, AASL or his representative shall conduct audit of all such approved
Sources/ Distributors once in 2 years to ensure that these sources follow procedures laid
down in their Quality System Manual.
2.1.4.1.6 List of Approved Suppliers
The material planning shall maintain the List of Approved Suppliers current.
The list shall be available to Quality, Procurement, Maintenance, Overhaul Shops.
Doc No AASL/MOE/01
Section ± 2.1
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2.1.4.1.7 Purchase Indent/ Orders
The purchase orders shall include all the details as given in Indent
The indent shall include but not limited to following:
a) Part No/ Model (as applicable)

b) Nomenclature
c) Modification/ AD Compliance Status, if applicable
d) Special Packaging Instructions, if any (Standard ATA 300 specification shall
be followed, if no specific requirements are given)
e) Special Transportation Instruction, if any
Doc No AASL/MOE/01
Section ± 2.1
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2.1.4.2 CONTRACTOR/ SUBCONTRACTOR

2.1.4.2.1 General
There are occasions when AASL is required to entrust maintenance/ repair/
reconditioning/ modification of aircraft/ engines/ components to contractors/
subcontractors.
AASL shall have a Service Level Agreement (SLA) executed with each external
maintenance organisation that performs maintenance functions for AASL. The agreement
shall specify all maintenance requirements and procedures. Further the SLA shall specify
measurable maintenance quality standards.
The following procedure shall be followed:
Prior to finalising any contract, the Chief of Quality, AASL, Delhi shall conduct an audit of
the service provider in order to demonstrate to the DGCA that the service provider has the
following:-
i. Capability to perform the contracted work in accordance with AASL approved
maintenance programme;
ii. The service provider who, performs maintenance for AASL has an approval document
that contains, as a minimum
a) the name and location of the service provider
b) the date of issue and period of validity of the approval
c) the scope of the approval
iii. Organisational Structure, mentioning appropriate personnel with responsibilities for
ensuring that the maintenance organisation is in compliance with the requirements for
an approved maintenance organisation as accepted by DGCA.
iv. Manager with appropriate qualifications, acceptable to DGCA, who has responsibility
for the management and supervision of the maintenance organisation.
v. Necessary Trained Personnel to plan, perform, supervise, inspect and release the
maintenance work to be performed.
vi. Utilises maintenance personnel whose competence has been established in
accordance with a procedure and to a level acceptable to the QM.
vii. Utilises appropriate AME to sign the CRS. Such personnel shall have met the DGCA
requirements with respect to age, knowledge, experience and, when required, medical
fitness and skill.
viii. Contractors/ subcontractors are approved by their NAA for carrying out the specific
work provided they are signatories of ICAO.
ix. Relevant and Current Maintenance information and Administrative Material from
NACIL for the work.
Doc No AASL/MOE/01
Section ± 2.1
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x. Adequate facilities and equipment to do the work being entrusted, procedures for
transfer of data between the service provider and AASL on maintenance program
compliance, reporting of major defects, un-airworthy conditions etc.
xi. Contracts may directly be awarded to an IOSA registered service provider. A non-
IOSA registered service provider shall demonstrate to the satisfaction of AASL / DGCA
India, that following conditions, processes and systems are being observed by the
service provider.
a) an approval process for the Service provider by the operator and where applicable
WKH6HUYLFHSURYLGHUVDQGRUWKHRSHUDWRU¶V$XWKRULW\
b) a list of facilities where the maintenance is to be carried out, including a list of
satellite facilities that the Service provider may use;
c) a `Statement of Work' (SOW) for the Maintenance Agreement that contains the
detailed technical requirements, including references to maintenance intervals,
manuals, Airworthiness Directives (ADs), Service Bulletins (SBs) and operator
special requirements. A clear, unambiguous and sufficiently detailed SOW and
assignment of responsibilities are required to ensure no misunderstanding arises
betwHHQWKHRSHUDWRUWKH6HUYLFHSURYLGHUDQGWKHRSHUDWRU¶V$XWKRULW\WKDWFRXOG
result in a situation where the work, which has a bearing on the airworthiness or
WKHVHUYLFHDELOLW\RIRSHUDWRU¶VDLUFUDIWLVQRWSURSHUO\SHUIRUPHG
d) a requirement for the Service provider to produce a suitable quality plan for the
project;
e) use and control of parts and materials;
f) process for the approval of deviations from maintenance documents;
g) a need for an internal evaluation system by the Service provider;
h) access by the opeUDWRU¶V TXDOLW\ DVVXUDQFH GHSDUWPHQW VWDII IRU WKH SXUSRVH RI
evaluating ongoing quality;
i) a reporting structure that immediately notifies the operator of any significant
defects;
j) a system of completing, reviewing, retaining maintenance records;
k) a system of calibration of tooling and equipment;
l) a system of operator supplied product;
m) a system of inspecting and testing, i.e., a quality control system;
n) a system of handling unsatisfactory product;
o) a system of handling, storage, packaging and delivery;
p) a system of product identification and traceability;
q) a system of training by the Service provider of its staff as well as a system of
training the Service provider by the operator;
Doc No AASL/MOE/01
Section ± 2.1
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r) a system of Release To Service of an aircraft or component;

s) a system for communication between the operator and the Service provider;
t) a Service Level Agreement (SLA) that includes clear Key Performance Indicators
(KPI) for the assessment of achievement of ongoing quality levels;
u) a system of periodic review meetings to include some or all of those below:
± Contract Review Meeting
± Work-scope Planning Meeting
± Technical Meeting (ADs/ CNs/ SBs)
± Commercial and/or Logistics Meeting
± Quality Meeting
± Reliability Meeting.
In addition to above requirements AASL shall audit the contractor/ subcontractor every 2
years.
The Production Planning shall maintain the list of Approved Contractors/Subcontractors
current.
The list shall be available to Quality, Procurement, Maintenance, Overhaul Shops.
Doc No AASL/MOE/01
Section ±2.2
Issue - 1

2.2 ACCEPTANCE/ INSPECTION OF AIRCRAFT COMPONENTS AND MATERIAL

FROM OUTSIDE CONTRACTORS [REF. CAR145.A.42]
2.2.1 PURPOSE:
To establish and maintain procedures for acceptance and incoming inspection and
verification of engines, components, parts and materials.
2.2.2 POLICY:
All incoming material, including new, overhauled, repaired or modified components from
internal sources, suppliers, contractors or subcontractors shall always pass an incoming
inspection before such components/material are released for storage or for direct use.
The overall responsibility for the effective implementation of this procedure lies with the
AME / Inspector - Stores.
2.2.4 PROCEDURE:
Items/ components/ material received from approved sources are placed in the Goods
Receipt area.
2.2.4.1 INCOMING MATERIAL INSPECTION
The incoming inspection of material is divided into:
- Administrative inspection
- Technical inspection
2.2.4.2 ADMINISTRATIVE INSPECTION
All incoming material will be inspected for shipping damage and conformity with the
purchase order (Refer Section 2.1.4.7). Administrative inspection includes also inspection
for proper identification, overhaul/repair records, manufacturer/overhaul agency release
certificate and if applicable status of ADs and life limits. The inspector shall verify that the
components/ items/ materials are not appearing in the SUP (Suspected Unapproved Part)
List published by regulatory authorities. He also should verify that the components is from
the AASL approved sources only. Administrative inspection is performed by the authorised
Stores Inspector. Material removed from an aircraft and not required for another aircraft will
receive incoming inspection in the responsible workshop only.
2.2.4.3 TECHNICAL INSPECTION
In cases, where the administrative inspection revealed unsatisfactory results or if defects are
noticed after the subsequent use of such a material or if the reliability becomes negatively
affected, Quality and Technical Services may request additional technical inspections on
material received from approved/accepted or non-approved sources.
Technical inspection shall be performed in the responsible workshop and includes incoming
material (new or overhauled parts) and material replaced from an aircraft subject to
restoration. Technical inspection covers preliminary inspection (state of preservation and
functional operation prior disassembling) as well as hidden damage inspection (mainly for
replaced parts prior restoration).
Doc No AASL/MOE/01
Section ±2.2
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For replaced parts, the incoming inspection should disclose hidden failures and determine
the necessary extent of restoration in addition to the reason for removal (e.g. time expired,
failure mode etc.).
2.2.4.4 DOCUMENTS REQUIRED TO BE VERIFIED DURING INCOMING INSPECTION
Item Documents Required

1) Part/ Model number
Aircraft/ Engine/ 2) Serial Number (if applicable)
Accessory 3) FAA ± 8130-3 / EASA form 1/ CA form one / TCCA
Components & form 24-0078
Parts 4) Mod/ AD/ SB compliance Status
5) Life Data (Hrs / Cycles) & Shelf Life
1) Specification
2) COC
Materials 3) Batch no.
4) Shelf Life
1) Specification
2) COC
Standard Parts 3) Batch no.
4) Shelf Life
1) Shelf Life
2) Batch no.
Consumables 3) Expiry Date
4) MSDS
Note: components received from NACIL workshops shall be accompanied by an
internal CRS.
2.2.5 ACCEPTANCE OF COMPONENT / MATERIAL INTO STORES:
The components/ items/ materials, after inspection and satisfactory compliance of the above
UHTXLUHPHQWVKDOOEHLVVXHGZLWKD³6WRUHV$FFHSWDQFH7DJ´
'HWDLOV RI WKH FRPSRQHQWV LWHPV PDWHULDOV VKDOO EH HQWHUHG LQWR $$6/ 1$&,/¶V
computerised stores / inventory control programme. Computerised acceptance tag will be
raised by the Stores Inspector person, which will have details such as Part No, Serial No,
GRAN/ RRAN No., etc entered on it as well as item location and the Approval Stamp of the
person having booked the item into the stores.
The Approval Stamp signifies acceptance of the item. The Stores Acceptance Tag will then
be attached to the item. The item will then be placed either in its designated stores location or,
if for issue to a specific aircraft/engine/APU or accessory undergoing or planned to undergo
Maintenance, placed on that aircraft/engine/accessories pre-load shelf against the requisition.
Any items during the above process which are found to be non-conforming are quarantined
and identified with an Quarantine tag, the reason for the item being quarantined will be
detailed on the tag. Where a non-conformance is identified at any stage of processing and
is considered to be noteworthy (i.e. having an impact on airworthiness) then DGCA
Occurrence Reporting procedures are undertaken.
Doc No AASL/MOE/01
Section ±2.2
Issue - 1

'XULQJ LQVSHFWLRQ LI WKHUH LV DQ\ UHDVRQDEOH GRXEW RI D SDUW¶V LQWHJULW\ 6XVSHFWHG
Unapproved Part), the same will be brought to the attention of the Quality Manager. The part
with relevant data must be stored only in the Quarantine Area. QM will initiate necessary
action to address the Suspected Unapproved Part.
Serviceable Components removed from serviceable aircraft/ engines/ accessories such as
µORDQ¶ FRPSRQHQWV 7KHVH ZRXOG KDYH EHHQ XWLOLVHG ZKLOVW the original component had to be
DZD\ IRU UHSDLU ,Q WKLV HYHQW WKH UHPRYHG µ6HUYLFHDEOH¶ FRPSRQHQW ZLOO EH JLYHQ WR WKH
Stores-person, with an AASL worksheet complete with CRS statement, with written
instructions to return it to the relevant outside company. The Stores-person will issue a
VHUYLFHDEOH ODEHO DQG SODFH LW LQ WKH µ*RRGV $ZDLWLQJ 'LVSDWFK¶ &XSERDUG LQ WKH %RQGHG
Stores until dispatched to its destination. In the case where a DGCA CA-Form One /EASA
FORM One / FAA Form 8130-3 or authorised release certificate will be required with the
relevant hours and cycles entered.
2.2.6 ACCESS CONTROL:

Access to the Bonded Stores will be restricted to the stores personnel only, unless under the
specific instructions of the ED(Engg.) or Chief of Quality(Quality Manager), AASL, New Delhi.
All other personnel shall be accompanied at all times by a member of Stores.
Doc No AASL/MOE/01
Section ±2.2
Issue - 1

2.2.7 GOODS RECEIVED FLOW CHART:
Enter
Goods Received in NO Quarantine Identify With

Satisfactory Unserviceable Label, Raise
condition? Non- Conformance Report
YES
Check Released NO
Are Goods from a NO
Paperwork
qualified parts Acceptable to the
supplier/OEM? company?
YES
Is the documentation NO
Correctly Completed
ARC?
YES
Check Item Against NO

Company Purchase Order
Conforming ?
YES
Batch IN onto computer System

and enter into Relevant Batch File Incoming documents
Book ARC
Identify Part with Company form etc
Serviceable Label
NO
Issue for Job.
Is Part for Stock ? Record Job No & Order No
YES
Place In Bin
Location
in Bonded Store
Doc No AASL/MOE/01
Section ±2.3
Issue - 1

2.3 STORAGE, TAGGING AND RELEASE OF AIRCRAFT/ENGINE COMPONENTS

AND MATERIAL TO AIRCRAFT MAINTENANCE [REF CAR145.A.25 (d)]
2.3.1 PURPOSE:
To ensure proper storage, preservation and positive identification of aircraft/engine
components and materials at all times.
To establish a system to control and monitor the shelf life of components and
accessories while in storage.
To provide a procedure to issue serviceable parts for maintenance/overhaul
processes.
2.3.2 POLICY:
o All materials shall be stored as per manufacWXUHU¶V UHTXLUHPHQWV RU DV SHU
regulatory requirements (if any).
o No item shall be released from stores unless there is a materials request.
o All items shall be properly identified and suitably tagged at all times.
Alliance Air has access to approved stores facility of NACIL.
However, Alliance Air personnel will ensure that whenever components/items have
issued from stores, they have proper documents like FAA, 8130-3 tag, Serviceable
tag, EDP-5 tags are available with the component. Also it should be ensured that there
are no transit damages on the component prior to its installation.
Additionally, at component removal, it should be ensured that components are

properly blanked and being handed over to progress section. Proper documentation
like red tag and EDP-5 should accompany the component. Proper recording of the
above removal and installation should be reflected in Off Job Sheet.
Items, which have been temporarily removed for the purpose of assess or snag
rectification should be temporarily tagged with yellow identification tags.
Same procedure will be adopted for B737-200/ ATR 42-320 and CRJ 700 aircraft.
The respective AME / Inspector - Stores is responsible for the operation of the
stockroom and is responsible for controlling, segregating and maintaining all stock and
tools as to a serviceable or unserviceable category.
In addition the following requirements are also met:
a) Properly store, segregate and protect materials, parts and supplies.
b) Provide suitable storage facilities for storing standard parts, spare parts and
assure that raw materials are separated from shop and working space.
c) Provide for the preservation of all articles or parts, while in inventory, those are
subject to deterioration and shelf life specifications.
d) Only acceptable parts and supplies will be issued for any job.
Doc No AASL/MOE/01
Section ±2.3
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2.3.4 PROCEDURE:
2.3.4.1 STORAGE CONDITIONS
The manufacturer's storage recommendations or industry standards will be used to
ensure that stored materials do not deteriorate.
All components, where practical shall remain packaged in protective material.
Products that shall have a detrimental effect on other materials shall be segregated.
Serviceable item/component/material shall be kept physically separated from
unserviceable item/component/material.
Commercial materials are physically separated from aircraft materials.
Material shall be stored in appropriate places which prevent it from environmental
deterioration or other damage.
A storage system using racks and stored material coded with an identification number
shall prevent inter-mix and enable quick access to material stored. Storage racks shall
be strong enough to hold aircraft components and provide sufficient support for large
aircraft components such that the components is not distorted during storage
Material is stored at different places within NACIL / AASL, in the airport area and at
Line Stations.
Dangerous material/goods are stored separately from other material preventing
environmental deterioration and under consideration of the legal requirements
Products in long lengths shall be adequately supported and sheet materials shall be
stored on edge in racks and kept clear of the floor. If not in a sealed container, the
ends of pipes shall be blanked, using a blank that precludes it being left in place on
assembly. Rags or paper shall not be used for such purposes.
Rubber components shall be stored away from direct sunlight and temperatures above
80ºF (27ºC) are to be avoided.
1Rµ:HW¶%DWWHULHVVKDOOEHNHSWLQWKH%RQGRU4XDUDQWLQH6WRUHV$OOOHDG acid and
nickel cadmium batteries shall be kept in their own separate, secure storage locations
whether serviceable or unserviceable and clearly identified by the appropriate
serviceable or unserviceable tag.
No bulk supplies of paint, solvents or adhesives shall be kept in the Bond Stores.
These shall be kept in a clean, tidy storage building remote from the main hangar.
Inflammable material like Dopes & Thinners, Paints etc. stored in bulk shall be stored
in a separate building away from Bonded Stores meant for storing A/ C material other
than inflammable goods.
2.3.4.2 DEFINITIONS
Tagging
The Store person is responsible for ensuring that all aircraft/engine and accessory parts
in Stores system are correctly tagged with a appropriate Stores Label or an appropriate
serviceable label and that the information on these labels corresponds with the
Authorised Released Certificates (ARC) which are filed in numerical order of GRAN/
RRAN
Serviceable
Items/ components/ material accompanied with an internal CRS or stores acceptance
tag is considered to be SERVICEABLE provided that all respective Regulations,
Processes and Procedures are met as required.
Doc No AASL/MOE/01
Section ±2.3
Issue - 1

Unserviceable
Items/ components/ material waiting for repair must be tagged as UNSERVICEABLE.
Components and Material used for training and instruction has to be marked accordingly
and must be tagged as UNSERVICEABLE or UN-AIRWORTHY.
Unsalvageable (BER)
Components which have reached their certified Life Limit or contain a non-repairable
defect must be labeled and scrapped in accordance with Section 2.3.10.
Standard Parts
Where only a CoC is available or on bulk standard parts shipments, identification label is
used. The purchase order number leads to the purchase and to the original certification
documentation, where original copies might be retrieved accordingly. The standard parts
used on a product or aircraft component are to be specified in the manufacturers IPC
and/or maintenance data.
Raw Material and Consumables
The documentation must clearly contain a conformity statement relating to particular
material, specification and standard as applicable plus both the manufacturing and
supplier source. An identification label is used to identify and traceability to the original
documents.
Note: Any Items/ components/ material there of which is unsalvageable or cannot be
repaired must be identified with a Quarantine Tag.
2.3.5 SYSTEM FOR CONTROL OF SHELF LIFE AND MODIFICATION STANDARD:

2.3.5.1 Supplies and components subject to a storage life or calendar inspection period
shall have the mDQXIDFWXUHU¶V OLIH DSSOLHG µ2¶ ULQJV DQG UXEEHU SDUWV VKDOO KDYH
WKHLUVKHOIOLIHOLPLWHGLQDFFRUGDQFHZLWKPDQXIDFWXUHU¶VFXUUHQWUHFRPPHQGDWLRQV
2.3.5.2 To control the above life limitations, any item to which they are applied when it is
first booked into Stores, the life limitation details shall be entered in the
computerised stores/inventory Control System, the Shelf Life Record and on the
appropriate stores acceptance tag. The Shelf Life Record shall be checked on a
daily basis by the Stores-person when he VKDOOUHPRYHDQ\µOLIH-H[SLUHG¶LWHPVIURP
stock; a signed record of these checks being kept in the computerised
stores/inventory Control System
2.3.5.3 Any life-expired consumable items are immediately removed from the Stores and
shall be disposed of by the Stores-SHUVRQ $Q\ FRPSRQHQWV UHPRYHG DV µOLIH-
H[SLUHG¶VKDOOKDYHDQXQVHUYLFHDEOHWDJZLWKUHOHYDQWGHWDLOVFRPSOHWHGDWWDFKHG
and placed in the Quarantine Store awaiting further action. In both cases, any item
UHPRYHG IURP WKH %RQGHG 6WRUH DV µOLIH-expirHG¶ VKDOO EH UHFRUGHG RQ D 6WRUHV
Issue Sheet to monitor wastage.
2.3.5.4 Modification standards for parts held in stock are controlled by the Quality
department monitoring Airworthiness Directives/Service Bulletins, for applicability
to components held as spares.
2.3.5.5 Products taken from Stores shall be issued against either a specific Job Number/
Work Order Number or against an Advice Note.
Doc No AASL/MOE/01
Section ±2.3
Issue - 1

2.3.5.6 Stock control checks shall be carried out at specified regular intervals to check the
efficiency of the system.
2.3.5.7 The expiry date of consumable material may be extended according to specifications
provided by the manufacturer of the product or by an OEM or by following standard
practices..
2.3.6 COMPONENT TRANSFER FORM:

When a serviceable component / part is removed from an aircraft for fitment on another
aircraft, under such circumstances Transfer Form is generated and shall accompany the
component. Details of all such transfers shall be maintained in the system. Transfer
From duly authenticated by AME and shall be generated during each such transfer. It
shall be the responsibility of Quality department to monitor the life of such transferred
components.
2.3.7 STORES TAGS & IDENTIFICATION LABELS:

Refer Forms and Tags Manual.
2.3.8 ISSUE OF MATERIAL FOR IN-HOUSE-USAGE AND TO CUSTOMERS:

No item shall be released from stores unless there is a materials request. Only
serviceable material shall be handed out for internal use as well as for shipping to
customers.
Material used within AASL shall be ordered thru NACIL stores as per NACIL / AASL
procedures.
The material will be controlled for appropriate packaging to prevent damages during
transportation. Besides the Release to Service certificate or the certificate of
conformity, as applicable, material will accompanied with a transportation document.
Material to be shipped to customers will be accompanied with an airway-bill and
packing will be in accordance with IATA standards (ATA 300) and special
transportation instruction (if any) to provide transportation without any damages.
Handling procedures include the use of special crates, boxes, containers,
transportation vehicles and any other facilities for material handling to provide
maximum damage protection.
2.3.9 SUBJECT TO AIRCRAFT CERTIFICATION (STAC):

Procedure:
a) Removal ± The item will be removed from the aircraft for a reported snag and when
appropriate CMC or bite check has failed or for an observed defect and failed test. The
AME removing the item shall fill up the details in STAC label.
b) the removed component is packed in appropriate anti static bag with proper antistatic
connector caps. It is then kept in the original container and stored in STAC room.
c) Monitoring and Certification ± Monitoring is done to establish whether the reported
defect has occurred again on the aircraft during 5 flight cycles following the
replacement of the component. If the defect does not repeat then the item is
considered unserviceable and is sent to the shop with an Unserviceable Tag. If the
snag does repeat within 5 flight cycles then the item is considered serviceable and the
label is sent to maintenance where the AME will do a detailed visual inspection for any
physical damage or any signs that may compromise the serviceability of the item and
Doc No AASL/MOE/01
Section ±2.3
Issue - 1

issue a CRS. The flight hours / cycles are updated by technical services. The
component is then sent to stores.
2.3.10 HANDLING OF PARTS BEYOND ECONOMICAL REPAIR (BER) /

UNSALVAGEABLE PARTS:
BER parts if approved by the products owner or LLPs which have completed its life, shall
be rendered un-airworthy, so as to prevent re-introduction into the market. The following
methods are used :
1. Damage or disfigure the rejected parts in such a way that it will be very expensive and
time consuming to reconstruct them.
2. Mark the rejected parts in places hard to rework utilising an electric pencil on high
setting stating the word "Scrap".
3. Deface the data plate with electric pencil on high setting, stating the word "Scrap" in
such a way as to render it impossible to re-work or re-use the data plate.
4. A letter/number dye may be used in place of an electric pencil and may, in some
cases, do the mutilating job better depending on the type of material being destroyed.
Records will be maintained to show the disposition of rejected/condemned parts.
5. Keep a record of data plates that are destroyed or disfigured for future reference.
Close co-ordination with owner/operator is required, as they are the owner of the part.
Note: PPC division shall be responsible for ensuring that the above procedure is followed.
Doc No AASL/MOE/01
Section ±2.4
Issue - 1

2.4 ACCEPTANCE OF TOOLS AND EQUIPMENT [REF. CAR145.A.40 (a)]
2.4.1 General
Tools for use on aircraft are categorized as special to type or general aircraft tools, all are fully
described in the aircraft Tool and Equipment Manuals, they are also detailed by part number
in the relevant sections of the Maintenance Manuals and only those tools specified by the
aircraft/component manufacturer are to be used.
2.4.2 PURPOSE:
The purpose of this procedure is to control the acceptance, issue and return of tools and
equipment used by AME on aircraft/engines and components undergoing overhaul, repair and
maintenance.
2.4.3 POLICY:
Alliance Air general policy is to use original tools and equipment as recommended by the
Original Equipment Manufacturer (OEM). However, alternate tools may be used in
accordance with the procedure provided hereunder. Alliance Air policy is to design and
manufacture alternate tools and test equipment to meet and/or exceed the requirements of
the OEM.
Tools and equipment may either be purchased or loaned or repaired and/ or modified by
outside vendors, or manufactured, repaired and/or modified by Alliance Air Maintenance
Organisation.
All tools and equipment utilized by Alliance Air for the maintenance of any aircraft and/or
aircraft component must conform to the technical specification as approved by the
manufacturer of the aircraft and/or aircraft component (OEM).
ALL tools and equipment shall be sourced from OEM or fabricated as per drawing provided by
OEM or locally designed and fabricated.
If there is a requirement to use an alternate tool then the tool must be approved by the Quality
Manager for that specific application.
It is the responsibility of Maintenance Activity Centre In-charge / AME.
2.4.5 PROCEDURE:
AASL acquires tools from NACIL stores. NACIL acquires, fabricates, owns and maintains
tools and equipment of the three following categories:
a) Basic tools and equipment in hangars and workshops including standard support
equipment and machinery.
b) Specific tools and equipment including checking devices, jigs, special support equipment
as required by the pertinent aircraft-, engine- and component-manuals.
i procured from OEM
ii procured from OEM recommended vendor
Doc No AASL/MOE/01
Section ±2.4
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iii locally fabricated as per OEM drawings / guidelines / specification.

iv locally designed and fabricated (Alternate Tools)
c) Personally assigned tool-kits for mechanics, assorted for the specific job categories.
Tools and equipment are used to service, maintain, repair, overhaul and recondition aircraft,
engines, components and parts in accordance with the instructions of the respective
manufacturers.
2.4.5.1 PROCUREMENT AND INTRODUCTION OF TOOLS AND EQUIPMENT
New aircraft types, engines and components to be maintained by AASL require new tools
and equipment to be introduced in accordance with manufacturer's recommendation.
Provisioning of new tools and equipment is the responsibility of PPC division as per the
advice of maintenance division.
Requirement/Specification
The requirement for new tools and equipment may become necessary with the
introduction of new aircraft types, engines and/or components to be maintained by AASL.
The requirement for the Alteration of presently used tools and equipment is mainly
requested by the user if subject tool and/or equipment revealed insufficient but also when
the manufacturer's requirements have been changed.
Technical Services provides the specification from the aircraft/engine/component
manufacturer or will establish own specifications for tools and equipment not
recommended by the manufacturer but deemed necessary for a given task.
Evaluation
Based on the specification the Engineering Facilities, determines whether a new tool or
equipment have to be purchased from the manufacturer, can be designed and produced
or whether an already existing tool or equipment fulfils the requirements of the
specification.
A test and inspection procedure will be established and subject tool or equipment will be
included in AASL tools and equipment manual with all relevant data.
Purchasing/Fabrication
Based on evaluation by maintenance division for hire, fabricate or locally design &
fabricate (Alternate) a suitable option is recommended to order or fabricate the subject
tools and equipment.
The following process shall be used:
A tool and/or equipment to be fabricated in accordance with the manufacturer's
specification can be done within AASL by Engineering Facilities or can be contracted to an
outside tool and equipment manufacturer.
For Locally designed Tool/ Equipment(Alternate Tool): The Quality Department shall
approve any usage of any alternate Tool and equipment. In this case Technical Services
must demonstrate functionally equivalency (including accuracy) with the tool and/or
equipment recommended and by the manufacturer, with an appropriate manufacturing
approval/acceptance. This might be done by comparison of the data recommended by the
manufacturer and those of the equivalent tool to be used by AASL. The result must be
documented and filed. The Technical Services must also specify any maintenance and/or
calibration interval based upon the original manufacturers recommendation.
Doc No AASL/MOE/01
Section ±2.4
Issue - 1

Loan
If a tool or test equipment is not permanently available at with AASL, the tool or test
equipment can be requested from NACIL, Aircraft Manufacturers, other Airlines and/or
Approved Maintenance Organisations through Special Loan Agreements.
Amendment to Tools and Equipment Manual
If new tools and equipment are provided, the planning organisation responsible for the
provisioning of a tool and/or equipment is also responsible for the inclusion of the tool
and/or equipment in the Tools and Equipment Manual and for all necessary further
amendments and revisions.
The Tools and Equipment Manual contains following information:
-General information/specification Part Name, Part Number, identification number,
manufacturer, supplier, intended use
-Functional description
-Operation and safety instructions
-Maintenance
-Repair and troubleshooting instructions
-Incoming inspection
-Calibration (if applicable)
Interval, responsible shop or outside agency, responsible planning and control
organisation
Incoming Inspection/ Identification
Tools and equipment purchased or fabricated will always pass an incoming inspection
which is defined in the tool and equipment manual and Identification Process. Tools and
equipment subject to calibration will also pass through the Standards Division for incoming
inspection and assignment of the identification and for listing in the calibration records. For
tools and equipment not subject to calibration, the identification number will be assigned
by Engineering Facilities.
Release to User/ Tools Store
Tools and equipment which passed the incoming inspection and calibration by the
Standards Division (if required) will be released to the user or to the Tools Store. When
necessary, training will be provided by the tool and equipment manufacturer or the
Technical Services. It depends on the complexity of the tool and/or equipment whether
such training may be recorded and the use of such tool and/or equipment will be limited to
specially assigned persons.
2.4.5.2 Process for acceptance For B737-200
Alliance Air has access to approved Tools stores facility of NACIL (I).
The acceptance of the tools & equipment by NACIL (I) is done as per stores
manual of NACIL (I).
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Section ±2.4
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2.4.5.3 Acceptance of locally fabricated tools/test/equipments/test benches
If a locally fabricated Tool/Test Equipment / Test Bench is fabricated same

should confirm to drawing of manufacture/copy of original tool. The tool will be
allocated a number and approval of Quality Manager will be obtained for the
same before being put to use.
2.4.5.4 Process for acceptance for CRJ 700 and ATR 42-320
All new tools and equipment are examined for satisfactory condition on arrival,
and freedom from transit damage. The accompanying documentation is
examined to ensure that calibration records are included where appropriate.
Recalibration details are maintained and the re-calibration date is identified on
the tool.
2.4.5.5 Acceptance of purchased or loaned tools
The Alliance Air Store Inspector upon getting fully satisfied after crosschecking
with reference to the technical document and specifications issued and/or
approved by the manufacturer of the aircraft/aircraft components will then only
accept any purchased/loaned tools and/or equipment.
2.4.5.6 Acceptance of tools and/or equipment manufactured locally
The acceptance of in-house manufactured alternate tools and/or equipment is

performed in accordance with the following procedure.
For the purpose of this procedure, alternate tool/equipment is defined as

tool/equipment involved with maintenance procedure of an aircraft and/or
specified by the Original Equipment Manufacturer (OEM) and manufactured by
Alliance Air.
Each tool, which is manufactured by Alliance Air, must be identified with

a unique Alliance Air part number and serial number.
In each case, maintenance data of the OEM related with subject tool/equipment
should be modified accordingly by the related Engineering Department and
should be approved by the Quality Department.
The Technical Services and Line Maintenance Departments are responsible to

inform Quality Department systematically concerning any new tools they
manufacture. Quality Department validates manufacturing files by carrying out
sampling audits.
Doc No AASL/MOE/01
Section ±2.5
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2.5 CALIBRATION OF TOOLS AND EQUIPMENT [REF. CAR145.A.40 (b)]

2.5.1 PURPOSE:
The purpose of this procedure is to describe the methods by which the Company controls,
calibrates and maintains its Measuring Instruments Gauges and Test Equipment.
2.5.2 POLICY:
Alliance Air has access to approved stores facility of NACIL. However, AMEs/Approved
person/Authorised person including store inspector for ATR 42-320 / CRJ 700 shall ensure
that the calibration is valid prior to use of tools & equipments.
All tools and equipments shall be maintained in calibrated state at all times. No non-calibrated
tools and equipments shall be used. All calibrated tools and equipment shall have traceability
to national standard and/ or international standard.
The In-charge of Standards Division / Instrument Overhaul Division of NACIL is responsible to
calibrate measuring gages, instruments, equipment etc. In case of special gauges /
equipment, calibration is the responsibility of respective shops/maintenance locations.
The individual overhaul shops/maintenance locations are responsible to monitor calibration of
tools and equipment and maintain records of calibration.
2.5.4 PROCEDURE:
2.5.4.1 INITIAL INDUCTION AND CONTROL
Each tool and equipment is assigned an individual identification number. Newly acquired
tool and equipment will pass through Standards Division/ Instrument Overhaul Division for
incoming inspection and assignment of the identification number.
Calibrated tool and equipment are controlled by Standards Division/ Instrument Overhaul
Division but ultimate responsibility with regard to the calibration expiry dates and the
inventory control rests with the individual Maintenance Activity Centre, where the tool and
equipment is assigned to.
It is the responsibility of each individual Maintenance Activity Centre to keep an updated
inventory and calibration data of tool and equipment assigned to their Maintenance Activity
Centre.
A master file or register (for measuring equipments) and history cards (for other tools and
equipments) are maintained by Standards division, to properly identify the equipment and
their calibration data. All tools and equipment are calibrated using standard procedures.
All personnel, before using tool or equipment, are responsible to check that it has a valid
calibration label attached. Any tool or equipment found without a label attached shall be sent
to the Standards Division/ Instrument Overhaul Division for re-calibration.
During the last week of each month each Maintenance Activity Centre shall review the tool/
equipment calibration data available with them and shall inform the Standards Division the
calibration requirement for the following month.
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Section ±2.5
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Any tool/equipment of which calibration has expired shall be immediately segregated and
shall be tagged as UNSERVICEABLE.
Tool/ Equipment, which are not used for certification processes are not calibrated and will be
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2.5.4.2 TOOLS AND EQUIPMENTS CALIBRATION REQUIREMENTS

Calibration intervals are taken in general as recommended by the OEM. Where no clear
OEM recommendation is available, the interval will be set at one year. The calibration is
done by Standards Division or Instruments Overhaul Division as applicable. A master list of
all equipment calibrated is held in the Standards Division for tracking purpose.
Master Instrument gauges used to calibrate test equipment is maintained by Standards
Room and they are calibrated at National Physical Laboratory (NPL)-India at Delhi / Original
(TXLSPHQW 0DQXIDFWXUHU¶V IDFLOLW\ DQ\ Rther approved agency, who in turn will provide
traceability to the National Institute of Standards and Technology or to International
Standards as applicable. A record of such calibration is maintained by the Standards
Division.
A specimen copy of the Quarantine Tag, as indicated in reference above is included in
Forms &Tags manual.
Doc No AASL/MOE/01
Section ±2.6
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2.6 USE OF TOOLING AND EQUIPMENT BY STAFF (INCLUDING ALTERNATE

TOOLS) [REF. CAR145.A.40 (a)]
2.6.1 PURPOSE:
The purpose of this procedure is to ensure that all staff use tools and equipment safely and
gain assistance where necessary.
2.6.2 POLICY:
All personnel shall use appropriate and serviceable tool/equipment at all times. When
necessary, training will be provided to the user.
It has to be ensured by all staff to use the correct and serviceable tools and equipment while
carrying out maintenance tasks. Further, it has to be ensured that the tooling and equipment
for aircraft and component maintenance must have valid calibration records. If required in
schedule, the S/N. and validity of calibration date may be reflected on schedule.
The relevant manual/schedule may be referred to for correct usage of tool/equipment.
It is the responsibility of all staff to always use tools and equipment in a safe and responsible
manner.
2.6.4 PROCEDURE:
i. Issue of all tool/equipment to the user shall be recorded by Tool Stores personnel. The
record shall contain name of the user, employee number, Part number/Serial number
(as applicable), location, date and time of issue and return.
ii. All staff shall always use appropriate tools, equipment and test apparatus in a safe and
responsible manner taking all necessary safety precautions to prevent injury to
themselves and others and damage to the equipment.
iii. In the event personnel are not familiar with the operation of a piece of equipment then
they will not proceed with its use but seek assistance from the Senior Workshop
Supervisor.
iv. The use of specialised tools and equipment must only be for their specific purpose and
no other.
v. When carrying out a task on an aircraft, engine, appliance or accessory where the
maintenance/overhaul manual requires a special tool to be used, then no alternate tool
will be used unless otherwise instructed by the manufacturer, in writing, or by the Chief
of Quality Control (Quality Manager), AASL, New Delhi.
vi. All tools must be inspected prior to use to ensure they are serviceable and afterwards
any un-serviceability must be reported to the Maintenance Activity Centre In-charge
who shall ensure the necessary action is taken for the tool to be repaired. All tools
should be cleaned and stored properly after use.
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unavailable or manufacturer accepts the use of an equivalent tool, the Maintenance
Activity Centre shall use an equivalent tool to perform the same job. Where a tool is
not specified in the manual by the manufacturer to carry out a job, the Maintenance
Activity Centre shall use an alternate tool/equipment fabricated as per the procedure
given in Section 2.4.
viii. Training (Specific instructions) pertaining to the proper use of tool / equipment/ test
apparatus, if any, must be adequately provided for use by the Maintenance Activity
Centre personnel.
Doc No AASL/MOE/01
Section ±2.7
Issue - 1

2.7 CLEANLINESS STANDARDS OF MAINTENANCE FACILITIES

[REF.CAR145.A.25(c)]
2.7.2 PURPOSE:
The purpose of this procedure is to ensure that the facilities be kept as clean as possible at all
times.
2.7.2 POLICY:
Hangars, workshops, stores and offices shall be periodically cleaned.
It is the responsibility of the In-charge of the Maintenance Activity Centre to ensure that the
area under his jurisdiction is kept clean and tidy. It is also responsibility of all personnel to
ensure that their respective work area is maintained clean.
2.7.4 PROCEDURE:
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ii. Every person working in maintenance hangar or overhaul shop must take personal
initiative to keep the work area clean. Discarded materials on floor should be placed in
waste basin.
iii. Scrap items, packets, oil cans, dusters etc. must be disposed off in a proper place
provided in the work area.
iv. To avoid contamination due to spillage of fuel/oil, proper collection trays must be used.
v. In spite of taking care, if spillage takes place, immediate action must be taken to
remove it. Saw dust etc. shall be used on spilled oil/ fluid for removal.
vi. Ground equipment/trestle used for maintenance must be kept in clean condition and
parked in an arranged manner when not in use.
xv. Hangar floor and shop floor should be regularly cleaned to avoid accumulation of dust
and dirt. Mud etc. from foot wear should be cleaned prior to maintenance work.
xvi. Organic/Inorganic/Chemical waste (including toilet waste and left-over food material)
must be disposed of at the designated covered space provided by Airport Authority.
xvii. All removed parts should be kept in proper stand meant for the purpose. No
component should be kept one above the other. Component must not be kept on
ground.
xviii. Excess grease must be removed after completion of greasing operation.
xix. All tools/equipment/step/debris/rags etc. must be removed following maintenance for
the shift /day.
xx. Aircraft hardware such as rivets, nuts, bolts, screws etc. should be placed in a
container during assembly/disassembly.
xxi. Parts/equipment should be unpacked away from work area.
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Section ±2.7
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2.7.5 ENVIRONMENT CONTROL OF OVERHAUL SHOPS:

i. Control of contamination is effected by establishing a clean room which will provide a
clean atmosphere and working conditions and by rigid routines adopted by personnel.
ii. The construction of a clean room and its air handling system must be designed to
control airborne particles over a range of sizes and suited to the nature of work
performed in the room. Control is accomplished by filtration of the air entering the
room, ionizing the air to remove generated particles. Designing walls, floors and
furnishings to be resistant to particle generation and retention, protecting components
from impact and settling of particles and providing additional and separate areas for
cleaning of parts and personnel.
iii. In order to maintain and monitor the contamination level in the overhaul shops at an
accepted level, a dust particle count shall be carried out at intervals as required by
regulation. The record of such dust particle count checks shall be maintained in a
register kept in the respective overhaul shops. The actions taken to bring down the
contamination level to the accepted level, if any, shall also be recorded in the register.
iv. A suitable temperature/humidity shall be maintained as applicable for the activity.
2.7.6 FOD PREVENTION:

To prevent FODs the following precautions have to be observed:
Openings on components have to be capped whenever work is not performed on
subject components.
Open pipes, hoses and wire connectors have to be capped.
Surplus nuts, bolts, safety wires etc. have to be collected.
Before finishing a task on the aircraft, engine and/or component a final inspection must
ensure that no foreign objects have been left in the aircraft or on the floor close to the
working environment. This final inspection or close-up check is mentioned on the
working paper.
Before moving an aircraft, the floor must be inspected to prevent tyre cuts.
a. Do not throw locking wire/split pins on the shop floor.
b. If loose unwanted material is seen on the shop floor or ground outside, pick it up
and place it in a waste bin.
c. Ensure aircraft, engine and APU inlet areas are clean of loose unwanted material
prior to starting engines.
d. For the cleaning of components removed from aircraft, engines appliances and
APUs, wash baths are located in segregated areas of the Shops.
e. All bearings awaiting inspection and post inspection are preserved and stored in
clean room.
f. All serviceable components are covered with polythene and kept in designated
racks.
2.7.7 WASTE MATERIAL DISPOSAL:

All hangars, workshops and offices are equipped with waste containers and where applicable
with additional containers to collect recycle material such as fluids, metal-based material and
non-metal-based material.
Doc No AASL/MOE/01
Section ±2.8
Issue - 1

2.8 MAINTENANCE INSTRUCTIONS AND RELATIONSHIP TO AIRCRAFT/AIRCRAFT

COMPONENT MANUFACTURERS INSTRUCTIONS INCLUDING UPDATING AND
AVAILABILITY TO STAFF [REF. CAR145.A.45 (b), 145.A.45 (g)]
2.8.1 PURPOSE:
This procedure covers the maintenance and circulation of technical publications, Mandatory
Bulletins and other such information.
2.8.2 POLICY:
Current and approved maintenance data shall be made available to all staff at all times.
All instructions by the Engineering Department to its Engineering Personnel are transmitted
through various Circulars as and when necessary, issued by the concerned Engineering
authorities.
Procedure for issuing the Circulars by the Engineering Organisation of Alliance Air is as
follows: -
Technical/General Circulars : The Line and Base Maintenance Manager only is authorized
to issue Boeing 737-200 / ATR 42-320 / CRJ 700 Technical/General Circulars, which will be
applicable to the AMEs /Approved/Authorized persons of NACIL (I) on all bases, besides the
AMEs of Alliance Air.
While Base Manager / Maintenance Manager, Alliance Air will be responsible for distributing
the circulars to AMEs of Alliance Air, Regional Dy. G.M. (E-QA&TS), NACIL will be
responsible for distributing them to the AMEs of NACIL.
Base Manager / Maintenance Manager, Alliance Air will maintain a record for the distribution
of the circulars/staff notices.
A master folder of each type of regulatory/policy document shall be frequently screened for
completeness.
Line and Base Maintenance Manager will issue in the month of January of every year a
master list of circular issued during the previous year and record master file is to be
maintained in respective aircraft Technical Services Department.
The PPC division as per the advice of Chief of Maintenance or respective bases is
responsible for ensuring that all publications and work instructions are kept current and
distributed to all concerned staff.
2.8.4 PROCEDURE:
2.8.4.1 GENERAL
Maintenance instructions are maintenance related documents issued by the DGCA/ National
Aviation Authorities, manufacturer, approved design organisations and/or NACIL / AASL
Technical Services Department, necessary to maintain the technical standard.
Doc No AASL/MOE/01
Section ±2.8
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AASL holds and uses the necessary current maintenance instructions (approved data and
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Airworthiness Requirements from the DGCA/ National Aviation Authorities as applicable and
other pertinent data from the DGCA/ National Aviation Authorities such as Maintenance
Review Board Reports/Documents, ETOPS requirements etc. In addition, AASL has
subscribed for Airworthiness Directives as deemed necessary for their fleet.
Within AASL, maintenance related instructions are either classified as:
Maintenance Instructions (see Section 2.8.4.2) or
General Instructions (see Section 2.8.4.5)
Note: Work packs containing maintenance instructions for the performance of work on
aircraft, engines and/or components are included in Section 2.13.
2.8.4.2 MAINTENANCE INSTRUCTIONS

Maintenance Instructions are considered as approved data and are used to maintain
products (aircraft/engines), parts and appliances.
Maintenance instructions include:
Applicable DGCA/ National Aviation Authorities Regulations, such as but not limited to,
requirements, airworthiness directives, operational directives, maintenance review board
documents.
Applicable data issued by the Type Certificate or Supplemental Type Certificate holder,
such as but not limited to, maintenance and repair manual, service bulletins, service
letters.
Applicable data issued by the Original Equipment Manufacturer (OEM), such as but not
limited to, CMM, service bulletins.
Applicable data issued by an appropriate approved Design Organisation.
2.8.4.3 MANUFACTURER MAINTENANCE INSTRUCTIONS

The following maintenance instructions from relevant prime manufacturer's (TC Holder) and
Original Equipment Manufacturer (OEMs) are mainly used as basic documents. In general,
they are used as the basis to establish company maintenance instructions (Task
cards/Procedure sheets/Engineering orders/Callouts).
AMM Aircraft Maintenance Manual
This manual provides sufficient information to enable maintenance personnel to service,
trouble shoot and repair all systems and units, and to remove and replace any unit normally
requiring such action on the line or in the hangar.
CMM Component Maintenance Manual
This manual provides procedures that will enable workshop personnel to restore
components to serviceable condition. These procedures are prepared for the work
performed in the workshops. The prime manufacturer's CMM plus the vendor's CMM form
the complete instructions for component maintenance.
Doc No AASL/MOE/01
Section ±2.8
Issue - 1

IPC Illustrated Parts Catalogue.

The IPC is used for the identification and requisition of replaceable aircraft parts and units. It
is a companion document to the AMM and must contain all information for parts where
maintenance practices have been provided.
NDIM Non Destructive Inspection Manual
This manual contains descriptive information and specific instructions and data pertaining to
the different methods of non destructive inspections of aircraft and aircraft parts.
SRM Structural Repair Manual
This manual contains descriptive information and specific instructions and data pertaining to
the repair of the primary and secondary structures.
WDM Wiring Diagram Manual
This manual contains illustration of all electrical aircraft circuits. The diagrams must
sufficiently describe the circuits to enable trouble shooting and servicing of electrical
systems during aircraft service and overhaul.
SB Service Bulletins
Service Bulletin are issued by the manufacturers and contain information for recommended
Modifications, substitution of parts, special inspections, reduction of existing life limits or
establishment of first time life limits and conversion from one engine model to another.
2.8.4.4 MAINTENANCE INSTRUCTIONS

The following are AASL maintenance instructions established on the basis of manufacturer
instructions and/or by Line & Base Maintenance Manager / Quality Manager:
TEM Tool and Equipment Manual
This manual contains instructions for use, scheduled maintenance, checks and calibration
intervals of tools and equipment.
TASK CARDS/ Procedure Sheets
Maintenance Instructions are customized manufacturers instructions in a standardized
format divided in single tasks which also provide sign-off columns.
MP Maintenance Program.
The Maintenance Program defines tasks and frequencies of periodic scheduled
maintenance. There is a separate Maintenance Program for each aircraft type.
EO Engineering Order
Engineering Orders are orders issued to AASL / NACIL Maintenance Activity Centers or
Sub-contractors to perform:
Modifications
Repairs
Specific checks or tests
Sample inspections
The above are based on Manufacturers, TC Holders or STC Holders Maintenance
Instructions, Approved Data (e.g. Airworthiness Directives, Service Bulletins, STCs,
Structural Repair manual, Approved Flight Manual for Major Repairs/Modifications) or
Accepted Data (e.g. Advisory Circulars, Component Maintenance Manuals for Minor
Repairs/Modifications).
Doc No AASL/MOE/01
Section ±2.8
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EB Engineering Bulletins
Engg. bulletins Subject matter Issued by
a) Engineering Instruction pertaining to Organisational & Engg. Dept.

Circulars Procedural matters.
b) Engineering Instructions on General Quality & Technical Services
Department Airworthiness matters.
Instructions/Staff
Notices
c) Technical Technical information of advisory nature Technical Services
Information received from various airlines, lATA, Air
Circulars safety Foundation,
Aeronautical Research Institutions and
other Agencies related to Aircraft
Industry.
d) Technical Instructions regarding maintenance & Technical Services
Circulars inspection of aircraft
e) General Circulars Technical matters of General nature. Technical Services
f) Staff notice Instructions on Organisation matters Line & Base
relating to day-to day working. Maintenance
Manager
g) AME Letters/Staff Circular regarding appraising of special Quality Division
Notices precaution / prevention / Techniques to
be followed. This is basically a sharing of
experience
2.8.4.5 GENERAL INSTRUCTIONS
The General Instructions include instructions on
organisation matters relating to day-to-day functions,
general quality matters,
instructions pertaining to organisational and procedural matters.
2.8.5 DISTRIBUTION AND CONTROL OF MAINTENANCE INSTRUCTIONS:

Distribution and control of all OEM documents, AASL / NACIL statutory and regulatory
publications is the responsibility of Technical Library under the supervision of Chief of
Maintenance (Line and Base Maintenance Manager), AASL, New Delhi or Dy. Manager (TS)
at Delhi and Kolkata.
Technical Library shall have a list of each document holder.
Each document shall be distributed as per the list of document holders. Each Maintenance
Activity Centre ensures the validity of the manuals by comparing the manufacturer and
Vendor indices with the data in the library or IT system. The responsibility also includes the
verification of manuals from vendors not included in the indexes.
Doc No AASL/MOE/01
Section ±2.8
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Each Maintenance Activity Centre responsible for the establishment of in-house administrative
and maintenance related instructions are also responsible for the control and for appropriate
distribution of these instructions and any amendments thereof. In addition, this organisation
shall be responsible to ensure that the manuals containing detailed administrative
maintenance procedures do not exceed any important limitations, definitions and regulations
defined in the MOE.
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provided to the user on AASL / NACIL IT System. It is ensured that printer and/or network-
terminals are available wherever necessary to provide personnel an immediate access to
these instructions.
All Engineering Bulletins shall be delivered to the AME and other concerned officers/staff of
the Activity Centers under signature. Respective sectional heads are responsible for
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2.8.6 PREPARATION AND ISSUE OF ENGINE WORK SCOPE
Individual engine workscope shall be drawn and executed by the SBU E&C MRO a part of
NACIL.
Doc No AASL/MOE/01
Section ±2.9
Issue - 1
CAR 145 Maintenance Organisation Revision 1 May 2010

2.9 REPAIR PROCEDURE
[REF CAR145.A.45(a), 145.A.45(b), 145.A.45 (c), 145.A.45(d), 145.A.45(e)]
This procedure describes the steps to be followed when it is discovered that a repair is
required to be carried out to an aircraft which has sustained specific damage in service as a
result of impact or excessive loading, or as a result of corrosion which may have occurred
over a period of time due to environmental damage, which is within the capability of the
organization as defined in its CAR-145 approval and exposition. Any repair outside the
organisations capability must be carried out by a suitably DGCA approved third party
organisation.
NACIL carries out all structural repairs and component repairs on Alliance Air fleet of B737-
200 aircraft.
2.9.1 PURPOSE:
To outline the procedure followed in order to carry out a repair to an Aircraft, Engine, APU and
components.
2.9.2 POLICY:
Repairs on airframe, systems, engines and components shall be made in accordance with
approved or acceptable data after having performed the damage assessment. No Repair on a
Product (Aircraft or Engine) must be performed without an appropriate written approval by the
Chief of Quality (Quality Manager), AASL, New Delhi.
Company policy for ATR 42-320 and CRJ 700
Alliance Air will only perform repairs, which are approved from the following sources:
(a) Manufacturer's Structural Repair Manual (SRM) or approved repair scheme,

(b) An approved Design organization acceptable to the DGCA,
(c) By means of a modification approved by the DGCA,
(d) Type Certificate holder approved repair.
Any repair, which is not within the limitations of the SRM, or prepared by an unapproved
design organisation, will be submitted to the Manufacturer, or an appropriately approved
design organisation, for approval prior to seeking the acceptance of the DAW, Delhi/Kolkata
Region.
Appropriately qualified A.M.Es of the Maintenance Activity Centre shall be responsible for the
repairs procedures.
2.9.4 PROCEDURE:
Definitions:
Repair: The restoration of an Aeronautical product to an airworthy condition to ensure
that the aircraft continues to comply with the design aspects of the appropriate
airworthiness requirements used for the issuance of the Type Certificate for the
respective aircraft type,
Doc No AASL/MOE/01
Section ±2.9
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after it has been damaged or subjected to wear.
Major Repair means a design change that is intended to restore an aeronautical
product to an airworthy condition.
(i) when the damage or wear being repaired or restored to airworthiness
condition might appreciably affect the weight, balance, structural strength,
performance, power plant operation, flight characteristics, or
(ii) Other qualities affecting airworthiness or environmental characteristics or
(iiI) That will be embodied in the product using nonstandard practices.
Minor Repair means a repair other than a major repair.
2.9.4.1 DAMAGE ASSESSMENT

The Repair Process must start with the Damage Assessment, which includes an inspection
at surrounding areas next to the obvious damaged area for possible hidden damage.
Furthermore it is part of the Damage Assessment to evaluate whether the damage is within
the limits or the scope of approved repair data. The damage Assessment will therefore
result in following three categories:
The Damage Assessment by AME has confirmed that the damage (or wear and tear) is
within Manual Limits, to be left un-repaired (e.g. small dents):
The AME has to record the data and the decision process accordingly. This includes that
the inspection for possible hidden damage has been conducted and has been recorded
properly to ensure continuous airworthiness.
The Damage Assessment by AME has confirmed that the damage can be repaired
according to approved or acceptable data.
AMEs shall repair the damage as per relevant SRM instructions and record the same.
The Damage Assessment by AME has confirmed that the damage can not be repaired
according to existing approved or acceptable data:
A new Repair Data shall be established as follows:
Structural Damages not covered under SRM, SB and SL are referred to manufacturer
with:
i. All details of the damage and
ii. Proposed repair scheme by the production in-charge holding structure approval
and having adequate experience on primary and secondary structural repair.
Repair shall be carried out as per OEMs approved repair scheme(RAS).
Where DER approval is available for the repair, the same may be used for repair.
2.9.4.2 DOCUMENTATION
The dirty finger prints (DFP) of any accomplished repair will be kept on file in accordance
with Section 2.14 "Technical Record Control".
Repairs are documented in the Damage Mapping Sheets and in case of customer the
appropriate information will be forwarded to the customer. The customer will receive
Doc No AASL/MOE/01
Section ±2.9
Issue - 1

adequate information about the accomplished repairs in connection with the documentation
mentioned on the Release to Service form (Ref. to Section 2.16).
2.9.5 FABRICATION OF AIRCRAFT PARTS:

Parts for which manufacturing drawings, specified approved materials and approved process
specifications are available, can be fabricated.
All necessary data to fabricate the part should be approved either by DGCA or the Type
Certificate (TC) holder or CAR 21 Design Organisation Approval holder, or Supplemental
Type Certificate (STC) holder; Items fabricated for AASL aircraft parts, components by NACIL
may only be used in the course of overhaul, maintenance, modifications, or repair of aircraft or
components undergoing work within its own facility.
Fabrication, inspection assembly and test shall be clearly defined in the Engineering Order,
which is prepared by Quality department. Care should be taken to ensure that the data
include details of part numbering, dimensions, materials, processes, and any special
manufacturing techniques, special raw material specification or/and incoming inspection
requirement.
NOTE:
1. The permission to fabricate does not constitute approval for manufacture, or to supply
externally and the parts do not qualify for certification on CA Form One.
2. This prohibition also applies to the bulk transfer of surplus inventory, in that locally
fabricated parts are physically segregated and excluded from any delivery certification.
3. Fabrication of parts, modification kits etc for onward supply and/or sale shall not be
conducted.
2.9.5.0 DEFERMENT AND SYSTEM TRACK OF STRUCTURAL REPAIR

Whenever any aircraft is grounded for Higher check or for structural repair the
Structure AME will make a complete damage mapping including repairs of the
aircraft fuselage, wings, empennage, nacelle, engine cowls on the damage mapping
sheets. This copy will be called ³Master copy´ This master copy along with a fresh
blank damage mapping sheets (called working copy) will be kept on board when
aircraft is released after structural repair / Higher check.
AME shall project new damage on working copy of damage mapping sheets
after assessing the damage as per AMM/SRM, either observed by AME or
reported by the pilot, which is not covered in master copy of damage mapping
sheets and an appropriate entry shall be made in DMR with intimation to Line
Maintenance Manager.
If repair is needed as per SRM, same must be done before release of aircraft. If
repair is beyond scope of SRM, then the necessary TD/RAS shall be referred.
Structure AME after repair shall endorse on working copy of damage mapping
sheets ³Repaired as per SRM / TD along with Authorization No. / Date/ Initial´ and
also clear D MR entry accordingly. If the damage can be deferred to major check,
same may be endorsed in D MR entry.
If any repetitive inspection/ repair is required as per SRM / TD after temporary
/permanent repair, an appropriate entry shall be made in D MR with intimation to QC
office for record.
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Section ±2.9
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Structure AME during major check / structural repair will review the working copy
of damage mapping / DMR entry and take action accordingly along with proper
documentation. One copy of the ³Working copy´ of damage mapping must be
enclosed witK³+igher´ check schedule.
Structure AME in Strucuture repair / Higher Check shall prepare a new ³Master Copy´ by
transferring (updating) all the relevant entries from the old ³working copy´ as well as
old ³Master copy´of damage mapping.
The new ³Master Copy´ and a fresh blank ³Working Copy´ of damage mapping sheet
shall be kept on board the aircraft. When the aircraft is released to service after Letter
/Higher check, olG ³Master Copy´ and ³Working Copy´ of the damage mapping sheet
shall be enclosed with the schedule.
2.9.5.1 The manufacture of parts for use during repairs

Parts will only be manufactured in accordance with the approved manuals,
drawings and schedules pertaining to the particular part, and any necessary
related document approved by the DGCA.
Alliance Air will only manufacture such parts that are required to complete a
repair (or) modification which is being carried out during the course of
maintenance only if:
All necessary data to manufacture the part is approved either by the DAW,
Delhi/Kolkata Region, or the Type Certificate Holder, or a Design Approval
Holder.
NOTE: In an event Supplemental Type Certificate (STC) data is available for carrying out
Repair (or) Modification, it will be used as the basis for submission to the DGCA /DAW, Delhi /
Kolkata Region for approval, but does not in itself constitute authority for the manufacture of a
part.
2.9.5.2 General Methodology

Before performing a repair, classification must be done:
a) The repair is approved

If the repair is included in SRM or CMM (galley, seats, etc. as fitted to
the aircraft), the repair is carried out according to subject manuals. In
this case, only a work file will be established.
b) The repair is not approved
A repair not covered in SRM will require a systematically prepared
repair scheme with full and specific information of area, load, fatigue
and justification including material to be provided by repair agency
(Maintenance) authenticated by Chief of Quality (Quality Manager) sent
to manufacturers for approval. The approved repair will be submitted to
DAW, Delhi / Kolkata region for final approval.
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Section ±2.10
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2.10 AIRCRAFT/ ENGINE / APU MAINTENANCE PROGRAMME COMPLIANCE

[REF. CAR 145 AMC 145.A.70 (a)]
2.10.1 PURPOSE:
To ensure compliance with the DGCA / NAA approved Aircraft/ Engine/ APU Maintenance
Programme.
2.10.2 POLICY:
Only DGCA / NAA approved maintenance programme shall be accomplished.
Chief of Quality(Quality Manager), AASL and his deputies at Delhi and Kolkata shall prepare/
ammend the Maintenance Programme as per procedure mentioned in Section 6.8.
Chief of Quality(Quality Manager), AASL and his deputies at Delhi and Kolkata are
responsible for review of the Maintenance Programme and for obtaining approval from DGCA.
In-charge of the Maintenance Activity Centers of AASL are responsible for ensuring
compliance with the relevant Maintenance Programme, Overhaul or Repair.
2.10.4 PROCEDURE:
The Maintenance Program will be transferred into Task Cards by the Production Planning of
AASL. The Production Planning shall provide individual work packages per check of aircraft/
engine/ APU and determines whether the items are performed by the activity center. Specific
items may require shop inspections (off wing) in the responsible workshop. Besides the
standard work package, Engineering Orders and items with specific intervals must be
included in the individual work packages. The monitoring of Maintenance Programme (MP)
items with specific intervals and engineering orders is done either manually or with the aid of
AASL / NACIL IT System. The Production Planning is responsible that all individual MP items
are performed in accordance with the content and interval as laid down by the Quality in the
applicable Maintenance Program. Individual items limited with calendar time, flight hours or
cycles are controlled either manually or with the aid of AASL / NACIL IT System.
2.10.4.1 DEVIATION FROM THE MAINTENANCE PROGRAMME

If any deviation from the maintenance programme, due to operational, production or
technical reasons, becomes necessary, it is the responsibility of the respective Production
PODQQLQJWRDSSO\IRUDQH[WHQVLRQWR4XDOLW\RUWKURXJK4XDOLW\IRUFXVWRPHU¶VDSSURYDO7KH
request for deviation will be made on a form (Ref Form and Tags Manual). The respective
Production Planning has to ensure that no ALI, CMR, AD, Life Limits or ETOPS
Requirements are affected by the foreseen deviation. After consideration of supporting data
such as reliability data, the Quality may propose the requested deviation to DGCA or to the
customer for approval, which has to contact the respective NAA for final approval.
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Section ±2.10
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2.10.4.2 INDIVIDUAL ENGINE CONTROL IN OVERHAUL SHOPS

JT8D-17A engines fitted on B737-200 aircraft shall be sent to SBU (E&C), NACIL for shop
level maintenance and Overhaul.
Engines fitted on CRJ 700 aircraft and ATR 42-320 aircraft shall be sent to the respective
engine maintenance support provider as per agreement with AASL.
GTCP 129-85 APU fitted on B737-200 aircraft shall be sent to APU center, Kolkata for shop
level maintenance and Overhaul.
APU fitted on CRJ 700 aircraft shall be sent to the respective engine maintenance support
provider as per agreement with AASL.
2.10.4.3 Components Control in the Overhaul shops
Based on the nature of work involved, components received for servicing in Shop are being
dispatched by the Progress Section in consultation with ADGM/DGM (Quality), to the
particular section concerned such as Cleaning, Rework, View Room, Dressing, etc. together
with the relevant Work Orders. Depending on the work content, the component or its sub-
assembly passes through the various sections together with its relevant Engineering Order.
The Aircraft Engineer (AME / Approved Person) issuing the Final Certificate of inspection
scrutinises the completed inspection schedules / Work Sheets and is responsible to ensure
the following:
All inspection and other work, viz. dismantling, cleaning, inspection, repair /
rectification, servicing, assembly, testing, etc. are carried out as per procedures
contained in Approved Procedure Sheets or other approved procedures and all items
are certified by Aircraft Engineer (AME / Approved person) holding appropriate
approval.
All Mandatory Modifications / Inspections applicable to the component are carried out
and those already complied are not de-modified inadvertently.
All work carried out on component removed prematurely shall be with the concurrence
of QM
All repair work, processing, protective treatment, etc. carried out by outside agency or
by other Overhaul Shops are appropriately certified and reflected in the Engineering
Order Sheets.
All rectifications carried out for reported defects are complete and appropriate.
2.10.4.4 On completion of work AME shall sign and stamp in the relevant procedure
sheets and shall be issued CRS as applicable
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Section ±2.11
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2.11 AIRWORTHINESS DIRECTIVE PROCEDURE [REF. CAR145.A.45 (a), 145.A.45 (b)]
2.11.1 PURPOSE:
To establish a procedure for implementation of the Airworthiness Directives issued by the
Airworthiness Authority of aircraft/engine/component manufacturer as well as DGCA
mandatory modifications.
2.11.2 POLICY:
All Airworthiness Directives issued by airworthiness authority of country of
aircraft/engine/component manufacturer and DGCA Mandatory Modifications are considered
mandatory.
Chief of Maintenance of respective Maintenance Activity Centre is responsible for compliance
of all ADs/ mandatory modifications.
2.11.4 MANDATORY MODIFICATIONS
Refer CAR Section 2, Series M, Part I
Mandatory Modifications means the modification incorporated in an aircraft,

aircraft component and items of equipment after type certification to maintain it
in an airworthy condition.
2.11.5 AIRWORTHINESS DIRECTIVE
Airworthiness Directive means an instruction issued by an Airworthiness

Authority that amends an approved document or requires a modification,
restriction, replacement or special inspection of an aircraft, aircraft component
or item of equipment necessary to maintain it in an airworthy condition.
2.11.6 RECEIPT OF MODIFICATION DOCUMENT
Refer CAR Section 2, Series M, Part I
All Service Bulletins, including Alert and Special Attention Bulletins,

Airworthiness Directives, Modification leaflets, Notice to Operators, Service
Letter, Transmittal letters etc. from manufacturers, Airworthiness Authorities
including DGCA Shall be received by the Maintenance Department and
systematically recorded as per table below:-
Reference No. Receipt

Subject
Dated Signature Date No. of Copies
Being on the mailing list of the manufacturer/Vendors of B737-200 aircraft,

NACIL shall provide all the modification documents pertaining to B737-200
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Section ±2.11
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aircraft and its components to Alliance Air as soon as they are received by the
office of Dy. G. M. (E-QA&TS), NACIL, NR, Delhi
For ATR 42-320 and CRJ 700, Line and Base Maintenance Manager / Dy.
Manager (TS) shall receive all the SBs, Mod. directly from manufacturer /
Vendors and shall take all necessary required action.
The Modification Documents shall be studied thoroughly by the office of Chief
of Maintenance (Line and Base Maintenance Manager), AASL, New Delhi and
Dy. Manager (TS) at Delhi and Kolkata.
Every month this group will have full deliberations on the Service Bulletins and
Modification documents received for all types of aircraft operated by Alliance
Air and classify them as :
1. MANDATORY/ ALERT
2. STANDARD and
3. NOT APPLICABLE
2.11.7 PROCEDURE FOR MANDATORY MODIFICATION
1) Mandatory Service Bulletins normally contain information about inspection /
Modification which are of mandatory nature and/or affect safety of aircraft.
These bulletins are studied thoroughly by the office of Chief of Maintenance
(Line and Base Maintenance Manager), AASL, New Delhi and Dy. Manager
(TS) at Delhi and Kolkata, who shall ensure compliance of such Service
Bulletins within the stipulated time period.
2) In case of mandatory modifications requiring immediate compliance the office
of Chief of Maintenance (Line and Base Maintenance Manager), New Delhi,
AASL shall take decision in regard to incorporation of the modifications and
shall advice PPC, NACIL, NR(for B737-200) to place the orders for the kits.
Similar actions shall be taken for CRJ 700 and ATR 42-320 aircraft keeping in
view requirements of lease agreement regarding mandatory modification
compliance. These modifications shall, however, be placed on the Agenda of
the In-house Modification Committee and Central Modification Committee
Meetings for information and ratification.
The Modification Cell shall keep the records for compliance of Mandatory
Modifications.
A plan for the compliance of the modification shall be prepared taking into
account the stipulated threshold as defined in the modification document.
All concerned, departments shall be intimated about the accomplishment &
compliance plan. PPC, NACIL, NR shall be notified about the material and
tools required as necessary for the accomplishment of the modification. A
callout for compliance of the Mandatory Modifications shall be issued by the
office of Chief of Maintenance (Line and Base Maintenance Manager), AASL,
New Delhi and Dy. Manager (TS) at Delhi and Kolkata to meet the
requirements of the stipulated thresholds.
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Section ±2.11
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2.11.8 RECORDING THE COMPLIANCE OF MANDATORY MODIFICATION:
a) Log book entries shall be made for the Mandatory Modification complied on the
aircraft by the person certifying the modification and/or AME/Approved person
certifying the relevant inspection schedule.
b) After receiving the logbook entries the modification cell of the Maintenance
Department shall update the relevant ENG 701 form records the compliance
action, which shall be scrutinized by the Chief of Maintenance (Line and Base
Maintenance Manager), AASL, New Delhi and Dy. Manager (TS) at Delhi and
Kolkata to ensure that the Mandatory Modifications have been accomplished
fleet wise within the stipulated threshold.
c) Chief Manager (E-QA), Major Maintenance, NACIL shall intimate in writing to

the Line and Base Maintenance Manager regarding the Mandatory
Modifications complied with during the Major check and /or repair of the B737-
200 aircraft.
Similarly, for CRJ 700 and ATR 42-320 aircraft the maintenance in charge shall
intimate in writing to the Line and Base Maintenance Manager regarding the
mandatory modifications complied with during the major check and / or repair
of aircraft.
2.11.9 COMPLIANCE NOTICE OF MANDATORY MODIFICATION:
Incorporation of Mandatory Modifications affecting Maintenance and/or

Operation of the aircraft shall be brought to the notice of Engineering
Department; NACIL and Alliance Air, ED(T), CTE, NACIL, Hyderabad /
Operations Dept, Alliance Air, Delhi and DGCA
2.11.10 PROCEDURE FOR SPECIAL ATTENTION AND STANDARD SERVICE

BULLETINS, SERVICE LETTERS, TRANSMITTALS FROM
MANUFACTURERS / VENDORS:
This procedure applies to all applicable Airworthiness Directives issued by

FAA, EASA or other regulatory authorities of aircraft/ engine/ components
manufacturing countries and mandated by DGCA. The same procedure would
also apply to Service (Information) Letter/All Operator Telex/All Operator Wire /
Service Bulletin etc mandated by DGCA.
Airworthiness Directives are received / downloaded by Airworthiness Section /
Technical Library of Alliance Air, Maintenance Department and promptly sent to
respective section in Maintenance Department for assessment and analysis
and to Production Planning of AASL for planning compliance and shall inform
Chief of Maintenance, AASL, Delhi of the same.
Doc No AASL/MOE/01
Section ±2.11
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Maintenance Department shall review on a monthly basis that no applicable AD

is left unattended due to non-receipt of same by Airworthiness section /
Technical Library.
Following necessary actions shall be undertaken by concerned sections:
i. Preparation of EO/ Procedure Sheets/ Task Cards etc detailing all steps
required for AD compliance
ii. Routing and rescheduling of aircraft.
iii. Provisioning of spares/components/tooling etc.
iv. Informing outstations, base and line maintenance with detailed
instructions/procedures.
v. Ensuring updating of relevant Mandatory Modification charts (Digital and/or
Hard copies) about status of AD compliance
vi. Keeping Chief of Maintenance informed regarding planned/actual compliance
of AD.
vii. Ensuring accomplishment of steps required following terminating action of AD.
viii. Maintenance Activity Centre shall ensure the compliance of AD as per EO/
Procedure Sheets/ Task Cards etc
ix. Engines/Components etc once modified by AD compliance are not accidentally
de-modified during subsequent shop visit.
x. Withdrawal of unmodified engines/components to preclude possibility of same
being inadvertently drawn for installation on aircraft
xi. History cards are updated.
Chief of Maintenance AASL, Delhi shall inform DGCA regarding AD compliance.
1) On receipt of the modification notice, the Modification cell of Maintenance

Department will raise form ENG 700.
The first copy will be forwarded to the In-charge/Chief Manager (E-QA) of the
respective activity center for their comments and recommendations.
The second copy will be forwarded to PPC concerning respective aircraft for providing
details of material, tools, manpower requirements and cost.
2) Based upon the feedback provided by the activity centers and PPC, a draft copy of the
agenda, with remarks, shall be prepared by the modification cell of Maintenance
Department. Revisions to a Service Bulletin/Modification document shall highlight the
difference from the earlier revisions of the document. The decisions on the earlier
revisions arrived at during the previous meetings should be indicated giving the
compliance of the earlier revisions.
3) The draft copy of the agenda shall be circulated to all members of the In-house
modification committee meeting the office of Chief of Maintenance (Line and Base
Maintenance Manager), AASL, New Delhi. The In-house Modification Committee
Meeting shall have full deliberation of the modification received during a month and
make its recommendations for the consideration of the Central Modification committee
meeting held every quarter for taking the decisions regarding classification and
Doc No AASL/MOE/01
Section ±2.11
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incorporation of the modifications. The recommendation of the In-house Modification

Committee Meeting shall constitute the agenda for the Central Modification committee
Meeting.
4) Modifications required to be discussed in the following Central Modification Committee

Meeting shall be circulated in a draft proposal to all the members of the subject
committee at least two weeks ahead of the date of the Modification Committee
Meeting.
5) If any Service Bulletin/Modification document received by Line and Base Maintenance

Manager has not been included in the meeting agenda. Chief Manager (E-QA), NACIL
of the activity center should bring it to the notice of Line and Base Maintenance
Manager for inclusion of the same in the agenda of the forthcoming Modification
Committee Meeting.
6) In case of modifications made mandatory by manufacturer or by Airworthiness

Authorities or those considered Mandatory by Line and Base Maintenance Manager,
the same is required to be discussed with General Manager (Quality-PAX SBU),
NACIL Hqrs. immediately on the receipt of the modification document for
implementation. These will be ratified during the forthcoming meeting. The Central
Modification Meeting shall ratify decisions of NACIL Hqrs. / AASL in respect of Alert
Service Bulletins and Mandatory Modification that have been received during the
period of discussion.
7) Service Bulletins / ModificatioQFODVVLILHGDV³1RW&RQVLGHUHG1HFHVVDU\´1&1LQWKH

Central Modification Committee Meeting will be reviewed every six months by the
group. After review of such modification and based on the past six months operating
experience if Maintenance Department feels that such modification should be re-
categorized, then the same should be included in agenda for the next Central
Modification Meeting with recommendation from the activity center. On review if it is
still felt that these modifications are NCN, Line and Base Maintenance Manager
should record the same in the Central Modification Meeting minutes as follows:
³7KH 6HUYLFH %XOOHWLQV 0RGLILFDWLRQ ZKLFK ZHUH HDUOLHU FRQVLGHUHG QRW QHFHVVDU\ KDYH
been reviewed and on re-consideration /re-categorization of the modifications, the
modifications are further categorized as NCN and will be discussed during the forthcoming
Central Modification Meeting''.
8) The Committee shall also decide the following aspects for all other modification :
Classification
Implementation
Procurement of modification kits
Indigenous development possibilities
9) The minutes of the meeting shall be circulated within a period of 15 days to the
officials as reflected on the first page of the minutes of Modification Committee
Meeting.
Doc No AASL/MOE/01
Section ±2.11
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The following is the concept for classification of Service Bulletin and Mandatory
Documents: -
1. MANDATORY Bulletins / Modification documents classified as alert or
mandated by Airworthiness Authorities including DGCA.
2. ESSENTIAL Modification which are to be complied on a
programmed basis as preventive measures or to
improve service reliability. Generally these modification
are complied within stipulated time.
3. INFORMATORY Modification which are Informatory nature only.
4. NOT Those modification/ Service Bulletin should include the
CONSIDERED Mods presently not considered necessary due to
NECESSARY operational experiences. However these modifications
must be reviewed every six months.
5. NOT APPLICABLE Modifications which are not applicable by Aircraft type,
Line Numbers, variable number etc or Part number etc.
to aircraft, engines and their accessories.
6. ATTRITION Modifications which are to be complied with, after
consuming present stock of spares or when the
particular problem as described in the modification
document is experienced, Manufacturer declares
present spare as obsolete or not available.
2.11.11 AIRWORTHINESS DIRECTIVES INVOLVING OPERATIONAL ASPECTS:

Compliance of Airworthiness Directives impacting operational aspects are
conveyed to Operations Department along-with instructions to be followed by
cockpit/cabin crews as applicable.
2.11.12 ALERT AND INSPECTION SERVICE BULLETINS:

Alert SBs issued by OEMs should be complied as per the procedure followed
for mandatory modification.
2.11.13 DEVIATION PROCEDURES:

Any deviation from an AD is subject to approval by DGCA or the NAA of the
State of Registry. If a deviation is deemed necessary with regard to the
technical content (Alternative Method of Compliance, AMOC) and / or the
compliance requirements (Due date Extension Request), the respective TS
prepares a substantiation report for approval, which will be forwarded to DGCA
by Chief of Maintenance (Line and Base Maintenance Manager), AASL, Delhi.
Maintenance Department may only alter compliance requirements of an AD if
the signed AMOC or Extension Request is received form DGCA. NACIL / AASL
Production Planning is responsible to make sure the accomplishment of the AD
is planned as per the original compliance requirements, until revised
engineering documents are received.
Doc No AASL/MOE/01
Section ±2.11
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Doc No AASL/MOE/01
Section ±2.12
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2.12 OPTIONAL MODIFICATION PROCEDURE [REF. CAR145.A.45 (b)]
2.12.1 PURPOSE:
To detail a mechanism by which optional (non mandatory) modifications intended to be
carried out on aircraft/engines/components are administered.
2.12.2 POLICY:
All optional modifications are evaluated by a committee, which gives recommendations for
compliance of optional modifications.
Base Maintenance manager is responsible for planning and compliance of optional
modifications in accordance with the decisions taken during the Mod. Committee meetings.
2.12.4 PROCEDURE:
This procedure applies to all applicable SBs/ SLs/ SILs issued by OEM. These documents are
received/ downloaded by Dy. Manager (Technical Services) and is assessed and analysed.
Optional modifications are processed through Modification Committee recommendations.
2.12.5 IN-HOUSE MODIFICATION COMMITTEE : B737-200 AIRCRAFT
All Service Bulletins and Modification Documents shall be studied thoroughly by Line and
Base Maintenance Manager which shall be discussed in the In-house Modification Committee
meeting which shall consist of: -
1) General Manager (Engg) - Chairman

2) Quality Manager - Member
3) Chief of Maintenance, Delhi - Member
4) Dy.G.M.(E-PPC),NACIL (I),NR/Representative - Member
5) Chief Manager (E-QA) , NACIL (I),MM/Accy.O/H/
Electrical O/H/Instrument/Radio - Member
6) Dy. Quality Manager ,Alliance Air - Member
7) Dy. Manager (Technical Services) - Member
The Committee shall meet frequently, as desired by Chief of Maintenance (Line &
Base Maintenance Manager), to discuss all the Service Bulletins and Modification
Documents received.
NOTE: The modification committee Meeting for JT8D-17A engines and GTCP 85-129
APU are held by NACIL (I) and is participated by Chief of Maintenance (Line & Base
Maintenance Manager) / Dy. Manager (Technical Services) & Quality Manager.
Doc No AASL/MOE/01
Section ±2.12
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2.12.6 IN-HOUSE MODIFICATION COMMITTEE : ATR 42-320 AIRCRAFT & CRJ 700
The Line & Base Maintenance manager will conduct an In-house Mod. Committee
meeting and shall consists of the following members:
1) General Manager (Engg) - Chairman
2) Quality Manager
3) Chief of Maintenance, Delhi / Line Maint. and Base Maint. Manager, Kolkata
4) Dy. Manager (Technical Services), Delhi
5) Representative from PPC, Delhi / Kolkata
The In-house modification committee shall have deliberation of the modification
received and make its recommendations for the consideration of the Regional
Modification Committee held every quarter at respective bases for taking the
decisions regarding classification and incorporation of the modifications. The
recommendations of the in-house modification committee meeting shall constitute
the agenda for the Regional Modification Meeting.
Regional Modification Committee meeting shall be held quarterly at respective
bases (i.e. for ATR 42-320 at Kolkata and for CRJ 700 & B737-200 at Delhi) and
shall consist of the following members:
1) DAW and its Representatives
2) General Manager (Engg.), NR / ER or his nominee
3) Quality Manager
4) Chief of Maintenance
5) Dy. Quality Manager, Delhi / Kolkata
6) Dy. Manager (Technical Services) , Delhi / Kolkata
7) Line Maintenance Manager& Base Maintenance Manager, Kolkata
8) Shift In-Charge (Airframe / Avionics/ Engine)
9) Chief Manager (E-Trg.), NACIL (I), NR/ER
10) Representative from PPC, NR/ER
11) Dy. General Manager(Accessory O/H), NACIL (I), Delhi / Hyderabad
Modifications required to be discussed in the following Regional Modification
Committee Meeting shall be circulated in a draft proposal to all the members of the
subject committee atleast two weeks ahead of the date of the Modification Committee
Meeting.
6HUYLFH %XOOHWLQV 0RGLILFDWLRQVFODVVLILHG DV³127 &RQVLGHUHG 1HFHVVDU\´ 1&1 LQ
the Regional Committee Meeting will be reviewed every six months by the group. After
review of such modifications and based on the passed six months operating
experience if Dy. Manager (Technical Services) feels that such modification should be
recognized for inclusion in the next Regional Modification Meeting a recommendation
from Chief of Maintenance (Line & Base Maintenance Manager) should be attached.
On review if it is still felt that these modifications are NCN, Dy. Manager (Technical
Services) should record the same in the Regional Modification Meeting Agenda as
follows:
³7KH VHUYLFH %XOOHWLQV 0RGLILFDWLRQV ZKLFK ZHUH HDUOLHU FRQVLGHUHG QRW QHFHVVDU\
have been reviewed and on reconsideration / re-categorization of the modifications,
Doc No AASL/MOE/01
Section ±2.12
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the modifications are further categorized as NCN and will be discussed during the
IRUWKFRPLQJ5HJLRQDO0RGLILFDWLRQ0HHWLQJ´
The regional Modification meeting will also review the decision and compliance in
respect of Alert Service Bulletin and mandatory modifications received after the last
meeting.
The committee shall also decide the following aspects for all other modification:
Classification
Implementation
Procurement of Modification kits
Indigenous development possibilities
The minutes of the meeting shall be circulated within a period of 15 days to all
members as specified above.
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2.12.7 CENTRAL MODIFICATION COMMITTEE
1. The central modification committee meeting shall be held quarterly under the
Chairmanship of General Manager (Engg.), NACIL(I) or his representative. Central
Modification Committee shall consist of:
i) General Manager (Engg.) of the Region Chairman

ii) Executive Director (Engg), Alliance Air Member
iii) Chief of Maintenance, Alliance Air Member
iv) Dy. Gen. Mgr. (Engg-QA & TS), NACIL (I) of the region Member
v) Dy. Gen. Mgr (Engg-PPC/OH/AV/MM), NACIL (I) of the region Members
vi) Chief Manager (Engg.-QA/PPC/A/C O/H/E/I/R/TS) Member
vii) Dy. Manager (Technical Services) Member
Besides the above the following officers of IAL/Alliance Air shall also participate in the
meeting:
i) Representative of DT.CTE , NACIL (I), Hyd.

ii) Representative of ED (A.O) , Alliance Air
iii) Dy.G.M.(S&P),IAL,NR / ER or his representative as required
iv) Chief Manager (E-Trg), NACIL (I),NR / ER as required
A representative of Regional DAW may also associate with the meeting.
7KHµ&HQWUDO0RGLILFDWLRQ&RPPLWWHH¶ZLOODOVRGHFLGHDQGGUDZSODQVIRUFRPSOLDQFHRI
the Service Bulletin/ Modification
2.12.8 MODIFICATION, PLANNING AND COMPLIANCE
1. For each modification, decided to be carried-out by Central Modification

Meeting, a Modification Record Card (ENG 701) will be raised by Technical
Services Department. The Modification Record Card as shown in the Appendix
will have the following information: -
1. Sr. No. of the Card
2. Subject
3. Service Bulletin/Modification No.
4. Part No./Nomenclature of the Component/System/Equipment or any other

information which may be required.
5. If related to any other modification , AD,DGCA mod etc.
6. Threshold ,if any, as defined in the Modification document / related AD
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7. MCM reference
8. Classification
9. Compliance during which check
2. The Dy. Manager (Technical Services) shall issue necessary call-outs, as per the plan
drawn by the Central Modification Committee Meeting.
3. In case of any deviation, due to operational reasons/ workload/ non-availability of

spare parts, the committee will draw a revised plan and such plans will have approval
of Line and Base Maintenance Manager.
2.12.9 RECORD UP-KEEP AND INTIMATION OF SERVICE BULLETIN/ MODIFICATION

COMPLIANCE
The Dy. Manager (Technical Services) shall record the compliance of all DGCA
Modifications, Airworthiness Directives, Service Bulletins, Service Letters and other
modifications aircraft wise.
The applicability and compliance status of DGCA mandatory modifications shall be

intimated to the DGCA. In case of any difficulty in complying with the
Directives/Service Bulletins/Modification within the stipulated time frame; Dy Manager
(Technical Services) shall request Quality Manager who shall further apply for a
concession with proper justification to the Regional Airworthiness office, in case of
exigency.
The deferment of modification for B737-200 will be taken up only on advise of Dy.
G.M. (E-M/M) or his representative request, for ATR 42-320 and CRJ 700 respective
Dy Manager (Technical Services) request.
If required, AMEs/approved personnel shall be intimated about the effects of the

compliance of the modification, which cause a change in the schedule inspection
procedures, or requirements of additional inspections. Similarly, the Operations
Department shall be intimated about the effects of the compliance of modification,
which shall change the handling characteristics of the aircraft and/or its systems.
Whenever the manufacturers request for the status of the compliance of certain
Service Bulletins on the fleet, the same shall be provided to them.
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2.12.10 MODIFICATION RECORD CARD (FORM ENG 701)
Purpose This card shall be used for keeping records of all

Modifications received and discussed in the Modification
Committee Meetings.
Issuing Authority Incharge (Modifications cell)
Modification cards shall be Issued for each Mandatory, essential category and any
other Category of Modification. For each reissue/ amendment of the modification, an
additional card shall be raised.
The upkeep of the modification cards shall be effected by the Dy. Manager (TS).
2.12.11 MODIFICATION NOTICE (FORM ENG 700)
For B737-200
The Modification notice will be raised for non-mandatory modification, Special attention
bulletin and standard Service bulletins by the modification cell. The first copy will be
sent to Chief Manager (E-QC) of NACIL (I) activity center, for their comments, the
second copy to PPC as per the related aircraft for providing cost and manpower
details. Copies of the Modification notice shall also be sent to Dy.G.M (E-QA&TS),
NACIL (I), NR / ER for information.
For CRJ 700 and ATR 42-320
The Modification notice will be raised in form 700 for non-mandatory modification,
Special attention bulletin and standard Service bulletins by the modification cell and
same will be sent for comments to local agencies / Shops where the facilities are
availed.
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TECHNICAL SERVICES DEPARTMENT

MODIFICATION NOTICE
Part II Input from Activity Center

1. Shop Recommendation with justification
Classification
ESS/ATTR/NCN/INF/NA
2. Recommended for A / 3A / B / 2B / C / 3. Effective grounding time

compliance during 2C / D check of aircraft for compliance
Signature of Shop CM. (E)

Activity Center
Date :
Part III Input from PPC, IAL, NR

COST ANALYSIS
Rate/A/C No. of A/C TOTAL
1. Tools & Equipment
2. Material/Spares
3. Man Hour Requirement
Recommendation, if any
SIGNATURE OF DY. GENERAL MANAGER (E-PPC), NACIL (I), NR / ER

Date :
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FORM NO. 700 (Type of Aircraft ±B737 / ATR 42-320 / CRJ 700)
TECHNICAL SERVICES
MODIFICATION NOTICE
1. MCM 2. Sr. No. 3. Date
4. Forwarded to :
(i) Dy. General Manager (E-QA&TS), NACIL (I), NR
(ii) Chief Manager (E-QA), M/M, Accy. Overhaul/Elect./Inst./Radio, NACIL (I), NR
5. Instructions
a) Original copy of Mod. notice to concerned Activity Center for comments in
appropriate columns.
b) Duplicate copy of Mod notice to PPC for providing cost analysis details.
c) Both copies to be returned to Dy. Manager(TS), Alliance Air, after completion of the
Modification Notice Form, at the earliest.
Part I ± Input from Technical Services Alliance Air
i. Mod Document : dated
ii. Revision No. : dated
iii. System/Component :
iv Effectivity :
v. Subject & Description:
6. Classification as per 6.1 a) Man hours :

Manufacturer b) Elapsed time :
c) Material Cost :
7. Time barred 7.1 If yes, details
modification/ Yes/No
inspection
8. Change in : Weight Movement
9. Reason for proposal :

i. Airworthiness Requirement v. Standardization
ii. Reliability improvement vi. Improvement in Economic
iii. Safety vii. Obsolescence
iv. Maintainability improvement
DY. MANAGER (TECHNICAL SERVICES)

CC : Dy. G.M. (E-M/M), NACIL (I), NR
: Dy. G.M. (E-M/M), NACIL (I), ER
: Base Maintenance Manager, Delhi / Kolkata
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2.12.12 PLANNING, EXECUTION & FOLLOW-UP:

2.12.13 WORK PREPARATION AND ACCOMPLISHMENT
Dy. Quality manager(TS) shall prepare the Engineering Order (EO) in accordance with the
modification committee meeting decision in concurrence with Quality manager. Production
Planning of AASL where an optional Modification shall be performed is responsible to prepare
the necessary task cards in accordance with the EO and to ensure that the work is
accomplished on all aircraft, engines and/or components as mentioned on the effectivity and
within the time period mentioned on the EO.
A request for an extension of the terminating date may be granted by the Quality Manager or
customer in cases where the accomplishment has to be postponed due to lack of ground time,
material and/or manpower.
Production Planning will forward a task card to the contracted agency if a Modification needs
to be accomplished by the contracted agency.
SB Compliance data shall be updated into AASL / NACIL IT System directly by the Dy. Quality
Manager (TS) / AME performing the work.
Working papers of accomplished Modifications shall be kept on file in accordance with Section
2.14 Technical Record Control.
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2.13 MAINTENANCE DOCUMENTATION IN USE & COMPLETION

[REF. CAR145.A.45 (d)]
2.13.1 PURPOSE:
To specify the policy and procedures on use and completion of forms/documents used in
carrying out aircraft/engine/components maintenance and certain specific maintenance tasks
2.13.2 POLICY:
No Release to Service may be signed for an aircraft; engine and/or component unless
it has been assured that all work has been completed and all working papers are duly
signed.
Work to be accomplished is always done in accordance with EO/ Task Cards which
are prepared by Production Planning and are based on technical maintenance
instructions (Approved and Accepted Data) issued by manufacturers and AASL
Quality department (Ref. to Section 2.8 of this MOE).
AME of respective Maintenance Activity Centre shall be responsible for completion of
Maintenance Documentation in use.
2.13.4 PROCEDURE:
The control system for documentation and technical data used directly in the conduct or
support of maintenance operations shall be the responsibility of the Quality department. It
shall include:
i. means of identifying the published status of maintenance documents;
ii. a distribution process that ensures availability of the current version of applicable
maintenance documentation and technical data to appropriate personnel in all areas
where maintenance is performed;
iii. review and revision, as necessary, to maintain currency of information contained in the
maintenance documents;
iv. retention of documents that permits easy reference and accessibility;
v. identification and control of obsolete and reproduced documents;
vi. retention and dissemination of documentation received from external sources,
including manuals and documents from regulatory authorities and OEM.
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2.13.5 The appropriately Licenced / Approved / Authorised person must ensure the
availability of the following for the type of aircraft before starting the
Maintenance/Overhaul work on the aircraft on its components and its systems.
(i) Up-to-date Technical literature required for maintenance and

overhaul/AMM/EM/OM/SRM/SB/SSID/CPCP (Refer CAR Section 2, Series F,
Part III, Appendix D). Micro films/Microfiche/Floppy/CD issued by the
manufacturer in lieu of hard copy is acceptable.
(ii) Special tools like rigging tools, spanners, jigs etc. apart from general
engineering tools.
(iii) Approved maintenance / overhaul schedules/special inspection Schedule

including TBO list / COSL.
(iv) List of applicable mandatory modifications / inspections.
(v) Record of compass system & magnetic compass swing.
(vi) Maintenance Prgramme applicable.
(vii) Components life details and modification status.
(viii) Compliance status of SSID & CPCP.
(ix) Weight Schedule status.
2.13.6 LINE MAINTENANCE:

Schedules are prepared by the Production Planning on the basis of approved maintenance
programme.
Approved Schedules are used for carrying out the Line Activities for all aircraft;
Transit check is carried out by the AME using EO/ Task card. After carrying out the check, an
appropriate entry is made in the Technical log book. The EO/ Task card is available with all
the AMEs and also available in the Technical Log Book;
Maintenance schedules are required to be signed by AME in relevant categories after carrying
out the work. Concerned AME shall ensure that technician columns are duly signed. However
if he performed the task himself, then he shall assign a ³;´ mark in the technicians column.
2.13.7 BASE MAINTENANCE:

0DMRU FKHFNV LQFOXGLQJ µ$¶ FKHFN DERYH DUH FDUULHG RXW XVLQJ DSSURYHG ZRUN SDFNDJH
prepared by the Production Planning under approved maintenance programme.
Work package shall list tasks to be carried out as per approved maintenance programme. The
work package including scheduled maintenance tasks, AD compliances, Modifications,
Component Replacements, CMR, Structural Tasks and all other requirements shall be
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prepared by Production Planning. The finalised work package includes a Master Index of all
tasks to be accomplished during the check and same is required to be signed by Authorised
AME.
Maintenance schedules are required to be signed by AME in relevant categories after carrying
out the work. Concerned AME shall ensure that technician columns are duly signed. However
if he performed the task himself, then he shall assign a ³;´ mark in the column.
AME issuing CRS shall ensure that all the documents are complete in all aspects before
release of aircraft & make sure a Certificate of Release to Service is issued.
Any specific maintenance carried out owing to an inspection defect or any non prescribed
work that is required to be carried out shall be properly documented and shall be the
responsibility of the AME concerned to include it in the work-scope for certification.
Respective tagging of removed components with reference in the worksheet shall be the
responsibility of the AME concerned.
Technical Log, Cabin Defect Report, any other specific call out shall be properly documented.
The AME must ensure the availability of the following, for the type of aircraft, before starting
the Maintenance / Overhaul work on the aircraft on its components and its systems:
Up-to-date approved maintenance data required for maintenance and overhaul ;
Special tools like rigging tools, spanners, jigs etc. apart from general engineering tools;
2.13.8 SPECIFIC MAINTENANCE TASKS:

Approved EO/ Task Cards, which are otherwise part of the AMM, shall be used for carrying
out specific tasks like wheel and brake replacements, inspection after tyre bursts, lightning
strike, engine / APU replacement etc shall be carried out by AME and properly documented.
In case there is any doubt about currency and/or accuracy of task card/procedure sheet,
relevant pages from AMM shall be used for carrying out specific maintenance tasks and same
shall be attached to the final documentation.
2.13.8 SCRUTINY OF COMPLETED WORK SHEETS:

2.13.8.1 MAINTENANCE
During the course of maintenance, the AME allocated for inspection of the
aircraft/engine/component, is responsible to scrutinise the EO/ Task Cards and ensure that
all work carried out is appropriately reflected.
After completion of routine, the AME responsible for issuing CRS shall scrutinize the
completed work package prior to issuing the CRS. He is responsible to ensure the
following:
i. All the inspection items of the Inspection Schedules and Work Sheet including the
various Procedures Sheets and Special Inspection item call outs for the routine are
duly completed and certified by the AME.
ii. Defects reported in the Technical Log are attended and necessary entries are made
therein indicating action taken. Also defects brought forward under MEL/CDL are
rectified/ continued as necessary.
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iii. Work requiring duplicate inspection/certification is duly double checked and certified by
AME.
iv. Defects reported / detected, rectification of which are not carried out, are duly certified
by the AME issuing CRS for being carried forward.
2.13.8.2 VERIFICATION OF DOCUMENTS

i. On receipt of the completed work package, same is perused/ verified by Production
Planning to ensure that work package has been completed in all respects. In case
discrepancies are noticed in this regard, appropriate corrective action is taken.
ii. During this scrutiny, it is also verified that rectification carried out for defects reported
by flight crew and those detected during the routine are appropriate and complete.
Where necessary, further rectification is called out in co-ordination with personnel
concerned in Technical Services and Maintenance.
iii. Appropriate entries are made in respect of component replacements, special
inspections and other facilitation work in regard to removal, installation, adjustments,
operational checks, etc. and are duly certified. Appropriate EO and/or AMM pages
have been followed wherever applicable.
iv. Proving flights/ engine run ups as applicable are carried out subsequent to
replacement of components / rectification of defects if the same are warranted.
v. Necessary action is taken in respect of defects reported by flight crew and EO/ Task
Cards in case of repetitive snags.
NOTE: Scrutiny by Production Planning is carried out only on receipt of completed work
package after the departure of the aircraft, this only serves as a verification to ensure that
the completed work package is in order in every respect before storage. The basic
responsibility in this regard, therefore, rests entirely with the AME issuing the CRS.
2.13.8.3 MAINTENANCE ACTIVITY CENTRES

The AME issuing CRS scrutinises the completed work package and is responsible to ensure
the following.
i. All inspections and other work, viz, dismantling, cleaning, inspection, repair / servicing,
assembly, testing, etc. are carried out as per procedures contained in EO / Task Cards
and all items are certified by AME holding appropriate approval/ COC.
ii. All Mandatory Modifications/ Inspections applicable to the component are carried out
and those already complied are not de-modified.
iii. All repair work, processing, protective treatment, etc. carried out by outside agency or
by other Overhaul Shops are appropriately certified and reflected in the EO/ Task
Cards.
iv. Investigation/ Defect Findings shall be completed & submitted to the in-charge of the
respective Maintenance Overhaul Shops for necessary action.
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2.14 TECHNICAL RECORD CONTROL & PRESERVATION PERIODS OF DOCUMENTS

[REF. CAR145.A.45(c), 145.A.45 (e), 145.A.55]
2.14.1 PURPOSE:
Management and control system for documentation and technical data used directly in the
conduct or support of maintenance operations includes:
A)
i. Means of identifying the published status of maintenance documents;
ii. Distribution process that ensures availability of the current version of applicable
iii. Maintenance documentation and technical data to appropriate personnel in all areas
where maintenance is performed;
iv. Review and revision as necessary to maintain the currency of information contained in
the MOE and maintenance documents;
v. Retention of documents that permits easy reference and accessibility;
vi. Identification and control of obsolete and/or reproduced documents;
vii. Reception of documentation and/or data from external sources to ensure information is
received in time to satisfy operational requirements;
viii. Retention and dissemination of documentation received from external sources.
B)
i. To maintain a complete operational and maintenance history of
aircraft/engines/components;
ii. To preserve dirty finger prints of Mandatory/Other modifications compliance ;
iii. To ensure availability of back to birth traceability of all LLPs (Life limited parts) ;
iv. To provide essential data for the purpose of renewal of Certificate of Airworthiness/
ARA.
2.14.2 POLICY:
All documentation is preserved to meet requirements of relevant CARs and other regulatory
bodies like FAA, EASA, IATA, IOSA etc.
Technical Library (under Technical Services Division) shall be responsible for receipt and
dispatch of documents. Technical Services Division shall be responsible for technical record
control and preservation. Reconstruction of lost / destroyed data shall be done by Technical
Services Division.
2.14.4 PROCEDURE:
2.14.4.1 MAINTENANCE INSPECTION RECORDS
The completed work packages received from Maintenance are filed aircraft-wise
chronologically and preserved by Production Planning. Maintenance records are stored
safely from fire, flood, theft and alteration. Computer back up discs and cassettes are stored
in a different location from those containing the current working discs and tape cassettes
and in a safe environment.
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2.14.4.2 PRESERVATION PERIODS

A) Statutory Requirements
All documentation shall be preserved as per statutory requirements laid down in relevant
CARs as below :
DOCUMENTS PRESERVATION LIFE

Aircraft Log Book : Two years after the Aircraft is
withdrawn from use and its C of R is
cancelled by D.G.C.A.
Aircraft Log Book When aircraft : A period of two years after completion
meets With an accident Resulting in of the Court of Enquiry
damage Beyond Economical Repairs.
Engine, APU and Propellers Log : Period of one year after Engine, APU
Books and propellers are permanently with
drawn from use.
Other Log Books(including all Flight : Two years from the date of last entry
Report Books) therein.
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B) Non-Statutory Requirements
All documents outside the purview of statutory preservation shall be preserved as detailed
in the table below :
DOCUMENTS PRESERVATION PERIOD

i) Inspection Organisation and personnel 10 years
approval records.
ii) Engineering Bulletins/Instructions pertaining 10 years
to current fleet.
iii) Aircraft major accident investigation/Court of Permanent
Enquiry Reports.
iv) Board of Investigation Reports of accidents Five years
other than major accidents, incidents,
precautionary landings, emergency landings
and forced landings etc.
v) Reports on Major/Minor Defects One year
vi) Major items history records Two years after the item is
scrapped or sold.
vii) AME records Two years beyond his
service.
viii) Drawings with respect to aircraft and Two years beyond the sale
equipments of aircraft to any operator
or 2 years after the a/c is
scrapped.
ix) Regulatory Authority/ QM concessions Two years beyond the sale
of aircraft to any operator
or 2 years after the a/c is
scrapped.
x) Monthly Defect Analysis and Engineering 6 months
Statistics Report / Statements
xi) C. of A Renewal /ARA Record 5 years
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xii) Component Overhaul Records Five years or two O/Hs.
Whichever is later.
xiii) a) Work Packages- EHORZµ$¶&KHFNV 1 year
b) Work Packages- µ$¶&KHFNDQGKLJKHU 5 years
c) Work Packages- Heavy Maintenance 10 years
Checks
d) Special Inspection-EO/ Task Card 5 years
xiv) Fuel and Oil delivery receipts. 6 months.
xv) Aircraft Movement Sheets, Daily hours 6 months
statement
xvi) Technical publications pertaining to Type Permanent
Aircraft - issued by Manufacturer /NACIL.
xvii) CRS of aircraft 6 months
xviii) Quality Audit records 2 Years
2.14.3.3.1 SHOPS/MAINTENANCE RECORDS- Will be maintained by respective NACIL

shops

i) Books and registers maintained in shops One year
maint. For day-to-day work, such as
handover logs etc.
ii) Other general day-to-day instructions issued Permanent
by respective Divisional/Sectional In
charges
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2.14.4.4 OTHER RECORDS AND CORRESPONDENCE

i) All minutes of various meetings emanating Permanent
from HQrs. and Regions both, except routine
type of meetings, such as Periodical delays
meetings, Repetitive meetings, Daily delay
meetings etc.
NOTE: Policy decision taken to be
summarised and transferred to policy file
which is permanent
ii) Minutes of routine type of meetings, such as Two years
Periodical delays meeting, repetitive snags
meeting and Daily Delay Meetings.
iii) All agreements, contracts and other legal Permanent
documents.
iv) All other correspondence of important Permanent
technical nature, including T.P. messages.
v) All correspondence including DGCA's on Permanent
policy matters including TP messages
conveying such decisions.
vi) All other general correspondence with Five years
D.G.C.A. except which relates to policy
matters.
vii) outgoing and incoming TP messages, of One year
routine nature
viii) All routine correspondence pertaining to One year.
publications
2.14.4.5 LEASE AIRCRAFT RECORDS

All technical records shall be made available to the owner/lessor in case of lease aircraft.
Same shall be handed over to the owner/lessor at the termination of lease period.
2.14.4.6 CONVERSION OF TECHNICAL RECORDS INTO DIGITAL FORMAT

All technical documentation in archives shall be progressively converted into digital format in
duplicate and preserved at two different locations. These digitised records shall be
preserved permanently.
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2.14.5 TECHNICAL RECORDS STORAGE - LOCATION AND SECURITY:

All original maintenance records pertaining to aircraft / engines / accessories / items shall be
preserved in hard copy format.
The above records and copies pertaining to lease aircraft shall be stored in secure rooms to
preclude fire, flood damage and theft.
2.14.6 CONTROL OF ACCESS TO RECORDS:

Technical Records officer shall control the access to the records of aircraft / engines /
accessories / items.
Only personnel authorised by the above Technical Records Officer shall have the access to
the relevant records of aircraft/ engines / accessories / items.
Records retrieved for reference by personnel authorised shall be returned after referring the
same. The technical records officer in-charge of the retrieved document shall see that the
same is put in the designated place from where the document was retrieved.
2.14.7 BACK UP OF DATA IN COMPUTER SYSTEM:

Data regarding aircrafts / engines / APUs / accessories / items fed in the computer system
through personnel computers linked by local area network is stored in the mainframe
computer allocated to the Engineering / Engine Overhaul Department.
The backup is taken once every 24 hours and stored in removable storage devices.
2.14.8 RECONSTRUCTION OF LOST OR DESTROYED RECORDS:

In the event that aircraft records are lost or destroyed it will become necessary for them to be
reconstructed.
The backup system ensures reconstruction of computerised data.
The reconstruction will be controlled by the Dy. Manager (Technical Services) in Maintenance
Division and will utilise available computer and hardcopy records and notes, interaction with
maintenance personnel.
If after reconstruction the record is still incomplete then a statement shall be made detailing
the loss and estimates of work done.
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2.15 RECTIFICATION OF DEFECTS ARISING DURING BASE MAINTENANCE

[REF CAR145.A.70]
2.15.1 PURPOSE:
To provide guidelines for defect rectification during base maintenance.
This procedure applies for recording and rectification of defects arising during base
maintenance including deferred defects recorded in the technical log.
2.15.2. POLICY:
All defects arising during base maintenance including brought forward/deferred defects shall
be completely rectified before issue of CRS. No defects shall be deferred out of base
maintenance. Any exceptions shall be authorised by Line & Base Maintenance Manager for
B737-200 , CRJ 700 and ATR 42-320.
Overall responsibility lies with Line & Base Maintenance Manager for B737-200 , CRJ 700
and ATR 42-320. AMEs shall be individually responsible for rectification of defects arising
during base maintenance
2.15.4 PROCEDURE:
To maintain continued aircraft airworthiness, it is essential that:
i all defects noted during base maintenance are recorded and necessary rectification
action taken and preventive methods devised to avoid recurrence of the same;
ii to rectify deferred defects (recorded as per MEL / CDL)
Defects, noted by the AME during base maintenance/reported by crew shall be duly recorded
in Task Cards with details e.g. date, aircraft registration etc. Similarly defects deferred by
invocation of MEL / CDL in the aircraft tech log shall be recorded with specific details about
the date of initial invocation of the MEL / CDL etc.
The non-routine defects shall be rectified by AME and all standard practices and basic
maintenance procedures shall be followed during the course of rectification;
The Task Cards shall be signed off in stages as the work of rectification progresses with
relevant details of all observations, components used and duly endorsed. All deferred defects,
if rectified, shall be duly reflected in the relevant pages of the tech log.
As a rule, no defects shall be carried forward during base maintenance. However, in
exceptional cases, necessary permission can be accorded by the Line & Base Maintenance
Manager for B737-200, CRJ 700 and ATR 42-320
All relevant defects of the cabin noted during base maintenance shall be duly reflected in Task
Cards and cabin defect log.
Any non routine structural repairs, complying with the manufacturer and DGCA, shall be
updated in the Damage Mapping Sheets;
The work packages along with all Task Cards raised, thus, shall be scrutinised for proper
documentation;
The Production Planning section shall be responsible for keeping the completed work packs.
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2.15.5 RECTIFICATION OF DEFECTS
a. Before any work is carried out or component replacement

undertaken, the snag observed must be analysed and rectified as per
Trouble Shooting Manual.
b. In case of defect, entailing structural repair, opening of the structure
cleaning of the area for proper assessment of the work involved,
must be undertaken before a repair scheme is drawn up.
c. A repair scheme, which complies with the manufacturers and DGCA.
Inspection requirement shall be entered in the observation column of
the off-job sheet.
d. Rectification work carried out and any observation made during the
course of rectification of the snag shall be recorded in detail in the off
MREVKHHW5HFWLILFDWLRQRIµFDUULHG IRUZDUG¶VQDJVKDOODOVREHHQWHUHG
in the Tech. Log/PDR.
Final checking and test result shall be entered in the off job sheet.
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2.16 RELEASE TO SERVICE PROCEDURE [REF. CAR145.A.50, 145.A.75 (e)]
2.16.1 PURPOSE:
To ensure that release to service of aircraft/engines/components is properly administered and
suitably documented.
To ensure only Licensed/Approved/Authorised personnel issue Certificate of Release to
Service (CRS).
2.16.2 POLICY:
No aircraft/ engine/ component shall be released to service without issuance of CRS.
No person shall sign-off a CRS unless he has been assigned and authorised in
accordance with the procedures as laLG GRZQ LQ 6HFWLRQ ³$0(´ DQG LV DSSURSULDWHO\
rated for the work to be released. The extent of the authorisation will be mentioned on a
Release to Service Authorisation for each AME.
AME shall be responsible for issuing CRS.
2.16.4 PROCEDURE:
2.16.4.1 RELEASE TO SERVICE AFTER LINE MAINTENANCE
i. Transit / pre-flight task as applicable shall be carried out prior to each flight from Base
or Outstation unless any other higher work pack incorporating all items of Transit / Pre-
flight task has been accomplished. The task shall be certified by AME.
ii. Rectification of defects reported by pilot / observed by AME during inspection which
are likely to affect the airworthiness of the aircraft shall be carried out prior to issue of
CRS.
iii. The departure AME shall ensure that the C of A / ARA of aircraft is valid and no
certificate / higher inspection validity would expire till the aircraft completes next
sector/series of sectors with enough cushion to cater for any unscheduled diversion
etc.
iv. The system of certification of aircraft of 15,000 Kgs and above all up weight shall
henceforth be carried out on the basis of compliance of approved maintenance work
packs and issue of a CRS, the details of which are placed in this Section.
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2.16.4.2 CERTIFICATE OF 5(/($6( 72 6(59,&( )25 $,5&5$)7 ,668(' $)7(5 µ$¶
CHECK / HIGHER CHECKS
i The CRS is issued as per CAR 145.A.50 in the format detailed in Section 5.1.
ii CRS forms part of the Technical Log. This Certificate is issued in triplicate:
First Copy (Yellow) will remain in Technical Log and shall be transferred to the
successive Technical Log at intermediate checks or whenever another book is issued
until new CRS is issued.
Second copy (Blue) is removed and attached to the worksheet.
Third copy (white) is removed and displayed on the aircraft.
NOTE: Person(s) Authorised for signing the CRS shall be responsible to ensure steps
mentioned above. He shall also ensure that the old Certificates are removed
from the Aircraft (Technical Log Copy and Displayed Copy) and attached to
the Work Package.
iii CRS will be issued by an AME duly authorized / approved to issue CRS by Quality
Manager, AASL Delhi.
iv After Transit and Terminal / Intermediate checks, maintenance / servicing tasks shall be
signed and entry made in the Technical Log by AME.
v This certificate will be issued by one person duly authorised for particular type of Aircraft
after coordination and ensuring that proper documentation and certification of
Maintenance Work Package, rectification of defects and compliance of modifications etc.
in accordance with the Airworthiness requirements have been carried out by AME at
various stages. The AME will clear out that stage of the inspection tasks for which they
hold licence and / or approval granted by DGCA / AASL. Subsequently, AME will sign-off
the inspection task and issue CRS, to certify that all tasks forming part of the approved
maintenance work package have been duly completed and certified. The CRS shall be
signed in Technical Log by authorised AME.
vi This certificate is in respect of a complete aircraft, certifying that the aircraft has been
inspected as per Approved Maintenance Programme and is airworthy in all respects and
no known condition or defect exists, which will endanger safety of the aircraft.
vii The CRS should contain the following statement;
Certifies that the work specified except as otherwise stated hereunder was carried out
in accordance with CAR-145 and in respect of that work the aircraft is considered ready
for release to service`
viii This certificate will be preserved for a period of five years from the date of issue.
Doc No AASL/MOE/01
Section ±2.16
Issue - 1

2.16.4.3 CERTIFICATE OF RELEASE TO SERVICE FOR AIRCRAFT ISSUED OTHER

7+$1µ$¶&+(&.+,*+(5&+(&.6
i CRS is to be issued before flight at the completion of any maintenance work-package
specified for the respective type of aircraft in accordance with Approved Maintenance
Programme. The maintenance work-package may include any one or a combination of
the following elements: a check or inspection, Airworthiness Directives, overhauls,
repairs, modifications, aircraft component replacements and defect rectification.
ii The CRS contains the following statement;
iii `Certifies that the work specified except as otherwise stated hereunder was carried out
in accordance with CAR-145 and in respect of that work the aircraft is considered ready
for release to service`
iv 7KH &56 VKRXOG UHODWH WR WKH WDVN VSHFLILHG LQ WKH PDQXIDFWXUHU¶V RU '*&$ DSSURYHG
RSHUDWRU¶VLQVWUXFWLRQVRUWKH$SSURYHG0DLQWHQDQFH3URJUDPPHZKLFKLWVHOIPD\FURVV
UHIHUWRDPDQXIDFWXUHU¶VRSHUDWRU¶VLQVWruction in a maintenance manual, service bulletin
etc.
v The date such maintenance was carried out should include when the maintenance took
place relative to any life or overhaul limitation in terms of date/flying
hours/cycles/landings etc., as appropriate.
vi When extensive maintenance has been carried out, it is acceptable for the CRS to
summarise the maintenance so long as there is a unique cross reference to the work
package containing full details of maintenance carried out. Dimensional information
should be retained in the work package record.
vii In the case where full compliance cannot be achieved within the operators limitations
(e.g. such as ETOPS, RVSM etc,) then the CRS may be issued subject to details of the
GHIHUPHQWLQFOXGLQJWKHRSHUDWRU¶VDXWKRULW\ being endorsed on the certificate.
viii In case of aircraft released under MEL (Ref Section 6.1.1) the CRS may be issued
subject to the detail of the deferment clearly specified on the certificate.
ix Whenever an engine change is effected on an aircraft, before issue of CRS the following
shall be ensured :-
Layover task plus any higher inspection task, if due, on the new / installed engine (s)
along with engine change task on the replacement engine(s).
In case, carried forward scheduled maintenance hours of the replacement engine (s)
are higher than the completed scheduled maintenance hours of the aircraft, the aircraft
scheduled maintenance shall also be carried out on the replacement engine(s) as
applicable.
x When an aircraft is grounded at a location other than the main line station or main
maintenance base due to the non-availability of a component with the appropriate
release certificate, it is permissible to temporarily fit a component without the appropriate
release certificate for a maximum of 30 flight hours or until the aircraft first returns to the
main line station or main maintenance base, whichever is the sooner, subject to the
aircraft operator agreement and said component having a suitable release certificate but
otherwise in compliance with all applicable maintenance and operational requirements.
Such components shall be removed by the above prescribed time limit unless an
appropriate release certificate has been obtained in the meantime.
Doc No AASL/MOE/01
Section ±2.16
Issue - 1

2.16.4.4 PERSONS AUTHORISED TO ISSUE CRS ARE RESPONSIBLE FOR ENSURING

THAT
i The aircraft has been maintained and inspected in accordance with the Approved
Maintenance Programme.
ii The Certificate of Completion for each trade category has been completed and certified
by AME.
iii That such additional work requirements as called out by the Production Planning for the
aircraft have been satisfactorily cleared. These work requirements will normally
comprise modifications, components changes, N.D.T. requirements and special checks
etc.
iv That defects arising from Technical Log entries deferred defects and routine inspections
have been satisfactorily cleared.
v That a complete record of all documentation relevant to the maintenance or overhaul
tasks performed has been completed and certified by AME and that no known condition
exists that would make the aircraft un-airworthy.
2.16.4.5 CERTIFICATE OF RELEASE TO SERVICE (COMPONENT)

i A CRS is to be issued at the completion of any maintenance on an aircraft component
whilst off the aircraft.
ii The authorised release certificate (CA-Form 1) constitutes the aircraft component CRS
when an aircraft component is maintained per CAR-145 for another CAR-145
organisation.
iii CA-Form 1 may not be issued for an aircraft component for AASL / NACIL internal use.
iv The CRS (Component) as given in Section 5.1.3 Authorised Release Certificate CA-
Form 1.
v It must be ensured that all components after necessary maintenance, overhaul / repairs
are issued with a CRS which must be signed by AME.
This certificate shall be issued and signed after carrying out modification, repair,
replacement, overhaul process, treatment, test, operation and inspection by AME in the
overhaul shops.
Such certificate shall be placed :-
i) at the closing of each component overhaul inspection work package.
ii) on each serviceable tag issued to accompany the component/ equipment so certified,
The signature appended to this certificate affirms that the work performed complies with
latest requirements and while carrying out the inspection /repair /replacement
/modification, approved material and methods have been used and that the repair work
carried out conforms to approved drawings/procedures.
vi CA-Form 1 / CRS may be issued for those aircraft component which were last
maintained per DGCA approved (MOE/EPM) system prior to issuance of CAR 145
approval, provided the respective component meets all other requirements of CAR 145.
Doc No AASL/MOE/01
Section ±2.16
Issue - 1

2.16.4.6 INSTRUCTIONS FOR COMPLETION OF THE RELEASE CERTIFICATE BY THE

ORIGINATOR
Except as otherwise stated, there must be an entry in all blocks to make the document
a valid certificate.
Block 1: The name and country under whose approval the certificate was issued. This
information may be preprinted.
Block 2: Pre-SULQWHGµ$XWKRULVHG5HOHDVHFHUWLILFDWH&$)RUP¶
Block 3: A unique number shall be pre-printed in this block for certificate control and
traceability purposes except that in the case of a computer generated document, the
unique number need not be pre-printed where the computer is programmed to
produce the number.
Block 4: The full name and address plus mailing address if different of the approved
organisation releasing the items covered by this certificate. This block may be pre-
printed. Logos, etc., are permitted if the logo can be contained within the block.
Block 5: Its purpose is to reference work order/contract/invoice or any other internal
organisational process such that a fast traceability system can be established.
Block 6: This block is provided for the convenience of the organisation issuing the
certificate to permit easy cross-reference to the 'Remarks' Block 13 by the use of item
numbers. Completion is not mandatory. Where a number of items are to be released
on the certificate, it is permissible to use a separate listing cross-referring certificate
and list to each other.
Block 7: The name or description of the item shall be given. Preference shall be given
to use of the Illustrated Parts Catalogue (IPC) designation.
Block 8: State the Part Number. Preference shall be given to use of the IPC number
designation.
Block 9: Used to indicate the Type-Approved products for which the released items are
eligible for installation.
Completion of block is optional but if used, the following entries are permitted:
a) The specific or series aircraft, engine, propeller or auxiliary power unit
model, or a reference to a readily available catalogue or manual which
FRQWDLQVVXFKLQIRUPDWLRQIRUH[DPSOHµ$¶
Eµ9DULRXV¶LINQRZQWREHHOLJLEOHIRULQVWDOODWLRQRQPRUHWKDQRQHPRGHORI
Type-Approved product, unless the originator wishes to restrict usage to a
particular model installation when it shall so state.
F µ8QNQRZQ¶ LI HOLJLELOLW\ LV XQNQRZQ WKLV FDWHJRU\ EHLQJ SULPDULO\ IRU XVH E\
maintenance organisations.
Doc No AASL/MOE/01
Section ±2.16
Issue - 1

NOTE: Any information in Block 9 does not constitute authority to fit the item to a
particular aircraft, engine, propeller or auxiliary power unit. The User/installer
shall confirm via documents such as the Parts Catalogue, Service Bulletins,
etc. that the item is eligible for the particular installation.
Block 10: State the number of items being released.
Block 11: State the item Serial Number and/or Batch Number if applicable, if neither is
DSSOLFDEOHVWDWHµ1$¶
Block 12: The following words in quotation marks, with their definitions, indicate the
status of the item being released. One or a combination of these words shall be stated
in this block:
1. OVERHAULED: The restoration of a used item by inspection, test and replacement
in conformity with an approved standard (*) to extend the operational life.
2. INSPECTED/TESTED: The examination of an item to establish conformity with an
approved standard (*).
3. MODIFIED: The alteration of an item in conformity with an approved Standard
(*).
4. REPAIRED: The restoration of an item to a serviceable condition in conformity with
an approved standard (*).
5. RETREADED: The restoration of a used tyre in conformity with an approved
standard (*).
6. REASSEMBLED: The reassembly of an item in conformity with an approved
standard (*).Example: A propeller after transportation.
NOTE: This provision shall only be used in respect of items which were originally
fully assembled by the manufacturer in accordance with manufacturing
requirements such as, but not limited to, CAR-21.
(*) Approved Standard means a manufacturing/ design/ maintenance/ quality
standard approved by DGCA.
The above statements shall be supported by reference in Block 13 to the
approved data/ manual/ specification used during maintenance.
Block 13: It is mandatory to state any information in this block either direct or by
reference to supporting documentation that identifies particular data or limitations
relating to the items being released that are necessary for the User/installer to make
the final airworthiness determination of the item. Information shall be clear, complete,
and provided in a form and manner which is adequate for the purpose of making such
a determination.
Each statement shall be clearly identified as to which item it relates.
,IWKHUHLVQRVWDWHPHQWVWDWHµ1RQH¶
Some examples of the information to be quoted are as follows:-
²The identity and issue of maintenance documentation used as the approved
standard.
²Airworthiness Directives carried out and/or found carried out, as appropriate.
²Repairs carried out and/or found carried out, as appropriate.
²Modifications carried out and/or found carried out, as appropriate.
²Replacement parts installed and/or parts found installed, as appropriate.
²Life limited parts history.
²Deviations from the customer work order.
²Identity of other regulation if not CAR-145.
²Release statements to satisfy a foreign maintenance requirement.
Doc No AASL/MOE/01
Section ±2.16
Issue - 1

²Release statements to satisfy the conditions of an international maintenance

agreement such as, but not limited to, EU ± Indian bilateral agreement for
maintenance, the Canadian Technical Arrangement Maintenance, USA
Bilateral Aviation Safety Agreement ² Maintenance Implementation
Procedure.
NOTE: The latter two statements allow the possibility of dual release against
both CAR-145 and a foreign maintenance requirement or the single release by
a CAR-145 approved maintenance organisation against a foreign maintenance
requirement. However care should be exercised to tick the relevant box(es) in
block 19 to validate the release. It should also be noted that the dual release
requires the approved data to be approved/accepted by both DGCA and the
appropriate foreign State and the single release requires the approved data to
be approved/accepted only by the appropriate foreign State.
Blocks 14, 15, 16, 17 & 18: Must not be used for maintenance tasks by CAR-145
approved maintenance organisations. These blocks are specifically reserved for the
release/certification of newly manufactured items in accordance with CAR 21 and
national aviation regulations in force prior to CAR-21 becoming fully effective.
Block 19: Contains the required release to service statement for all maintenance by
CAR 145 approved maintenance organisations. When non CAR-145 maintenance is
being released block 13 shall specify the particular national regulation. In any case the
appropriate box shall be 'ticked' to validate the release.
7KH FHUWLILFDWLRQ VWDWHPHQW µH[FHSW DV RWKHUZLVH VSHFLILHG LQ %ORFN LV LQWHQGHG WR
address the following situations:
(a) The case where the maintenance could not be completed.
(b) The case where the maintenance deviated from the standard required by CAR-
145.
(c) The case where the maintenance was carried out in accordance with a non CAR-
145 requirement.
(d) Whichever case or combination of cases shall be specified in block 13.
Block 20: For the signature of the certifying staff authorised by the CAR -145 approved
maintenance organisation. This signature can be computer printed subject to DGCA
being satisfied that only the signatory can direct the computer and that a signature is
not possible on a blank computer generated form.
Block 21: The CAR -145 approved maintenance organisation reference number given
by DGCA.
Block 22: The printed name of the Block 20 signatory and personal authorisation
reference.
Block 23 The date of signing the Block 19 release to service. (d/m/y). The month shall
appear in letters e.g. Jan, Feb, Mar etc. The release to service shall be signed at the
µFRPSOHWLRQRIPDLQWHQDQFH¶
Please note the User Responsibility Statements are on the reverse of this certificate.
These statements may be added to the front of the certificate below the bottom line by
reducing the depth of the form.
Doc No AASL/MOE/01
Section ±2.16
Issue - 1

2.16.4.7 ONE OFF RELEASE AT LOCATIONS NOT HAVING APPROPRIATE AME
In unforeseen situations like diversion of flight due weather etc. and where AME does not
hold a type-rated authorisation, the requirement for a one off authorisation to issue a CRS
for a task on an aircraft, the following procedure shall be observed:
Flight crew should communicate details of the defect to the supporting maintenance
organisation with full details of the defect. If necessary, the supporting maintenance
organisation will then request the use of a one off authorisation from Chief of Quality,
(Quality Manager), AASL.
When issuing a one off authorisation, Chief of Quality,(Quality Manager), AASL and will
ensure that:
a. Full technical details relating to the work required to be carried out have been
established.
b. The person holds authorizations of equivalent level (holding a valid ICAO defined
Aircraft Maintenance License) and scope on the aircraft type.
c. Person with not less than 5 years maintenance experience
d. The evidence of the experience and a copy of the License must be forwarded to AASL
The organisation authorised to undertake work, shall ensure:
a. It has an approved procedure in place for co-ordinating and controlling the total
maintenance activity undertaken at the location under the authority of the one off
authorisation.
b. The person to whom a one-off Authorisation is issued has been provided all the
necessary information and guidance relating to maintenance data and any special
technical instructions associated with the specific task undertaken. A detailed step by
step worksheet has been defined by the organisation, communicated to the one off
authorisation holder.
c. The one off authorisation holder should sign off the detailed step by step worksheet
when completing the work steps. The completed tasks should be verified by visual
examination and/or normal system operation upon return to an appropriately approved
CAR-145 maintenance facility.
The Chief of Quality,(Quality Manager),AASL must inform the DGCA within a reasonable
time about any such one off authorization granted.
In addition, Chief of Quality through maintenance incharge must organize that any such
maintenance that could affect safety will be rechecked by AASL maintenance division or
another approved/accepted CAR Part-145 maintenance organisation at first possible
occasion.
Doc No AASL/MOE/01
Section ±2.17
Issue - 1

2.17 RECORDS FOR THE OPERATOR [REF. CAR145.A.70 (14-16)]
2.17.1 PURPOSE:
To ensure that the work performed on behalf of customers/ operator is properly collated,
retained or delivered to customer/ operator.
2.17.2 POLICY:
Work is carried out in accordance with Service Level Agreement (SLA) by the AASL / NACIL
service provider (MRO AF/ E&C). The AME shall ensure that all applicable documents are
raised and appropriately certified.
On completion of work the original maintenance records shall be dispatched to the customer/
operator. In case of AASL / NACIL, copies shall be retained in the Documentation section of
MROs.
In case of line maintenance handling, a copy of completed technical log pages is removed
prior to flight and retained at station. Defects & rectification work are notified to the customer/
operator.
7KH FXVWRPHU¶V PDLQWHQDQFH UHFRUGV ZLOO EH UHWDLQHG IRU WKH SHULRG PHQWLRQHG E\ WKH
customer / operator.
In case the customer/ operator have not defined the retention period, then the same shall be
preserved as per Section 2.14.
PPC DIVISION shall be responsible for maintaining and retaining the records of customers/
operators.
Doc No AASL/MOE/01
Section ±2.18
Issue - 1

2.18 REPORTING OF DEFECTS TO D.G.C.A. / OPERATOR/ MANUFACTURER

[REF. CAR145.A.60]
2.18.1 PURPOSE:
To describe policy and procedure for notifying DGCA India, Type Certificate holder,
aircraft/engine/component manufacturer, OEM and other aviation authorities of hazardous
or potentially hazardous incidents, defects and occurrences etc. The overall objective
of this mandatory reporting is to improve the Flight safety.
The defect Reporting aims to identify those defects and occurrences, which the routine control
procedures have failed to, identify and does not include minor defects observed during day to
day work and minor incidents.
2.18.2 POLICY:
AASL encourages free and frank reporting of safety related occurrences by establishment
of a just culture. AASL follows non-punitive approach for voluntary reporting and co-
operating with investigations
All reportable mandatory occurrences shall be reported to DGCA/ Customer and his NAA/
Lesser/ OEM (as applicable) within the stipulated time frame.
For internal reporting: Concerned employee.
For mandatory occurrence reporting (preliminary report): In-Charge of respective Maintenance
Activity Centre.
For mandatory occurrence reporting (final report): Chief of Maintenance (Line and Base
Maintenance Manager), AASL
2.18.4 PROCEDURE:
(Ref also to MOE 2.25 Error correction and reporting, 6.6 REPORTING OF DELAYS and 6.7
DEFECT & DELAY ANALYSIS)
2.18.4.1 APPLIC ATION OF HUMAN FACTOR IN KEY ITEMS OF THE SYSTEM OF
INTERNAL REPORTING
An occurrence reporting system should include the following items: An accurate
definition of the object and objectives of this system,
A clear and formalised commitment of the management to operate such a system,
An overall encouragement in the company for the personnel to take part in this
system without self-censorship
of the reporting,
A process of investigation of the occurrences,
The types of occurrences that should trigger investigations,
Selection and training of the investigators,
Information, even training, of the personnel towards the internal occurrence reporting
system,
Implementation of appropriate actions after investigations,
Feedback to personnel,
Doc No AASL/MOE/01
Section ±2.18
Issue - 1

Analysis of the information got via this system in order to check the trends and the
frequencies of apparition.
2.18.4.2 INFORMATION FEEDBACK / REPORTING
All AASL employees shall report to shall report to respective Chief of Maintenance (Line
and Base Maintenance Manager), AASL on discovering any reportable occurrence.
The reportable occurrence shall be reported in writing (or on phone followed by
written information) to concerned Regional DGCA Authorities within 72 Hrs of the
receipt of information about the occurrence by concerned Chief of
Maintenance(Line / Base Maintenance Manager) / Quality Manager / Shift Incharge
giving as much information as possible in the format as per preliminary report form (Ref.
ANNEXURE µB¶). Supplementary information shall be relayed subsequently as
received but complete information shall be forwarded within seven days of the
occurrence.
Accidents/ Incidents involving death or injury to personnel (on board or on ground) or
substantial damage to aircraft shall be reported to Regional DGCA authorities at the earliest
(within 24 Hrs) of occurrence of accident/ incident Ref. ANNEXURE ± µ$¶ The report shall
contain A/c registration, flight number, Date, Station, Sector, Name/number of crew
members/ injured or deceased persons, nature of accident etc.
The OEM/ Customer and their NAA shall be informed of the reportable occurrence in
writing by Maintenance Manager of the respective Maintenance Activity Centre. Internal
occurrence reporting form (anonymous) refer Annexure ¶C¶
2.18.4.2.1 INVESTIGATION AND ANALYSIS

The investigations of occurrences/major defects shall be completed at the earliest, so as to
take preventive/corrective actions as soon as possible. In case the completion of investigation
of a major defect is likely to take long time, interim progress reports shall be submitted to
regional DGCA office pending finalisation of the investigation report. However, all efforts shall
be made to complete the investigation of all major defects within three months of its
occurrence. The investigation and analysis shall be carried out in coordination with regional
DGCA Air-Safety office. The final investigation and analysis report shall be submitted to
DGCA by Office of Chief of Maintenance (Line and Base Maintenance Manager), AASL.
,Q FDVH RI RFFXUUHQFH RQ DQRWKHU RSHUDWRU¶V DLUFUDIW ZKLFK LV UHJLVWHUHG LQ DQRWKHU FRXQWU\
the operator and National Aviation Authority of that country shall be informed of any
occurrence as soon as possible.
2.18.4.3 REPORTING TIME-SCALE
PRELIMINARY OCCURRENCE REPORT Within 24 Hours
FINAL OCCURRENCE REPORT Within 72 Hours
INVESTIGATION REPORT Within 90 Days
REPORT to OEM Within 15 Days
REPORT to CUSTOMER/ LESSOR Within 15 Days or as per contract
REPORT TO CUSTOMER¶S NAA As per respective NAA requirement
Doc No AASL/MOE/01
Section ±2.18
Issue - 1

2.18.4.4 FOLLOWING DEFECTS OR UN-AIRWORTHY CONDITIONS ARE

REPORTABLE:
Aircraft Structure
i) Any failure of aircraft primary structure or principle structural element;
ii) Cracks, permanent deformation or corrosion of aircraft primary structure or
principle structural element that a repair scheme is not already provided in the
manufacturer's repair manual, or that occur after repair;
iii) Any part of the aircraft that would endanger the aircraft or any person
becoming detached in flight or during operations on the ground;
iv) Any corrosion identified as per the corrosion prevention control program.
v) Major defect or damage to aircraft structure.
vi) Defects or damage to aircraft structure if more than allowed tolerances.
Power plant
i) Loss of thrust/power, shutdown or failure of any engine;
ii) Inability to shut down an engine or to control power, thrust or RPM;
iii) Uncontained failure of engine compressor, turbines;
iv) Inability to feather or un-feather a propeller.
Aircraft Systems or Equipment
i) Fire or explosion;
ii) Smoke, toxic or noxious fumes in the aircraft;
iii) Fuel leakage that results in substantial loss, or is a fire hazard;
iv) Fuel system malfunction that has significant effect on fuel supply and/or
distribution;
v) any loss or malfunction of one or more main system(s), subsystem(s), or set(s)
of equipment (e.g. hydraulic power, flight control system [auto flight, auto trim],
electrical power, air systems, ice protection, navigation systems and
instruments, warning systems, and devices, brake systems);
vi) Uncontained failure of any high-speed rotating component, (e.g. auxiliary
power unit, air starters, air cycle machine);
vii) Asymmetry of flaps, slats, spoilers, (i.e. limiting systems do not function
properly), or limitation of movement of one or more of these surfaces;
viii) Limitation of movement, stiffness, poor or delayed responses in the operation
of flight control systems or their associated control/trim tab and locking
systems;
ix) Any failure, defect, malfunction or deterioration of any critical item, system, or
equipment found as the result of any spec ial mandatory inspection or check
(e.g. an airworthiness directive or alert service bulletin);
Doc No AASL/MOE/01
Section ±2.18
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x) defects or deterioration of systems or components found during routine
maintenance, overhaul or repair, when of a type not expected as a result of
normal service;
xi) system/component defects or malfunctions identified by routine testing and
inspection procedures on the aircraft or in workshops, where there is likelihood
that other Operators might have similar but undetected defective items;
xii) Defective, malfunctioning or loss of any emergency equipment or life-support
system (e.g. oxygen, fire protection);
xiii) Damage to the aircraft and loss or malfunction of any essential service, or
engine, as the result of a lightning strike;
xiv) Abnormal landing gear or gear doors extension or retraction;
xv) Fire warnings, except those confirmed as false.
Doc No AASL/MOE/01
Section ±2.18
Issue - 1

ANNEXURE ±µA¶ M OE/2.18/F101
AASL OCCURRENCE REPORT FORM

To,
DIRECTOR OF AIRW ORTHINESS/
REGIONAL AIRWORTHINESS OFFICE
CIVIL AVIATION DEPARTMENT
PLACE_
OCCURRENCE REPORT NO: MDR/MOD/ DATE: _

-------------------------------------------------------------------------------------------------------------------
TYPE OF AIRPLANE: TYPE OF ENGINE: _
ANY OTHER OCCURRENCE:
------------------------------------------------------------------------------------------------------------------
REG: VT- STN: D ATE: FLT NO: DELAY:_ SECTOR:
CHECK: A/C HRS: A/C LDGS: A/C MODEL:
------------------------------------------------------------------------------------------------------------------
SNAG REPORTED BY PILOT / OBSERVED BY AME:
------------------------------------------------------------------------------------------------------------------
NAME OF THE PILOT / AME & LIC NO. _
------------------------------------------------------------------------------------------------------------------
DEFECT RESULTED IN: Mech. Delay/Precautionary, Emergency, Forced Landing/Minor
Accident/Incident Notifiable Incident/Accident/Service Cancellation/Servicing Delay.
------------------------------------------------------------------------------------------------------------------
PARTS AFFECTED: DESCRIPRTION:
------------------------------------------------------------------------------------------------------------------
PART NO: S/N: ATA CH:
-------------------------------------------------------------------------------------------------------------------
LOCATION: FR1: FR2: STGR1: STGR2: _SB:
ZONE: OTHER LOC:
-------------------------------------------------------------------------------------------------------------------
CAUSE:
-------------------------------------------------------------------------------------------------------------------
DETAILS OF OCCURRENCE:
Doc No AASL/MOE/01
Section ±2.18
Issue - 1

DETAILS OF RECTIFICATION/CORRECTIVE ACTION:

-------------------------------------------------------------------------------------------------------------------
STATUS: OPEN / CLOSED
------------------------------------------------------------------------------------------------------------------
REMARKS:
------------------------------------------------------------------------------------------------------------------
REFERENCES
DRG NO 1: DRG NO 2:
TELEX/Fax/e-mail ± 1: TELEX/Fax/e-mail ± 2: _
------------------------------------------------------------------------------------------------------------------
Quality Manager
Encl.:
cc: Shop Maintenance Manager

NOTE: IN M DR NO. MOD SHOULD BE REPLACED BY A/C MODEL. FOR EXAMPLE FOR
BOEING 737-200 IT SHOULD BE 737 for ATR 42-320 IT SHOULD BE ATR 42 and
For CRJ 700ER IT SHOULD BE CRJ 700.
Doc No AASL/MOE/01
Section ±2.18
Issue - 1

ANNEXURE-B M OE/2.18/F102
AASL
PRELIMINARY REPORT OF MAJOR DEFECTS
Date:
STATION:
The Director of Airworthiness,
Civil Aviation Department
Airport
1. DATE OF OCCURRENCE: PLACE OF OCCURRENCE

2. When detected (phase of Operation/Maintenance) _
3. Aircraft Affected: Model: _ Regn: - VT
4. Engine (If affected) Type: S. No. (s)
5. Part affected: Description:
ATA System P/N S.No
A/c Hrs. A/C Landings
6. Description of defect.
7. Apparent or Actual Cause of Defect: _
8. Any other pertinent data / remarks regarding the defect:
* Strike out whichever is not applicable
Signature & Lic. No .

AME Maintenance Manager
Doc No AASL/MOE/01
Section ±2.18
Issue - 1

ANNEXURE µC¶ M OE/2.18/F103
INTERNAL OCCURRENCE REPORT FORM

QUALITY MANAGER
PAX SBU/MRO AIRFRAME/MRO E&C
AASL
According to CAR 145.A.60

Internal Occurrence Report
Anonymous
Created by
First Name Last Name Date
Description Date of Occurrence : Location :
Probable Root Cause :
Recommendation and/or Immediate Actions :
Aircraft Type Registration

Fuselage No.
Engine Type S/N
Component Name P/N :
S/N :
Hidden Task Description .
Function
Doc No AASL/MOE/01
Section ±2.18
Issue - 1

Classify :
Non Compliance with Maintenance Misleading, Incorrect or Insufficient
Procedures Maintenance Date or Procedures
Major Failure of System ATA : Incorrect assembly of parts or components
not intended for that specific procedure.
Structural Major Repair ATA : Defect of life controlled part causing
retirements before completion of its full life
Emergency System Hidden Function ATA : Products, parts, appliances and materials
of unknown or suspect origin
Accident at work Other Occurrences :
Human Factors
This section to be filled in by Quality Division

Maint. Action Received Decision by
MOR to DGCA/OPS
Stamp : IOR
MOR
Date :
Comments :
Doc No AASL/MOE/01
Section ±2.19
Issue - 1

2.19 RETURN OF DEFECTIVE. AIRCRAFT COMPONENTS TO STORE

[REF CAR145.25 (d)]
2.19.1 PURPOSE:
To define policy and procedure for handling of defective components.
2.19.2 POLICY:
Components removed from aircraft/ engines shall be provided with adequate data for
restoration to a serviceable condition. Removed components shall be prevented from
damage during transit and shall be routed to stores through respective shops ,after being
made serviceable.
Delay items shall be expeditiously made available for investigation to Quality Division
and/or regional DGCA officials.
For tagging/ blanking/ protection: AME.
For packaging and safe transportation: Production Planning.
2.19.4 PROCEDURE:
2.19.4.1 GENERAL
Procedure for returning components, subject to unscheduled removal due defect and
scheduled removal due to specific Engineering Order/ maintenance task, are same. For
items classified as Rotable, U/S Tag is filled up by AME. Items other than Rotable, are sent
with Repairable Tag issued by AME. Such components after removal from aircraft are
handed over by AME to Progress section of Production Planning , who in-turn will transport
the components to the respective shop.
After making it serviceable, the component shall be credited to stores or may be issued for
installation against requisition.
2.19.4.2 CARE AND CONTROL OF REMOVED COMPONENTS.

The work required to restore a part to serviceability depends entirely on its condition at
receipt in the work-shops and accuracy of defects reported on repairable tags.
Any repairable part removed must be treated with the same care as a serviceable part as
follows:
i. No interference other than specified removal techniques, must be made without
detailed reporting on the repairable tag.
ii. Protective blanks and covers must be fitted.
iii. Protective bags must be provided and mechanism caged as required.
iv. Secondary damage/contamination must be avoided.
v. Special packing cases and/or cartons should be used as used for the serviceable item.
vi. Consideration must be given for the use of protective materials, such as lanolin,
grease etc. to prevent corrosion of the unit.
Doc No AASL/MOE/01
Section ±2.19
Issue - 1

The correct cause of system / component failure must be recorded on the repairable tag to
minimise diagnosis time and provide first hand information to the shop. Any onboard
computer generated failure report (such PFR, CFDS, BITE), if applicable, shall be attached
with the removal tag.
When time expired components are removed, it is equally important to record any
outstanding defects, any parts removed, any cannibalisation carried out or any rectification
attempts made on the parts prior to its repair at shop.
2.19.4.3 PROCEDURE FOR DISPATCH OF DELAY ITEMS

Engineering delays, major defects and technical incidents are required to be investigated
and the cases finalised with the regional D.G.C.A. Office. It is, therefore, necessary that the
AME promptly and meticulously send the defective components, which have caused the
mechanical delay, for the purpose of investigation.
Investigation of a defective component primarily requires the prompt availability of the
defective component at the respective overhaul facility with pertinent failure data, its
description, location in aircraft and other necessary details. The following procedures are to
be followed by AME for dispatch of delay items from Line Stations and Base Stations.
2.19.4.4 FROM LINE STATIONS

Delay items have to be properly labelled and dispatched to respective overhaul facility
adhering to the following procedure, which has been developed to minimise the time
involved in the clearance of these items from Customs and Cargo Section.
Any item the failure of which has resulted in a delay, however, insignificant it may appear to
be, is dispatched to base as a delay item for a thorough investigation, with clear and bold
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as on the appropriate label, accompanying the delay item.
The label accompanying the delay item should contain particulars such as the description of
the part, its part No. Serial No, Aircraft Registration, position on aircraft/engine, date of
removal, station, details of the defect and also the type of routine check.
NOTE: Defective item should be dispatched to respective overhaul facility preferably on the
same flight, but not later than the next available service. If it is not possible to
dispatch the item on the same flight or the next flight to respective overhaul facility,
reasons for the delay must be stated.
Delay items dispatch details must be informed to the respective GM/ GM-Quality, to
expedite required clearance.
While the AME posted at the station (Maintenance Manager) can ensure dispatch of delay
item and telex as above, the AME accompanying the flight (Flight Coverage) is required only
to handover the delay item (if not loaded on SE Box) and the telex to the Airport
Manager/Handling Agent for further action.
Doc No AASL/MOE/01
Section ±2.19
Issue - 1

2.19.4.5 FROM THE MAINTENANCE (BASE)

Delay items have to be properly labelled and handed over to the progress section, adhering
to the following procedure:
Any item the failure of which has resulted in a delay, however, insignificant it may appear to
be, is dispatched to base as a delay item for a thorough investigation, with clear and bold
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well as on the delay item accompanying documents (Tags/ Work order etc.).
7KH LWHP LV KDQGHG RYHU WR WKH ³3URJUHVV 6HFWLRQ¶ LQ WKH XVXDO PDQQHU EXW XQGHU YHUEDO
intimation, for speedy dispatch.
2.19.4.6 STORAGE OF UNSERVICEABLE COMPONENTS

Unserviceable components are not stored in a specially assigned unserviceable store.
Production Planning will immediately forward those components to the respective shop. In
general, all components in a shop are considered unserviceable until they are clearly
indicated as serviceable with a CRS and placed in a designated serviceable area.
Components on which maintenance has to be interrupted due to lack of material and/or
maintenance instructions are put separately in a separate area in the respective shop.
All unserviceable components shall be segregated from the serviceable components.
Doc No AASL/MOE/01
Section ±2.20
Issue - 1

2.20 DEFECTIVE COMPONENTS TO OUTSIDE CONTRACTORS [REF. CAR145.A.65(b)]
2.20.1 PURPOSE:
To establish a procedure for controlling the repair of defective components by contractor/ sub-
contractor. This includes calibration and specialised services.
2.20.2 POLICY:
,ID1$&,/VKRSLVQRWDGHTXDWHO\HTXLSSHGRUWKHZRUNLVRXWVLGHLWVµLQWHQGHGVFRSHRIZRUN¶
as defined in Section 1.9, then such a component shall be sent to NACIL / AASL approved
contractors or sub-contractors (OEM/ approved repair station) or to repair agency as per the
agreement with the lesser / service provider for restoration.
The Material Planning is responsible to send the defective components to contractor/sub-
contractor.
2.20.4 PROCEDURE:
i. Necessary history card or record must be maintained for all components/ items sent
for repair to contractor/ sub-contractor.
The defective components must carry necessary tag /document to clearly show the
reason for removal and work scope viz. overhaul/repair/modification/ Airworthiness
Directives (AD) /Service Bulletins (SB) if any, and additional working instructions if
applicable. The work-scope should be prepared by Material Planning in co-ordination
with the shop concerned.
ii. The shop authorised AME raises an appropriate tag for such a defective item. He
reflects on it clearly the defect observed and the repair to be performed by the repair
agency. The tag is countersigned by the shop in charges or his representative to
endorse the work scope.
iii. The Item after being properly tagged is handed over to Material Planning. The item is
stored at a separately designated area.
iv. The Material Planning assigns the repair agency as listed in the AASL / NACIL
Approved Sub-contractors List. It generates a repair order based on information
provided by the respective shop. The repair documents and the part are handed over
to Procurement for onward dispatch.
v. The Procurement ensures that the item is dispatched to the addressee with the
necessary documents so that item after receipt from outside agency is co-related.
vi. Any quality related query relating to repair raised by outside repair agency must be
brought to the attention of Chief of Maintenance (Line and Base Maintenance
Manager) for his opinion/ comments and instructions.
vii. The same procedure is also followed to control items such as special equipment, tools,
fixtures used in the process of maintenance activities when sent to outside agency for
repair/ overhaul / calibration.
Selection of new Contractors and Subcontractors will be made in accordance with the
procedures mentioned in Section 2.1.
Doc No AASL/MOE/01
Section ±2.21
Issue - 1

2.21 CONTROL OF COMPUTERISED MAINTENANCE RECORD SYSTEM

[REF. CAR145.A.55, 145.A.55(c)]
2.21.1 PURPOSE:
This procedure applies to control of computerised maintenance record system
currently in use in Engineering and Maintenance of AASL.
2.21.2 POLICY:
Computer system used in aircraft maintenance is secure, safe from unauthorised
access and the data is easily retrievable.
The computer system shall be upgraded from time to time to suit the maintenance and
operational requirements.
The Technical Services division reportable to Line & Base Maintenance Manager shall
be responsible for the control of computerised maintenance record system and its
serviceability.
2.21.4 PROCEDURE:
2.21.4.1 GENERAL
This section outlines the method and procedures to be used by Alliance Air in
the Technical Services Department where computerized Information System is
to be utilized.
This section would address the procedures of data entry, storage and retrieval
systems covering:
(i) Aircraft Maintenance Programme

(ii) Reported/observed defects and Technical Services Division call outs.
(iii) Monitoring of components COSL life.
Aircraft data like hours/cycles flown, defect reported/observed and their

rectifications details along with component replacement will be promptly fed
into the computer system for updating the computer records. These details
would be received through CRT messages, fax messages. Also, will be taken
from aircraft maintenance schedules, flight report book for updating computer
records.
The aircraft maintenance programme report is generated on daily basis with an

overview of planning the maintenance check and other inspection thereof.
The defect report would be generated on daily basis and presented in the daily
snag meeting, such thaWDOOGHIHFW¶VFDQEHDQDO\]HGDQGUHTXLUHGDFWLRQFRXOG
Doc No AASL/MOE/01
Section ±2.21
Issue - 1

be initiated. The database of snags and their rectification details would be kept
year wise.
The hours/cycles available in each component report is generated on weekly

basis for monitoring of individual component for their respective COSL task and
planning replacement of component.
The reports can be generated as and when need arises and/or on the
instructions of Quality Manager.
COMPUTER RECORDS
A back up of all computer records is taken by AASL IT on monthly basis to

avoid loss of data.
Doc No AASL/MOE/01
Section ±2.22
Issue - 1
CAR 145 Maintenance Organisation Revision 1 APR 2010

2.22 CONTROL OF MAN HOUR PLANNING VERSUS SCHEDULED MAINTENANCE

WORK [REF. CAR145.A.30 (d), 145.A.47]
2.22.1 PURPOSE:
To outline a procedure to plan /control maintenance man-hours.
2.22.2 POLICY:
Each Maintenance Activity Centre shall have a man-hour plan that ensures sufficient staff are
available to plan, perform, supervise, inspect and quality monitor the organisation in
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Production Planning is responsible for man-hour plan and control commensurate with
maintenance work ahead keeping in mind the existing and future work load.
PPC division and In-Charge, maintenance divisions are responsible to oversee the
maintenance work scheduling activity and ensure effective utilisation of resources. PPC will
keep a scheduled man hour plan and it is available with PPC section for each maintenance
check/task.
2.22.4 PROCEDURE:
2.22.4.1 GENERAL
Maintenance work load includes all necessary work load such as, but not limited to,
planning, maintenance record checks, publication of work sheets / procedure sheets/
task cards, accomplishment of maintenance, inspection and the completion of
maintenance records.
Shop Visit Plans, Hangar Visit Plans and Man-hour Plans prepared by the Production
Planning as well as forecasts of the work to be performed by administrative personnel
serve as the basis for the required manpower.
The forecasting is then based on the AASL business plan, which contains the present/
future fleet configuration and expected aircraft utilisation as well as the existing
maintenance contracts with potential customers.
Production Planning keeps track of the required maintenance work based on approved
Maintenance Program/ COSL/ CRP and schedules the work load accordingly. It also
takes into account any anticipated work load based on AASL / Industry experience.
The production planning uses flow charts / graphs to plan and control the maintenance
work and man-hours associated with it.
PPC division ensure that work is completed as per schedule. In case of any deviation
due to unforeseen situation or excessive workload in the shop, overtime work is
planned based on available resources.
If the total man-hours for a particular schedule maintenance package exceed the
available man-hours as per the approved roster, additional man-power resources are
deployed by production in-charge as required to complete the job on time.
While planning for overtime/ night work, due care is taken to ensure that no undue
time pressure is exerted on personnel and human performance limitations (HUMAN
FACTORS) are taken into account with regard to working extra hours / night shifts etc.
Doc No AASL/MOE/01
Section ±2.22
Issue - 1

While planning work, due care is also taken to ensure that safety critical tasks are
scheduled during periods when staff is likely to be most alert. In other words safety
critical tasks are not scheduled in night shifts as far as possible.
The maintenance man hour plan shall take into account any maintenance carried out
on aircraft/ engine/ components by contractor/ sub-contractor.
The maintenance man-hours logged is reviewed periodically in production meetings,
which is headed by Maintenance In-charge. Significant deviations are discussed to
take necessary corrective actions in planning and scheduling workloads.
The number of employees for AASL to perform their assigned functions are
established and laid down on a yearly basis in the Standard Force Document.
2.22.4.2 RESPONSIBILITY ACCORDING TO CAR 145.A.30(d)

Quote: Part 145 A.30 (d) The organisation shall 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 shall 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.
It is the obligation of Production Planning to inform GM(Engg.) immediately if actual
staff level is less than the planned staffing level to perform the intended work. If the
situation is critical and reporting according to the structure as defined by the
Organisation Chart has not occurred, it is the duty and responsibility of the PPC
division and maintenance division to address the non-compliance with CAR 145
A.30(d) to AASL.
Doc No AASL/MOE/01
Section ±2.23
Issue - 1

2.23 CONTROL OF CRITICAL TASKS [REF. CAR145.A.65 (b)]
2.23.1 PURPOSE:
To establish a procedure and control system for critical and safety tasks requiring duplicate
inspections.
2.23.2 POLICY:
All critical tasks shall be identified, indicated in the work package and shall be controlled as
follows:
Duplicate inspection shall be carried out to accomplish critical tasks.
No one person shall perform same critical task more than once on same aircraft/ engine/
component in a single day.
If a critical task is required to be accomplished on the same aircraft/ engine/ component at
more than one location, the same shall be staggered.
Identification: In-Charge Maintenance Division.
Control: GM (Engg.)
Performance: AME.
2.23.4 PROCEDURE:
2.23.4.1 TYPES OF INSPECTIONS
The types of inspection levels are defined as follows:
SELF INSPECTION
DUPLICATE INSPECTION
REQUIRED INSPECTION
The inspection levels are determined based on analyses of the risk inherent in the
performed work and under consideration of the probability and consequences of a failure.
Duplicate and required inspections, as mentioned in the following, are only performed in
production areas.
2.23.4.1.1 Self Inspection
A self-inspection is required after each work step and is performed by the AME who
actually did the work.
2.23.4.1.2 Duplicate Inspection
A duplicate inspection may be required based on the probability of a failure during the
execution of work and the consequences thereupon. A duplicate inspection must always
be carried out by another qualified AME who was not involved in the execution of the work
to be inspected. A duplicate inspection always follows the self inspection and has to be
signed on the working paper.
2.23.4.1.3 Required Inspection
As per AASL policy, in place for Required Inspection, a Duplicate inspection will be carried
out by an appropriate senior AME having adequate experience on the type of aircraft/
engine, if the probability of failure during the execution of work may consequently lead to
unsafe operation of aircraft.
Doc No AASL/MOE/01
Section ±2.23
Issue - 1

2.23.4.2 CRITERIA FOR IDENTIFICATION OF DUPLICATE INSPECTION ITEMS (DII)

A duplicate inspection of work performed depends on the probability of non / incorrect
performance of inspection/ check of critical and safety items and its consequence on aircraft
structure and / or systems.
2.23.4.2.1 Probability Of Non/Incorrect Performance

In order to evaluate the probability of work incorrectly performed, the following
items have to be considered:
- work performance
- complexity of work
Poor circumstances (work in poorly accessible areas, with tight tolerances,
under extreme climate/ environment, installation position ambiguous, etc.)
under which work carried out.
- difficulty in handling the tools and equipment
- material is difficult to process or use.
If none of these items is of any concern, then the probability for non / incorrect
performance is low.
2.23.4.2.2 Effects Of Non / Incorrect Performance
In order to evaluate the effects of work incorrectly performed, the following
aspects need to be considered:
- minor effects (minor to moderate damage or subsequent damage with
corresponding operational faults),
- moderate effects (major damage, subsequent damage or serious
operational effects such as aborting start-up or flight),
- major effects (accident, danger to life).
Doc No AASL/MOE/01
Section ±2.24
Issue - 1

2.24 SPECIFIC MAINTENANCE PROCEDURES
[REF. CAR 145.A.65, 145.A.70, 145.A.45]
2.24.1 PURPOSE
To establish specific maintenance procedures and practices for safety critical tasks and
activities requiring safety and quality compliance.
2.24.2 POLICY
Specific maintenance procedures as laid down in the manufacturers/D.G.C.A documents are
observed to ensure quality and to minimize risk to safety of products and personnel.
The responsibility lies with the Manager of the respective Maintenance Activity Centre,
AMEs and other w orkmen for compliance
2.24.4 PROCEDURE
2.24.4.0 STANDARD SAFETY PROCEDURES
All personnel to recognize safety as a prime consideration at all times.
Apply human factors principle in maintenance activity.
Report maintenance related error/incident promptly
All procedures and changes to those procedures should be verified and validated before
use.
The following maintenance task should primarily be reviewed to assess their impact on
safety
i) Installation, rigging and adjustment of flight controls.
ii) Installation of Aircraft, Engine, Propeller and Rotors.
iii) Overhaul inspection and rigging of components such as engine, propeller, and
transmission Gearboxes.
iv) Previous experience of maintenance errors depending on the consequence of
failure and information arising from occurrence reporting.
Before departure the AME shall ensure
i) That the engine intake area for any loose or foreign objects.
ii) The engine cowls are properly closed and latched.
iii) All emergency equipments as per LOPA are on board and are serviceable after a
layover check.
iv) No damage has been caused to the aircraft due to ground equipment or baggage
loading
v) All cabin doors, cargo compartment doors and external service panels are
properly close and lathed.
Doc No AASL/MOE/01
Section ±2.24
Issue - 1

Staff is provided with protective clothing/ uniform, safety shoes, gloves, safety
goggles, ear plugs, mask and etc. for use while working for their safety.
Personnel working on the Apron/Hanger/Shop floor are given safety training
conducted by Safety Division for safety awareness and safe work practices. They
are also provided fire-fighting training conducted by Security Department.
All staffs are required to follow safety precautions / warnings given in the
Procedure sheets/Task Cards, Aircraft/Engine/Components manuals and
machine / equipment operation manuals.
Ensure tools and equipments used are in serviceable condition.
Use valid proof-loaded lifting devices / slings, EOT cranes for material handling.
If an object is inadvertently dropped inside the assembly while working, the same
should be brought to the notice of supervisor. The further assembly should be
started only after retrieving the dropped object.
Removed bearings should be packed properly and dispatched to bearing-
room for further work / storage.
Use Thermal gloves while handling hot or chilled parts.
The part / sub-assy. / assy. / module / opening on the module / engine/aircraft
access panels should be covered / blanked properly whenever the work on it is
completed or abandoned.
Whenever Aircraft is on ground for more than 2 hours all Landing Gear Safety
devices and Pitot/static covers and other blanks shall be put. Ensure the
same has been removed and the landing gear safety devices placed in the
cockpit before the Aircraf t is released for flight.
In the event of serious / fatal injury to staff, the injured person must be
immediately taken to Medical Department Clinic for treatment. The section Mgr.
supervisory staff fills the accident form stating the cause of accident and submits
it to Medical and administration department.
Fire- Extinguishers are provided at locations known as fire points as
recommended by safety division. These fire points are checked by designated
section Mgr. supervisory staff who ensures their serviceability at all point of time.
The fire-point has following two types of fire extinguishers.
i) CO2
ii) Dry-chemical powder (universal).
First Aid kit and Physican Kit approved and provided by the Medical Services
Department of NACIL and is kept at a designated place in the cabin of the
aircraft for use in emergency. The list of items certified by the Qualified
M.B.B.S doctor is displayed inside the box. The Medical Services Department
section Mgr. supervisory staff shall ensure that the First Aid kit is replenished
periodically.
Persons working in apron area should be conversant with Airport Exigency
or Emergency procedures given in the Manual issued by concerned Airport Authority.
Doc No AASL/MOE/01
Section ±2.24
Issue - 1

2.24.5 ENGINE RUN ± UP PROCEDURE:

2.24.5.1 REQUIREMENT OF ENGINE GROUND RUN
Ground run of engine shall be carried out under the following circumstances:
i. After installation of a new engine or reinstallation of the same engine.
ii. To assess proper functioning of engine control system whenever any part of the
control system is disturbed, or after any control adjustments or change of
component/unit of the system.
iii. To assess the serviceability and working of aircraft/engine systems and components
as required in Aircraft Maintenance Manual.
iv. Whenever required during defect investigations.
Routine engine ground run, power checks and other maintenance checks involving
run up of multi-engine aircrafts are to be carried out at specified run up pads / bay
only. All precautions, as specified in Maintenance Manual must be taken before
starting the engine and during ground run up.
Prolonged high power engine run is not recommended and the total time of engine
ground run should be kept to a minimum, however, engine soaking time as
referred in Maintenance Manual must always be given.
2.24.5.2 GENERAL PRECAUTIONS TO BE FOLLOWED

i. The ground run up pads / bay should be free from debris like nuts, bolts, washers,
lock-wires, wipe-clothes etc. and loose tarmac surface.
ii. Chocks should be placed in front and rear of all landing gear wheels for
ensuring complete immobility of the airplane under all engine power settings.
iii. Landing gear ground safety locks should be in position.
iv. Normal / Parking Brakes system must be serviceable.
v. Ground personnel should avoid the extreme danger areas near the engine inlet, sides
of the inlet and engine exhaust. Personnel should always ensure that helmets,
headsets, hats / caps, glasses, wipe rags and articles of clothing are strapped securely
in position or removed before working. No attempts should be made to retrieve any
dropped articles from extreme danger areas. Cockpit personnel should be informed
accordingly to reduce power to idle and cut-off the engine.
vi. Ground personnel should take proper protective measures against engine noise by
using ear plug or sound barrier / intercom.
vii. Proper communication should be established between the cockpit personnel and
ground personnel for necessary clearances. If required, necessary communication
should be established between cockpit personnel and airport authority ground control
for taking clearances for ground run if it is carried out at places other than assigned
area.
Doc No AASL/MOE/01
Section ±2.24
Issue - 1


Appropriately licenced and / or nominated engineers shall carry out the ground run up of
engines. If the engineer undertaking ground run of engine does not have RT permit, another
person holding valid RT Permit shall be present in the cockpit for communication with local
airport ground control. Adequate number of ground personnel, well conversant with engine
ground run should be present for giving the clearances and carrying out any adjustments /
checks if required.
2.24.5.4 BASIC GUIDELINES FOR ENGINE RUNNING PROCEDURE

i. 3HUVRQQHOFDUU\LQJRXWJURXQGUXQXSVKRXOGIROORZWKHµ*URXQG5XQ8S¶FKHFNOLVWDV
laid down in Maintenance Manual / Maintenance System Manual and Quality Control
Circular with special attention to brake system functioning, onboard fuel, use of
navigation / anti collision lights, engine operating limits and other precautions.
ii. Prior to starting and during engine ground run, a close watch should be kept for ground
wind speed. Engine ground run should not be carried out at high wind, storm, heavy rain
and snow.
iii. Duration of ground run and fuel consumption during ground run shall be recorded.
2.24.6 AIRCRAFT PRESSURE RUN PROCEDURE:

2.24.6.1 GENERAL
Aircraft pressure run is normally carried out to check the proper functioning of aircraft
pressurisation system and to check for pressure leakage for determining the sealing of the
pressurised areas of fuselage such as any repaired area on pressurised zone, door,
windshield and window seals. The air for pressurisation is taken from engine, A.P.U. or high
pressure ground air supply. However, AMM / Maintenance Manuals must be referred for
details.
2.24.6.2 PRECAUTIONS FOR PRESSURE RUN

i. During pressurisation, no attempt to open the doors and windows should be made as
under pressurised condition, opening of doors and windows cause explosive
decompression which may cause damage to personnel, aircraft equipment and
structure.
ii. Doors should be opened only after confirming that no differential pressure exists
between cabin and ambient.
iii. Cockpit personnel and ground personnel should establish proper communication
between them.
iv. While carrying out pressure run, anti collision beacon must be kept on.
v. Proper placard / Notices must be displayed.
Doc No AASL/MOE/01
Section ±2.24
Issue - 1


i. One appropriately licenced AME/approved/authorised AME (Cat. A / A&C) who is well
conversant with aircraft pressurisation controls should be present in cockpit. One
Instrument / Avionics AME may accompany the Cat. A / A&C AME if necessary.
ii. Cockpit personnel should be medically fit to carry out the test.
iii. Ground personnel should be conversant with the pressurisation test and able to
identify pressure leaks.
2.24.6.4 PRESSURISATION GUIDELINES

i. Engineer should decide the maximum differential pressure to which the aircraft is
required to be pressurised. Respective Aircraft Maintenance Manual must be referred
to for additional precautions and procedures that are to be followed for pressurisation
to higher value of differential pressure.
ii. Rate of Cabin altitude change should be slow. High rate of change must be avoided as
it can cause injury to personnel. AMM should be referred to for maximum rate of
change of Cabin altitude.
iii. AMM state the detailed procedure of pressurisation which are to be referred to for
carrying out the test.
2.24.7 AIRCRAFT TOWING PROCEDURE:

2.24.7.1 GENERAL
The towing and parking of Aircraft being a critical operation is carried out under the
supervision of AME with airframe endorsement on the type of aircraft. Procedure given
hereunder is general and relevant maintenance manuals must be referred for detailed
towing procedures.
Aircraft is normally towed or pushed by recommended tractors with the help of specific tow
bars attached to the nose gear.
Towing of aircraft by nose gear is recommended for firm and level terrain.
For abnormal towing loads such as towing with tyres deflated, towing on soft terrain, towing
up inclines etc., towing is done by main gears or nose gear as recommended in respective
Maintenance Manual.
2.24.7.2 TOWING PRECAUTIONS

i. Aircraft must be within prescribed towing loads ;
ii. Aircraft C.G. must be within limits ;
iii. Aircraft must not be towed with engine cowls open to preclude damage to engine
nacelle.
iv. Normally all entry doors and cargo doors are to be kept closed, however for any
deviations respective Maintenance Manual must be referred to.
Doc No AASL/MOE/01
Section ±2.24
Issue - 1

v. Landing Gear safety devices must be installed. However these requirements may be
optional while aircraft is towed or pushed back during flight operation depending on
type of aircraft as specified in AMM / Technical Circulars.
vi. MLG / NLG Oleo extensions must be within normal limits.
vii. Aircraft must be towed slowly and smoothly.
viii. Personnel conversant with towing operation must be stationed at each wing tip for
wing tip clearance and in cockpit for brake application.
ix. All personnel attached with towing operation should establish proper communication
among themselves.
x. While towing through operational areas, personnel conversant with VHF
communication should be in the cockpit for communicating with local Control Tower for
clearances.
xi. Prior to towing, availability of sufficient brake and accumulator pressure should be
ensured.
xii. Anti-collision lights / Navigation lights / Logo lights are to be used during towing.
xiii. Maintenance Manuals should be referred to for maximum steering angle and shock
strut extension limitations, speed etc.
xiv. Detailed guidelines of towing procedures and precautions are stated in respective
Maintenance Manual.
xv. Sufficient quantity of fuel must be on board for APU operation if being used.
2.24.8 AIRCRAFT TAXIING PROCEDURES:

2.24.8.1 GENERAL
Taxiing procedure of an airplane primarily comprises of procedures and safety precautions
which are to be followed for controlling the aircraft movement on the ground when the
aircraft is made to move with its own power. Only authorised personnel must carry out the
taxiing as detailed later.
2.24.8.2 GENERAL PRECAUTIONS FOR TAXIING

i. Proper taxi clearance must be obtained from local airport ground control to avoid
interference with other airport operations.
ii. Safe clearances from stationary objects such as buildings, ground equipment and
airplanes must be maintained.
iii. Aircraft lights such as Taxi lights, Navigation / Anti collision lights and aircraft
communication equipment like Radio and Intercom must be used for safe taxiing.
iv. As per aircraft applicability, hydraulic system must be available for braking and
steering requirements.
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2.24.8.3 TAXI GUIDELINES

i. Aircraft must be maneuvered with nose wheel steering and engine power and during
turns largest turning radius must be used.
ii. Taxi speed must be within specified limits as stated in respective Maintenance
Manuals or Aircraft Maintenance Manuals. Turning speed should be low to avoid
skidding. Use of brakes for turning must be avoided.
iii. Maintenance Manuals must be referred to for ensuring the aircraft centre of gravity is
within ground stability limits.
iv. Respective Aircraft Taxi Check List should be referred to along with reference to
Maintenance Manuals or Aircraft Maintenance Manuals.
2.24.8.4 AUTHORISATION FOR TAXIING OF AIRCRAFT

A) Scope
This is an authority granted to an AME for maneuvering the aircraft under its own
power which may be required due to one of the following reasons:-
a) Compass Swinging.
b) Brake checks when required.
c) Any other systems check where taxiing of aircraft is necessary.
This permit is given for a particular type of Aircraft and is granted to an AME with
qualifications and experience enumerated below:-
B) Requirements Of Basic Qualifications And Experience
i. An AME/approved/authorised person holding categor\µ$¶ µ&¶OLFHQFHRQWKH
type of aircraft.
ii. He should hold a R.T. permit, failing which he will be carrying a person holding
R.T. permit in the cockpit while taxiing the aircraft.
iii. AME should have obtained sufficient experience of taxiing under supervision of
another qualified AME. He should be conversant with the controls of aircraft
and engines & taxiing procedures of the type of aircraft.
iv. AME should also be conversant with the aerodrome layout, ATC signals and
instructions, signs, runway markings etc. appropriate for the safe movement of
aircraft.
v. AME shall undergo two taxi tests in a simulator where some emergencies can
be simulated.
NOTE: a) In case non-availability of simulator due any constraints, approved check
pilot or instructor pilot of the Aircraft type will take the taxiing test of AME.
During taxiing tests, emergency conditions may be simulated and follow up
action performed. Retired pilots may be used for training AMEs for taxing
aircraft.
b) The Pilot certifying the capability of such engineering personnel shall clearly
state that the individual is fully conversant with the details mentioned above
and is capable of taxing the aircraft in the airport to be specified in the permit.
In such case there is no need of proficiency check as mentioned in C(b)
below.
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C) PROCEDURE FOR OBTAINING PERMIT

i). The shift-in-charge or an Engineering Executive of higher rank, holding taxiing
permit on the particular type of aircraft will issue a Certificate stating that the
AME concerned is competent to taxi the aircraft. The following certificate will
be issued:
Shri _____________ AME Licence No. ________________________ has

done taxiing with the undersigned and is competent to taxi ________ (type)
aircraft satisfactorily at ___________________ airport.
Signature ______________
Name of Executive ______________
Designation ______________
Date:__________ Taxi Permit
No.______________
ii). The AME concerned, will then be subjected to a proficiency check for taxiing of
aircraft by a check pilot / flying Instructor for the type of aircraft.
iii). If found competent, a Certificate to this effect will be issued by the Examiner as
per following Performa:
TO WHOM IT MAY CONCERN
I have this day tested Shri ______________AME No.____________________
taxiing in respect of __________________aircraft and found satisfactory. He is
fully conversant with the aerodrome layout, ATC signals and instructions, signs,
runway markings etc. appropriate for the safe movement of the aircraft at
___________________ airport.
Sd/- ______________
Capt.______________
Aircraft Rating _______
Date __________ Licence No._________
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iv) On receipt of the above certificate, the Chief of Quality(Quality Manager), AASL
will issue the following Certificate / taxi permit on the prescribed form to the
AME / Engineering Executive concerned.
This is to certify that Sh. ________________ AME Licence No. ___________
has received adequate instructions in taxiing of ___________( type) aircraft
and I am satisfied that he is competent to handle the same at
_______________ airport. This permit is valid till ______________ and can be
renewed as per laid down procedure.
Signature ____________
Chief of Quality(Quality Manager), AASL
Date: ____________
D) VALIDITY
The Chief of Quality(Quality Manager), AASL shall issue taxi permit after
ensuring that the above requirements have been met with by the individual
satisfactorily. The permit will be valid for one year. The privileges of the taxi
permit shall be restricted to the airport specified in the permit.
The Chief of Quality(Quality Manager), AASL shall maintain records of such
permit holders.
E) RENEWAL OF TAXI PERMIT
The Chief of Quality(Quality Manager), AASL shall renew the taxi permit
subject to following conditions
i. The AME licence is current.
ii. Holds a valid RT licence (if RT licence is held by the Permit holder.)
iii. Has taxied the aircraft covered by the permit at least once during the preceding
one year. In case this experience is not met with, the permit may be renewed
provided he taxies the aircraft under the supervision of other person holding a
valid taxi permit and satisfactory certificate is issued by him.
iv. Has undergone a simulator test under an approved instructor for each alternate
renewal.
In case of non-availability of simulator due any constraints, prior approval for an
alternative will be taken by Chief of Quality(Quality Manager), AASL from the regional
'$:¶V2IILFHGHSHQGLQJXSRQWKHPHULWRIWKe case.
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2.24.9 JACKING AND MOORING AND PARKING OF AIRCRAFT:

Aircraft jacking should be carried out in accordance with the procedures detailed in the
respective maintenance manual. However general guidelines are given hereunder.
2.24.9.1 PRECAUTIONS TO BE TAKEN FOR JACKING
i. As far as possible, jacking of airplanes to be carried out in Hangars. However for
airplane jacking in exposed area, necessary high wind precautions to be followed as
mentioned in Maintenance Manuals.
ii. There should be no exceedance of maximum allowable load on any jacking point.
iii. The maximum jacking weight of the airplane must not be exceeded.
iv. The centre of gravity must be within the forward and aft limits. Necessary stabilizing
stay or auxiliary supports to be used for jacking of airplanes with engines removed.
v. During jacking process, airplane level attitude should be maintained with the aid of
leveling measures referred in Maintenance Manuals.
vi. All the jacking stations should be properly manned so that proper jacking sequence is
followed as referred in Maintenance Manuals.
vii. Correct type and capacity of jacks as mentioned in AMM/MSM should only be used.
viii. It should be ensured that only serviceable jacks are used.
2.24.10 AIRCRAFT MOORING:

i. Special mooring provisions are considered necessary on expectations of high wind /
storm. Respective Aircraft Maintenance Manuals are to be referred for wind speed
limits.
ii. For wet or ice covered surfaces, mooring should be accomplished at progressively
lower wind velocities.
iii. Mooring should be carried out with aircraft parked on a level surface, using cables or
ropes secured to suitable points provided in the area. Cables or ropes are attached to
aircraft at :
a) The nose gear using shackles as referred in Maintenance Manuals/AMM.
b) The main gears using shackles as referred in Maintenance Manuals/AMM.
c) Parking brakes are to be applied and availability of sufficient brake pressure has to
be ensured.
d) Chocks are to be placed in front and aft of each landing gear wheels.
e) For mooring of aircraft with engines removed, respective Maintenance Manuals are
to be referred to for heading of the airplane, trimming of stabilizers, use of ballast,
use of tail stand and centre of gravity computation.
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2.24.11 AIRCRAFT PARKING:

2.24.11.1 PARKING FOR SHORT PERIOD
i. Whenever an aircraft is parked on the tarmac for any flight, correct type of chocks
should be placed against the wheels. These must be rechecked by the departure
Engineer prior to giving clearance for starting engines.
ii. Chock shall be placed both at rear and front of the nose wheel regardless of the
gradient of the apron so that once chocked, the aircraft cannot move either forward or
backward.
iii. One main wheel chock will be placed at the back of one of the left MLG wheels and
one in the front of the right MLG wheels or vice-versa.
iv. The chocks shall be removed after receiving appropriate signal from the Pilot In-
charge of the flight before giving all clear signals to him for taxiing out.
v. When the airplane is parked for more than usual transit / turn around time, static ports,
vents and scoops shall be plugged and all doors and windows closed to avoid foreign
matter ingression. Landing gear locks must be used. Parking brake shall be set when
brakes are cold.
vi. Necessary clearance between airplanes should be maintained to give adequate
turning space.
vii. If engine operation is anticipated, respective Aircraft Maintenance Manual are to be
referred to ensure protection of Aircraft, maintenance personnel and equipments from
jet blast and heat.
CAUTION: Parking brakes should never be applied when brakes are hot and should
never be used as alternate to chocks.
2.24.11.2 PARKING FOR PROLONGED PERIODS

In case of parking for prolonged periods, Aircraft Maintenance Manual / Maintenance
Manual must be referred to in addition to the parking procHGXUHVSHFLILHGXQGHU³3DUNLQJIRU
6KRUW3HULRG´
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2.24.12 ENGINE COMPRESSOR WASH:

2.24.12.1 GENERAL
Engine compressor wash must be supervised by AME having suitable qualification for that
type of engine.
i. Compressor wash is an internal cleaning procedure of the engine and is
recommended on a regular basis to remove contaminants that builds up on the blades
and vanes of both compressors and turbines resulting in deterioration of engine
performance.
ii. For detailed cleaning procedures, respective Aircraft Maintenance Manual /
Maintenance Manual must be referred to.
2.24.12.2 PRECAUTIONS TO BE OBSERVED

i. Sufficient engine cooling time should be given to hot engines which are subjected to
compressor wash.
ii. There must be proper communication between persons stationed near the engine and
cockpit.
iii. Engine starter duty cycle limitations must be observed.
iv. If water wash hose is hand held, ground person must observe the safe distance
specified in AMM.
v. Specified cleaning materials must only be used.
vi. All ports must be blanked as required by AMM / Procedure sheet.
2.24.13 BOMB THREAT AND ANTI-SABOTAGE HANDLING PROCEDURE:

In case of bomb threat, Director of Airworthiness and the Airport Manager will be informed.
Airport Manager in turn will coordinate ZLWKDOORWKHUDJHQFLHVDVSHU$LU,QGLD¶VFRQWLQJHQF\
plan. The actions to be followed shall be determined depending on whether the bomb threat is
specific or non-specific in nature.
In case the bomb threat is of specific nature, the aircraft will be towed to a remote location and
inspection will be performed as per bomb scare schedule.
In case of non-specific bomb threat but affecting AASL fleet, Engineering shall carry out
required bomb scare inspections.
In case of specific threat, Engineering shall carry out the inspection in co-ordination with
Bomb Detection and Disposal Squad, Airline Security, Airport Security and officer of the
Regional Airworthiness Directorate (where available).
Bomb threat inspection procedure sheet is a mandatory document and is to be carried on
board. It is kept in the aircraft documents folder in cockpit.
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2.24.14 MARSHALLING OF AIRCRAFT:

i. All staff concerned with the movement of the aircraft or dispatch and receipt of aircraft
on the tarmac must be familiar with the signals as given in the Indian Aircraft Rules
1937,
ii. Marshalling of the aircraft should only be carried out by trained technicians or any
other trained staff.
iii. All concerned to ensure proper marshalling as and when required, when the aircraft
are taxied out or taxied in from/to congested/narrow area. This will prevent the aircraft
and/or equipment from being damaged.
iv. Marshaller should wear high visibility jacket and use correct type of marshalling bats in
Day time and correct type of marshalling torches during Night.
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2.25 PROCEDURES TO DETECT AND RECTIFY MAINTENANCE ERRORS
[REF.CAR145.65 ( b)]
2.25.1 PURPOSE:
To describe policy and procedures to identify maintenance errors and establish the cause of
such errors and to recommend rectification/ changes to prevent re-occurrence.
The objective of the Maintenance Occurrence Report is to contribute to the improvement of
airworthiness by ensuring that relevant information on safety is reported, collected, stored,
protected and disseminated.
2.25.2 POLICY:
All personnel are encouraged to report any defect/ error detected during, after or due to
maintenance work performance and such defect/ error shall be corrected strictly in
accordance with approved maintenance data.
For those errors or occurrences , which it is considered particularly dangerous or potentially
dangerous circumstances requires immediate passing of information to the DGCA.
The policy is consistent with current Aviation standards and is based on the following
premises:
1) ³ TODAY¶ S QUALITY IS TO MORROWಲ S RELIABILITYರ
2) ³QUALITY IS EVERYONE¶S RESPONSIBILIT<´
Maintenance Manager, Base/Line Maintenance Manager, Quality Manager, AMEs and individual
maintenance staff of the respective maintenance activity centers.
2.25.4 PROCEDURE:
Also refer to MOE 2.14, 2.18, 6.7 and 6.8
2.25.4.1 GENERAL
The procedures include type, the method for capturing errors, and the maintenance tasks or
process control
A) Maintenance Error Types
i) Incorrect Maintenance
The results of the allocation of the occurrences included in this study to the first level
maintenance error types clearly show the most common category to be incorrect
maintenance actions. Examples of incorrect maintenance actions include cross connections,
damage to components and non-adherence to documentation, all of which are indicative of
degradation in the professional standards expected of maintenance engineers. The issues
are largely focused around the incorrect installation of components, although it is not
possible from the data available to determine the underlying attributable causes.
ii) Maintenance Control
The focus of human factors initiatives has largely been on understanding and preventing
maintenance error based upon the premise that the system, designed to support the
engineers, is robust and effective. As can be shown from the data, maintenance control
issues contribute just as significantly to maintenance error in terms of their effect. Errors
associated with configuration control, deferred defects and control of Airworthiness
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Directives can impact the integrity of the aircraft in the same way as the actions of the
maintenance engineer.
a) Scheduled Tasks Failing to adequately control tasks that the system knew were required
is the largest error descriptor type within Maintenance Control. Typically, the types of
failures encountered were not calling up Maintenance Programme tasks or not calling for
them in proper time.
iii) Inadequate Tool Control
The second largest numbers of errors within Maintenance Control were hazards relating to
inadequate tool control. The maintenance system requires tooling and materials to be
controlled. In reality, however, only special tools owned by the maintenance centers are
subject to control. This typically involves special tools being issued to a person from a tool
store that signs for it and has to return the tool at the end of the shift or task. Such systems
often require a check to ensure that all tools issued have been returned prior to releasing
the aircraft to service. Aircraft maintenance personnel in the AASL invariably possess their
own toolboxes of standard spanners, screwdrivers and pliers etc. These tools are not
subject to a real system of control other than the owner being responsible for ensuring that
he does not leave any in the aircraft after completing the task. The same is true of
consumable materials issued to personnel. The person issued with the material is
responsible for ensuring that it is not left in the aircraft.
iv) Incomplete Maintenance
Occurrences related to incomplete maintenance typically involved such things as not
tightening pipes or screws at the end of a task or omitting wire locking. These errors are
more typical of a human error or lapse rather than performing the job incorrectly, as is the
case with occurrences categorized as incorrect maintenance.
B) Maintenance Error Definitions
i) Maintenance Control
An event that is attributed to an ineffective maintenance control system. The following are
descriptors of the elements of dysfunctional or inadequate maintenance control that produce
maintenance errors:
ವ Airworthiness data ದ e.g. data that is ambiguous, incorrect or conflicting.
ವ Airworthiness Directive ದ e.g. ADs and other mandatory tasks that have been incorrectly
or improperly controlled.
ವ Certification ದ e.g. omission of certification or improper certification.
ವ Component robbery ದ e.g. inadequate control of parts removed from one component or
aircraft to be fitted to another.
ವ Configuration control ದ e.g. inadequate control of the design or build standard of the
aircraft or component such that it remains within the approved Type Design Standard.
ವ Deferred defect ದ e.g. inadequate control of allowable deferred defects.
ವ Inadequate tool control ದ e.g. hammers, torches, and pliers left in the aircraft after
maintenance.
ವ MEL interpretation ದ e.g. incorrect interpretation of the aircraft MEL.
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ವ Modification control ದ e.g. unapproved modification of the aircraft or component, or failing

to control the modification of an aircraft or component.
ವ Scheduled tasks ದ e.g. failure to adequately control known tasks required to
be performed on the aircraft or component.
ವ Technical Log ದ e.g. omissions or incorrect entries in the aircraft Technical Log.
ii) Incomplete Maintenance
An event is attributed to incomplete maintenance when the prescribed maintenance activity
is prematurely terminated. This can result in components being:
ವ Not fitted ದ e.g. panels not properly closed; wire locking omitted; loose
caps.
ವ Not set correctly ದ e.g. engine anti ice valves left in incorrect position; O2 generator
door latches in test position.
ವ not removed ದ e.g. component remaining that should have been removed; blanks;
landing gear pins; slide bottle pins.
The above examples all comprise activities that appear towards the end of a maintenance
procedure.
iii) Incorrect Maintenance Action
An event is attributed to an incorrect maintenance action when the maintenance procedure is
completed but does not achieve its aim through the actions or omissions of the
maintainer.
ವ Incorrect fit ದ e.g. seals damaged on fit; cross connections; O2 masks stowed incorrectly.
ವ Incorrect part ದ e.g. incorrect bolts and retainers.
ವ Incorrect procedure ದ e.g. wrong procedure carried out.
ವ Incorrect repair ದ e.g. unapproved weld repairs; incorrect wiring repairs.
ವ Not fitted ದ e.g. no oil in the IDG.
ವ Not set correctly ದ e.g. wheels not deflated for shipment, incorrect positioning of valves
and circuit breakers for MEL release.
ವ Poor maintenance practice ದ e.g. failing to clean up residual fluids after leaks or spillage.
ವ Procedure not adhered to ದ e.g. actions not in accordance with details of Service Bulletin.
ವ Not removed ದ e.g. unapproved blank left in place; speed tape over fuel drain hole.
2.25.4.2 DETECTION OF MAINTENANCE ERRORS
In order to minimize the errors and detect them in time, the following procedure should be
followed:-
All jobs on aircraft, engines, systems and components are carried out under the direct
supervision of appropriately qualified AMEs, who will ensure that AMM / C MM / Procedure
sheets are available at the work spot and the maintenance tasks are carried out in strict
conformity with these and other laid down quality control, safety and airworthiness
standards.
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Any error detected during the course of work is corrected by the supervising AME and the
same rectified.
All maintenance personnel (technician/Service Engineers, trainees, etc) are encouraged to
report to the supervising AME any abnormality found in the aircraft or any mistake committed
by them while carrying out maintenance work.
Maintenance errors captured during work are reported by the Base / Line Maintenance /
Workshop Manger in prescribed form, appended in the Forms and Tags Manual.
2.25.4.3 REVIEW/ AN ALYSIS OF MAINTENANCE DEFECTS/ ERRORS
The completed maintenance documents pertaining rectification actions of defects/ errors shall
be reviewed and analysed by respective Section/Shift in charge. Refer ANN E XUR (³A´
The analysis will focus on establishment of root cause, corrective and preventive actions on
the basis of Engineering and Operational experience to avoid recurrence and hazard
Identification.
The action plan shall be reported to the Maintenance Manager and Quality Manager of
respective Maintenance Activity Centre.
2.25.4.4 µHUMAN FACTOR¶ GENERAL POINTS ON MAINTENANCE ERRORS AND

CONTRIBUTORY FACTORS
Maintenance errors contribute highly to commercial aircraft accidents and incidents and
cause important additional costs. Scarce research and analysis were performed on their
causes till recently. If human beings are the more flexible, the more adaptable, the greatest
value of the aeronautical system, they are also vulnerable and some conditions can reduce
their performances.
As most of the accidents and incidents result of a poor adaptation of the limits of human
performance to the conditions of fulfillment of the assigned tasks, the trend is often to
attribute their causes to human errors.
The understanding of human factors in aviation was progressively refined and developed to
include maintenance activities after a first profitable approach of the issue with flight crew
members. Today, the data accumulated in the subject enable the operators and
maintenance organisations to define and implement policies aiming at reducing the risks of
maintenance errors. As a whole, any person, even a very skilled one, can make unwittingly
errors (refer to the saying: « to error is human »). Error is even full part of the evolution and
learning process of the organisation and of each individual.
Regarding maintenance, some studies isolated 3 types of errors among the most frequent
ones, that is: - Forgetting to reset a system, installing or removing an interlock, tightening
properly a fastener, removing some tooling, forgetting to install a given element (pins, nuts)
- The incorrect installation of a component,
- The installation of a part not adapted to the aircraft.
Contributory factors that are most often met in the frame of th ese human errors, not
classified by order of importance, are as follows:
- Too high pressure / important stress level,
- Insufficient communication,
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- Language difficulties (reading, draft, communication in English)

- Incorrect or ambiguous maintenance procedures or data,
- Skill inadequacy compared to the works to be carried out,
- Problems of instruction handover during shift changes, problems related to the interruption
of works (distraction, changing a person to a more priority task),
- Fatigue,
-Dysfunctions in teamwork, supervision, coordination,
- Routine, boredom,
- Lack of self-assurance or conversely excess of self-confidence,
- Lack of watchfulness, unawareness of consequences,
- Non availability of means (maintenance data, materials, tooling.),
- Insufficient environmental conditions (e.g. lighting).
In most cases, the accident or incident is the consequence of several errors or dysfunctions
at different levels of the organisation (training, planning, management, teamಹ) that
cumulate and add up at the same time. When analysing some incidents, an accumulation of
errors related to the launching, fulfillment of an operation, control of this operation, record of
the works and tests after completion of the work can often be noted.
2.25.4.5 RECTIFICATION OF MAINTENANCE ERRORS
Errors and Defects will be rectified strictly in accordance with Approved or Accepted Data,
i.e. the Maintenance Manual, Wiring Diagram, Structural Repair Manual, Approved
Drawings or Approved Engineering Orders. All parts, spares, tooling and materials used in
rectification will be as specified by the Approved or Accepted Technical Data and obtained
from approved supply sources with appropriate release documentation.
2.25.4.6 INFORMATION SHARING
The result of reliability analysis shall be shared amongst all the employees. This shall
include but not limited to following:
Information arising from occurrence reporting system per CAR 145.60
Recommendations arising out of previous incidents, accidents and enquiry committee
reports due maintenance errors shall form part of AME refresher course to prevent re-
occurrence.
The results of internal and external audits
2.25.4.7 PREVENTION OF ERRORS
i. All attempts are made to ensure that any maintenance error does not go undetected.
The system of voluntary reporting of such occurrences by Technical personnel is
encouraged and a JUST culture is in place.
ii. The Quality Division structured Audit program monitors process/ system performance to
ensure that appropriate action is taken in-time. Technical personnel are regularly
advised to ensure that shift-handover procedures are adhered to and all work is duly
documented.
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iii. Reliability Meetings are held wherein Aircraft & system performance, Reliability of
Components including Engines, Incidents / IFSDs and operational interruptions are
discussed. The impacts of maintenance defects/ errors to our services are also
discussed in such meetings and measures are evolved to obviate their recurrences.
These decisions are brought to the notice of all AME through Technical Circulars / Staff
Notices etc. in order that AME do not commit similar errors in the course of maintenance
of aircraft.
iv. AASL has, a programme to address issues pertaining to Human Factors for its
personnel. Such programmes are aimed at addressing the individual to keep him / her
aware of the various factors that affect an individual¶s performance on the job.
2.25.4.8 PROCEDURES FOR TAKING DISCIPLINARY ACTIONS AG AINST ERRING
MAINTENANCE PERSONNEL
As per C AR Section 2 Serie s C Part I
NOT E: "Purpose of investigationರ is to avoid recurrence of defects thus raising the
standard of airworthiness and enhancing the level of safety of aircraft. In this spirit, the
efforts of the investigators should be to determine the cause of the defect, rather than
who caused it. However, during the investigation, if it is found that the defect was caused
by careless and casual attitude or due to willful negligence of technical personnel, then the
disciplinary action against the erring employee should be taken in consultation with the
DGCA so as to avoid duplicate penal action against the offender. Naturally, the
penal action should be commensurate with the seriousness of the offense and also
keeping in view the past professional record of the offender.
Based upon the a bove, the procedure for disciplinary action aga inst erring personnel applied.
a) The Manager Maintenance (Ba se, Line or Workshop s) will inti m ate the Quality Manager
of the negligence / errors com mitted by the staff.
b) The Qual ity Manager along with the c oncerned Manager Base Ma intenance, Line
Maintenance or Workshops, as the case ma y be will conduct an enquiry
c) The Quality Manager of the respective Line/ Base/ Shop wil l take discip linary action in
consultation with the Reg ional A irworthiness Office.
d) The disciplinary action taken will be inti mated b y the concerned Quality Manager to
the Accountable Manager.
e) In case of A ME s, the action taken w ill also be filed in the personnel records file held in the
office of the Quality Manager of concerned base.
f) The erring staff wil l be given additional training or personal instructions in order i mprove
his / her performance.
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PROCEDURE TO DETECT AND RECTIFY DEFECTS / ERROR
Def ects/ Error detected due to Perf ormance of Maintenance
Responsible Maintenance/ AME/ Custo mer

Report Def ect or Error immediate ly to respectiv e In-charge of Maintenance
Activity Centre.
Repair Procedure is available in Maintenance Data/ Instructions Neither Approved nor Acceptable Repair Data is available to
perf orm the required Def ect or Error Rec tif ication accordingly
Responsible- Sectional in
Charge, Dy MM
- assess Def ect / Error
- provide approved Repair
Procedure and Repair
Production Plann ing Data, consult OEM
- determine availability of Material,
Ground time, Manpow er (M/G/M)
- prepare Work Package/ Task
Card
M/G/M ava ilab le M/G/M not available
Responsible Sectional In Charge,

DY.MM
- determine possibility to postpone
necessary Repair to a later Ground
time
- determine terminating date
- prepare DEFI List entry
Repair w ill be perf ormed
immediate ly or may be postponed in
accordance w ith MMಲ s decision to a
later date. Repair must be
documented and recorded as
mentioned in Section 2.9
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AN N EXU R E µA¶
Aircraft Maintenance Occurrence / Incident Analysis Reports
MAINT ENANCE OCCURANCE REPORT F OR B737-200/ CRJ 700 / ATR 42-320
Form for MOR _
Section I -- General Information
Reference #: MOR__________________ Interviewer¶s Name_ _ _ _ __ _ __
Airline: AASL____ _ __ _ _ _ Interviewer¶s Telephone #:_ _ __ _ __
Station of Error: ____ __ _ _ _ _ Date of Inves tigation: __ / __ __ / __ __
Aircraft Type: _____ _ __ _ _ __ Date of Event: __ __ / __ __ / __ __
Engine Type: __________ _ _ _ _ Tim e of Event: ___.___hrs _ am
/pm
Reg. #: ___ _ _ __ _ _ _ _ Shift of Error: night shift___ __ _ _ __
Fleet Num ber: _ _ _ __ _ _ __ Type of Maintenance (Circle):
ATA #:___54 _ _ __ _ _ _ _ 1. Line -- If Line, what type? Weekly Check
Aircraft Zone: ____ _ __ _ _ __ 2. Bas e --If Base, what type?
Ref. # of previous related event:____ _ Date Changes Implemented: _ / ___ / ___
Where applicable, Identif y with µX ¶ or µN/A¶

Section II -- Event
Please select the event (check all that apply)
1. Operations Process Event ( ) f. Divers ion
( ) a. Flight Delay (write in length) _ days _ _ hrs . _ _ m in. ( ) g. Other (explain below)
(x) b. Flight Cancellation ( ) 2. Aircraft Damage Event
( ) c. Gate Return N/A ( ) 3. Personal Injury Event
( ) d. In-Flight Shut Down ( ) 4. Rework
( ) e. Air Turn-Back ( ) 5. Ot her Event (explain below)
Describe the incident /degradation/failure (e.g., could not pressurize) that caused the event.
___ _ _ _ __ _ _ _ _ _ _ _ _ _ __ _ _ _ _ _ _ _ _ _ _
Section III -- Maintenance Error
Ple as e s e le ct the m ainte nance e rror(s) that caus e d the e ve nt:

1. Installation Error ( ) 3. Repair Error (e.g., component or) 6. Airplane/Equipment Damage Error
( ) a. Equi pment/part not install ed structural repai r) ( ) a. Tool s / equipment used improperl y
( ) b. Wrong equipment/part i nstal led ( ) b. Defecti ve tool s/equipment used
( ) c. Wrong ori entation 4. Fault Isolation/Test/Inspection Error ( ) c. Struck by/agai nst
( ) d. Improper l ocation ( ) a. Did not detect faul t ( ) d. Pull ed/pushed/drove into
( ) e. Incompl ete i nstal lati on ( ) b. Not found by faul t i solati on ( ) e. Other (expl ain bel ow)
( ) f. Extra parts i nstall ed ( ) c. Not found by operati onal /
(X) g. Access not closed functi onal test 7. Personal Inj ury Error
( ) h. System/equi pment not (x ) d. Not found by i nspection ( ) a. Slip/tri p/fal l
reacti vated/deacti vated ( ) e. Access not closed ( ) b. Caught i n/on/between
( ) i . Damaged on i nstal lati on ( ) f. System/equi pment not ( ) c. Struck by/against
( ) j . Cross connecti on hot deacti vated/reacti vated ( ) d. Hazard contacted (e.g., el ectri city,
( ) k. Other (expl ai n below) ( ) g. Other (expl ai n below) or col d surfaces, and sharp surfaces)
( ) e. Hazardous substance exposure
(e.g.,
2. Serv icing Error 5. Foreign Object Damage Error toxi c or noxi ous substances)
( ) a. Not enough fluid ( ) a. Material l eft i n ai rcraft/engi ne ( ) f. Hazardous thermal envi ronment
( ) b. T oo much flui d ( ) b. Debri s on ramp exposure (heat, col d, or humidity)
( ) c. Wrong fl uid type ( ) c. Debri s fall ing into open systems ( ) g. Other (explain bel ow)
( ) d. Requi red servi ci ng not performed ( ) d. Other (expl ain below)
( ) e. Access not cl osed ( ) 8. Other (explain bel ow)
( ) f. System/equipment not
deacti vated/reacti vated
( ) g. Other (explain bel ow)
De scribe the spe cific m ainte nance e rror (e .g., au to pres s ure controlle r ins talle d in wrong location).
_
_
Doc No AASL/MOE/01
Section ±2.25
Issue - 1

Section IV -- Contributing Factors Checklist

A. Information (e.g., work cards, maintenance manuals, service bulletins, maintenance tips, no
routines,
IPC, etc.)
__ 1. Not unders tandable __ 5. Update process is too long/com plicated
X__ 2. Unavailable/inaccessible __ 6. Incorrectly m odified m anufacturer's MM/SB
__ 3. Incorrect __ 7. Inform ation not us ed
__ 4. Too m uch/conflicting inform ation __ 8. Other (explain below)
Describe specifically how the selected information factor(s) contributed t o the error.
___ _ _ _ __ _ _ _ _ _ _ _ _ _ __ _ _ _ _ _ _ _ _ _
B. Equipment/Tools/Safety Equipment
__ 1. Uns afe __ 6. Inappropriate for the tas k __ 11. Not us ed
__ 2. Unreliable __ 7. Cannot us e in intended environm ent. __ 12. Incorrectly us ed
__ 3. Layout of controls or displays . __ 8. No ins tructions __ 13. Other (e xplain below)
__ 4. Mis -calibrated __ 9. Too com plicated
__ 5. Unavailable __ 10. Incorrectly labeled
Describe specifically how selected equipment/tools/safety equipment factor(s) contributed to t he
error.
___ _ _ _ __ _ _ _ _ _ _ _ _ _ __ _ _ _ _ _ _ _ _ _ _
C. Aircraft Design/Configuration/Parts
__ 1. Com plex __ 4. Parts unavailable __ 6. Eas y to ins tall incorrectly
X__ 2. Inaccessible __ 5. Parts incorrectly labeled __ 7. Other (e xplain below)
__ 3. Aircraft configuration variability
Describe specifically how the selected aircraft design/configuration/parts factor(s) contributed to
error.
___ _ _ _ __ _ _ _ _ _ _ _ _ _ __ _ _ _ _ _ _ _ _ _ _
D. Job/Task
__ 1. Repetitive/monotonous __ 3. New tas k or tas k change __ 5. Other (e xplain below)
__ 2. Com plex/confus ing __ 4. Different from other s im ilar tas ks
Describe specifically how the selected job/task factor(s) contributed to t he error.
___ _ _ _ __ _ _ _ _ _ _ _ _ _ __ _ _ _ _ _ _ _ _ _ __
E. Technical Knowledge/Skills
__ 1. Skills __ 3. Tas k planning __ 5. Aircraft s ys tem knowledge
X__ 2. Task knowledge __ 4. Airline process knowledge __ 6. Other (e xplain below)
Describe specifically how the selected technical knowledge/skills factor(s) contributed to the error.
___ _ _ _ __ _ _ _ _ _ _ _ _ _ __ _ _ _ _ _ _ _ _ _ _
F. Individual Factors
__ 1. Phys ical health (including __ 5. Com placency __ 9. Mem ory lapse (forgot)
hearing and sight) __ 6. Body s ize/s trength __ 10. Other (e xplain below)
__ 2. Fatigue __ 7. Pers onal event (e.g., fam ily problem , car accident)
__ 3. Tim e cons traints __ 8. Workplace dis tractions /interruptions
__ 4. Peer press ure during tas k perform ance
Describe specifically how the selected factors affecting individual performance contributed to t he
error.
___ _ _ _ __ _ _ _ _ _ _ _ _ _ __ _ _ _ _ _ _ _ _ _ __
G. Environment/Facilit ies
__ 1. High nois e levels __ 5. Rain __ 9. Vibrations __ 13. Inadequate ventilation
__ 2. Hot __ 6. Snow __ 10. Cleanliness __ 14. Other (e xplain below)
__ 3. Cold __ 7. Lighting __ 11. Hazardous /toxic s ubs tances
__ 4. Hum idity __ 8. Wind __ 12. Power s ources
Describe specifically how the selected environment/facilities factor(s) contributed to t he error.
___ _ _ _ __ _ _ _ _ _ _ _ _ _ __ _ _ _ _ _ _ _ _ _ _ _
Doc No AASL/MOE/01
Section ±2.25
Issue - 1

H. Organizational Factors
__ 1. Quality of s upport from technical organizations __ 6. Work process /procedure
(e.g., engineering, planning, technical pubs ) __ 7. Work process /procedure not followed
X__ 2. Company policies __ 8. Work process /procedure not documented
__ 3. Not enough s taff __ 9. Work group normal practice (norm )
__ 4. Corporate change/res tructuring __ 10. Other (explain below)
__ 5. Union action
Describe specifically how the selected organizational factor(s) contributed to t he error.
___ _ _ _ __ _ _ _ _ _ _ _ _ _ __ _ _ _ _ _ _ _ _ _
I. Leadership/S upervision
__ 1. Planning/organization of tas ks __ 3. Delegation/assignment of tas k __ 5. Am ount of s upervis ion
__ 2. Prioritization of work __ 4. Unrealis tic attitude/expectations __ 6. Other (explain below)
Describe specifically how the selected leadership/supervision factor(s) contributed to the error.
___ _ _ _ __ _ _ _ _ _ _ _ _ _ __ _ _ _ _ _ _ _ _
J. Communication
X__ 1. Between departments __ 4. Between m aintenance crew and lead __ 7. Other (explain below)
__ 2. Between m echanics __ 5. Between lead and m anagem ent
__ 3. Between s hifts __ 6. Between flight crew and m aintenance
Describe specifically how the selected communication factor(s) contributed to the error.
___ _ _ _ __ _ _ _ _ _ _ _ _ _ __ _ _ _ _ _ _ _ _ _
K. Other Contributing Factors (explain below)

Describe specifically how this ot her fa ctor contributed to t he error.
___ _ _ _ __ _ _ _ _ _ _ _ _ _ __ _ _ _ _ _ _ _ _ _
Section V ± Error Prevention Strategies

A. What current existing procedures, processes, and/or policies in your organization are intended t o
prevent the incident, but didn't?
( X ) Maintenance Policies or Processes (specify) The policy of placing QANಲ s and TIಲ s on the Notice
Board is intended to effectivel y com municate iss ues and ins tructions to LAEಲ s
___ _ _ _ __ _ _ _ _ _ _ _ _ _ __ _ _ _
( ) Inspection or Functional Check (s pecify)
___ _ _ _ __ _ _ _ _ _ _ _ _ _ __ _ __
Required Maintenance Documentation
( ) Maintenance manuals (s pecify) _______ _ _ _ _ _ _ _ __ _ _ _ _ _ _ _ _
( ) Logbooks (s pecify) ______ _ _ _ _ _ _ _ _ _ _ __ _ _ _ _ _ _ _ _
__ ( ) Work cards (specify) ____ _ __ _ _ _ _ _ _ _ _ _ __ _ _ _ _ _ _ _
__ ( ) Engineering docum ents (s pecify) ______ _ _ _ _ _ _ _ __ _ _ _ _ _ _ __
__
( ) Other (s pecify) _____ _ __ _ _ _ _ _ _ _ _ _ __ _ _ _ _ _ _ _ _
__ Supporting Documentation
( ) Service Bulletins (specify)___ __ _ _ _ _ _ _ _ _ _ __ _ _ _ _ _ _ _
__ ( ) Training m aterials (s pecify)______ _ _ _ _ _ _ _ _ _ __ _ _ _ _ _ _ _
__ ( ) All-operator letters (s pecify) ______ _ _ _ _ _ _ _ _ _ __ _ _ _ _ _ _ _
_ ( ) Inter-com pany bulletins (s pecify) ______ _ _ _ _ _ _ _ _ __ _ _ _ _ _ _ _
( ) Other (s pecify) _____ _ __ _ _ _ _ _ _ _ _ _ __ _ _ _ _ _ _ _ _ __
( ) Other (s pecify)
___ _ _ _ __ _ _ _ _ _ _ _ _ _ __ _ _ _ _ _ _ _ _ _
Doc No AASL/MOE/01
Section ±2.25
Issue - 1

B. List recommendations for error prevention strategies.

Recomm endation Contributing
# Factor
(Use additional pages, as necessary
Section VI ± Summary of Contributing Factors, Error, and Event

Provide a brief summary of the e vent. EXAMP LE;
As the aircraft rotated for take off, both fan cowl doors detached from the No 1 Power plant and s truck the
aircraft. The doors were des troyed and localized dam age res ulted to the No 1 Power plant and its pylon, the
left wing, the left flaps and s lats , the fuselage and the fin. The evidence indicated that the doors had
probably rem ained unlatched, after having been clos ed following maintenance prior to the accident flight and
had been torn off their pylon attachment hinges by aerodynam ic forces as the aircraft rotated. There are no
cons picuous cues to indicate an unlatched condition when the doors are closed and no flight deck indication.
Three walk-round ins pections had been conducted after the doors had been closed.
(Use additional pages, as necessary)
Signature:
Designation
Section / Shift Incharge
Date:
Copy to:
-Maintenance Manager
-Quality Manager
Doc No AASL/MOE/01
Section ±2.26
Issue - 1

2.26 SHIFT / TASK HANDOVER ± TAKEOVER PROCEDURE [REF. CAR145.47(c)]
2.26.1 PURPOSE:
To ensure continuity of maintenance tasks spilling over from one shift to next.
To provide general guidelines, for handover of maintenance tasks to the in-coming shift/
another maintenance personnel, to ensure smooth work flow and to maintain continuity.
2.26.2 POLICY:
The continuity of maintenance tasks shall be maintained to keep aircraft/ engine/ component
safe and airworthy.
Maintenance personnel concerned and In-charge of Maintenance Activity Centre shall be
responsible for adhering to this procedure.
2.26.4 PROCEDURE:
i. Shift In-charges/ Shop In-charges/ Maintenance personnel shall maintain an up-to-
date shift log. All details and information pertaining to maintenance and associated
DFWLYLWLHV DOO RYHU $$6/ 1$&,/¶V QHWZRUN PXVW EH HQWHUHG GXULQJ WKH VKLIW 7KLV ORJ
must be available to and perused by the in-coming shift-in-charge/ shop in-charge and
all concerned AME prior to commencement of work.
ii. The in-coming shift-in-charge/ shop in-charge/ Maintenance personnel shall be
present at least half an hour earlier than his shift starting time to allow for adequate
and complete handover from the out-going shift-in-charge/ shop in-charge/
Maintenance personnel.
iii. The out-going shift-in-charge/ shop in-charge/ Maintenance personnel shall brief the
in-coming shift-in-charge/ shop in-charge personally to ensure that what has been
written in the handover book is clearly and precisely understood before going off duty.
iv. Shift In-charge / shop in-charge at the shift change-over time, must ensure that all
points regarding the state of work, on the various aircraft, have also been covered in a
µSHUVRQ WR SHUVRQ¶ GLVFXVVLRQ EHWZHHQ WKH DOORFDWHG $0( SULRU WR WKH UHOLeved AME
going off duty, besides completion of work sheets and shift log.
v. All efforts should be made to ensure person-to-person handover. However, in the
eventuality this can not be done (in line stations, major maintenance and overhaul
shops), the handover book should have comprehensive write-up to avoid any
confusion or vagueness about status of work.
vi. In case a particular shift is nearing completion of a critical task at shift change timing, it
is recommended that same shift personnel complete the critical task rather than
handover to incoming shift.
vii. Where there is an uncertainty over the work performed, which has not been completed
in its entirety, the responsible Supervisor has to order that the complete task has to be
performed by the person taking over the task.
Doc No AASL/MOE/01
Section ±2.27
Issue - 1

2.27 PROCEDURES FOR THE NOTIFICATION OF MAINTENANCE DATA

INACCURACIES AND AMBIGUITIES TO THE TYPE CERTIFICATE HOLDER.
[REF. CAR145.A.45(c)]
2.27.1 PURPOSE:
To provide guidelines for reporting maintenance data inaccuracies and ambiguities to type
certificate holder.
2.27.2 POLICY:
All inaccuracies and ambiguities in approved or accepted maintenance data shall be reported
to OEM/ TC/ STC holder.
TS shall be responsible for reporting inaccuracies and ambiguities in approved or accepted
maintenance data to OEM/ TC/ STC holder.
2.27.4 PROCEDURE:
Engineering and Maintenance personnel shall note down the inaccuracies and ambiguities in
the maintenance data, if any. Maintenance data inaccuracies / ambiguities include, but not
limited to maintenance data that:
i. is absent.
ii. is incomplete.
iii. conflicts with information given elsewhere.
iv. provides instructions which are impractical or impossible to accomplish.
v. requires tooling or materials that are obsolete or unobtainable.
vi. fails to take into account the effects of modification or incorporation of service bulletins.
The Engineering and Maintenance personnel who have detected and noted such inaccuracies
/ ambiguities shall forward his / her observations to Quality. Quality shall forward the same to
TS
The TS in concurrence with Quality shall evaluate all such reported discrepancies /
ambiguities.
If the observations are found valid then the TS shall report the same to the OEM/ TC/ STC
holder, with supporting documentation.
On receiving clarification from OEM/ TC/ STC holder regarding the error in publication, the
Quality shall issue a revised instruction in form of a technical circular, pending revision of
data. The revised instruction will be in effect till the respective publication is amended by the
manufacturer.
Doc No AASL/MOE/01
Section ±2.28
Issue - 1

2.28 PRODUCTION PLANNING PROCEDURES [REF. CAR 145.A.70(a)]

2.28.1 PURPOSE:
To define Production Planning procedure policy.
In-charge PPC and Maintenance divisions shall be responsible for implementing the
Production Planning policy.
2.28.3 PROCEDURE:
2.28.3.1 Production Planning ensures planning & scheduling of aircraft/ engine/
components of AASL fleet and that of customers.
2.28.3.2 Based on maintenance facility capacities and capabilities and operational
requirement of AASL, Production Planning systematically carries out the
following activities:
i. Scheduling the maintenance work ahead, to ensure that it will not adversely interfere
with other work as regards the availability of all necessary personnel, tools, equipment,
material, maintenance data and facilities.
ii. Ensure that all necessary resources are available before commencement of work
iii. Ensure necessary support is provided for completion of maintenance without undue time
pressure.
iv. Ensure that clear work package/ task cards are available.
v. Prioritizing and combining Maintenance Tasks to optimize Turn Around Time.
vi. Planning Daily maintenance activities.
vii. Daily Production Meeting and Report.
viii. Convene Monthly Production Meeting.
ix. Preparing Monthly Requirement Forecast.
x. Preparing arising forecast ± Yearly.
xi. Co-ordinate in preparation of AASL flight schedules.
xii. Review of annual maintenance activities.
While planning for maintenance, due attention shall be paid to Human Factor principles,
logistics, inventory control, availability of infrastructure (hangar space, tools and equipment),
man-hours estimation and man-hours availability of certifying staff, non-certifying staff,
planners, technical services personnel and other support staff, environmental conditions
(access, lighting standards & cleanliness), co-ordination with internal & external suppliers.
The aircraft/ engine/ component downtime planning has to schedule the maintenance
program (line/base maintenance and overhaul checks), so that:
- The check intervals will not be exceeded
- The maintenance requirement items will be done in a minimum of total downtime
- An even workload will assure the quality of work
Doc No AASL/MOE/01
Section ±2.28
Issue - 1

2.28.3.3 PRODUCTION CONTROL

The task of production control is to continuously plan, monitor, and coordinate the daily
work. It assures the on-time performance of the aircraft line maintenance and aircraft
overhaul work and the timely return of the aircraft to the flight line. Production control also
provides many information feedbacks.
Doc No AASL/MOE/01
Section ±L2.1
Issue - 1

Part ± L2 Additional Line Maintenance Procedures Page - 1
L2.1 LINE MAINTENANCE CONTROL OF AIRCRAFT COMPONENTS, TOOLS,

EQUIPMENT ETC. [REF. CAR145.A.65 (b)
L2.1.1 PURPOSE:
To define procedure for control of aircraft spares, consumables, tools, equipment required at
every line station.
L2.1.2 POLICY:
Every line station shall be equipped with appropriate spares, consumables, tools, equipment
EDVHGRQWKHVWDWLRQ¶VJHRJUDSKLFDOSRVLWLRQWKHQXPEHURIIOLJKWVDQGFKHFNVWREHPDQDJHG
These shall be serviceable, calibrated (if applicable) and shelf-life controlled (if applicable).
L2.1.3 RESPONSIBILITY:
PPC division and In-Charge Maintenance shall be responsible for provisioning and positioning
of aircraft spares, consumables, tools, equipment required at every line station.
The station In-charge shall be responsible for control of aircraft spares, consumables, tools,
equipment required at his line station.
L2.1.4 PROCEDURE:
The requirement of aircraft spares, consumables, tools, equipment for each line station shall
EHGHWHUPLQHGEDVHGRQWKHVWDWLRQ¶VJHRJUDSKLFDOSRsition, the number of flights and checks
to be managed.
Received parts must be inspected for correct documentation and checked for part and serial
number correlation, condition, integrity and shelf life as applicable. All receipts must be
recorded on the stock control list.
Shelf Life Limited Parts will be controlled periodically and replacement Spares have to be
ordered at least one month before expiry.
All parts shall be checked for appropriate modification status and consistency with aircraft
applicability prior to fitting on aircrafts. Modification standards of components held on station
will be tracked and controlled by Production Planning.
Unserviceable and excess serviceable Spares shall be returned to base
All spares, consumables, tools, equipment, at line station shall have an appropriate tag
attached.
All unserviceable spares shall be accompanied with completed documents having details of
removal data including a clear reason of removal.
Materials and / or spares deemed beyond economical repair shall be returned to the base for
assessment and disposal in accordance with Section 2.3.
An inventory of tools and test equipment at every line station shall be maintained by the
station In-charge.
Some aircraft spares may be carried on board in flight kit. In that case a flight spares kit list
must be provided. Whenever the components are used from the flight kit, same shall be
replenished at base.
,QFDVHRISURYLGLQJOLQHVXSSRUWWRRWKHURSHUDWRU¶VDLUFUDIWWKHVSDUHVFRQVXPDEOHVWRROV
equipment are governed as per the procedures stipulated in the contract made for the
purpose.
Doc No AASL/MOE/01
Section ±L2.2
Issue - 1

L2.2 LINE MAINTENANCE PROCEDURES RELATED TO SERVICING, FUELLING & DE-

ICING ETC. [REF. CAR145.A.65 (b)]
L2.2.1 PURPOSE:
To define pre-departure ground activities including servicing, fuelling/ de-fuelling and de-icing.
L2.2.2 MONITORING OF SUBCONTRACT GROUND HANDLING & SERVICING:

Servicing of aircraft systems such as hydraulic oil, engine oil, oxygen and water / waste shall
be performed in accordance to Manufacturer's Aircraft Maintenance Manual. Ground Handling
and Servicing might be carried out by contracted Handling Agencies.
L2.2.3 FUEL SUPPLY QUALITY MONITORING ± BULK STORAGE AND FUELLING:

Fuel Storage and Supply is carried out by contracted Handling Agencies.
L2.2.4 COLD WEATHER OPERATION (DE-ICING):

At Line Stations the contracted De-icing agency shall be responsible for the de-icing and the
check after de-icing as defined by the appropriate de-icing manual. If, after de-icing, a special
check has to be performed according to the Aircraft Maintenance Manual, the AME shall
perform the check after de-icing.
L2.2.5 SPECIFIC MAINTENANCE PROCEDURES:

Other specific maintenance procedures as mentioned in Section 2.24 shall be performed in
accordance with the Manufacturer's Aircraft Maintenance Manual by AME/Authorised Person.
Maintenance being carried out outside of a hangar will be limited to aircraft maintenance
standards not being compromised.
Doc No AASL/MOE/01
Section ±L2.3
Issue - 1

L2.3 LINE MAINTENANCE CONTROL OF DEFECTS AND REPETITIVE DEFECTS

[REF. CAR145.A.65 (b)]
L2.3.1 PURPOSE:
To ensure that all defects experienced on the aircraft are recorded along with the rectification
action and that complete defect history is available for future reference.
To ensure that repetitive defects are reduced and defects of peculiar nature are finally fixed.
This procedure covers all activities pertaining to recording and rectification of defects and
monitoring/rectification of repetitive defects.
L2.3.2 POLICY:
Maintenance at Line Stations shall be limited to the performance of pre-flight checks and
defect rectification. Within its capabilities, the Line Station shall take appropriate actions on
pilot reported defects and maintenance findings.
AME shall be responsible for control of defects at line stations.
L2.3.4 PROCEDURE:
L2.3.4.1 PILOT/ MAINTENANCE REPORTS AND CABIN DEFECTS
Defects found by the Flight Crew or as a result of performing line maintenance shall be
raised and released in the aircraft Flight Report Book (FRB)/ Technical Log Book (TLB) prior
WR WKH DLUFUDIW¶V QH[W IOLJKW ,I UHTXLUHG VRPH GHIHFW UHFWLILFDWLRQ PLJKW EH GHIHUUHG KDYLQJ
been given the authorisation (Refer Section L2.3.4.2). Cabin defects without impact to
airworthiness and the safe operation of the aircraft are to be raised and released in the
&DELQ/RJLIDSSOLFDEOHRURWKHUZLVHLQWKH)5%7/%)RU&XVWRPHU¶VDLUFUDIW&XVWRPHU¶V
guidelines shall be followed.
L2.3.4.2 RULES FOR DEFERRING DEFECTS

A defect shall be deferred only if time is limited, parts or facilities are not available, and
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Conditions for the deferral must be met and time limitations not extended without explicit
authorisation from Chief of Quality(Quality Manager), AASL prior to flight. If a defect cannot
be repaired and maintenance instructions or MEL do not allow continuing operation, the Line
Stations have to contact Chief of Maintenance, AASL for guidance/ instructions.
L2.3.4.3 CERTIFICATION OF DEFECT RECTIFICATION, TRANSFER OF DEFECTS TO

WORK PACKAGES / TASK CARDS
Rectification and clearance of defects reported by Crew in FRB/ TLB, or maintenance defect
entries by the Line Station PXVWEHFHUWLILHGZLWKD&56LQWKHDLUFUDIW¶V)5%7/%5HOHYDQW
details of rectification action, component Part Numbers, CRS document reference, AMM
references, etc must be recorded accordingly.
All information from the FRB/ TLB must be transferred to the data system at the Base by the
Line Station personnel.
Doc No AASL/MOE/01
Section ±L2.3
Issue - 1

L2.3.4.4 AWARENESS OF DEFECTS CARRIED BY AIRCRAFT ± MONITORING OF

REPETITIVE DEFECTS
The Line Station must review all Deferred Defects in the FRB/ TLB.
Note: Repetitive defects shall be handled similarly but a line station might not have control
on repetitive defects. This function shall be performed by the Base.
L2.3.4.5 WORKSHEETS FOR NON-ROUTINE TASKS

'HIHFWVIRXQGDVDUHVXOWRIOLQHPDLQWHQDQFHVKDOOEHUDLVHGDQGUHOHDVHGLQWKHDLUFUDIW¶V
FRB/ TLB.
When the rectification of a defect becomes too complex, that detail might not be entered
completely in the FRB/ TLB, the production planning shall issue a work package to control
work to be carried out to rectify the defect. On completion, the work package is released and
a CRS must be signed. The CRS in the FRB/ TLB and the CRS are to be cross-referenced
to complete the work package.
L2.3.4.6 COMMUNICATION WITH BASE

If a defect cannot be repaired and Maintenance Data or MEL does not permit continuation of
safe operation, the Line Station must contact the respective maintenance in-charge for
further advice. The Chief of Maintenance coordinates technical matters, reported from Line
Station and / or directly from an aircraft with the responsible Maintenance Activity Centre
within AASL, India. The Shift Incharge informs the Chief of Maintenance about possible
actions for continuation of the operation or organises a repair team from the Base for on site
repair at the respective Line Station.
For deferred defects and their Release refer also to MOE Sections 2.15 and 2.16.
L2.3.4.7 REPETITIVE DEFECTS

L2.3.4.7.1 Daily Scrutiny By AME/Authorised Person/ Shift In Charge
(i) If the defect repeats for the second time, the AME shall bring the same to the notice of
the SIC, who in turn shall further investigate and ensure necessary rectification action
is taken.
(ii) If the defect repeats for the third time or more, the SIC shall refer it to the review
committee. SIC shall ensure that the additional work called out by the review
committee in respect of repetitive snags are carried out. After checking the work
package, he shall sign on the work package to indicate that the same has been
checked by him in the following form -.
µ,KDYHFKHFNHGUHFRUGVRIWKHDLUFUDIW and I am satisfied that all additional work called
RXWIRUWKHUHSHWLWLYHVQDJVKDYHEHHQFDUULHGRXW¶
(iii) $Q\GHIHFWUHSRUWHGZLWKLQWKUHHGD\VKUVVKDOOEHFRQVLGHUHG³5HSHWLWLYHVQDJ´
(iv) Parent base of the type of a/c shall monitor such repetitive nature of snag.
(v) 0RQLWRULQJ RI VQDJ ZLOO EH FDUULHG RXW LQ ³'DLO\ VQDJ PHHWLQJ´ UHSUHVHQWHG E\ DOO
streams of trades under the chairmanship of Chief of Maintenance, Quality Manager
will also associate and ensure proper preventive action to avoid recurrence is taken,
DGCA officials may join the meeting some time.
Doc No AASL/MOE/01
Section ±L2.3
Issue - 1

(vi) Preventive rectification callouts for repetitive snag shall be issued by Chief of
Maintenance after full discussion if required a/c can be called to base.
(vii) All above shall be reviewed in monthly snag meeting in presence of DGCA official
under chairmanship of G.M (E) NACIL Delhi/Kolkata.
L2.3.4.7.3 REVIEW MEETING ³'DLO\VQDJPHHWLQJ´
All repetitive defects shall be monitored by Chief of Maintenance and shall maintain
complete details of all the defects and their rectification shall be recorded daily. In case
such details are not received from outstations, Chief of Maintenance shall contact the line
station/s and get the information.
Chief of Maintenance shall keep Chief of Quality (Quality Manager), AASL, Delhi informed
of the repetitive snags on a daily basis.
Data for preceding 24 hours shall be reviewed by GM(E-Pax SBU).
Designated personnel shall scrutinise and discuss all the reported snags and rectification
action taken by AME and indicate in the register any follow up action required.
Maintenance Division shall be responsible to prepare necessary EO in concurrence with
Quality for any further action required as indicated by the reviewing personnel. The
reviewing personnel will also decide the time limit within which EO/ Task Cards is to be
carried out. Production Planning will ensure that all the EOs / Task Cards issued for
necessary rectification of snags as decided in the meeting are complied with prior to
release of aircraft.
The Performa for maintaining review of repetitive defects shall be as follows:
(a) Date
(b) Aircraft Registration
(c) Flight Number and Sector
(d) 3LORWV¶$0(V¶5HSRUW
(e) Rectification action taken.
(f) Reviewing officers remarks (indicate any additional action, if required).
(g) Signature (DDI)
(h) Remarks
Doc No AASL/MOE/01
Section ±L2.4
Issue - 1

L2.4 LINE PROCEDURE FOR COMPLETION OF TECHNICAL LOG

[REF. CAR145.A.65 (b)
L2.4.1 PURPOSE:
To ensure that defects on the aircraft are recorded, necessary rectification actions are taken,
Certificate of Release to Service (CRS) issued and relevant flight data are recorded in the
Flight Report Book (FRB)/ Technical Log Book (TLB).
L2.4.2 POLICY:
Rectification action or deferment of any reported/ observed defect shall be performed and
accurately recorded prior to issue of CRS.
L2.4.3. RESPONSIBILITY:
Entries in technical log: AME and Flight Crew
Archiving: Quality Division.
L2.4.4 PROCEDURE:
The aircraft FRB/ TLB shall have provision to record aircraft registration, flight number, date,
sector, crew details, aircraft and engine parameters, fuel, oil and hydraulic fluid uplift.
The aircraft FRB/ TLB, which has multiple copies of each page, is used by flight crew and
AME to record defects encountered during aircraft operations.
All certification in FRB/ TLB shall be made in indelible ink. Error / corrections in the technical
log should remain readable and identifiable and shall be initialed.
Rectification action or deferment of any defect shall be recorded in the FRB/ TLB. AME may
also enter information which may be beneficial to the flight crew / assist in enhanced safety of
the aircraft.
The FRB/ TLB must always remain on board the aircraft while aircraft operates a flight / series
of flights. Same can be removed by AME / DGCA officials / Audit teams but must be replaced
prior to commencement of any flight.
In case the FRB/ TLB is changed due to any reason, the relevant information shall be
transferred to the new book and old book shall remain on the aircraft for a minimum period of
ten days.
Relevant copies of completed sector pages are removed at the base / line stations at the
completion of a flight / series of flights.
FRB/ TLB may contain following information. The layout/information may vary according to
type of aircraft.
1. CRS;
2. Aircraft/Engine Flight Hrs/Cycles status at the time of iVVXHRIVHFWLRQµ$¶
3. Notes for attention of Crew / outstations ;
4. MEL/CDL release from base/outstations and rectification details ;
5. Base snags not affecting safety of aircraft ;
6. Emergency engine shut down report ;
7. Major work accomplished at outstations ;
8. RVSM defect log ;
9. Weather Radar defect log ;
10. Scrutiny record.
11. Pilot sector report / Rectification entry.
Doc No AASL/MOE/01
Section ±L2.4
Issue - 1

AME issuing CRS must ensure the following with respect to FRB/ TLB completion:
i. All defects entered in the defects column of relevant section of FRB/ TLB have been
duly signed in the rectification column. (In case of NIL defects, the crew must record
µ1,/¶ LQ GHIHFWV FROXPQ $0( VKDOO FKHFN DQG HQVXUH WKH VDPH LQ FDVH FUHZ
inadvertently missed making NIL entry and get the same entered before crew leave
aircraft) ;
NOTE: CRS SHALL NOT BE ISSUED IN CASE DEFECTS COLUMN HAS BEEN
LEFT BLANK BY THE FLIGHT CREW
ii. Arrival, Departure and Uplift of all fluids, if any, have been recorded in the relevant
columns of FRB/ TLB and certified ;
iii. Fueling of aircraft, as necessary, has been accomplished and necessary record
completed in the relevant section of FRB/ TLB;
iv. Type of inspection and completion of the same has been recorded and signed off in the
relevant section of FRB/ TLB;
v. Arrival / departure time and delay, if any, has been recorded in the relevant section of
FRB/ TLB;
vi. In case of any defect is being deferred as per provisions of MEL/CDL, appropriate
entries have been made and certified in the sector page and other relevant sections of
the FRB/ TLB in the format specified therein ;
vii. Cat II / Cat III compliance status of the aircraft has been updated in the relevant section
of the FRB/ TLB;
viii. ETOPS compliance status of the aircraft has been assessed and necessary entries have
been made in FRB/ TLB;
ix. RVSM status of the aircraft has been assessed and necessary entries have been made
in FRB/ TLB.
L2.4.5 CORRECTION OF TYPOGRAPHICAL ERRORS:

Typographical errors in maintenance documentations shall be corrected by a single line strike-
out or by circling the error and affixing tKH $0(¶V $XWKRULVHG SHUVRQ¶V VLJQDWXUH 7KH
corrected portion shall be legible.
Doc No AASL/MOE/01
Section ±L2.5
Issue - 1

L2.5 LINE PROCEDURE FOR POOLED PARTS AND LOANED PARTS

[REF. CAR145.A.65 (b)]
L2.5.1 PURPOSE:
To ensure proper administration of loaned (Pool/Non-Pool) spares/ tools/ equipment to/ from other
operators at line stations.
This procedure applies to all loan transactions.
L2.5.2 POLICY:
At line stations the spares/ tools/ equipment shall be borrowed from or loaned from an approved
source.
AME shall be responsible for borrowing/ loaning of spares/ tools/ equipment (pool/ non-pool) at line
stations.
L2.5.4 PROCEDURE:
L2.5.4.1 GENERAL ± POOLING AGREEMENTS, IATP, ETC

AASL is a signatory to General Maintenance Sales Agreement (GMSA) for the supply of all
components/Engines with ATR and in case of CRJ 700 (airframe) agreement is with Lufthansa
Technics.
The purpose of the GMSA is to provide reciprocal technical support at Line Stations and Home Bases
throughout the world for ATR. This technical support includes aircraft Spares, Tools, Maintenance and
Ramp Handling Equipment and Manpower.
L2.5.4.2 PROCEDURES FOR LOANED & POOLED PARTS LOAN FROM OUTSIDE PARTIES
The proposal to procure and use borrowed / loaned parts from other operators can only be raised by a
person of rank not less than Chief of Maintenance / Line Maintenance Manager or Shift in Charge.
Necessary information should be given to Quality Manager and E.D. (E) prior to raising the loan
request.
The person raising the loan request will inform E.D. (E) about the same during working hours and Chief
of Maintenance during non-working hours to order spares on AOG.
Where a pooled or loaned component is provided by another operator, the AME / Approved person is
responsible for its installation. He / she shall confirm its serviceability and suitability and the veracity of
the accompanying release document. He should also check the serviceable tag and other paperwork.
The release note documentation should be forwarded to Stores Inspector to enable him to book the
item in the system.
On removal of loaned item from the aircraft for the purpose of loan return, the AME / Approved must
declare the serviceability status of the item.
In case of consumables, the procedure involved will be same as above, the only difference will be that it
will be considered as a purchase.
L2.5.2 LOAN TO OUTSIDE PARTIES

Loan to outside parties can be initiated by the Chief of Maintenance / Line Maintenance Manager or
Shift in Charge or Station in-charge on receipt of a request from other operator and shall be authorized
by E.D. (E) / Chief of Maintenance.
Prior to releasing the spare the existing stock should be taken into consideration to avoid operational
inconvenience.
The transaction has to be approved by E.D. (E) and in his absence by the Chief of Maintenance.
On receipt of the component after loan return, it will be routed through normal receiving inspection.
Note:
Alliance Air has entered into General Maintenance Sales Agreement (GMSA) for the supply of all
components/Engines with ATR. All arrangements for procuring the spares are being done by S&P
section, NACIL, Kolkata.
Doc No AASL/MOE/01
Section ±L2.5
Issue - 1

L2.5.4.3 COMPONENT REMOVAL IN SERVICEABLE CONDITION FROM ONE

AIRCRAFT FOR INSTALLATION ON ANOTHER AIRCRAFT
In case serviceable component is not available in store and the same is urgently required to sustain line
maintenance operations, then such component if available in serviceable condition on another aircraft
(which may be undergoing some major check at main base) may be removed and a Transfer Certificate
(TC) may be issued by an AME holding appropriate licence / approval on that aircraft. The engineer,
who intends to remove component from one aircraft for installation on another aircraft must inform the
Chief of Maintenance and obtain his authorisation before removal of component. A record of such
removal of component, the time and date of the removal must be recorded on the TC register and a TC
number is to be issued which is to be mentioned on the Transfer certificate. Such removal of
components is also to be mentioned in Line Maintenance daily Log for follow up action by Chief of
Maintenance. The removal of component must be recorded in the FRB/ Tech Log Book of the donor
aircraft. Standard technical and parts handling reporting must be done. For customer aircraft such
removal / installation of components must first be authorised by the customer / owner.
Doc No AASL/MOE/01
Section ±L2.6
Issue - 1

L2.6 LINE PROCEDURE FOR RETURNING DEFECTIVE PARTS REMOVED FROM

AIRCRAFT [REF. CAR145.A.65 (b)]
Refer procedure detailed in Section 2.19 of this manual under heading ³5(7851 2)
'()(&7,9('(/$<,7(06726725(6´
Doc No AASL/MOE/01
Section ±L2.7
Issue - 1

L2.7 LINE PROCEDURE FOR CONTROL OF CRITICAL TASKS [REF. CAR145.A.65 (b)]
Refer Section 2.23 under heading ³&21752/2)&5,7,&$/7$6.6´
Doc No AASL/MOE/01
Section ±3.1
Issue - 1

Part ± 3 Quality System Procedures Page - 1
3.1 QUALITY AUDIT OF ORGANISATION PROCEDURES

[REF. CAR145.A.30(c), 145.A.65(c)]
3.1.1 PURPOSE:
The purpose of this procedure is to describe the means by which the Organisation carries out
internal quality audits in order to assess the effectiveness of the quality system and to
determine whether corrective and preventive action is required.
3.1.2 POLICY:
Alliance Air Quality Audit Policy is as below:
i to ensure ongoing compliance with regulatory and interQDO UHTXLUHPHQWV RSHUDWRU¶V
standards and other regulations, rules and regulations that affect the operational
safety, security and quality performance results,
ii to ensure good maintenance practices taking into account all aspects of human factors
and compliance with adequate procedures according to DGCA requirements to
upkeep quality standard in airworthiness of aircraft, aircraft systems and components,
iii to identify hazards, undesirable conditions and areas requiring improvement,
iv to establish a safety policy for the organisation with good safety management system
taking into account human factors,
v to establish a system of quality assurance enabling adherence to the laid down
maintenance program and safety,
vi to ensure operational independence of the system, the auditors shall not be from the
same Maintenance Activity Centre and shall be appropriately trained in developing
competency in quality auditing skills and techniques. The auditors must abide by a
code of conduct to enhance the impartiality and independence,
vii to review the effectiveness of organisation procedures, policy and quality system.
Office of Chief of Quality (Quality Manager), AASL, New Delhi and its deputies at Kolkata and
New Delhi shall be responsible for Quality Audit.
3.1.4 PROCEDURE:
3.1.4.1 GENERAL
Quality Audits shall be performed by trained Quality Auditors:
To verify all activities are in accordance with the airworthiness standards.
To determine the effectiveness of the system in meeting the specified quality
objectives.
Doc No AASL/MOE/01
Section ±3.1
Issue - 1

3.1.4.2 QUALITY AUDIT PROGRAMME

The audit programme shall be planned to ensure that all elements of MOE are audited
at least once a year on rolling basis at Indian stations.
However, frequency of audit may vary in accordance with the volume/ scope of work/
number of audit findings.
An Audit Programme shall be published in the month of January each year.
The audit programme will include System/Process/ Procedure Audit and Product Audit
Quality audit programme shall cover following areas:
Line stations.
Contractors/ Subcontractors.
Suppliers.
Base Maintenance.
Overhaul Shops.
PRODUCTION PLANNING.
Stores.
Training.
Engineering activities.
Engineering facilities and resources.
All systems/ procedures covered under this MOE.
The Annual Audit Programme is displayed in the office of Chief of Quality (Quality Manager),
The Audit Programme must show the current compliance status.
3.1.4.3 AUDIT ACCOMPLISHMENT

Audits are planned by the Chief of Quality (Quality Manager) and carried out by the
nominated Auditors.
The planning includes scope of audit, the required basics of the audit and preparation of the
checklist. Audit checklist is developed to suit the need of each area. However, the scope of
audit may include aspects outside the check list based on the need as determined by the
Chief of Quality (Quality Manager).
Observations/ findings made during the audit will be recorded on an Audit Report Sheet.
The Auditors may refer the applicable CAR Part 145/ EASA Part 145/ FAR 145/ ISM for
audit compliance.
Doc No AASL/MOE/01
Section ±3.1
Issue - 1

3.1.4.4 DEFICIENCY & CORRECTIVE ACTION REPORT

Any non-conformance / findings noted during the audit is entered in the Audit Report.
The completed Audit Report is given to the person responsible for the area of audit. He is
responsible for ensuring that required corrective action is taken in the specified time frame.
The Auditee will be responsible to address the findings in the following manner:
i. Determine the root cause(s) of finding.
ii. Identification of potential hazards to activity.
iii. Development of correction and / or preventive action as applicable.
iv. Implement the corrective and or preventive action and review of its effectiveness.
2QFRPSOHWLRQRIHDFKVSHFLILFFRUUHFWLYHDFWLRQWKHDXGLWRUZLOODQQRWDWHWKH³DFWLRQWDNHQ´
report with details of the changes introduced to prevent further occurrence. Any areas of
conflict will be openly discussed with the Quality Manger (QM). The decision of the QM will
be final. However, if the Auditee is not satisfied with the decision, he may ultimately take the
matter up with the Accountable Manager. The decision of the Accountable Manager will be
binding on the Auditee.
The Chief of Quality (Quality Manager) is responsible for checking the completed report and
ensuring satisfactory compliance with each observation through follow up audit. The Auditor
shall annotate his acceptance on the Quality Audit Corrective Action report form.
Audit reports are forwarded to the QM for his review and comments.
While taking a corrective action by the Auditee, a root cause analysis must be done to
establish the cause of the audit finding and wherever necessary, a preventive action must
be put in place to ensure that the similar findings do not arise again in the same place or
other areas.
Audit reports are retained by the Quality Division and shall be used for reference purposes
at the next audit.
The quality audit report shall be reviewed at the Management Review Meeting. The
effectiveness and evaluation of corrective and preventive action will be monitored.
DEFINITIONS
Audit: The structured and objective assessment that determines the level of conformity with
specific standards.
Audit plan: A detailed programme of action for the implementation and completion of an
Audit.
Audit process: The entire course of proceedings and activities associated with an Audit.
Doc No AASL/MOE/01
Section ±3.1
Issue - 1

Best practice: A strategy, process, approach, method, tool or technique that is generally
recognised as being effective in helping an Maintenance Activity Centre to achieve operational
objectives.
Conformity: Fulfillment of specifications contained in standards or recommended practices

(which are documented and/or implemented)
Corrective action: The action(s) taken by the Maintenance Activity Centre to address and
eliminate recurrence of nonconformity to Standards.
Corrective Action Plan (CAP): The plan of an Maintenance Activity Centre to close a
Finding or Observation through implementation of comprehensive and permanent
corrective action.
Corrective Action Report (CAR): A document that describes each Finding and
Observation that results from an Audit, and provides a history of associated steps
implemented by the Maintenance centre and Auditor toward closure of the Finding or
Observation.
Documented: The state of an operational specification as being published and accurately

represented in a controlled document.
Finding: A documented statement based on factual evidence that describes

nonconformity with Standards.
Implemented: The state of an operational specification as being established, activated,

integrated, incorporated, deployed, installed, maintained and/or made available as part of
the operational system, and monitored and evaluated as necessary for continued
effectiveness.
Management system: The collective body of managers and other associated managerial
elements that provide for direction, oversight and control of an organisation.
Procedure: A specified way to carry out a process.
Process: A planned course of action that is implemented in a controlled manner to achieve

a result.
Programme: An organised set of processes directed toward a common purpose, goal or

objective.
Quality audit: A formal and structured process for assessing an organisation to determine
the level of compliance or conformity with specific recognised standards or requirements.
System: A combination of interacting or interrelated elements within an organisation

functioning in a coordinated manner to achieve desired outcomes.
Doc No AASL/MOE/01
Section ±3.2
Issue - 1

3.2 QUALITY AUDIT OF AIRCRAFT [REF. CAR145.A.65(c)]

3.2.1 PURPOSE:
The purpose is to describe the means by which the Organisation carries out the product audit,
which includes audit of aircraft/ engine/ component/ piece-part in order to assess the
effectiveness of the quality system and to determine whether corrective and preventive action
is required.
3.2.2 POLICY:
The audit programme shall ensure that the product of each Maintenance Activity Centre is
audited at least once in a year on rolling basis.
Office of Chief of Quality (Quality Manager), AASL, New Delhi and its deputies at Kolkata and
New Delhi shall be responsible for Quality Audit.
3.2.4 PROCEDURE:
3.2.4.1 GENERAL
Quality Audits shall be performed by trained Quality Auditors of Quality Division for the
purpose:
To verify all activities are in accordance with the airworthiness standards.
To determine the effectiveness of the system in meeting the specified quality
objectives.
3.2.4.2 QUALITY AUDIT PROGRAMME

The product audit programme shall be planned to ensure that the product of each
Maintenance Activity Centre is audited at least once in a year on rolling basis.
The number of products to be audited in each Maintenance Activity Centre shall be in
accordance with the volume and scope of work accomplished on a regular basis.
An Audit Programme shall be published in the month of January each year. to cover
following areas:
Line stations.
Base Maintenance.
The Annual Audit Programme is displayed in the office of Chief of Quality (Quality Manager);
The Audit Programme must show the current compliance status.
3.2.4.3 AUDIT ACCOMPLISHMENT

The product audit scope will be limited to random product sampling. The sample check of a
product means to witness any relevant testing and visually inspect the product and
associated documentation. The sample check should not involve repeat disassembly or
testing unless the sample check identifies findings requiring such action.
Doc No AASL/MOE/01
Section ±3.2
Issue - 1

Some audits shall be performed at nights to ensure that the maintenance personnel working
on aircraft / engine are following approved maintenance procedures, correct tools and
technical literature.
While conducting quality audit on aircraft undergoing scheduled maintenance check, the
quality auditor shall conduct audits in areas which are readily accessible, e.g. if an access
panel is removed for maintenance check, the audit officer may request that the panel be left
off until he has completed his survey that will not unduly slow the process of the hangar
check or cause any delay, unless aircraft safety and airworthiness are involved,
Respective divisional head shall ensure full co-operation to auditor
Auditor shall notify the respective divisional head of any defect/deficiency found during the
audit which requires immediate action; at the same time (for line aircraft before next flight),
he shall raise a written report.
3.2.4.1 DEFICIENCY & CORRECTIVE ACTION REPORT

Refer Section 3.1.4.1.
Doc No AASL/MOE/01
Section ±3.3
Issue - 1

3.3 QUALITY AUDIT REMEDIAL ACTION PROCEDURE [REF. CAR145.A.65(c)]

3.3.1 PURPOSE:
To lay down the procedure for prompt and suitable remedial actions and regular audit review.
3.3.2 POLICY:
Suitable and effective remedial actions shall be taken to correct non-conformance and prevent
recurrence.
The responsibility of ensuring suitability and efficacy of remedial measures taken to correct
and prevent non-conformances (NCs) lies with the GM (Engg.) of the respective base.
3.3.4 PROCEDURE:
3.3.4.1 GENERAL
NCs are classified as follows :
LEVEL 1 ±which lowers the safety standard and hazards seriously the flight
safety. Immediate action shall be taken to revoke, limit or suspend work in whole or
part until successful corrective action is taken.
LEVEL 2 ± which could lower the safety standard and possibly hazard the flight safety.
Full corrective action and re-compliance with the requirements shall be taken and
confirmed within 90 days of notification to Auditee.
Observations- which does not lower the safety standards and is not a hazard to flight
safety. Corrective action and re-compliance with the requirements shall be taken and
confirmed within 180 days of notification to Auditee.
All NCs are addressed to the GM (Engg.) of the concerned base who is responsible for
corrective / preventive actions.
A compliance time frame for corrective / preventive action can be mutually agreed
between Auditor and Auditee for Level 2 NCs, but not to exceed 90 days.
The GM (Engg.) of concerned Maintenance Base is responsible to ensure corrective /
preventive actions within the agreed date and feedback is sent to auditors on
prescribed format.
The Chief of Quality (Quality Manager), Delhi shall be referred to in case of any
disputes arising out of audit findings.
All NCs shall be discussed in Quality Review meeting.
3.3.4.2 REVIEW AND EVALUATION

Upon receipt of response from Auditee on corrective action taken, the relevant auditor shall
verify the adequacy of such action. Further review with the Auditee shall be required if the
corrective / preventive action is found inadequate or inappropriate.
Doc No AASL/MOE/01
Section ±3.3
Issue - 1

3.3.4.3 AUDIT CLOSURE

The NCs can be closed once the Lead Auditor is satisfied with corrective / preventive
actions taken are satisfactory and meet the intent of audit. All closed NCs are retained for a
period of two years.
3.3.4.4 QUALITY REVIEW MEETING
The review meeting shall be convened by Chief of Quality (Quality Manager) at intervals of
no greater than six months but more frequent if decided by the Accountable Manager.
Quality Audit Review Meeting shall normally be conducted in the months of January and
July. Attendance shall be compulsory. In the case of illness or leave a designee will be
appointed to attend the meeting.
The attendees shall include but not be limited to :
Accountable Manager or his representative.
Chief of Quality (Quality Manager)
General Manager (Engg.), Delhi
General Manager (Quality) Pax SBU ± or his representative.
The agenda for the meeting is distributed to attendees one week prior to the meeting. The
agenda shall include, but not be limited to the following:
Minutes of previous meeting.
Review of internal Audits.
Review of Audits of Contractor/ Subcontractor/ Supplier.
Review of audits carried out by external agency.
Effectiveness/ Evaluation of Corrective and Preventive Actions.
Feedback received from staff, training school.
Review of training syllabus including human factors.
Customer feedback.
Any other business
The Minutes of the meeting shall be communicated to all attendees and Divisional/ Sectional
In-charges for implementation in their areas. The summary of Quality Review shall be
communicated to all personnel for creating awareness.
Doc No AASL/MOE/01
Section ±3.4
Issue - 1

3.4 CERTIFYING STAFF QUALIFICATION AND TRAINING PROCEDURES

[REF. CAR145.A.30, 145.A.35]
3.4.1 PURPOSE:
To ensure appropriately trained and qualified personnel are available for Certification and
issue of Certificate of Release to Service (CRS) for aircraft / engines/ components. COC
holder qualification and training procedure is mentioned separately in Section 3.11.Refer to
Section 2.16 for Release to Service Procedures.
3.4.2 AIRCRAFT / COMPONENTS CERTIFICATION POLICY:

All aircraft / components certifications shall be performed under the approvals granted by
Chief of Quality (Quality Manager), AASL, Delhi. AMEs holding licence issued by DGCA shall
also use the approval no. granted by Quality Manager, while carrying out any aircraft /
components certifications and the privileges of certification shall always be as per the scope
of approvals granted.
For initial type training on an aircraft to be operated by Alliance Air, the Certifying staff
shall meet the age limit requirements as specified by the parent company NACIL from
time to time. They must possess basic licence (BAMEL) issued by DGCA in respective
categories and must possess RT licence for training in avionics stream.
All Certifying staff shall be provided with recurrent training as per D.G.C.A
requirements on aircraft operated by Alliance Air.
Suitable training (in-house or outside at DGCA approved / manufacturer facility) shall
be imparted and shall be in the form of Classroom Training and OJT (On the Job
Training). Simulator training may be utilised for this purpose.
Content of all type rated courses shall be approved by DGCA.
Training conducted by OEM or DGCA / EASA 147 / FAA Part 147 Approved Training
Establishments shall be acceptable. Training must include an OJT.
The training needs in terms of number of engineers required to be trained in various
categories shall be determined by Chief of Quality (Quality Manager), Delhi for all types of
aircraft operated by Alliance Air.
3.4.4 PROCEDURE:
3.4.4.1 AIRCRAFT MAINTENANCE
3.4.4.1.1 Qualification
Licence in appropriate category for issue of authorization.
BAMEL in appropriate category for issue of approval.
3.4.4.1.2 Type Training
Type training will be provided at a DGCA Approved Training Establishment / manufacturer
facility commensurate with the scope of authorisation. Content of training modules,
duration, examination format and pass percentage etc is given in the Engineering Training
Manual. For the purpose of appearing for an oral cum practical test for AME licence
examination, such training shall be valid for a period of three years.
Doc No AASL/MOE/01
Section ±3.4
Issue - 1

3.4.4.1.3 Experience Requirements for issue of Authorisation / Approval
For Limited scope Authorisation / Approval:

i. Minimum One-month experience on the type of aircraft (including 7 transit checks
under the guidance of type rated AME licence / authorization holder on the type of
aircraft) after completion of approved training at DGCA approved training facility
including practicals. This limited scope of Authorisation / Approval may include
refuelling and transit checks at main base without involving any snag rectification,
component replacements or invoking of MEL.
For enhancement in scope of Authorisation / Approval
i. To include inspection upto layover check, minor snag rectification (without involving
component replacement) and invoking of MEL (not requiring any maintenance
action), minimum 3 months maintenance experience at main base is required on
the type of aircraft on which initial / limited approval is granted.
ii. Additional 3 months maintenance experience (over and above the requirements
mentioned in para i. above) shall be required for further enhancement in scope of
approval to include upto 100 hrs. inspection, snag rectification with component
replacements and invoking of MEL including the compliance of requirements to
carry out any maintenance action prior to release of aircraft under MEL.
iii. For full scope authorisation/approval, total twelve months experience is required on
the type of aircraft, after completion of DGCA approved training course including
practical training. Minimum 3 months should be the recent experience on the type of
aircraft, out of total 12 months experience for considering grant of full scope
authorisation/approval.
iv. Further experience requirement for any special/additional inspections, will be
decided by the Chief of Quality (Quality Manager), AASL, Delhi, depending upon
the extent of additional scope of approval / authorisation required to be issued.
7KHVH UHTXLUHPHQW PD\ LQFOXGH DW OHDVW WZR ³$ FKHFNV´ FDUULHG RXW XQGHU WKH
supervision of an appropriately qualified AME after Type Training.
v. Certifying staff may acquire concurrent experience on different type of aircraft
operated by AASL / NACIL depending upon availability of aircraft at their place of
posting and opportunities available to them for acquiring such experience.
3.4.4.1.4 Oral cum Practical Test for issue of authorisation / approval
Following successful completion of training, Certifying staff is required to undergo an oral
cum practical test conducted by a board constituted by Quality Manager and consisting of
following members
1) Chief of Quality (Quality Manager), AASL Delhi - Chairman
2) Chief of Maintenance or his nominee - Member
3) The respective trade Manager from NACIL(I) - Member.
The oral cum practical test may also include practical on Aircraft.
NOTE: Panel for conducting oral cum practical test for initial issue of any authorisation /
approval on an aircraft may include a representative of DGCA for which a request shall be
Doc No AASL/MOE/01
Section ±3.4
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made to regional DAW office at least 7 days in advance. However it is the prerogative of
DGCA to nominate their representative.
3.4.4.1.5 Initial Licence by DGCA
Initial licence for the respective category (A, C, E, I, R or V) is issued by DGCA for which
applications of all eligible candidates from AASL for oral cum practical examinations will
be submitted to DGCA by Chief of Quality (Quality Manager), Delhi.
The Examination shall be conducted at the main base.
3.4.4.1.6 Authorisation / Approval
AME Licence holder may be issued authorisation / approval by Chief of Quality (Quality
Manager, AASL, Delhi) or his nominee on similar type of aircraft in the respective category
of licence to meet the immediate requirements of certifying staff. However, the initial
approval issued on any aircraft shall not include snag rectification and component
replacement. The scope of approval may be enhanced subsequently after acquiring
minimum 3 months maintenance experience on the type of aircraft on which initial
approval was granted.
Note: - In case of new Aircraft when the authorisation is issued by DGCA and the scope of
ZKLFK LV HTXLYDOHQW WR WKH $0(¶V /LFHQFH WKH VDPH VKDOO EH VXEVHTXHQWO\ HQGRUVHG RQ
the licence in appropriate category after the Certifying staff has gained requisite practical
experience on the aircraft type.
Type rating endorsement on the AME licence is the prerogative of DGCA.

3.4.4.1.7 Limited Scope Authorisation to AME Holding License Endorsement
AME who are holding licence endorsement by DGCA may be issued limited scope
authorisation:
On similar aircraft type, up to Weekly Inspection, including minor defect rectification,
Wheel/Brake change and MEL invoking, provided they satisfy type training and
experience requirement for limited scope authorisation. (Refer Sections 3.4.4.1.2 and
3.4.4.1.3).
On equivalent aircraft type, up to Layover Inspection in line maintenance and
outstations without privilege of snag rectification and MEL/CDL release without
maintenance action provided they satisfy type training and experience requirement for
limited scope authorisation. (Refer Sections 3.4.4.1.2 and 3.4.4.1.3).
3.4.4.1.8 One-off Release to Service Authorisation for Aircraft
In the event of diversion of aircraft to a station where appropriate AME is not available:
Pilot in Command holding a valid ALTP and have carried out 7 walk around
inspections in association with qualified AME on the type aircraft, can be issued
authorisation to carry out walk around and transit check inspection provided NIL defect
is reported and/or there is no requirement of invoking/continuation of MEL/CDL. This
authorisation shall be issued by Chief of Quality (Quality Manager), AASL, Delhi for all
type of aircraft operated by Alliance Air.
In case of any defect reported, refer Section 2.16.4.7 for procedure for issue of one off
release authorisation.
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3.4.4.2 BOROSCOPE INSPECTION

3.4.4.2.1 Qualification
Basic qualification: AME having Licence/Approval in appropriate category.
3.4.4.2.2 Training
Specific boroscope training and specific engine construction will be provided by OEM or
DGCA approved training organisation.
3.4.4.2.3 Experience
One year experience in maintenance (Aircraft/ Engine/ Component).
For Engines, the candidate should have associated with at least 6 Boroscopic
Inspections under the supervision of an appropriately approved Inspector / AME
For Airframe and Components, the candidate should have associated with relevant
Borescopic Inspection under the supervision of an appropriately approved
Inspector / AME.
3.4.4.2.4 Oral cum Practical Test
Following successful completion of training, AME is required to undergo an oral cum
practical test conducted by a board constituted by Quality Manager and consisting of
following members:
i Chief of Quality (Quality Manager), AASL, Delhi -Chairman

ii Chief of Maintenance or his nominee - Member
iii The respective trade Manager from NACIL(I) - Member.
The oral cum practical test may also include practical on Engine/ Component.
127( %RURVFRSH LQVSHFWLRQ RI HQJLQHV LQ $$6/ VKDOO QRW EH FRYHUHG E\ &DWHJRU\ µ&¶
Licence holders. Boroscope inspection of engines shall be carried out by persons
specifically approved for this purpose. However, in exigencies, at out stations where the
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appropriate rating may carry out boroscope inspection after obtaining prior approval of
RAO of the region where the aircraft is based through Chief of Quality (Quality Manager),
AASL, Delhi.In such cases, a repeat boroscope inspection shall be carried out on arrival of
aircraft at base by an appropriately Approved person.
NOTE: Panel for conducting oral cum practical test for initial issue of any authorisation
includes a representative of DGCA.
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3.4.4.3 SPECIFIC TASKS APPROVAL

Persons holding BAMEL in appropriate category and already having approvals to certify
specific tasks will continue to hold the respective approvals. These approvals may include
specific inspection/repair/testing as mentioned in the scope of the respective approvals.
3.4.4.4 CONTINUAL TRAINING

All AMEs/Authorised Persons/ Approved Persons shall be provided with continual training
once in every two years. It shall be of sufficient duration as approved by the DGCA. It is the
responsibility of the respective departmental managers that their AME/Authorised Persons/
Approved Persons undergo the continual training.
The contents of the continuation training shall be reviewed once in every 2 years and
updated.
The continuation training includes changes in Technology e.g., various modifications on the
aircraft (SBs, ADs), peculiar snags, Wiring related defects, incidents, Technical circulars,
Maintenance tips and relevant quality audit findings.
It also includes changes in organisation and human factors.
3.4.4.5 VALIDITY OF APPROVAL / AUTHORISATION AND THEIR RENEWAL

i)Authorisations issued by Chief of Quality, (Quality Manager), AASL, Delhi will normally be
valid for a period of 12 months or upto 31st December of the year in which approval is
granted. Renewal shall be done for a period of 12 months starting from 1st January.
Authorisations shall be renewed by Chief of Quality, (Quality Manager), AASL, Delhi

provided the certifying personnel fulfill the following criterion:
+ROGHU¶VOLFHQVHUHPDLQVFXUUHQW
The holder has exercised the privileges for at least 3 months in the preceding one
year in a satisfactory manner.
The holder has been medically examined and has been declared medically fit.
The holder has undergone the refresher training in the preceding 24 months.
ii) Approvals issued by Chief of Quality, (Quality Manager), AASL, Delhi will be valid for a
period of 12 months from the date of issue and shall be renewed annually.
Approvals shall be renewed by Chief of Quality, (Quality Manager), AASL, Delhi provided
the certifying personnel fulfill the following criterion::
The holder has exercised the privileges for at least 3 months in the preceding one
year in a satisfactory manner.
The holder has been medically examined and has been declared medically fit.
The holder has undergone the refresher training in the preceding 24 months.
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3.4.4.6 Additional approval / authorisation issued by Chief of Quality, (Quality Manager),

AASL, Delhi shall be endorsed in the approval / authorisation booklet.
3.4.4.7 SUSPENSION/ WITHDRAWAL OF CERTIFICATION PRIVILEGES:

Authorisation/Approval may be suspended/withdrawn (temporarily or permanently) as a whole
or in part by Chief of Quality, (Quality Manager), AASL, Delhi, under following circumstances:
As per advise from DGCA, Quality Audits, Investigation results etc.
Not having undergone appropriate Continual Training
Actual relevant experience requirements not fulfilled.
,QFDVHWKH$XWKRULVDWLRQKROGHU¶VOLFHQVHLVZLWKGUDZQE\'GCA.
In case if the employee ceases to be on the payroll of the organization.
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PDLQWHQDQFH¶ PHDQV WKDW WKH SHUVRQ KDV ZRUNHG LQ DQ DLUFUDIW RU FRPSRQHQW
maintenance environment and has either exercised the privileges of the authorisation
and/or has actually carried out maintenance on at least some of the aircraft type
systems specified in the particular authorisation in any consecutive two year period.
Restoration of Authorisation/ Approval shall be done by Chief of Quality, (Quality
Manager), AASL, Delhi, after satisfying himself that the conditions that led to the
suspension no longer exist.
If necessary, the concurrence of the DAW of the respective region should be obtained prior
to restoration.
DGCA shall be promptly informed about such suspension/ withdrawal/ restoration giving
relevant details thereto.
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Section ±3.5
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3.5 CERTIFYING STAFF AND SUPPORT STAFF RECORDS [REF. CAR145.A.35 (j)]
3.5.1 PURPOSE:
To ensure proper compilation, maintenance and administration of AME records viz
qualification, experience, training, licences, authorisations/ approvals, etc.
3.5.2 AIRCRAFT / COMPONENTS CERTIFICATION POLICY:

All aircraft / components certifications shall be performed under the approvals granted by
Chief of Quality (Quality Manager), AASL, Delhi. AMEs holding licence issued by DGCA shall
also use the approval no. granted by Quality Manager, while carrying out any aircraft /
components certifications and the privileges of certification shall always be as per the scope
of approvals granted.
The records for all approvals issued shall be maintained by the office of chief of Quality
(Quality Manager), AASL, Delhi. Access to these records shall be limited and controlled by
3.5.4 PROCEDURE:
This procedure applies to the records of all AME including COC holders.
The details of certifying personnel will be kept at locations as decided by the Chief of Quality
(Quality Manager). Master copies having consolidated record of all AME shall be kept in
Quality and Engineering Training Divisions. Each shop and Maintenance Activity Centre will
keep a list pertaining to AME working in that shop/Maintenance Activity Centre. The records
shall be kept in a secure place to prevent un-authorised access.
AME records shall contain following details of each staff:
a. Name
b. Date of Birth
c. Basic Training
d. Type Training
e. Continuation Training
f. Experience
g. %DVLF$LUFUDIW0DLQWHQDQFH(QJLQHHUV¶/LFHQFH%$0(/1R
h. Qualifications Relevant to Authorisation/ Approval.
i. Scope of Authorisation/ Approval.
j. Date of First Issue or Renewal of Authorisation/Approval and the Expiry Date
k. Copy of Individual License/ Authorisation/ Approval.
l. Identification Number of the Authorisation.
m. Application Form.
n. Specimen signature (Full and Initials).
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Each person holding a Authorisation/ Approval will be issued with an authorisation document
whereby the scope of his authorisation/ approval is clearly detailed by the use of codes. The
document contains an interpretation of these codes.
These records and copies of the authorisation document will be kept for a minimum of two
years after the withdrawal of the authorisation or upon cessation of employment of
organisation.
The Quality Division holds the above details in a separate file.
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Section ±3.6
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3.6 QUALITY AUDIT PERSONNEL [REF. CAR145.A.30 (e)]
3.6.1 PURPOSE:
To outline the qualification, experience and training requirements of the audit personnel to
ensure the independence and uniformity of all quality audits carried out by the organisation.
3.6.2 POLICY:
The independence of quality auditors shall be maintained.
The Chief of Quality (Quality Manager) is responsible to nominate qualified auditors, who shall
be engaged to perform the quality audits of the Engineering and Maintenance organisation.
3.6.4 PROCEDURE:
The Chief of Quality (Quality Manager) is responsible for nominating auditors to carry out
quality audits on all applicable activities in accordance with the Quality Audit Programme. The
independence of audit shall be established by always ensuring that audits are conducted by
personnel not responsible for function, procedure and products being checked. The audit
personnel shall have displayed an adequate level of knowledge of maintenance activities and
an aptitude for audit.
The Qualification, Experience and Training requirements of the Quality Auditors are given
below:
3.6.4.1 PERSONAL ATTRIBUTES

All auditors must possess certain personal attributes that contribute to successful
performance of audit. Such personal attributes include following:
a) Ethical in conduct.
b) Objective, fair and impartial in applying judgment.
c) Tenacious, persistent, focused on objective.
d) Observant of physical surroundings and activities.
e) Analytical and logical.
f) Mastery of interview.
3.6.4.2 QUALIFICATION
Graduate Engineer or Licence/ Authorisation/ Approval Holder.
3.6.4.3 EXPERIENCE
Must have minimum of 10 years experience in Maintenance activity.
Conversant with the NACIL history and its operation
Full appreciation of Quality Auditing covering Engineering, Maintenance, Planning,
Material, Overhaul workshops, welding, NDT processes, stores, documents, Technical
manuals.
Understanding of regulations such as CAR, FAR, EASA, IOSA, ICAO etc.
Have attended an appropriate, recognised auditing course, which concluded with a
successful pass.
The senior most auditor (having an experience of at least five audits) shall be the Lead
Auditor.
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Lead Auditors require additional skills in leadership that enhance the performance of the
Audit Team. Skills in this area include:
i. planning the audit and making effective use of resources during the audit;
ii. representing the audit team in communications with the auditee;
iii. organising and directing audit team members;
iv. leading the audit team to reach audit conclusions;
v. preventing and resolving problems and conflicts;
vi. preparing and completing the audit reports.
3.6.4.4 TRAINING
a) INITIAL
Must have undergone Auditor Training Course conducted by Agencies accredited by
ISO/IOSA/ IATA/ FAA/ EASA/ DGCA. The syllabus shall have minimum of following
elements.
Quality Management Principles.
Types of audit.
Audit Activities and Process.
Quality Management Audit Techniques.
Analysis Process.
Skill Test
b) REFRESHER
All auditors shall undergo a refresher training course if he has not carried out at least
two audits in the preceding six months.
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Section ±3.7
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3.7 QUALIFYING INSPECTORS [REF. CAR145.A.30 (e) (f)]
AASL currently does not have a policy for qualifying inspectors.

For personnel involved in Required Inspection Items-Refer Section 2.23: Control of Critical
Tasks.
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Section ±3.8
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3.8 QUALIFYING MECHANICS (TECHNICIANS) [REF. CAR145.A.30 (e)]
3.8.1 PURPOSE:
To ensure that Technicians are given relevant and appropriate orientation and task trainings
prior to their working on the aircraft/engines/components.
3.8.2 POLICY:
Only appropriately trained and qualified Technicians shall be allowed to work on
aircraft/engines/components.
The responsibility of giving adequate training rests with individual Maintenance Activity Centre
In-charge.
3.8.4 PROCEDURE:
After recruitment, Technicians are provided with orientation and familiarisation trainings
including Human Factors.
New employees who have completed the basic training and are working for the first time in
maintenance or workshop will be accompanied and supervised during the introduction period
by a qualified person. This will assure that only appropriately trained and qualified personnel
work independently. Specific classroom and on the job training will assure that qualified
personnel is available for all functions or specialists from the workshops may be called to
perform certain special work.
3.8.5 DUTIES AND RESPONSIBILITIES OF TECHNICIANS:

1. Executes work on Aircraft and / or equipment thereof, workshop equipment and all other
types of equipment owned and / or operated and/or handled by AASL and / or carries out
similar work entrusted to AASL by outside agencies.
2. Executes work on Aircraft and / or equipment thereof as per maintenance / overhaul /
repair work packages issued from time to time, and / or as directed, and does related
paper work as assigned by AME.
3. To repair, overhaul, fabricate and manufacture any component, or components thereof as
per directions and / or drawings.
4. To draw, supply of units, spares, tools, jigs etc., from the Stores and to carry out related
paper work as assigned by AME.
5. To attend to departures and arrivals of the Aircraft and to attend to related duties including
paper work as assigned by AME. Also to use fire fighting equipment etc., in case of
emergency.
6. Movement of Aircraft and equipment thereof, other equipment etc., to the place of work in
the workshops, tarmac, hangar or vice-versa.
7. To ensure up-keep and maintenance of individual tool kit and other equipment, tools etc.,
under his charge.
8. To ensure that safety devices are not infringed with.
10. To nurture team spirit amongst his co-Technicians.
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Section ±3.8
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11. To undertake flying duties and outstation postings as and when required.
12. To wear protective clothing / uniform & identity badge while on duty, as provided by AASL.
13. To bring to the notice of his superiors any incident / accident or any abnormality observed
during the course of his duties.
14. To accept flexibility in deployment on type & place of work assigned to him as and when
required.
15. To carry out such other duties as assigned to him from time-to-time by his superiors.
3.8.6 INSPECTOR ± STORES:

(CAR 145.A.30 (e) (h) (g) (h), CAR 145.A.35, CAR 145.A.65 ( C ) CAR 145.A.70 )
1. Follow quality and safety standards as set forth in the MOE.
3. Acquaint with current regulatory requirements.
4. Ensure approval issued by GM-Quality of respective SBU is kept current.
5. Allocation of work in the assigned area to Technicians and supervising work progress to
ensure compliance of airworthiness, quality control, safety standards and laid down
procedures and for timely job completion.
6. Inspection and certification within the scope of Approval/Certificate of Competency held, of
work in the assigned area/s work/testing as per laid down schedules.
7. Ensuring completion of documents related to the inspection and certification in the
assigned area/s of work.
8. Defect Investigation, and Life Development Programmes to the extent required / assigned.
9. Compliance of approved and standard practices in the assigned area/s of work.
Adherence to safety standards/precautions.
10. Computer application in work and work methods
11. Inspection of incoming new / repaired parts, from outside agencies, for accuracy of
specifications, validity of certificates, transit damage and certifying Stores Acceptance for
OK items and quarantining otherwise.
12. Monitor and control of shelf life of aircraft spares and materials held in various stores.
13. Stores inspection to check calibration and testing of various test equipments held in
Maintenance / Overhaul stores.
14. Inspection of Bonded, Quarantine, Redundant, Dangerous commodity and inflammable
goods store-houses.
15. Periodic inspection of material and spares held in Aircraft Flight Kit.
16. Certification of Stores Acceptance Tag, STAC and Quarantine Labels.
17. Cooperate/participate in internal and external Audits proactively.
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Section ±3.9
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3.9 AIRCRAFT OR AIRCRAFT COMPONENT MAINTENANCE TASKS PERIODICITY

EXTENSION PROCESS CONTROL [REF. CAR145.A.50 (e), 145.A.65 (b)]
3.9.1 PURPOSE:
To provide control on granting of authorisation for deviation or extension to aircraft or
component maintenance program.
3.9.2 POLICY:
Deviation from the Maintenance Program shall be requested by line and base maintenance
manager to DAW, subject to the condition that no tasks related to ADs, CMR, ALI or ETOPS
are affected and the scheduled maintenance tasks can not be accomplished within the
stipulated time due to operational exigencies or non availability of required components.
The authority for grant of authorization shall be with the office of DAW and it shall be the
responsibility of Line & Base Maintenance Manager to seek and obtain such extension from
the regulatory authority well in time.
3.9.4 PROCEDURE:
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approved aircraft maintenance program.
NOTE: Before an extension is requested it should be ensured that all possible means of
compliance have been reviewed and extension is considered necessary.
Application for extension on checks shall be made by the Production Planning to the Line &
Base Maintenance Manager. If extension involves extension of scheduled maintenance
check, then the Production Planning shall ascertain that the task related to CMR, AD, ALI and
life limited parts replacement is not due with in that period.
The Line & Base Maintenance Manager will evaluate the requirement projected by production
planning for seeking any extension on schedule checks on aircraft / components. For any
extension considered necessary by Line and Base maintenance manager, NTO from
manufacturer shall be obtained and thereafter request shall be submitted to DAW office for
their concurrence.
Such request shall be submitted well in advance so that the same can be properly evaluated
before accepting the request.
All requests made for any extension in schedule maintenance program for aircraft /
component shall be serially numbered and controlled by Production Planning. The original
copies will be in the custody of Production Planning.
Production Planning shall ensure that the conditions of extensions are fulfilled within the
specified time.
ETOPS tasks shall not be exceeded in the normal course. However, If any extension in
ETOPS related tasks is obtained then the aircraft status has to be downgraded to non-ETOPS
status. Once the Line & Base Maintenance Manager obtains the extension, then Production
Planning shall reschedule the tasks accordingly. Whenever extension is obtained for a
scheduled maintenance check then the next check due shall be computed without reckoning
the extension period.
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Section ±3.10
Issue - 1

3.10 &21&(66,21&21752/)25'(9,$7,21)52025*$1,6$7,21¶6
PROCEDURES [REF. CAR 145.A.70(a)]
3.10.1 PURPOSE:
To regulate the issue of dispensation for deviation from organisation procedures.
3.10.2 POLICY:
Deviation from organisation procedures shall be allowed only if it is not at variance to any
regulatory, MOE, OEM or safety requirements.
Deviation from MOE / organisation procedures: Chief of Quality.
Deviation from technical procedures: Maintenance In-charge
3.10.4 PROCEDURE:
3.10.4.1 PERMANENT DEVIATIONS
In general, permanent changes of existing procedures have to be requested at the
Maintenance Activity Centre responsible for subject procedure. The responsible
Maintenance Activity Centre shall initiate the change. The revised procedure will undergo an
internal process of rule-making. There is an assigned person in each area which is
responsible for adequate distribution of these proposals within its area. After the rule-making
process the revised procedure will be published and the concerned personnel will be
instructed accordingly.
3.10.4.2 TEMPORARY DEVIATIONS

Temporary deviations from administrative maintenance instructions may be requested by
the Maintenance Activity Centre responsible for compliance of subject administrative
maintenance instruction. This might be necessary to assure continued maintenance until a
permanent approval can be received.
Temporary deviations must be documented, stating the reason and must be duly signed by
the responsible person. The intent of the original instruction must be maintained.
3.10.4.3 TECHNICAL DEVIATIONS

Where a concession against technical procedures or requirements is necessary, the Line &
Base Maintenance Manager shall first obtain NTO from manufacturer and thereafter apply
for written approval from DAW for aircraft, system or equipment to continue in service until a
permanent repair, rectification or replacement is carried out, with the use of an EO or
Maintenance Concession (MC).
- An EO sanctions minor repairs, defects and system deficiencies.
- An EO may be used to allow alternative fitting of equipment or parts.
- A MC may be used to allow an aircraft to ferry under special requirements back to a Repair
Station for a final Repair or rectification of the defective system under close monitoring by
Line and Base maintenance manager.
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Section ±3.10
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3.10.4.4 RECORD CONTROL

Appropriate records of permanent and temporary deviations are on file at the Maintenance
Activity Centre responsible for the approval of subject deviation and a copy with the Chief of
Quality.
Note: The above mentioned procedures are not allowed to deviate from procedures
complying with DGCA/ National Aviation Authorities regulations where such
deviations must be approved by the DGCA/ relevant National Aviation Authority.
Doc No AASL/MOE/01
Section ±3.11
Issue - 1

3.11 QUALIFICATION PROCEDURE FOR SPECIALISED ACTIVITIES [CAR145.A.30(f)]
At present, all specialized activities are being performed with the help of parent company
NACIL. However, as and when Alliance Air plans to carry out specialized activities on its own,
then following shall apply.
3.11.1 PURPOSE:
To briefly describe the qualifying procedure for personnel engaged in specialised activities
such as NDT and Welding.
3.11.2 POLICY:
Personnel engaged in specialised services, shall be imparted special training by the
manufacturer /National Institute/ OJT in accordance with their assigned function.
Chief of Quality (Quality Manager) shall be authorized for issue of approvals for personnel to
be engaged in specialized activities such as NDT and Welding etc.
3.11.4 PROCEDURE:
It covers X-ray Radiography, Gamma Ray Radiography, Ultrasonic, Eddy Current,
Fluorescent Particle Inspection and Magnetic particle inspection used for Non-Destructive
Testing of Airframe, engine, APU and their accessories and parts.
It also includes the qualification procedure for carrying out NDT, welding etc.
3.11.4.1 ISSUE OF CERTIFICATE OF COMPETENCY (COC)

The COC is issued by DGCA. The Age, Qualification, Experience, Skill and Medical standards
VKDOOEHDVSHU&$5VHULHVµ/¶SDUW;,9
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Section ±3.12
Issue - 1

3.12 &21752/ 2) 0$18)$&785(5¶6 $1' 27+(5 0$,17(1$1&( :25.,1*

TEAMS [REF. CAR145.A.65 (b)]
3.12.1 PURPOSE:
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company or customer aircraft, so as to conform to the standards and requirements of DGCA
India, and other relevant Aviation Authorities.
3.12.2 POLICY:
$Q2(0¶VRURWKHUPDLQWHQDQFHZRUNLQJWHDPSHUIRUPLQJDQ\ZRUNDWDQ\ORFDWLRQRI$$6/
facilities or at a Line Station shall have CAR 145 approval or an equivalent approval with
appropriate ratings for the work to be accomplished.
Scope of work and contract: Production Planning.
Oversight: Chief of Quality
3.12.4 PROCEDURE:
This procedure applies whenever aircraft or component maintenance/ modification is
performed by the manufacturers and other maintenance working teams.
For AASL aircraft/engine/component a formal written maintenance contract shall be executed
between AASL and the contractor (Manufacturer or other outsourced party).
For customer aircraft/engine/component, AASL shall obtain a copy of maintenance contract
executed by the customer and manufacturer/outsourced party.
All such work will be coordinated and monitored by respective SBU who will provide
necessary maintenance support including manpower, facilities and equipments.
The contract should be very specific in terms of the following:
i Scope of work by the working team ;
ii Scope of work by AASL.
iii Responsibilities of Working team with regards to providing access and final inspection
and / or close up ;
iv Issue of final maintenance release ;
v Documents to be certified ;
vi ,Q FDVH RI D ZRUNLQJ WHDP RWKHU WKDQ WKDW RI WKH 2(0¶V QHFHVVDU\ &$5 RU
equivalent approval shall be obtained for work scope and personnel.
Respective Chief of Quality shall brief all working parties regarding company procedures and
ensure compliance of regulatory requirements, contract requirements with regard to tooling,
materials, drawings and approved personnel.
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Section ±3.12
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7KH 2(0¶V ZRUNLQJ WHDP VKDOO FRPSULVH RI DSSURSULDWHO\ DSSURYHG DQG FHUWLILHG SHUVRQQHO
They shall execute the work in accordance with approved manuals and other technical
publications using approved materials.
7KH 2(0¶V ZRUNLQJ WHDPV VKDOO FHUWLI\ WKH WDVNV DFFRPSOLVKHG RQ SUHVFULEHG IRUPV LQ
accordance with their NAA requirements and AASL AME shall issue the CRS after all the
work is completed.
Production Planning shall ensure all work order requirements and contractual matters are
fulfilled and shall raise work order for the work requirement.
Stores shall ensure that all equipment and parts fitted by outside contractor personnel are
released to the company on ARC, and that the incoming documentation must show serial
numbers of units supplied, if applicable.
Where an installation is to be broken down to enable work to be satisfied, a breakdown record
must be agreed with the Chief of Quality (Quality Manager).
AASL AME shall ensure that on completion of work all serial numbered units which are
SURYLGHGE\WKH2(0¶VUHSUHVHQWDWLYHDQGILWWHGE\WKHZRUNLQJWHDPDUHUHIOHFWHGLQWKH:RUN
Package cross referenced to CRS.
AASL AME shall ensure that all the checks, when carried out are reflected in CRS. Any
applicable restrictions/exemptions must be recorded.
AASL AME in conjunction with Stores shall ensure that if any defective items of avionics or
other equipment are returned to the manufacturer, the appropriate transfer documentation is
completed. After re-certification the item must be re-released to AASL as fully serviceable
item. Technical Records shall keep records of all tasks carried out by PDQXIDFWXUHU¶VWHDP
Doc No AASL/MOE/01
Section ±3.13
Issue - 1

3.13 HUMAN FACTORS TRAINING PROCEDURES [REF. CAR145.A.30 (e), 145.A.35 (d)]
3.13.1 Purpose:
3.13.1.1 To detail procedures on human factors training.

3.13.1.2 This procedure shall be applicable to maintenance personnel,
Production Planning and Engineering Training Division.
3.13.2 Definition:
3.13.2.1 Human Factors:
Principles which apply to aeronautical design, certificatin, training,

operations and maintenance and which seek safe interface between
human and other system components by proper consideration of
human performance.
3.13.2.2 Human Performance:
Human capabilities and limitations, which have an impact on the safety

and efficiency of aeronautical operations.
3.13.3 Procedures:
3.13.3.1 The Quality Manager through Chief Manager,

Engineering Training, NACIL, Delhi / Kolkata shall
schedule human factors training at least once every two
years for certifying and non-certifying maintenance staff.
3.13.3.2 This training can be merged with the continual training

for certifying staff.
3.13.3.3 The human factors training can be split into two courses
(internal and external) seminars, class room sessions
with case studies etc so that the certifying and non-
certifying staff get enough exposure and training to
perform their duty correctly.
3.13.3.4 The maintenance organization may combine, divide,

change; the order of any subject of the syllabus to suit its
own needs, so long as all subjects are covered to a level
of detail appropriate to the personnel.
3.13.3.5 Wherever possible, practical illustrations and examples

like accident and incident reports etc. may be used.
3.13.3.6 The syllabus may include the following:

a. General introduction to human factors.
a.i. Need to address human factors.
Doc No AASL/MOE/01
Section ±3.13
Issue - 1

a.ii. Statistics.
a.iii. Incidents and accidents.
b. Safety Culture/Organizational Factors.
c. Human Error:
c.i. Error model and theories.
c.ii. Types of errors in maintenance tasks and
implications.
c.iii. Violations.
c.iv. Avoiding and managing errors.
c.v. Human reliability.
d. Human Performance and Limitations:
d.i. Vision.
d.ii. Hearing.
d.iii. Information Processing.
d.iv. Attention and perception.
d.v. Situational awareness.
d.vi. Claustrophobia and physical access.
d.vii. Motivation.
d.viii. Fitness and health.
d.ix. Fitness and health
d.x. Stress.
d.xi. Fatigue
d.xii. Work load management.
d.xiii. Complacency/Repetitive tasks.
d.xiv. Alcohol, medication, drugs.
e. Environment:
e.i. Peer pressure.
e.ii. Time pressure and deadlines.
e.iii. Work load.
e.iv. Shift work.
e.v. Noise and fumes.
e.vi. Illumination.
e.vii. Climate and temperature.
e.viii. Motion and vibration.
e.ix. Hazards in work place.
e.x. Complex systems.
e.xi. Lack of man-power.
e.xii. Distractions and interruptions.
f. Procedures, Information, Tools and Practices:

f.i. Visual inspection.
f.ii. Work logging and recording.
f.iii. Procedure ± practice / mismatch / norms.
f.ix. Technical documentation ± access and
quality.
g. Communication:
g.i. Shift / Task hand over.
Doc No AASL/MOE/01
Section ±3.13
Issue - 1

g.ii. Dissemination of information.

g.iii. Cultural differences.
h. Team Work:
h.i. Responsibility.
h.ii. Management Supervision and leadership.
h.iii. Decision making.
i. Professionalism and Integrity:

i.i. Keeping up to date (Current).
i.ii. Error provoking behavior.
i.iii. Assertiveness.
j. Organisation Human Factors Program:

j.i. Reporting errors.
j.ii. Disciplinary policy.
j.iii. Error investigation.
j.iv. Feedback.
j.v. Action to address problems.
The Quality Assurance will audit adherence to

above procedures.
3.13.4 Responsibility: Chief Manager, Engineering Training, NACIL, Delhi / Kolkata
Doc No AASL/MOE/01
Section ±3.14
Issue - 1

3.14 COMPETENCE ASSESSMENT OF PERSONNEL [REF. CAR145.A.35 (f)]

3.14.1 PURPOSE:
To establish a procedure for assessment of competence of personnel.
3.14.2 POLICY:
Competence assessment of all personnel involved in maintenance and related support
activities, management and quality auditing of aircraft/ engines/ components shall be
accomplished in accordance with AASL policies.
Chief of Quality (Quality Manager) have the responsibility to ensure that the personnel
working in their respective areas are assessed for competence for the work being performed.
3.14.4 PROCEDURE
The qualification, training and assessment of personnel shall be decided based on
SHUVRQQHO¶VDUHDRIZRUN
The respective Maintenance Activity Centre in-charges will assess the personnel qualification
and experience for the area of work before assigning independent work.
The training shall be commensurate with scope of work. The detailed training curriculum is
given in Engineering Training Manual approved by Chief of Quality.
<HDUO\DVVHVVPHQWVKDOOEHFDUULHGIRULQGLYLGXDOVDVSHU$$6/¶V$QQXDO$SSUDLVDO3URFHGXUH
which shall also include assessment of technical competence in the respective areas.
During the annual appraisal interview, the tasks and the competences will be assessed
accordingly and recorded.. Necessary actions will be defined and appropriately recorded,
which will be used consequently for the following annual appraisal.
3.14.4.1 AME
All AMEs/ Inspectors are to be assessed for their competence, qualification and capability to
carry out their intended certifying duties prior to the issuing or re-issuing of a CAR 145
Certification Authorisation.
Doc No AASL/MOE/01
Section ±4.1
Issue - 1

Part ± 4 Contracted Operators Page - 1
4.1 CONTRACTED OPERATORS [REF. CAR145.A.70 (a) 16]

4.1.1 PURPOSE:
To provide control over maintenance work, technical and documentation support to
customers/ operators.
4.1.2 POLICY:
AASL shall have a Service Level Agreement (SLA)/ contract agreement executed with each
customer/ operator for whom AASL performs maintenance functions.
7KHZRUNVKDOOPHHWWKHFXVWRPHU¶VRSHUDWRU¶V1$$UHTXLUHPHQWVDVQHJRWLDWHGLQWKH6/$
contract agreement.
Maintenance Manager of Activity Centre.

Chief of Quality (Quality Manager) or his representative.
PROCEDURE:
This procedure applies whenever AASL provide maintenance services to other customers/
operators including maintenance checks, documentation support or any other technical
assistance.
The agreement shall specify scope of work and procedures.
Contract work is carried out on the basis of negotiated scope of work as agreed in the SLA/
contracts. The scope of work can be for either a limited or an indefinite basic period of time
and may cover a complete aircraft, including maintenance program development and
engineering services, or a single component.
If not otherwise agreed, contract work will be carried out according to AASL standards and
instructions. Missing technical instructions must be provided by the customer/operator.
Prior to finalizing any contract, the respective Maintenance Activity Centre In-charge shall
ensure the following:-
i. &DSDELOLW\ WR SHUIRUP WKH FRQWUDFWHG ZRUN LQ DFFRUGDQFH ZLWK WKH FXVWRPHU¶V
RSHUDWRU¶VDSSURYHGPDLQWHQDQFHprogramme;
ii. Availability of trained personnel to plan, perform, supervise, inspect and release the
maintenance work to be performed whose competence can be established in
accordance with a procedure and to a level acceptable to the customer/ operator.
iii. Availability of facilities and equipment to perform the proposed work.
iv. Procedures for transfer of data such as Current Maintenance Instructions and
Administrative Material from customer/ operator on maintenance program compliance,
reporting of major defects, un-airworthy conditions etc.
v. System for communication with the customer/ operator.
Doc No AASL/MOE/01
Section ±4.2
Issue - 1

4.2 OPERATOR PROCEDURES AND PAPERWORK

[REF. CAR145.A.45 (a), 145.A.65 (b)]
4.2.1 PURPOSE:
7R GHVFULEH SURFHGXUH IRU LPSOHPHQWDWLRQ RI FXVWRPHU¶V RSHUDWRU¶V SURFHGXUH DQG SDSHU-
work for performing work on their aircraft/ engines/ components.
4.2.2 POLICY:
7KHZRUNVKDOOEHSHUIRUPHGDFFRUGLQJWRWKHFXVWRPHU¶VRSHUDWRU¶VUHJXODWRU\UHTXLUHPHQWV
or as negotiated in the SLA/ contract agreement.
Maintenance Incharge of the respective Maintenance Activity Centre.
4.2.4 PROCEDURE:
The procedures and paperwork to be followed when maintaining aircraft/ engines/
components for customer/ operator shall be as per the SLA/ Contract agreement established
between AASL and the customer/ operator.
The SLA/ Contract agreement shall contain in general the following detailed information:
General:
Scope of work, responsible authorities
Engineering:
Maintenance Requirements, handling of Airworthiness Directives, Modifications,
Inspections and aircraft external damage identification and control
Technical Information System/ Reliability Monitoring:
Data exchange and reporting
Technical Documentation and Manuals Control:
Valid manuals, revision and distribution services
Production Planning/Production Administration/Coordination Meetings:
Planning, scheduled and special checks, training, flight time and component time
reporting, rotable control, program phase-in and phase-out; this might include control
of maintenance between base down times and deferred or repetitive defect control
Pooled/ Non-Pooled Material Handling and Engine Management:
Work distribution, technical standard of material, ownership, storage instructions,
warranty, and documentation.
Release to Service:
Release to Service specification.
Field Team Assistance:
Technical assistance, working permits, accommodation, equipment and special tools
Mandatory Occurrence Reporting:
Technical assistance on un-airworthy conditions including reporting to their NAA, TC
and STC Holder, of occurrences reported while performing the work for the customer.
Doc No AASL/MOE/01
Section ±4.3
Issue - 1

4.3 OPERATOR RECORD COMPLETION [REF. CAR145.A.65 (b)]

4.3.1 PURPOSE:
7RHQVXUHFXVWRPHU¶VPDLQWHQDQFHUHFRUGVDUHSURSHUO\XSGDWHGDQGPDLQWDLQHG
4.3.2 POLICY:
&XVWRPHU¶V PDLQWHQDQFH UHFRUGV VKDOO EH FRPSOHWHG DV GHILQHG LQ 6HFWLRQ XQOHVV
otherwise defined by the customer.
4.3.3 RESPONSIBILITIES:
4.3.4 PROCEDURE:
4.3.4.1 COMPLETION OF THE OPERATORS LOGBOOK
$IWHU/LQHRU%DVH0DLQWHQDQFHSHUIRUPHGRQFXVWRPHU¶VDLUFUDIWSURFHGXUHVDQGIRUPVDV
described in Section 2.16 will be used for the Release to Service, unless other procedures
and/ or forms are requested by the customer.
AASL will, on behalf of the customer detailed in Part 4 of this MOE, maintain all necessary
Aircraft Logbooks (incl. appropriate Maintenance Records) to ensure compliance with
FXVWRPHU¶V1$$UHTXLUHPHQWVDVQHJRWLDWHGLQWKH6/$&RQWUDFWDJUHHPHQW
4.3.4.2 RETENTION OF RECORDS FOR THE CUSTOMER/ OPERATOR

Records of maintenance performed by AASL are provided to the customer or kept with
AASL as agreed in the SLA/ Contract agreement in accordance with the procedure laid
down in Section 2.17.
µ'LUW\-Finger-3ULQWV¶ DQG µ%DFN-to-%LUWK +LVWRU\ 'DWD¶ ZLOO EH NHSW XQWLO WKH DLUFUDIW HQJLQH
component is phased out from Alliance Air responsibility by handing over the original
Maintenance Record Data to the customer/ operator and AASL shall retain appropriate
copies thereof for two (2) years.
$$6/ ZLOO UHWDLQ WKH FXVWRPHU¶V RSHUDWRU¶V0DLQWHQDQFH 5HFRUGV LQ VXFK D PDQQHU ZKLFK
ensures that all technical records are available for review/ transfer as required.
The storage of the records will ensure that the Maintenance Records are not subjected to
damage from water, fire, smoke, pests and are secure from theft. AASL shall not refuse the
review of the technical records by the customer/ operator or their duly nominated
representatives.
Doc No AASL/MOE/01
Section ±5.1
Issue - 1

Part ± 5 Appendices Page - 1
5.1 SAMPLE OF DOCUMENTS [REF. CAR 145 AMC 145.A.70 (a)]
Following sample forms specified by DGCA are annexed for reference.

1. CA Form 1 - Authorised Release Certificate.
2. Aircraft Certificate of Release to Service
3. CA Form 2 - CAR145 Approval Application
4. CA Form 4 - Details of management personnel
6DPSOH RI RWKHU IRUPV WDJV GRFXPHQWV DUH DYDLODEOH DV D VHSDUDWH PDQXDO FDOOHG µ)RUPV DQG
7DJV0DQXDO¶
Doc No AASL/MOE/01
Section ±5.1
Issue - 1

CA-FORM ONE
THE AUTHORISED RELEASE CERTIFICATE
1.DGCA, 2. AUTORISED RELEASE CERTIFCATE 3.Form

INDIA CA FORM 1 Tracking
Number
4.Approved Organisation name and address 5.Work

Order/Con
Airline Allied Services Limited , Domestic Arrival Terminal, Ist
tract
Floor, IGI Airport, New Delhi ± 110 037.
Invoice
6.Item 7.Description 8.Part No 9.Eligibility* 10.Qty 11.Serial/Ba 12. Status

tch No /Work
13. Remarks
14. Certifies that the items identified above were Լ&$55HOHDVHWR6HUYLFH

manufactured in conformity to: NFROEQLGHLILFHSVQRLWDOXJHUUHKW2Լ
HIDVURIQRLWLGQRFQLHUDGQDDWDGQJLVHGGHYRUSSDԼ Certifies that unless otherwise specified in

operation block 13, the work identified in block 12 and
NFROEQLGHLILFHSVDWDGQJLVHGGHYRUSSDQRQԼ described in block 13, was accomplished in
accordance with CAR 145 and in respect to
that work the items are considered ready for
release to service.
15. Authorised Signature 16.Approval/Authorisation 20.Authorised Signature 21.Certificate/Appr

Number oval Ref No.
17. Name 18. Date (d/m/y) 22. Name 23.Date (d/m/y)
*Installer must cross-check eligibility with applicable technical data.
Doc No AASL/MOE/01
Section ±5.1
Issue - 1

CERTIFICATE OF RELEASE TO SERVICE
Organisation approval reference:
Aircraft Type : _________________________

Registration No:_______________________ has been maintained as specified in Work
Order:__________________________
Brief description of work / check / inspection performed :_______________________
_______________________________________________________________________________
_______________________________________________________________________________
__________________________________________________:
`Certified that the work specified except as otherwise stated hereunder was carried out in
accordance with CAR-145 and in respect of that work, the aircraft/aircraft component is considered
ready for release to service`
Authorised Person Name: ______________ Signature :_____________________
Licence/ approval/ authorisation No.: ___________________________
Location :
Date :
NOTE:
Check / Last schedule completed ____________at ________________
Next A Check / Higher Check is due at _________ Flight Hours, _______ Flight Cycles on
_____________(date), whichever is earlier
Doc No AASL/MOE/01
Section ±5.1
Issue - 1

&(57,),&$7(2)5(/($6(726(59,&()25$,5&5$)7,668('27+(57+$1µ$¶&+(&.
/ HIGHER CHECKS
1. A certificate of release to service is to be issued before flight at the completion of any
package of maintenance specified for the respective type of aircraft in accordance with
'*&$¶VRSHUDWLRQDOUHTXLUHPHQWV7KHSDFNDJHRIPDLQWHQDQFHPD\LQFOXGHDQ\RQHRUD
combination of the following elements; a check or inspection of aircraft maintenance
programme, Airworthiness Directives, overhauls, repairs, modifications, aircraft component
replacements and defect rectification.
2. A certificate of release to service is to be issued before flight, at the completion of any defect
rectification, whilst the aircraft operates flight services between scheduled maintenance.
3. The certificate of release to service contains the following statement;
`Certified that the work specified except as otherwise stated hereunder was carried
out in accordance with CAR-145 and in respect of that work the aircraft/aircraft
component is considered ready for release to service`
Doc No AASL/MOE/01
Section ±5.1
Issue - 1

CA FORM 2
SCOPE OF CAR 145 APPROVAL AVAILABLE
Application Form CA Form 2
CA Form 2
Application for:
Initial grant
Renewal
Variation
DIRECTOR GENERAL OF CIVIL AVIATION, INDIA

CAR 145 APPROVAL
1. Registered name of the applicant:
2. Trading name (if different):
3. Address requiring approval:
4. Tel:_________________ Fax _______________________ E-Mail

__________________________
5. Scope of CAR 145 approval relevant to this application:

(See page 2 for possibilities)
6. Position and name of the (proposed*) Accountable

Manager:______________________________________
7. Fees as per Rule 133C of the Aircraft

Rules:___________________________________________________
8. Signature of the proposed* Accountable

Manager:______________________________________
9. Place:______________________________________
10. Date:______________________________________
Note: When completed this form shall be sent to concerned regional airworthiness office for
organisations
based in India and to DGCA Hdqrs for organisations based outside India.
*Applicable only in the case of a new CAR-145 Applicant.
CA Form 2 Page 1 of 2
Doc No AASL/MOE/01
Section ±5.1
Issue - 1

CA FORM 2
SCOPE OF CAR 145 APPROVAL AVAILABLE
CA FORM 2 Page 2 of 2
Doc No AASL/MOE/01
Section ±5.1
Issue - 1

CA FORM 4
MANAGEMENT PERSONNEL DETAILS
Doc No AASL/MOE/01
Section ±5.2
Issue - 1

5.2 LIST OF SUB CONTRACTORS [REF. CAR145.A.70]
The current list of service providers at line stations is available with Alliance Air PPC.
Doc No AASL/MOE/01
Section ±5.3
Issue - 1

5.3. LIST OF LINE MAINTENANCE LOCATIONS [REF. CAR145.A.70 (a) 15]

NACIL operates to various stations providing both domestic and international services.
5.3.1 DOMESTIC STATIONS

Cargo B737-200 ATR 42-320 CRJ 700
1. Agartala 1 Dimapur 1 Delhi (Main Base)
2. Guwahati 2 Lilabari 2 Vishakhapatnam (Vizag)
3. Imphal 3 Guwahati 3 Ranchi
4. Bangalore 4 Silchar 4 Bhubaneshwar
5. Mumbai 5 Imphal 5 Surat
6. Delhi 6 Agartala 6 Chennai
7. Kolkata 7 Aizwal 7 Guwahati
8. Chennai 8 Shillong
9. Nagpur 9 Jorhat
10 Tezpur
11 Kanpur
12 Kulu
13 Allahabad
14 Gwalior
15 Bhopal
16 Delhi
17 Jaipur
18 Udaipur
19 Jabalpur
20 Pathankot
5.3.2 INTERNATIONAL STATIONS
Nil
5.3.3 PROCEDURE FOR APPROVAL OF LINE STATION

Line station approval to carry out inspection up to Layover check shall be given by the Chief of
Quality (Quality Manager), AASL, New Delhi. Before giving approval he shall ensure that the
station is adequately equipped to carry out inspection on the type aircraft, for which the
approval is sought. For this purpose Chief of Quality (Quality Manager), AASL, New Delhi
shall form an audit team consists of the following members
1. Chief of Quality (Quality Manager), AASL, New Delhi
2. Line & Base Maintenance Manager or his representative
Based on satisfactory audit findings, Quality Manager may grant approval to the Line station
)RU³$¶FKHFNDQGDERYHWKH/LQH6WDWLRQDSSURYDOVKDOOEHJLYHQE\'*&$
Doc No AASL/MOE/01
Section ±5.4
Issue - 1

5.4 LIST OF CONTRACTED ORGANISATIONS [REF. CAR145.A.70 (a) 16]
5.4.1 CONTRACTED APPROVED MAINTENANCE ORGANISATIONS:

The maintenance of Alliance Air aircraft, its engines, components, item of equipment and
accessories is normally undertaken by itself or NACIL. However, when occasions arise due to
lack of equipment / tooling / facilities, etc., and also to ensure required number of aircraft are
available to operate the scheduled services, maintenance is contracted to outside agencies.
The lists of such contracted organisations shall be available with the office of Chief of Quality
(Quality Manager) and Line and Base Maintenance Manager, Alliance Air, Delhi.
Doc No AASL/MOE/01
Section ±6.1
Issue - 1

Part ± 6 Operators Maintenance Procedures Page - 1
6.1 WEIGHT AND BALANCE OF AIRCRAFT

6.1.1 PURPOSE:
To describe the policy for weighing and preparation of weight schedule of an aircraft.
6.1.2 POLICY:
Only authorised AME shall carry out weighing and prepare weight schedule of an aircraft.
Base Maintenance Manager shall be responsible for compliance of this policy.
6.1.4 PROCEDURE:
6.1.4.1 BEFORE AN INITIAL FULL TERM CERTIFICATE OF AIRWORTHINESS IS
ISSUED
Whenever new/ leased aircraft is inducted in AASL fleet, the Weighing Data provided by the
aircraft manufacturer/ lessor shall be utilised for computing new Weight Schedule.
6.1.4.2 REWEIGHMENT REQUIREMENT OF AIRCRAFT
Aircraft:
a) shall be re-weighed every five (05) years.
b) may be re-weighed not more than three months prior to due date.
c) Whenever repairs, a modification or a series of modification involves a change of more
than 0.5% of the all up weight of the aircraft and the same cannot be computed.
d) Whenever repairs, a modification or a series of modification involves a change of more
than ± 0.5% of Mean Aerodynamic chord in the empty C.G. position of the aircraft and
the same cannot be computed.
If extension is required beyond the due date, a formal request shall be made by Production
Planning Incharge through Chief of Quality to the Regional Airworthiness Authorities with
reasons for extension.
6.1.4.3 AUTHORITY FOR WEIGHING AND PREPARATION OF WEIGHT SCHEDULE
Chief of Quality shall authorise the AME holding Licence/ Authorisation on type/ similar type
to carry out the weighing of the aircraft.
If AME does not hold Licence/ Authorisation on type/ similar type, he shall undergo a
general awareness training of the aircraft layout and shall have associated with at least one
weighing and subsequent preparation of Weight Schedule under the supervision of
appropriately Licenced/ Authorised AME.
6.1.4.4 WEIGHING OF AIRCRAFT
Production Planning Incharge shall inform RAO the planned weighing minimum 7 days in
advance. The aircraft shall be weighed in the presence of representative of Chief of Quality.
Aircraft shall be prepared for weighing as per the procedure given in the respective AMM.
The actual weighing reading shall be taken by AME as per AMM and the Weight Figures
shall be recorded on the "Aircraft Weighment" form.
This form shall be prepared, in duplicate, and signed by the AME. A copy of this shall be
handed over to the RAO.
Doc No AASL/MOE/01
Section ±6.1
Issue - 1

6.1.4.5 COMPUTATION OF EMPTY WEIGHT AND C.G. POSITION

The computation of Empty Weight, Tare Weight, C.G. position shall be done as per the
procedure given in the respective Weight and Balance Manual (WBM).
6.1.4.6 WEIGHT SCHEDULE
The weight schedule shall be prepared and certified by the authorised person. The same
shall be submitted to the Director of Airworthiness for according his approval. A copy of the
approved schedule shall be:
i. Displayed on the Aircraft.
ii. Placed in the weight schedule file of the respective aircraft for record.
iii. Handed over to In-charge of Trim Sheet section of Commercial Department.
6.1.4.7 WEIGHING HISTORY
Weighing history shall be available for each aircraft and this shall be maintained by TS. This
shall have the following information available:
i. Type of Aircraft
ii. Aircraft Registration
iii. Serial Number
iv. Maximum authorized weight
Next
Reasons
weigh--
Empty Weight Tare Weight of Weigh Remarks
Date of ment
ment
weighment due
Weight C.G. Basic Weight C.G. Basic
index Index
Doc No AASL/MOE/01
Section ±6.1
Issue - 1

6.1.4.8 WEIGHT GROWTH CHART
S.No. Date Reason Weight C.G. Change CAUTION: Whenever Cumulative effect
of change of various SBs/Modifications in
weight µRSHUDWLQJ HPSW\ ZHLJKW¶¶&*SRVLWLRQ¶
change exceeds + 0.5% of Max. Landing
Weight/ + 0.5% of Mean Aerodynamic
Chord, the weight and balance of
aircraft should be re-established by
computing or re-weighing.
The above data shall be collected from the weight schedule and work sheets.
Any change in weight and/ or CG shall be given in EOs.
The AME will record any weight change and/ or C.G. change in the worksheet for any
structural repair.
6.1.4.9 LOPA
If the LOPA is approved by FAA/EASA and there is no major deviation except the Physician
Kit and First aid Kit, the same shall be verified and certified by the AME and approved by
Chief of Quality.The same shall be intimated to RAO.
If there is any major change in layout or emergency equipments, then the new LOPA shall
be prepared by TS and certified by AME having Cat A licence on same or similar category of
aircraft. The same shall be forwarded through the Quality Manager to RAO for obtaining
approval.
Doc No AASL/MOE/01
Section ±6.2
Issue - 1

6.2 ENGINE TREND / PERFORMANCE MONITORING

6.2.1 PURPOSE:
This programme is a continuous engine data analysis process for assessing the engine health
and detection of engine malfunctions, long term deterioration, indication system errors and
components failures at an early stage to take preventive actions for ensuring safe operation.
6.2.2 POLICY:
The engine trend and performance shall be monitored on continuous basis for all engines.
6.2.3 RESPONSIBILTY:
The reliability personnel in TS shall be responsible.
6.2.4 PROCEDURES:
6.2.4.1 GENERAL
Engine performance parameters at steady state condition of flight are recorded and
FRUUHFWHGWRVHDOHYHOVWDWLFFRQGLWLRQDQGFRPSDUHGZLWKWKHUHVSHFWLYHHQJLQH³%DVH/LQH´
curves developed by manufacturers.
The deviation in the parameters from the baVHOLQHLVFDOOHG³'HOWD´LVSORWWHGLQWKHIRUPRI
³7UHQGV´ DQG FRPSDUHG ZLWK WKH ILQJHU SULQW FKDUW WR LGHQWLI\ SRVVLEOH HQJLQH PDOIXQFWLRQ
instrumentation and installation problems.
6.2.4.2 DATA COLLECTION AND MONITORING
The engine performance data, are either recorded in Sector pages of TLB/ FRB by flight
crew, or are provided by Aircraft Integrated Data System (AIDS). This data is processed
through software provided by Engine OEM to generate reports. The performance data/
reports are statistically analysed by TS to determine the Trend shift of various performance
parameters. A good engine will reflect no abnormal /abrupt trend shift while a deteriorating
engine will be identified by a noticeable trend shift. Trend shift of critical engine parameters
beyond a predetermined threshold value is a cause for initiating corrective action to maintain
continued airworthiness.
6.2.4.3 ACTION
Based on statistical analysis and its findings, Engineering Order shall be issued by TS in
concurrence with Chief of Quality. Maintenance Division will carry out the EO and take
corrective action. Details of engine performance /trend monitoring are available in respective
Maintenance System Manual.
Doc No AASL/MOE/01
Section ±6.3
Issue - 1

6.3 AIRCRAFT PERFORMANCE MONITORING

6.3.1 PURPOSE:
This programme is a continuous aircraft data analysis process for assessing the aircraft drag.
6.3.2 POLICY:
The aircarft performance shall be monitored on continuous basis for all aircraft.
6.3.3 RESPONSIBILTY:
The performance engineering personnel shall be responsible.
6.3.4 PROCEDURE:
6.3.4.1 GENERAL
The performance of an aircraft in clean configuration largely depends upon the drag
developed by virtue of its speed and effective area of the aircraft.
The contour of the aircraft aerodynamic surface has a large contribution to the development
of drag.
Formation of eddies due to discontinuation in the aerodynamic surfaces, as a result of
deformation in surface of the skin, missing panels protruding skin or panels, missing or torn
air seals, un-cleaned external surface contributes to increase the drag. This causes
increased fuel consumption and reduces the aircraft performances.
6.3.4.2 DATA COLLECTION AND MONITORING
The aircraft performance data (such as fuel flow, total air temperature, Mach number, true
air speed, flight level, aircraft weight and Fuel quantity onboard are carried out), are either
recorded in Sector pages of TLB/ FRB by flight crew, or are provided by Aircraft Integrated
Data System (AIDS) at specified time intervals under specified flight phase as per Aircraft
performance monitoring log.
This data is processed through software provided by aircraft OEM to generate reports. The
performance data/ reports are analysed by performance engineers to determine the Trend
shift of various performance parameters. A good aircraft will reflect no abnormal /abrupt
trend shift while a deteriorating aircraft will be identified by a noticeable trend shift. Trend
shift of critical aircraft parameters beyond a predetermined threshold value is a cause for
initiating corrective action. Any trend shift shall be communicated to TS.
6.3.4.3 ACTION
Based on analysis and its findings, Engineering Order shall be issued by TS in concurrence
with Quality. Maintenance Division will carry out the EO and take corrective action.
Maintenance actions such as control surface rigging, thorough inspection of aircraft surface
etc. are to be carried out as per AMM. In the event of Drag analysis data exceeding the Alert
value, RAO shall be informed along with remedial action taken by TS in concurrence with
Quality department.
The Performance Engineer is required to submit a certificate at the time of renewal of
Certificate of Airworthiness or ARA of the aircraft stating that the drag analysis parameters
are within the stipulated permissible limits.
Doc No AASL/MOE/01
Section ±6.4
Issue - 1

6.4 FLIGHT RECORDERS - RECORDING INTEGRITY
6.4.1 PURPOSE:
To define procedure and policy for monitoring recording integrity of Flight Recorders.
6.4.2 POLICY:
All Flight Recorders shall be monitored at regular intervals for their recording integrity.
INCHARGE MAINTENANCE.
6.4.4 PROCEDURE:
6.4.4.1 FDR
SSFDR is used for investigation of Accidents and Incidents. SSFDR and Q.A.R. are used for
performance monitoring and checking of parameters exceedance.
6.4.4.1.1 Incident Investigation

QAR cassette or PCMCIA card shall be removed after a notifiable incident or if required by
76)OLJKW6DIHW\DQGWKHVDPHVKDOOEHPDUNHG³)RU,QYHVWLJDWLRQ´$W/LQH6WDWLRQVLIWKH
cassette is not available, its replacement can be deferred with a DMR entry so that the
cassette is replaced at the earliest or not later than fifteen (15) FH. These cassettes shall
be checked for recorded data. In case of evidence of non-recording, the SSFDR shall be
removed within twenty-five (25) FH.
6.4.4.1.2 Routine Readout

Each SSFDR read out shall be carried out every ninety (90) days for monitoring the
performance of aircraft systems or the performance of flight crew in adhering to operation
limitations given in the flight manual
While evaluating the read-out, the following shall be checked:
(i) Recording of all parameters.
(ii) Continuity of Data
(iii) Whether parameters recorded are realistic for the particular phase of flight.
(iv) Exceedance of critical parameters such as EGT, engine RPM / vibration, engine oil
SUHVVXUH UDWH RI FOLPE GHFHQW µJ¶ YDOXH GXULQJ FUXLVH ODQGLQJ DQG DQ\ RWKHU
parameter exceedance which may affect the safety of aircraft
Whenever malfunctioning or unsatisfactory recording is observed, immediate corrective

action shall be taken and proper record of corrective action taken shall be maintained by
TS.
The routine read-out may be combined with Bench Check. This read-out shall contain data
of mandatory and other parameters for one phase (Take Off or Landing)
In addition to above, the read-out for mandatory and other parameters shall be done from
QAR cassettes of each aircraft for the take off, cruise ( 30 sec.) and landing phases.
100% data from QAR cassettes shall be provided to Flight Safety.
Doc No AASL/MOE/01
Section ±6.4
Issue - 1

The QAR cassette pertaining to incidents shall be preserved for 3 months

At the time of issue / renewal of C of A/ ARA, a read-out of the SSFDR shall be made to
ensure that all parameters are being recorded and the parameter values are logical. In
particular, following parameters of FDR should be checked:-
a) Altitude : For ground level and cruising altitude
b). Airspeed : On ground and in cruise
c). Heading : As aligned with runway for take-off, landing and en-
route.
d). µJ¶ : At ground, cruise and at touch down.
e). Engine Parameter : EPR, EGT, Fuel flow shall be checked for their
expected value during various phases of flight
f). Discrete parameters : Landing gear position, Flaps position, Slats position,
Radio transmission Key position
If any recorded parameters reveals improper / illogical values which may indicate a fault in
the particular sensing system , the particular sensing system shall be calibrated.
All sensing systems associated with the recording of the mandatory parameters which are
not part of components controlled through COSL, shall be calibrated at least once in 3
years to determine the accuracy of the recording. This check can be aligned with a major
check.
6.4.4.1.3 QAR / SSFDR - 5HDG2XW&HUWLILFDWH)RUµ&RI$¶5HQHZDO$5$

A certificate shall be issued by an authorised AME of the Shop at the time of C of A
renewal/ ARA of the aircraft to the Chief of Quality.
6.4.4.2 CVR
CVR is used to record the aural environment in the flight deck during flight time.
6.4.4.2.1 Incident Investigations

Cockpit Voice Recorder is primarily meant for accident / incident investigations. In case of
incidents (other than bird hits), CVR circuit breaker shall be pulled out immediately on
arrival, after the pilot completes his shut down check list.
At main bases, the AME shall ensure immediate de-activation and replacement of CVR
after the incident. At outstations, after an incident, CVR shall be immediately deactivated
by the Station AME/Authorised Person. CVR shall be requisitioned if men and material are
asked for. If men and material are not required for rectification, CVR need not be replaced.
The same should be re-activated (CB pushed in) before release of the flight.
Doc No AASL/MOE/01
Section ±6.4
Issue - 1

6.4.4.2.2 Routine Read-Out

CVR readout is required to be carried out every 30 days for each serial number of
operating CVR units to ensure the integrity of recording and for monitoring the
performance of flight crew.
The cassettes should be marked with following information:-
(i) Type, Model & Sr. No. of CVR unit
(ii) Registration of the aircraft
(iii) Flight Number
(iv) Date of Operation
(v) Names of Flight Crew
Whenever any malfunction or unsatisfactory recording is observed, immediate corrective
action shall be taken and record of corrective action shall be maintained by Incharge
Maintenance.
6.4.4.2.3 Random Read-Outs (Outstations)

In addition to the routine read-out, random readout will be carried out at Line Stations as
per the requirement of Flight Safety. For these read-outs, the CVR will be replaced and
sent to the respective Radio Shops. Recorded cassettes will be provided to Flight Safety
along with routine read-out cassettes.
6.4.4.3 CVR
CVR is used to record the aural environment in the flight deck during flight time.
6.4.4.3.1 Incident Investigations

Cockpit Voice Recorder is primarily meant for accident / incident investigations. In case of
incidents (other than bird hits), CVR circuit breaker shall be pulled out immediately on
arrival, after the pilot completes his shut down check list.
At main bases, the AME shall ensure immediate de-activation and replacement of CVR
after the incident. At outstations, after an incident, CVR shall be immediately deactivated
by the Station AME/Authorised Person. CVR shall be requisitioned if men and material are
asked for. If men and material are not required for rectification, CVR need not be replaced.
The same should be re-activated (CB pushed in) before release of the flight.
6.4.4.3.2 Routine Read-Out

CVR readout is required to be carried out every 30 days for each serial number of
operating CVR units to ensure the integrity of recording and for monitoring the
performance of flight crew.
The cassettes should be marked with following information:-
i. Type, Model & Sr. No. of CVR unit
ii. Registration of the aircraft
Doc No AASL/MOE/01
Section ±6.4
Issue - 1

iii. Flight Number

iv. Date of Operation
v. Names of Flight Crew
Whenever any malfunction or unsatisfactory recording is observed, immediate corrective
action shall be taken and record of corrective action shall be maintained by Incharge
Maintenance.
6.4.4.3.3 Random Read-Outs (Outstations)

In addition to the routine read-out, random readout will be carried out at Line Stations as
per the requirement of Flight Safety. For these read-outs, the CVR will be replaced and
sent to the respective Radio Shops. Recorded cassettes will be provided to Flight Safety
along with routine read-out cassettes.
Doc No AASL/MOE/01
Section ±6.5
Issue - 1

6.5 SPECIAL OPERATIONS - ETOPS / AUTO LAND / RVSM / MNPS

6.5.1 PURPOSE:
To define requirements for special operations such as ETOPS, CAT II, RVSM, MNPS.
6.5.2 POLICY:
The requirements pertaining to special operations are controlled and monitored by operations
department.
RESPONSIBILITY:
Chief of Maintenance (Line & Base Maintenance Manager) shall be responsible to ensure the
aircraft configuration meets the minimum requirements for obtaining special operations
approval.
AME releasing the aircraft for special operations shall be responsible to ensure that the
aircraft meets the minimum equipment configuration requirements for a specific special
operation/s prior to such a flight.
6.5.3 PROCEDURE:
Maintenance activity prior to such special operation shall be performed as per requirements
laid down in maintenance manual for specific specifically trained AME/Authorised Person.
6.5.3.1 ETOPS
B737-200 and ATR 42-320 aircraft are not ETOPS compliant. The CRJ 700 aircraft is
capable of ETOPS operation. However, during course of normal flight operations on regional
routes, ETOPS operation is not required.
6.5.3.2 CAT II
For Category II operations the requirements are laid down in operations manual.
6.5.3.3 REQUIRED NAVIGATION PERFORMANCE (RNP)

The details of the navigational equipment installed on aircraft are given in respective aircraft
Maintenance Manual.
6.5.3.4 REDUCED VERTICAL SEPARATION MINIMUM (RVSM)

B737-200 a/c and ATR 42-320 aircraft are not RVSM compliant. All CRJ 700 aircraft of
AASL are RVSM compliant. RVSM operations for CRJ 700 aircraft are controlled and
monitored by operations department.
Doc No AASL/MOE/01
Section ±6.6
Issue - 1

Part ±6 Operators Maintenance Procedures Page - 1
6.6.1 REPORTING OF DELAYS

Defects causing Mechanical delays on aircraft operated by Scheduled operators" : Delay to a
scheduled service of 15minutes' duration or more, on account of aircraft defect (whether major
or not), shall be reported to Regional Airworthiness Office within 24 hours(working hours of
Airworthiness Office) of receipt of information about the delay by the "main maintenance base"
IRUWKHW\SHRIDLUFUDIWLQYROYHGRIDQRSHUDWRUDVSHUWKHIRUPDWJLYHQLQµ$SSHQGL[,,,µRU
giving at least the following
information:-
(a) Service Number, date and place of delay
(b) Type and Registration No. of the aircraft
(c) Duration of Delay
(d) Brief reason for the delay and the rectification action taken.
The responsibility of the above lies with DDI. The responsibility of reporting the above delays promptly
to the concerned DDI lies with the departure AME/ REGIONAL/STATION INCHARGE
MAINTENANCE:
For Defect/Delay analysis refer to Section 6.7
Doc No AASL/MOE/01
Section ±6.7
Issue - 1

6.7 DEFECT & DELAY ANALYSIS

6.7.1 PURPOSE:
To define policy for analysis of the effectiveness of the maintenance programme and
procedures.
6.7.2 POLICY:
All defects and delays shall be analysed to establish the corrective action and determine the
effectiveness of the corrective action taken.
DDI of Pax SBU shall be responsible for delay and defect analysis.
6.7.4 PROCEDURE:
6.7.4.1 DAILY ANALYSIS OF PILOT/ MAINTENANCE REPORTS AND CABIN DEFECTS
AND DELAYS
Defects covered under these procedures shall be as follows:
Pilot Reports: All defects reported by Pilot in the course of flight (from start to
completion, including pilots pre-flight reports) will fall within the purview of this review.
Maintenance Reports: Defects observed by AME as a result of performing
maintenance tasks.
Aircraft on-board maintenance system readouts.
Repetitive Defects.
All the above defect and rectification details for each aircraft are collected and analysed
by.DDI.
6.7.4.2 MONTHLY DEFECT ANALYSIS
Monthly meetings shall be held in the office of Chief of Quality in the first week of every
month. The meeting shall be attended by the following officials:
Chief of Quality : Chairman

Incharge Maint : Member
DDI : Secretary
Members may be co-opted from PPC.
Scope Of The Committee
(a) The DDI shall scrutinize the data collected from following sources:
Pilot Reports: All defects reported by Pilot in the course of flight (from start to
completion, including pilots pre-flight reports) will fall within the purview of this
review. Maintenance Reports: Defects observed by AME as a result of
performing maintenance tasks.
Doc No AASL/MOE/01
Section ±6.7
Issue - 1

Aircraft on-board maintenance system readouts.

Repetitive Defects.
Maintenance work sheets.
Shop reports.
Reports on functional checks and special inspections.
Flight Safety reports.
Material/ spares consumption details.
Reliability data
Product Audit Findings.
Corrective actions.
The records of preceding one month shall be analysed and its report shall be put forward for
the review of the committee.
(c) The Committee shall review -
i. Whether all the repetitive defects have been dealt with.
ii. Corrective actions are proper and adequate.
iii. If any defect under (i) has been overlooked or action taken under (ii) has been
inadequate, the Committee shall advise further course of action giving :
Detailed inspection and technical procedures to be followed.
Period when this rectification action has to be complied with.
Re-routing of aircraft, if necessary.
(d) Secretary of the meeting shall be responsible to ensure timely circulation of the
minutes and advise all the concerned maintenance persons for compliance of the
additional action as may have been decided in the meeting.
(e) The Minutes of the meeting shall be sent to the following within three days of the
occurrence of the meeting
i. RAO
ii. All attendees
(f) A summary of the meeting shall be disseminated to all AME/Authorised Person.
(g) The Production Planning shall plan for compliance of the recommendations and do
necessary follow-up.
(h) 0RQWKO\
)OHHW 3HUIRUPDQFH DQG 6WDWLVWLFDO $QDO\VLV´ UHSRUW VKDOO EH SXEOLVKHG E\
Reliability Group. This report shall be forwarded to RAOs, OEMs and shall be
circulated internally in all SBUs.
Doc No AASL/MOE/01
Section ±6.8
Issue - 1

6.8 ANNUAL REVIEW OF AIRWORTHINESS
6.8.1 PURPOSE:
To ensure that Annual Review of Airworthiness (ARA) for continued validity of Certificate of
Airworthiness of each aircraft in AASL fleet, shall conform to the design standards and the
aircraft be in a condition for safe operation.
6.8.2 POLICY:
The Annual Review of Airworthiness shall be carried out by persons meeting qualification and
experience requirement as specified in this chapter and authorised by the Chief of Quality.
6.8.3 RESPOSIBILITY:
Chief of Quality and respective Post Holders.
6.8.4 PROCEDURE:
Chief of Quality shall initiate the process of ARA and intimate to all concerned departments viz
Maintenance, Production Planning Section, Operations, etc., for preparation of Aircraft and its
documents.
Respective Post holder shall review the requirements of ARA based on a check list as given
in Forms and Tags Manual. On completion of the ARA requirements, the designated person
of the department shall submit the completed documents to Chief of Quality 30 days prior to
due date of ARA.
Authorised person shall conduct a physical inspection of the aircraft and assess the
airworthiness status of the aircraft. In case of any observation, the same shall be intimated to
concerned department for necessary corrective action.
Authorised person shall review all the airworthiness status reports received from the
concerned department and corrective action taken by maintenance department. On
satisfactory review of the above documents and aircraft maintenance, Authorised person shall
certify the ARA and shall enter the following statement in the logbook of the aircraft.
³,KHUHE\FHUWLI\WKDWDQDQQXDOUHYLHZRIDLUZRUWKLQHVVKDVEHHQFDUULHGRXWRQDLUFUDIW5HJQ
______, and that the current requirements of Civil Aviation Requirements have been complied
ZLWK´
Chief of Quality (Quality Manager) shall submit the ARA report to the concerned RAO 15 days
prior to the due date of ARA.
6.8.5 QUALIFICATION AND EXPERIENCE:

The qualification and experience requirement for authorising a person to carry out final ARA is
as follows:-
Have at least 10 years of aviation experience.
Have at least 2 years of maintenance experience on the type aircraft or similar aircraft.
Working in managerial capacity in Quality Department.
Specifically authorised by Chief of Quality.
Doc No AASL/MOE/01
Section ±6.9
Issue - 1

6.9 MAINTENANCE PROGRAM ESTABLISHMENT AND DEVELOPMENT

PROCEDURE
6.9.1 PURPOSE:
To describe the policy for development and revision of maintenance programme (MP).
6.9.2 POLICY:
7KH03VKDOOEHHVWDEOLVKHGEDVHGRQ2(0¶VUHFRPPHQGDWLRQV03'2+0&00DQGWKH
Reliability Programme.
Respective TS shall be responsible for preparation and development of MP for aircraft/
engines/ components. Review and approval from DGCA shall be the responsibility of Chief of
Quality.
6.9.4 PROCEDURE:
6.9.4.1 GENERAL
The Maintenance Program (MP) defines scheduled maintenance tasks and their specific
intervals for airframe, systems and whilst installed on an aircraft (on wing) for engines and
components. Off wing tasks are usually described in the relevant engine/component
manual. Refer Annexure 1
6.9.4.2 FIRST ISSUE OF A MAINTENANCE PROGRAM

The manufacturing state authority approved Maintenance Review Board (MRB) Report as
well as Certification Maintenance Requirements (CMR), Airworthiness Limitation Items
(ALI), ETOPS Items, Supplemental Inspection Document (SID) and Corrosion Prevention
and Control Program (CPCP) are the basis, but are not limited to, for the establishment of
the MP. In addition, scheduled maintenance tasks based on experience are also included in
the MP and repetitive inspections as directed by Airworthiness Directives is included in the
MP. The Maintenance Program is published for each aircraft type as a separate document
and submitted for DGCA approval. Where AASL provides Technical Services for customer/
operator, the maintenaQFHSURJUDPPHLVGHYHORSHGIRUHDFKFXVWRPHU¶VRSHUDWRU¶VDLUFUDIW
type and submitted to their NAA for approval. It will be updated as deemed necessary by the
customer/ operator or the respective NAA or DGCA.
The maintenance programme contains the following basic information:

the type/model and registration number of the aircraft, engines and, where
applicable, auxiliary power units (APUs) and propellers;
the name and address of the operator;
the operator's reference identification of the programme document, the date of issue
and issue number;
a statement signed by the operator to the effect the specified aircraft is maintained in
accordance with the programme and that the programme is reviewed and updated
as required;
contents/list of effective pages of the document;
check periods that reflect the anticipated utilisation of the aircraft and where
utilisation cannot be anticipated, calendar time limits are included;
procedures for the escalation of established check periods, where applicable, and
acceptable to the Authority;
Doc No AASL/MOE/01
Section ±6.9
Issue - 1

provision to record date and reference to approved amendments incorporated in the

programme;
details of pre-flight maintenance tasks accomplished by maintenance personnel and
not included in the Operations Manual for action by flight crew;
the tasks and the periods (intervals/frequencies) at which each part of the aircraft,
engines, APUs, propellers, components, accessories, equipment, instruments,
electrical and radio apparatus and associated systems and installations are to be
inspected, together with the type and degree of inspection;
the periods when items are checked, cleaned, lubricated, replenished, adjusted and
tested;
details of specific structural inspections or sampling programmes;
details of the corrosion control programme, when applicable;
the periods and procedures for the collection of engine health monitoring data;
the periods when overhauls and/or replacements by new or overhauled parts are to
be made;
a cross-reference to other documents approved by the Authority that contain the
details of maintenance tasks related to mandatory life-limitations, Certification
Maintenance Requirements (CMRs) and Airworthiness Directives (ADs);
Note: To prevent inadvertent variations to such tasks or intervals, these items would
not be included in the main portion of the maintenance programme document, or any
planning control system, without specific identification of their mandatory status.
details of, or cross-reference to, any required Reliability Programme or statistical
methods of continuous surveillance;
a statement that practices and procedures to satisfy the programme are to the
VWDQGDUGVVSHFLILHGLQWKH7\SH&HUWLILFDWH+ROGHU¶V0DLQWHQDQFH,QVWUXFWLRQV
Each maintenance task quoted is defined in the definitions section of the
programme.
,QGHYHORSLQJD0DLQWHQDQFHSURJUDPPHDWWHQWLRQLVDSSOLHGWRWKHµ+XPDQ)DFWRUV¶OD\RXW
RIWKHµ0DLQWHQDQFH,WHP¶WKDWLQFOXGHVEXWLVQRWOLPLWHGWR
layout of the Maintenance Item;
language used;
clear and concise instructions that are as brief and succinct as possible;
standardisation of all task cards at the beginning to include the appropriate
personnel safety warnings and cautions;
all notes, warnings and cautions are apparent by the suggested use of boxing,
bolding, italising and underlining text;
clear instructions for the mechanic/inspector as to where to sign, certify, initial, date
the task;
where possible, the use of colour to display Maintenance Items and task cards;
where a Maintenance Item has important graphic details, the graphics are included;
full amplification of some tasks rather than referral to a separate document that may
distract the mechanic;
referral to the applicable Approved Data;
Clear identification of CMR tasks (by ***) and requirements in the MP and
Maintenance Instructions.
Doc No AASL/MOE/01
Section ±6.9
Issue - 1

6.9.4.3 DEVELOPMENT OF REVISION TO MAINTENANCE PROGRAM

The development of the MP is based upon the information of the reliability program. Other
pertinent information such as manufacturer information, results of special or sampling
inspections will be considered as substantiating data.
The adjustment of maintenance check intervals shall be based on the analysis of reliability
data of a number of previous performed samples. If deemed necessary, special sampling
inspections may be required.
Maintenance Programme for Test Equipment shall be prepared by Technical Services and
approved by QM.
Approved aircraft maintenance programmes are subject to periodic review to ensure they
reflect current Type Certificate Holder's recommendations, revisions to the Maintenance
Review Board Report and the mandatory requirements and maintenance needs of the
aircraft. The GM-Quality Pax. SBU shall review the detailed requirements annually for
continued validity in light of the operating experience.
6.9.4.4 APPROVAL OF CHANGES TO THE MAINTENANCE PROGRAM

Escalation of maintenance interval of certification items such as Airworthiness Limitation
Items (ALI), Certification Maintenance Requirement Items (CMR), Life Limits and ETOPS
Requirements may only be escalated if approved by DGCA. Changes in the content or the
interval of a repetitive inspection based on an AD covering an aircraft, engine or component,
may only be approved by DGCA. All other changes in the MP shall be approved by QM.
6.9.4.5 DOCUMENTATION
Any change of the maintenance programme will be documented by Quality Division with
details to substantiate the change.
TS shall be responsible for the preparation, amendment and maintenance of Procedure
sheets and records pertaining to the type of aircraft/ engine/ components. All CMR, ALI, Life
Limited, ADs, ETOPS, Duplicate Inspection and Repeat interval inspection tasks shall be
clearly identified.
The procedure sheets/ task cards shall have provision for affixing signature by maintenance
personnel and AME/Authorised Person.
Doc No AASL/MOE/01
Section ±6.9
Issue - 1

6.9.4.6 PREPARATION AND ISSUE OF WORK PACKAGE

Maintenance work packages shall be prepared and issued by PPC as per the approved
maintenance programme.
Annexture-1
Maintenance Programme Objectives
Establish Maintenance Programme

DGCA MRB
OEM Establish Changes to Improve the

Program GM-Quality
Planning, Provisioning and

QUALITY MANAGER scheduling
Data Analysis Data

Remedial Action & Collection & Publication Direct and Implement
Measure the Results TS Maint. Activity Centres
Doc No AASL/MOE/01
Section ±6.9
Issue - 1

B737-200 FREIGHTER AIRCRAFT MAINTENANCE CHECK PERIODICITY
Maintenance Checks Periodicity after

S/N. Check Schedule
Conversion as Freighter
1. Transit Check Prior to every flight
2. First Flight of the Day (FFOD) Check To be carried out after a night halt when
L/o check remains valid.
3. Layover Check 24 FH /48 Hrs. ET
4. µ$¶&KHFN 125 FH
5. µ$¶&KHFN 250 FH
6. µ$¶&KHFN 375 FH
7. µ%¶&KHFN LWVPXOWLSOHV 750 FH
8. µ&¶&KHFN LWVPXOWLSOHV 3000 FH
9. µ'¶&KHFNLQFOXGLQJVWUXFWXral inspection 12000 FH
as per MPD.
NOTE :-
1. CPCP TASK WILL BE CARRIED OUT AS PER BOEING DOCUMENT NO. D6-
38528 TASK CARDS, REV. E, DATED APRIL 1997.
2. THE ABOVE CHECK PERIODICITY IS APPLICABLE TO B737-200

FREIGHTER AIRCRAFT ONLY.
Doc No AASL/MOE/01
Section ±6.9
Issue - 1

Maintenance Programme for CRJ 700 Aircraft

A) BASIC INSPECTION :-
S/N. Inspection Description and Validity
Walk around Inspection, this check is to be carried out
1 Transit Inspection
prior to every flight.
This check is to be carried out after a Night Halt when
2 Night Halt Check
Layover remains valid.
This check is to be carried out after every 72 hrs. Elapsed
3 Layover Check
Time (ET).
This check is to be carried out after every 100 Flight
4 Routine Check
Hours.
B) HIGHER LEVEL OF INSPECTION :-
1) Hours Based Inspection Schedule :-
S/N. Inspection Description and Validity Task Included
Work This check is to be carried out after 400 FH + 500 FH + 500
1
Package - I every 400 Flight Hours. APUH
This check is to be carried out after
2 1A Check 600 FH
every 600 Flight Hours.
Work This check is to be carried out after
3 800 FH +1000 FH
Package ² II every 800 Flight Hours.
4 2A Check 1200 FH
This check is to be carried out after 1800 FH + 2000 FH +
5 3A Check
every 1800 Flight Hours. 2000 EH
6 4A Check 2400 FH + 2500 FH
7 5A Check 3000 FH + 3000 EH
8 6A Check 3600 FH
9 4000 FH
Package -III every 4000 Flight Hours.
10 7A Check
every 4200 Flight Hours. 4500 FH
11 8A Check 4800 FH + 5000 FH
12 9A Check 5400 FH
13 1C Check 6000 FH + 6500 FH
14 8000 FH + 10000 FH
Package -IV every 8000 Flight Hours.
15 2C Check 12000 FH + 16000 FH
16 3C Check 18000 FH + 20000 FH
17 4C Check
every 24000 Flight Hours. 27000 FH
Doc No AASL/MOE/01
Section ±6.9
Issue - 1


18 5C Check 30000 FH
19 6C Check 36000 FH
Note :- Work Package tasks will be carried out progressively in a phased manner and tasks will
be monitored individually.
2) Cycle Based Inspection Schedule :-

S/N. Inspection Task Included Description and Validity
32-21-00-220-801 This check is to be carried out at 5000 FC
1 5000 FC
32-11-00-220-801 alongwith appropriate check.
This check is to be carried out at 20000 FC
2 20000FC 32-11-00-610-801
alongwith appropriate check.
3 20000FC 32-11-00-610-801
4 20000FC 32-32-06-720-804
5 6250 FC 32-61-05-610-801
3) Calendar Period Based Inspection Schedule :-

1 30 Days This check is to be carried out during every Routine check.
2 2 Months This check is to be carried out at every 2 Months.
1. The Calendar Inspection Schedule will be monitored individually and carried out as
and when they fall due (along with appropriate check).
2. Calendar based CMR & AWL items will be monitored separately and will be carried
out along with appropriate checks.
Doc No AASL/MOE/01
Section ±6.9
Issue - 1

C) STRUCTURAL INSPECTION :-
Structural inspection items and corrosion prevention control program (CPCP) not part of
regular phase inspection will be monitored individually and carried out as and when due.

,QLWLDO ZLOO EH FDUULHG RXW LQ ¶:RUN 3DFNDJH ²,,,·
Threshold
1 check and repeat inspection will be carried out in
Repeat ² 4000 FH
VXEVHTXHQW¶:RUN3DFNDJH²,,,·FKHFNV
,QLWLDO ZLOO EH FDUULHG RXW LQ ¶,&· FKHFN DQG UHSHDW
Threshold
2 LQVSHFWLRQ ZLOO EH FDUULHG RXW LQ VXEVHTXHQW ¶,&·
Repeat ² 6000 FH
checks.
,QLWLDO ZLOO EH FDUULHG RXW LQ ¶:RUN 3DFNDJH ²,9·
Threshold
3 check and repeat inspection will be carried out in
Repeat ² 8000 FH
VXEVHTXHQW¶:RUN3DFNDJH²,9·FKHFNV
,QLWLDOZLOOEHFDUULHGRXWLQ¶&·FKHFNDQGUHSHDW
Threshold
4 inspection will EH FDUULHG RXW LQ VXEVHTXHQW ¶&·
Repeat ² 12000 FH
checks.
Threshold Will be monitored individually and carried out as
5
Repeat and when due (alongwith appropriate check).
6
7
8
9
D) APU INSPECTION SCHEDUELS :-

Will be monitored separately until the relation between Flight Hours and APU Hours
established.

Will be monitored individually and carried out as and
1 2000 APU Hours
when due (alongwith appropriate check).
2 3000 APU Hours
3 4000 APU Hours
Doc No AASL/MOE/01
Section ±6.9
Issue - 1

MAINTENANCE PROGRAMME
ATR 42-320 AIRCRAFT
(As per Maintenance Planning Document Rev.24 dated Mar'09 & MRBR Normal Rev.11 Nov.'08)
A) SYSTEM & COMPONENTS, POWERPLANT & ZONAL PROGRAMME
Check Type Particulars of Check MPD Reference
Layover Check Equivalent to two calendar days means that the next due time is any
Section 7
(Line Check) time in day 3 if previous accomplishment done any time in day 1
Section 7
Seven calendar days means that the next due time is any time in day 8
Weekly (WY) Section 9
if previous accomplishment done any time in day 1
Section 10
Section 7
Section 9
'1A' Check Every 500 FH
Section 10
Section 11
Section 7
Section 10
Section 9
Section 10
Section 7
'4A' Check Every 2000 FH Section 9
Section 10
Section 7
'4000 Hrs' Check Every 4000 FH Section 9
Section 10
Section 7
Section 9
'C' Every 5000 FH
Section 10
Section 11
Section 7
'2C' Every 10000 FH Section 9
Section 10
Section 7
'4C' Every 20000 FH
Section 10
Doc No AASL/MOE/01
Section ±6.9
Issue - 1

B) TASK COVERING ENVIRONMENTAL DAMAGE & ACCIDENTAL DAMAGE / AWL ITEMS
Inspection Intervals MPD Ref.

01 YE ( 01 CCA) Section 7 / Section 11
02 YE ( 02 CCA) Section 7 / Section 10 / Section 11
08 YE ( 08 CCA) Section 7 / Section 9 / Section 10 / Section 11
Note: Year (YE or CCA ) - One Calendar Year
Doc No AASL/MOE/01
Section ±6.10
Issue - 1

6.10 RELIABILITY
6.10.1 PURPOSE:
To assures an optimum aircraft, engine, systems and component reliability.
The purpose of a reliability programme is to ensure that the aircraft maintenance programme
tasks are effective and carried out at appropriate time intervals. Actions resulting from the
reliability programme may result in the escalation, addition or deletion of maintenance tasks,
as deemed necessary. A reliability programme provides an appropriate means of monitoring
the effectiveness of the maintenance programme.
6.10.2 POLICY:
Aircraft, engine, systems and components and their Maintenance Programmes(MPs) shall be
continuously monitored by a Reliability Programme.
Reliability Control Board shall be responsible for the Reliability Programme.
6.10.4 PROCEDURE:
6.10.4.1 GENERAL
The design of Reliability Programme process is to support a continued improvement of:
- High safety performance
- Reliability performance of AASL fleet or as agreed with the customer/ operator for their
product
- Low maintenance costs
- High aircraft availability (low down time for maintenance)
- Low unplanned down time
- To develop an effective and efficient maintenance concept
AASL Reliability Program is published as a separate document. Refer Annexure 1
6.10.4.2 RELIABILITY CONTROL OF SYSTEMS & COMPONENTS

Indicative data generated by the Flight, Maintenance and Inspection Department are
categorised and segregated by ATA system, sub-system or component to provide the basis
by which the operational reliability is measured.
AME/Pilot Reports and unscheduled component removals are considered the significant
indicators of system reliability. In-flights shut-downs and unscheduled engine removals are
the significant indicators of engine reliability.
Pilot Reports :
a) Originated by flight crew on Flight Report Book.
b) 3LORW¶V UHSRUWV SURYLGHV TXDQWLWDWLYH GDWD RYHU D EURDG EDVH DQG DUH XVHG DV WKH
primary indicators of systems reliability.
c) A copy of each Pilot report page is removed from the Flight Report and routed directly
to the Dy. Manager(TS), where these are categorised into system per ATA
Specification 100 and recorded. Repetitive Defects and trends are noted.
d) Pilot Reports are summed system wise and the rate per 1000 aircraft hours calculated.
Doc No AASL/MOE/01
Section ±6.10
Issue - 1

e) The average rates for the evaluation period are included in the quarterly Reliability
Report.
ATA System-wise Operational Interruption Rate per 100 Revenue Take-offs.
System Defect Rate and Alert Exceedance.
Technical-incidents pertaining to specific system.
Premature removal of components.
Repetitive snags and rectification actions taken.
Follow up actions for decisions taken during previous reliability meetings.
Effect of corrective measures initiated earlier.
³$7$ 6<67(0:,6(23(5$7,21$/,17(55837,21 5$7( 3(5 5(9(18( 7$.(

2))6´LVGHILQHGDV
Sum of all Mechanical Delays, Servicing Delays & Incidents

= pertaining to the ATA system during the quarter under review
Total number of revenue take offs during the review period
Significance of this parameter is that it reflects to what extent a particular ATA system is
involved in operational interruptions (i.e. Delays and Incidents) during the period under
review.
Based on operational interruption rate, all ATA Systems have been divided into four groups
as follows :
*URXSµ$¶2SHUDWLRQDO,QWHUUXSWLRQ5DJH0.025 (Best Group)
*URXSµ%¶2SHUDWLRQDO,QWHUUXSWLRQ5DWHWR
*URXSµ&¶2SHUDWLRQDO,QWHUUXSWLRQ5DWHWR
*URXSµ'¶2SHUDWLRQDO,QWHUUXSWLRQ5DWH!0RVW3UREOHPDWLF*URXS
Note: In the absence of operators data Industry average is to be considered.
f) In addition to the systems alert method of monitoring, maintenance is alerted when an
adverse trend is noted or when maintenance action is ineffective in preventing
repeated defect reports.
6.10.4.3 COMPONENTS UNSCHEDULED REMOVAL RECORD

a) Component unscheduled removal records generated by the Maintenance are recorded
on the off-job sheets.
b) This component change information is furnished to, and in turn in available from the
history file/ cardex maintained in the Inspection office.
c) Component history cards reflect unscheduled removal rates per 1000 hours per month.
Components having unscheduled removal in excess of their alert value during an
evaluation period are listed in the reliability exception report.
6.10.4.4 COMPONENTS RELIABILITY

6.10.4.4.1 Alert Values
The system of alert values as detailed in this programme is applicable to components with
a fixed T.B.O. and has been evolved to :-
Doc No AASL/MOE/01
Section ±6.10
Issue - 1

a) Set standard for performance of these components in our environments.

b) Compare its current performance in relation to the above standard and to isolate
faults in the component or the system of which this components is a part, or in
the procedures currently used in the maintenance engineering.
Values utilised in the Alert programme are numerical expressions applied to all the aircraft
system and represent a rate of occurrence considered to be a sufficient departure from the
acceptable rate to require investigation.
This alert value, therefore, is a rate of occurrence at which an investigative response is
triggered.
Rates of occurrences and related alert values are not to be compared to industry
performance without first ascertaining that the methods of operating and calculating rate
are compatible.
Alert values are expressed as - rate of occurrence per 1000 hours of operating time and
are established and adjusted from statistical data in accordance with this programme.
For the purpose of the reliability control a defect written in the pilot report will be counted
only once until such time as an attempt has been made to rectify the defect. If the defect
occurs again after attempted maintenance it will be counted.
6.10.4.4.2 Systems & Components Reliability Programme

7HPSRUDU\µDOHUW¶YDOXHVZLOOEHHVWDEOLVKHGRQQHZDLUFUDIWDQGHQJLQHV\VWHPVRQZKLFK
no previous experience is accumulated. Industry experience and experience gained on
similar system or portions of systems and components will be used to establish the
WHPSRUDU\³$OHUW9DOXH´
$IWHUWKHDFFXPXODWLRQRIVL[PRQWKVDFWXDOH[SHULHQFHWKHWHPSRUDU\µDOHUW¶YDOXHZLOOEH
re-established using a six month average rate.
$W WKH HQG RIWKH DOHUW VHWWLQJ SHULRG µDOHUW¶ YDOXHV ZLOO EH HVWDEOLVKHG DQG PDLQWDLQHGDV
laid down in this document.
The initial alert setting period for components will be 2 years. For aircraft in service, it will
be the preceding 2 years of operation. The alert values are established two standard
deviations above the mean rate of occurrence, thus a tolerance band is established which
is proportional to the variables in the rate. Wherein a system or components, which has a
stable rate, will have a narrow tolerance between the mean and the alert value. Systems
or components, which have unstable rates, will have a wider margin.
Periodic adjustments of alert values is required to maintain the alert values at a sensitive
point such that new problems will cause the alert to be reached. Alert values will be
adjusted every twelve months to provide new alerts as per their performance.
Once established or introduced to this program. T.B.O. periods for system components
may be considered for increase as follows:-
Components on which unscheduled removal rates have remained below 0.2/ 1000 hours
during the preceding six months trend period may have the T.B.O. increased to not more
than 20% of the current time limit.
Doc No AASL/MOE/01
Section ±6.10
Issue - 1

Component for which unscheduled removal rates have not exceeded their alert
during the preceding six month trend period shall be eligible for an increase not
to exceed 20 % of TBO upon receipt of one or more satisfactory inspection/tear
down report of the components, which has operated to within 200 hours of the
current TBO without exhibiting any condition which would have prevented its
continued operation.
Components which have exceeded their alert value during the preceding six month
trend period shall not be eligible for an increase in TBO except when it can be
shown by an age group analysis that the operational reliability of the component
has not deteriorated as a result of high time component removals.
For any escalation of TBO period as above, prior permission of Regional
Airworthiness office must be obtained.
6.10.4.4.3 Corrective Measures

If reasons for removal are not substantiated as confirmed failures of components,
consideration shall be given to special training or improved trouble shooting procedures
or equipment in an effort to reduce unsubstantiated removals.
If reasons of removal are shown to be substantiated by confirmed failures, a positive
effort to develop corrective action shall be initiated in the form of improved repair /
overhaul techniques, improved operating methods, improved material or a consideration
to restrain the TBO period at a safe level.
6.10.4.4.4 Time Between Overhaul (T.B.O.) / COSL

1. Time Between Overhaul (T.B.O.) for all major and lifed Components are compiled by
Dy. Manager(TS) and forwarded to Regional Airworthiness Office for approval. The
7%2V DUH EDVHG RQ PDQXIDFWXUHU¶V UHFRPPHQGDWLRQV '*&$ GLUHFWLYHV DQG
$$6/¶VRZQH[SHULHQFH
2. T.B.O. may require revision under following conditions :
i Excessive component premature-removal/failure rate .In such conditions T.B.O.may
be suitably varied with an additional check introduced in between T.B.O. periods. In
some cases the component T.B.O may be reduced.
ii LIFE ENHANCEMENT PROGRAMME: This programme will be undertaken
periodically in association with Airworthiness Authority. Wherever a manufacturer has
varied the time between overhaul (TBO) of a component, a revised component life
proposal will be forwarded to Regional Airworthiness office, for their approval.
3 )RU ³2Q FRQGLWLRQ´ FRPSRQHQWV VXLWDEOH SHULRGLFDO FKHFNV VKDOO EH LQFOXGHG IRU
monitoring the performance of such components.
Technical Service division will maintain aircraft-wise record of all lifed-components, and
give call-outs for their removal from aircraft, before expiry of approved-life. Replacement
Doc No AASL/MOE/01
Section ±6.10
Issue - 1

of each lived component will be recorded in the appropriate logbook, and in separate
history-cards so maintained.
In case of operational exigencies, Dy. Manager(TS) should approach Regional
Airworthiness Office for temporary extension of overhaul-life. Such extension with
Authority number will be recorded in logbook and in the component history card
For the purpose of calculating Maintenance check time, component-life etc, the "Time in
$LU´ shall form the basis. All maintenance checks and component life approved periods
will be in terms of F.H. (Flying Hours)/Cycles/Calendar Period.
7HFKQLFDO 6HYLFHV 'HSDUWPHQW ZLOO PDLQWDLQ DQ DSSURYHG ³&RPSRQHQWV 2YHUKDXO DQG
6WRUDJH /LPLW´ &26/ GRFXPHQW VKRZLQJ DSSURYHG 7%2¶VFKHFN-periods of lived
items on the aircraft and also maintains history cards, for monitoring components hours
etc.
6.10.4.5 RELIABILITY CONTROL BOARD

The Reliability Control Board Consists of GM (Engg.) -Chairman, Chief of Maintenance-
Convener, and Dy. Manager (Technical Services) & representatives from Elect. / Instt. /
Radio / Accy. O/H shops and PPC as members. The board will meet quarterly to review the
data gathered. The items will be discussed and reviewed with the Maintenance Activity
Centre or customer/ operator and DGCA or with the appropriate NAA during the Reliability
Control Board meeting. The agenda of the meeting shall include the following:
Reviewing systems and components for potential trends, alert level exceedance and
implementing appropriate action where necessary. Taking any action on matters
submitted to them by the Maintenance department concerning adverse information
on in service aircraft where defects persist.
The review and analysis of data from aircraft/engine/equipment manufacturers
(service bulletins, service information letters etc), recommending and initiating
appropriate maintenance actions and ensuring the information received from such
data is properly disseminated and acted upon.
The review of Mandator\ 2FFXUUHQFH 5HSRUWV 025¶V ,Q-service Reports, Flight
Safety Incident Reports and recommendations and initiating appropriate
maintenance actions.
Repetitive defects are monitored, analysed and acted upon on a continuous daily
basis by Chief of Maintenance / Dy. Manager(TS) with intimation to Chief of Quality.
For ETOPS aircraft collective findings and actions are reviewed at the Review
meeting for impact and potential for revisions to the Maintenance Program. Special
attention will also be paid to RVSM, CAT II/ CAT III, MNPS related defects.
Engine and APU health and condition monitoring is an integral part of the reliability
process.
6.10.4.6 RELIABILITY DATA CONTROL

Reliability data is collected manually and through IT System. For customer/ operator, the
transfer of data and information shall be part of the individual contract (e.g. pooling contract
on components, engine maintenance, aircraft maintenance, etc.). Such information may
include but are not limited to the reporting of:
- Technical Incidents (Occurrences only)
Doc No AASL/MOE/01
Section ±6.10
Issue - 1

- Structural Inspections
- Engine Removal
- Flight Time Reporting
- Engine Condition Monitoring Data
- Aircraft Technical Log Sheets
- Check Findings
- Routine Reporting for Reliability Data
- Text of Technical Delay (exceeding 15 Minutes)
Data gathered through the IT System or manually shall be periodically analysed and
corrective actions will be established as deemed necessary to guarantee continued
airworthiness. There shall be a regular meeting with DGCA.
Doc No AASL/MOE/01
Section ±6.10
Issue - 1

Annexture-1
RELIABILITY CONTROL DATA FLOW CHART
Flight Crew, Pilot Reports

Tech Delays DGCA General Manager
In-flight Shut -downs (Engg.)
Line, Base Maintenance RELIABILITY CONTROL BOARD

Defects / Components
Removals Request for increase in periods between Maintenance to
DGCA by Chief of Maintenance.
Change in ;
Maintenance Procedures,
SHOP REPORTS Shop Procedures
Corrective Action Flight Procedures
Failure Report
Product Improvement
Sampling Report
Unjustified removals Provisioning
Training, Publications,
etc.
Aircraft Manufacturers
Service Bulletins
$OO2SHUDWRUVOHWWHU«(7&
RELIABILITY ANALYSIS SECTION

COMP. Manufacturers/OEM Analysis of all incoming data
Service Bulletins Maintenance of data records.
Modifications Presentation of information to the
QM Reliability Control
Doc No AASL/MOE/01
Section ±6.11
Issue - 1

6.11 PROCEDURE For OBTAINING C OF R

6.11.1 GENERAL:
The Chief of Quality or his authorised representative may apply for registration of the aircraft
in the prescribed form CA-28 with the following documents:
Customs clearance certificate/bill of entry of the aircraft.
Certificate of deregistration from the previous registering authority.
An evidence to the effect that the aircraft has been purchased or wholly owned by the
applicant. For this purpose, a copy of invoice shall be accepted. For aircraft purchased
within the country, an affidavit will be accepted. In case the aircraft is taken on dry
lease a copy of the lease agreement should also be submitted along with documents
as stated above.
In case a company, a document of registration of the company and the names,
addresses & nationality of the Directors, owns the aircraft.
A copy of the import license/ CCP/ permission for import issued by the Ministry of Civil
Aviation/DGCA.
Fee for registration as prescribed.
An applicant for a Certificate of Registration may be required to produce proof in support of
the statements contained in the application.
Upon registration a Certificate of Registration shall be issued to the owner, which will be
valid from the date of registration till the date indicated on the Certificate for leased aircraft.
When a new type of aircraft is registered, DGCA shall advise the State of design that it has
entered such aircraft on its register.
6.11.2 CHANGE OF OWNERSHIP:

If an aircraft is sold to another person or company, or ceases to be owned by the
owner indicated on its Certificate of Registration, the registered owner shall forthwith
notify this fact to the DGCA in accordance with Rule 33 of Aircraft Rule,1937.
The person or the company who becomes the owner of the aircraft previously
registered in India shall forthwith inform the DGCA of the fact of this ownership and
may make an application on form CA-28 (Appendix 'A') for registration of the aircraft in
their name. In addition the application shall be accompanied by an affidavit duly
authenticated by a Notary Public/Oath Commissioner from the old owner confirming
his ownership and also indicating that he has sold it to the new owner and has
received the sale proceeds in full. Until the Certificate of Registration is granted to the
new owner, it shall not be lawful for any person to fly or assist in flying such aircraft
except in accordance with the written permission of DGCA.
Doc No AASL/MOE/01
Section ±6.11
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6.11.3 AIRCRAFT IMPORTED BY AIR:

If an application is made for the registration of an aircraft before it is imported in India, for the
purpose of bringing the aircraft by air, a temporary Certificate of Registration may be granted.
The temporary Certificate of Registration will be valid only until the first landing at a
customs aerodrome in India.
The temporary Certificate of Registration may be delivered by the owner or his
representative to the DGCA along with the application for registration of the aircraft.
6.11.4 ISSUE OF DUPLICATE CERTIFICATE OF REGISTRATION:
When a certificate has been lost, it may be applied to the Regional Airworthiness
Office for the issue of a duplicate certificate with an affidavit, a copy of the FIR lodged
with the police for the loss and the prescribed fee.
When a certificate has been mutilated, it may be applied for issue of a duplicate
certificate to the Regional Airworthiness Office with the mutilated certificate and the
prescribed fee.
6.11.5 CANCELLATION OF REGISTRATION OF AIRCRAFT:
The registration of an aircraft registered in India may be cancelled at any time by the DGCA, if
it is satisfied that:-
i such registration is not in conformity with CAR Section 2 Series F Part 1, or
ii the registration has been obtained by furnishing false information, or
iii the aircraft could more suitably be registered in some other country, or
iv the aircraft has been destroyed or permanently withdrawn from use, or
v it is inexpedient in the public interest that the aircraft should remain registered in India,
or
vi the lease in respect of the aircraft registered persuant to CAR Section 2 Series F Part1
has expired, or
has been terminated by mutual agreement between the lessor and the lessee,
or
has been otherwise terminated lawfully.
Note:- In case of dispute regarding termination of the lease agreement the DGCA will take
action in pursuance of decision of a Court of Law.
The registered owner or his authorised representative may apply to DGCA, New Delhi for
cancellation of registration, enclosing original C of R.
The registration of the aircraft will be deemed to have been expired after the date of validity
indicated on the C of R, rendering any operation of the aircraft invalid without revalidating its
registration.
Doc No AASL/MOE/01
Section ±6.11
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6.11.6 VALIDITY OF REGISTRATION OF AIRCRAFT

In case of aircraft registered under paragraph 6.11.5 (vi), the registration will be valid so long
as the lease is in force and therefore, the period of validity of Certificate of Registration in
such cases shall be restricted to the date of expiry of lease agreement.
It may be applied to DGCA Headquarters for varying any particular(s)including extension of
validity in the Certificate of Registration.
6.11.7 NATIONALITY AND REGISTRATION MARKINGS

Upon registration, an aircraft will be allotted with a nationality mark of two capital letters 'VT',
followed by the registration marking of three capital letters in Roman character with a dash '-'
between the nationality and the registration marking. The size and method of affixing these
markings on the aircraft shall be in accordance with CAR Series 'X' Part I.
6.11.8 FEES
All fees payable shall be paid by crossed Indian Postal Order or Demand Draft payable to the
Accounts Officer, Central Pay and Accounts Office, Civil Aviation Department, New Delhi.
Doc No AASL/MOE/01
Section ±6.11
Issue - 1

CA-28 (Revised 1998)

GOVERNMENT OF INDIA
CIVIL AVIATION DEPARTMENT
Application for Registration of Aircraft
1. Type and description of aircraft
2. Seating accommodation Crew Passengers
3. Engine Type Power Rating Number of engines
4. Name and address of Constructor
5. Constructor's serial number
6. Maximum Take off Weight (in Kgs.)
7. Date of manufacture
8. No. of hours flown and cycles since new
9. History of accidents (if any). Indicate incidents/accidents met by the aircraft, the nature
and extent of damage sustained by the aircraft, details of any major repairs carried out
and by whom. If required, a separate appendix may be attached.
10. Has the aircraft been previously registered in India? If so, state Registration marks.
11. Particulars of previous registration(s) in any country outside India, if applicable.
12. Name of Owner (in full) In case of Company, give names of owners/directors and
their nationalities.
13. Address of Owner(s)
14. Nationality of owner(s)
15. Name of lessor
16. Address and nationality of lessor
17. Principal place of business
18. Name of lessee
19. Address and nationality of lessee
20. Principal place of business
21. Is the aircraft owned wholly:-
(a) by citizens of India, or
(b) by a Company or Corporation registered and having its principal place of
business in India and the Chairman and atleast 2/3rd of the Directors are
citizens of India, or
(c) by persons resident in or carrying on business in India who are not citizens of
India, or
Doc No AASL/MOE/01
Section ±6.11
Issue - 1

(d) by a Company or Corporation registered elsewhere than in India and carrying

on business in India?
(e) by the Central Government or State Government or company / corporation
owned or controlled by either of the said government.
22. In the case of aircraft owner as in 21(c) or (d), state
(a) How long has the applicant been resident in or carrying on business in India.
(b) Nature of business of the owner/lessor
(c) Nature of business of the lessee
23. Usual station of aircraft.
24. Category in which registration is claimed (A or B) vide Rule 30 of the Aircraft Rules,
1937.
25. Particulars of the registration fee paid.
I hereby declare that the above particulars are true in every respect and that nothing has been
concealed or withheld by me. I have studied the relevant Aircraft Rules and Civil Airworthiness
Requirements and shall abide by them.
Date of application Signature of applicant*
* Note : In case the applicant is not the owner, he should provide evidence in writing that he
has been duly authorised by the owner to furnish the required information and to sign
the documents on his behalf.
For Official Use only
While entering the above aircraft VT-_____ on the Indian Civil Aircraft Register, it has been
ensured that
(i) the requirements of this CAR have been complied with;
(ii) the Civil Aircraft Register has been updated;
(iii) the State of manufacture has been advised of the registration (applicable for new type
of aircraft only).
Date (Signature of registering officer)
Doc No AASL/MOE/01
Section ±6.12
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6.12 PROCEDURE FOR OBTAINING CERTIFICATE OF AIRWORTHINESS AND

RENEWAL
6.12.1 GENERAL:
Any aircraft registered in India, is required to have a Certificate of Airworthiness issued by the
Director General of Civil Aviation, Government of India, as per the Indian Aircraft Rules 1937.
The Chief of Quality (Quality Manager) shall ensure that in accordance with procedures
acceptable to the DGCA
each aircraft is maintained in an airworthy condition;
operational and emergency equipment necessary for flight is serviceable,
The Certificate of Airworthiness of each aircraft remains valid.
6.12.2 ISSUANCE OF CERTIFICATE OF AIRWORTHINESS:

6.12.2.1 ACCEPTED AIRWORTHINESS STANDARDS
Each aircraft either manufactured in India or imported into India for which a Certificate of
Airworthiness is to be issued or validated, shall conform to the design standards and be in a
condition for safe operation. To be eligible for issuance of Certificate of Airworthiness, an
aircraft must be Type Certified by DGCA in accordance with Rule 49. The design standards
specified in CS/ EASA and CS / EASA of Europe and FAR 23 and FAR 25 of Federal
Aviation Administration (FAA) of USA are generally acceptable for light and transport
category aircraft.
For issue/ validation of Certificate of Airworthiness of aircraft, which do not fulfill the design
standards mentioned above, QM may consult the Directorate General of Civil Aviation
(Director of Research and Development) before importing such aircraft, so that acceptance
or otherwise, of the design standards is ensured before the import of the aircraft.
Notwithstanding the above, DGCA may require certain special conditions such as
installation of equipment/ instruments, modification to be complied with, before accepting/
validating the type certificate for ensuring safety of aircraft operation.
Application for issue of C of A and Aircraft Noise Certificate
After the aircraft has been registered, Chief of Quality may apply to DGCA on the completed
form CA 25 together with the requisite fees prescribed in Rule 62 for issuance of Certificate
of Airworthiness at least five working days before the expected date of issue of Certificate of
Airworthiness. An application for issue of Aircraft Noise Certificate shall also be made along
with the application for issue of Certificate of Airworthiness.
Before the Certificate of Airworthiness in respect of an imported aircraft is issued, the
Director General will satisfy himself regarding the airworthiness and design standards of the
aircraft. For this purpose AASL shall submit along with the application, an Export Certificate
of Airworthiness from the Regulatory Authority of the country of Export. For aircraft type
imported into the country for the first time, a copy of the Type Certificate and/ or its Data
Sheets should accompany the Export C of A. These documents will certify that the Aircraft
conforms to approved design standards of Airworthiness Authority of country of design. In
addition, special requirements of DGCA shall be made available to the regulatory authority
of the exporting country for compliance prior to issue of Export C of A. .
Doc No AASL/MOE/01
Section ±6.12
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Note: Aircraft with MTOW greater than 5700 kg and categorized as passenger/mail/goods
shall have at least two engines.
Documents/ technical literature
If the type of aircraft is being introduced/ imported into the country for the first time (new or
used), AASL shall supply, free of cost, one set each of the following updated technical
literature, to DGCA Hdqrs and Regional/Sub-Regional Office of DGCA for retention:
Type Certificate & Type Certificate Data Sheets
Standard form of Certificate of Airworthiness issued by the country of Export
Export Certificate of Airworthiness
Maintenance Planning Document/Manufacturers recommended inspection document
MMEL
$LUSODQH)OLJKW0DQXDO3LORWV¶2SHUDting Handbook
Crew Operations Manuals. (Where applicable).
In addition, one set of the following documents shall be submitted to Regional/ Sub Regional
Office of DGCA where the aircraft is based with up-to-date amendments:
Aircraft Maintenance Manual
Engine Maintenance Manual
Overhaul Manual
Structural Repair Manual
Service Bulletins
SSID, CPCP document (where applicable).
Note: Documents issued by the manufacturers in electronic format in lieu of hard copies are
acceptable.
QM shall ensure that any amendments to the above documents are forwarded to DGCA
Hdqrs and/ or to the respective Regional/Sub Regional office promptly.
Note: In case an aircraft is based (main base where major maintenance is carried out) at
more than one station in India, then additional copies of the above mentioned technical
literature may be asked for, by the concerned Regional/ Sub-Regional Airworthiness Office.
In addition to the documents required in the above paragraphs, the following Log Books/
Certificates/ documents shall also be submitted:
Duly filled original log books along with record of modification with a certificate from
Chief of Quality that all applicable modification/ Airworthiness Directive/Inspection
have been complied with at the time of issue of Export C of A.
In case the aircraft was imported in a dismantled condition, an erection certificate
signed by an appropriately licensed/ Authorised/ approved person(s) along with the
flight test report by the pilot licenced/authorised for the purpose.
Doc No AASL/MOE/01
Section ±6.12
Issue - 1

Flight Test Report for the aircraft and the avionics systems.
An electrical load analysis covering all services, if the aircraft has undergone
modification needing such analysis.
&XVWRPLVHG 0DQXIDFWXUHU¶V ZHLJKW DQG EDODQFH PDQXDO DQG ZHLJKW VFKHGXOH JLYLQJ
the empty weight CG location.
/LVW RI FRPSRQHQW URWDEOHV JLYLQJ GHWDLOV RI FRPSRQHQWV¶ KLVWRU\ IRU HDFK PDMRU
component listed in COSL.
6.12.2.1.4 Issue of C of A
On receipt of the application along with the necessary fees in accordance with Rule 62 and
requisite documents, partially filled Indian Certificate of Airworthiness will be forwarded by
DGCA Hdqrs to the concerned Regional/ Sub-Regional Airworthiness Office
The Regional/ Sub-Regional Airworthiness Office on being satisfied that the aircraft
conforms to the stipulated design and airworthiness standard, may issue/ validate the
Certificate of Airworthiness on the basis of Export Certificate of Airworthiness, physical
inspection of the aircraft and scrutiny of other related documents.
In case of import of used aircraft, the Regional /Sub Regional office shall satisfy itself that
the aircraft had been maintained in a continued airworthiness condition in accordance with
an approved maintenance programme given by the aircraft manufacturer and/or by the
approved maintenance agency that had last maintained the aircraft. For example, records of
maintenance, modifications, overhaul, repair and history of any accident may have to be
reviewed before issuing Indian Certificate of Airworthiness.
Officers of regional/ sub-regional office shall inspect the aircraft to the extent possible, to
establish that all the instruments and equipment as per applicable CARs have been installed
and are in serviceable condition, the aircraft is airworthy, and does not have any unsafe
features which may jeopardize the airworthiness or safety of aircraft. In case any deficiency
is noticed during inspection by the Airworthiness officer, AASL will be advised to make up
the deficiencies pointed out before the issuance of Certificate of Airworthiness.
6.12.3 VALIDITY OF CERTIFICATE OF AIRWORTHINESS:

The validity of C of A shall be specified on the C of A and shall be limited to a maximum
period as indicated below:
The validity of C of A of aircraft shall be 5 years till the aircraft attains the age of 10
years.
Note: If the age of the aircraft inducted is between 5-10 years the validity of C of A will
be restricted to the date the aircraft attains the 10 years age.
The validity of C of A of aircraft shall be 2 years till the aircraft attains the age of 20
years.
Note: If the Certificate of Airworthiness of aircraft inducted is between 18- 20 years the
validity of C of A will be restricted to the date the aircraft attains the 20 years age.
Doc No AASL/MOE/01
Section ±6.12
Issue - 1

The Certificate of Airworthiness of aircraft older than 20 years shall be valid for one
year.
In case of imported aircraft the validity shall begin from the date of issue of Export
Certificate of Airworthiness and shall be restricted to the validity specified in the para
6.11.3.1.
6.12.3.3 CONDITIONS FOR CONTINUED VALIDITY OF C OF A
The continued validity of the C of A shall be subject to an annual review of airworthiness for
the aircraft wherein the following shall be ensured:
all due maintenance specified in the applicable maintenance programme have been
completed; and
all Airworthiness Directives/ mandatory modifications have been complied with; and
any modifications and repairs carried out conform to the applicable regulations; and
each discrepancy recorded in the technical log has been actioned and certified; and
all applicable releases to service have been completed and certified; and
DOO FRPSRQHQWV¶ OLYHV DUH ZLWKLQ WKH OLPLWV ODLG GRZQ LQ WKH DSSOLFDEOH PDLQWHQDQFH
programme; and
weight and balance data in the aircraft logbook is accurate and within the limitations
of the aircraft type certificate; and
the flight manual is current version for the aircraft; (ix) all documents and safety
equipment on board are updated and in proper condition; and
a general condition inspection of the aircraft is performed with satisfactory results.
The annual review of airworthiness shall be carried out by persons meeting qualifications
DQGH[SHULHQFHDVJLYHQLQ&$56HFWLRQ6HULHVµ)¶3DUW,,,DQGVKDOOEHDXWKRUL]HGE\
the Quality Manager to carry out the review. A report (Annual Review of Airworthiness) as
SHU WKH SURIRUPD DW $SSHQGL[ µ,¶ VKDOO EH VXEPLWWHG WR WKH FRQFHUQHG UHJLRQDO RIILFH DIWHU
being vetted by the Quality Department.
Each person who performs and certifies an annual review of airworthiness for an aircraft
shall enter²
the following statement in the aircraft logbook or other approved technical record:
I hereby certify that an annual review of airworthiness has been carried out on this
aircraft and that the current requirements of Civil Aviation Requirements have been
complied with; and
besides the statement required by subpara (a), his/her signature, licence number, and
the date of the entry; and
in the appropriate section of the aircraft technical log, the date that the review is next
due.
Doc No AASL/MOE/01
Section ±6.12
Issue - 1

Each person who performs an annual review of airworthiness and finds that an aircraft does
not comply with the requirements listed in Section 6.12.3.3 shall:
record the discrepancies in the aircraft logbook or other approved technical record;
and
Forward a copy of the discrepancies to the concerned regional office.
6.12.4 FOREIGN CERTIFICATE OF REGISTRATION:

An aircraft may be imported under foreign Certificate of Registration and Certificate of
Airworthiness. The Indian Certificate of Registration and Certificate of Airworthiness shall be
issued after the aircraft arrives in India and AASL complies with the applicable airworthiness
requirements.
6.12.5 SHORT TERM CERTIFICATE OF AIRWORTHINESS:

Aircraft may also be imported under Indian Registration Markings with Short Term Certificate
of Airworthiness, which will have limited validity. For this, AASL submit a duly completed
application Form CA25 shall along with the necessary fees as prescribed in Rule 62
On a request made by DGCA, the regulatory authority of the country of export may issue the
Indian Short Term Certificate of Airworthiness. The foreign regulatory authority while issuing
Indian Short Term C of A will ensure that the aircraft complies with:
the requirements of Section 6.12.2.1
all applicable ADs.
the special requirements as given in AppeQGL[µ'¶RI&$56HFWLRQ6HULHVµ)¶3DUW,,,
the requirement that it has a current weight schedule which gives its empty weight CG
location.
The full term Certificate of Airworthiness will be issued on arrival of the aircraft in India after
the owner/ operator complies with applicable airworthiness requirements.
6.12.6 RENEWAL OF CERTIFICATE OF AIRWORTHINESS

6.12.6.1 PROCEDURE:
An application for renewal of C of A shall be completed and submitted to concerned
airworthiness office by AASL as per tKH SURIRUPD DW $SSHQGL[ µ-¶ RI &$5 6HFWLRQ
6HULHV¶)¶ 3DUW-III, at least 30 days prior to the expiry of the certificate along with the
necessary fees as per Rule 62. The application shall be accompanied with a certificate
confirming compliance and adherHQFHLQUHVSHFWRIWKHLWHPVOLVWHGLQ$SSHQGL[µ.¶RI&$5
6HFWLRQ6HULHV¶)¶3DUW-III duly signed by the QM of AASL
AASL shall make the aircraft available for reasonable period at a time and place acceptable
to DGCA for such checks and inspections as may be required. To avoid grounding of aircraft
the aircraft shall be made available to DGCA officers within 15 days prior to expiry of C of A.
Doc No AASL/MOE/01
Section ±6.12
Issue - 1

The applicant shall establish that the aircraft is airworthy in all respects.
The applicant shall provide the necessary personnel and equipment so that required checks
and inspections may be satisfactorily carried out.
All relevant records of aircraft maintenance, flight tests and calibration shall be made
available to the officers of DGCA at the time of inspection for renewal of C of A.
The mass (empty weight) of the aircraft shall be determined as per the rules.
The operator shall carry out flight tests as specified by the manufacturer and provide
satisfactory functioning of the avionics, performance and handling qualities of the aircraft
during flight should be established.
6.12.6.2 DOCUMENTS TO BE PROVIDED TO DGCA FOR RENEWAL OF C OF A

A copy of an inspection report giving brief details of the work done since last renewal of C of
A to establish that the aircraft had been maintained to assure its continued airworthiness.
This report should be in the form of a schedule and should include the following documents:
A record of work accomplished since the last renewal of the certificate;
A record showing details of major checks carried out since the last renewal of the
certificate;
A record of airframe, engine(s) and propeller(s) flying hours as follows:
the total flying hours for the airframe since new and the flying hours since the
last renewal;
the total flying hours for the engine(s) since new and the flying hours since the
last overhaul;
the total flying hours for the propeller(s) since new and the flying hours since
the last overhaul;
A record showing compliance with:
Airworthiness Directive / mandatory modification compliance status
Compliance status of approved aircraft maintenance programme including
SSID and CPCP (if applicable)
Modifications and service bulletins complied since the last renewal of C of A.
Major defects encountered, rectification action and analysis report
Accident / Incident that the aircraft suffered and action taken
a record of major component changes;
A mass and balance report which should include a copy of the empty aircraft mass
determination record, the mass and center of gravity schedule and a list of basic
equipment and mass growth charts.
A flight test report for the avionics systems.
A flight test / Performance evaluation report of the aircraft
Doc No AASL/MOE/01
Section ±6.12
Issue - 1

6.12.6.3 GENERAL REQUIREMENTS FOR RENEWAL OF C OF A

The applicant shall ensure that no structural inspection including Supplemental Structural
Inspection is due, no mandatory modification/inspection/SBs is outstanding and the "lives" of
all the (major) components are still within valid operational limits.
The applicant shall ensure that all installed equipment on board the aircraft, are in
serviceable condition. If it is not so, the applicant of the aircraft shall notify the DGCA
regional office in writing.
7KHDSSOLFDQWVKDOOHQVXUHWKDWDOOWKHGRFXPHQWVUHTXLUHGE\&$56HFWLRQ6HULHVµ;¶3DUW
VII are on board the aircraft and current.
In case major maintenance schedules are not due at the time of renewal of Certificate of
Airworthiness then the applicant shall intimate the concerned regional Office about the
carrying out of such major schedules as and when these are due, but at least 15 days
before these are due, to enable the airworthiness officers to carry out such physical
inspection of the aircraft as considered necessary.
In case the Airworthiness Officer completes his final inspection of the aircraft and its
documents, after the expiry of the Certificate of Airworthiness, or 30 days before the expiry
of C of A then the currency of C of A would start from the date of inspection.
6.12.7 PROCEDURE FOR RENEWAL OF C OF A OF INDIAN REGISTERED AIRCRAFT

ABROAD:
There may be a situation where Certificate of Airworthiness of an Indian registered aircraft
may get lapsed while operating in a foreign country. In such a case, QM may provide DGCA
with full justification of such exigencies. The C of A will be renewed after following the same
procedure as prescribed above and inspection of the location will have to be carried out at the
airport where the aircraft's C of A has lapsed. Alternatively, a ferry flight authorization may be
sought to enable inspection of the aircraft at another suitable location where adequate
inspection facilities are available.
6.12.8 SUSPENSION OR CANCELLATION OF CERTIFICATE OF AIRWORTHINESS:

The Certificate of Airworthiness shall cease to be valid if:
Approved aircraft maintenance programme is not complied;
"Lifed" components are not replaced/ CMR items not complied;
Mandatory modifications/ inspections/ SBs are not carried out, as and when due;
Unapproved repairs/ Modifications are carried out;
Unapproved materials/ procedures/ practices are used;
Aircraft has suffered major damage or defect or develops a major defect, which would
affect the safety of the aircraft or its occupants in subsequent flights;
Doc No AASL/MOE/01
Section ±6.12
Issue - 1

Annual review of airworthiness (ARA) report is not provided to the concerned regional
airworthiness office 15 days prior to the expiration period of the previous annual report
or an erroneous annual report is provided; or
Valid and current mandatory documents are not carried on board.
6.12.8.2 REVALIDATION OF A SUSPENDED C OF A

In case the C of A of aircraft is suspended on account of a major accident or due to any
other reason, the same will be revalidated, subject to the completion of the required repair/
modification/ maintenance action, from the date of inspection by Airworthiness Officer and
will be valid only up to the date the previous currency of the C of A.
The Director General of Civil Aviation reserves the right to refuse Certificate of Airworthiness
to an aircraft where reasonable doubt exists regarding its airworthiness or where required
document(s) have not been made available or false information has been furnished. The
DGCA may withhold the issue of C of A, if the aircraft is known or suspected to have
features, which may jeopardize safety or airworthiness of the aircraft.
DGCA reserves the right to cancel Certificate of Airworthiness if it is observed that the
Certificate of Airworthiness has been obtained by false/fraudulent means.
Notwithstanding the above, the DGCA may require the owner/ operator to comply with
additional requirements prior to issue/ revalidation/ renewal of the C of A of the aircraft to
ensure its continued airworthiness and safe operations.
127()RU$SSOLFDWLRQ)RUPVDQGRWKHUUHTXLUHPHQWV$SSHQGLFHVµ$¶WRµ.¶RI&$56HFWLRQ
6HULHVµ)¶3DUW-III are to be followed.
Doc No AASL/MOE/01
Section ±6.13
Issue - 1

6.13 PROCEDURE FOR EXPORT C OF A:

It shall be ensured that following requirements are made available to the regulatory authority
of the exporting country for compliance prior to issue of Export C of A.
1. Indian registered Aircraft are required to be Type Certificated. For this DGCA will accept
FAA/EASA Type Certificate.
2. Aircraft model brought to India for the first time will warrant submission of Type Certificate
and Type Certificate Data Sheet/ Supplemental Type Certificate Data sheet. Any deviation
from the original design will warrant submission of Type Certificate and Type Certificate
Data sheet pertaining to the new design.
3. When the complexity of design or special design feature warrant, a representative of the
manufacturer may be requested to visit India and acquaint DGCA personnel with the
system and design of the aeroplane. Alternately, representatives of DGCA may visit the
manufacturing site to discuss specific design/ manufacturing issues with the
representatives of the manufacturer/ regulatory authority.
4. Special conditions may be imposed on Type Certificate and Type Certificate Data Sheet
as desired by DGCA in specific cases for safe operation of the aircraft. Any specific
conditions so desired will be communicated to the manufacturer/ regulatory authority by
DGCA.
5. For any Type Certificated Aircraft the same 'Noise Standards' applicable to the issuance of
Certificate of Airworthiness of the country of export will generally be applied in India for
issuance of Indian Certificate of Airworthiness.
In addition, the requirements as given in Section 6.2 should also be fulfilled while accepting
new / used / leased aircraft.
Doc No AASL/MOE/01
Section ±6.14
Issue - 1

6.14 PROCEDURE FOR OBTAINING AEROMOBILE STATION LICENCE AND RENEWAL

THEREOF
6.14.1 W.T. LICENCE FOR EQUIPMENT INSTALLED ON THE AIRCRAFT:
6.14.1.1 INITIAL ISSUE
Procedures in regard to issue of initial licence for operations of W.T. equipment installed on
Board the aircraft which are newly imported or taken on lease by AASL, is described here.
Application shall be submitted to Wireless Advisor, Government of India New Delhi, through the
DGCA for grant of W.T. Licence for operation of Wireless Equipment fitted in the aircraft.
In case aircraft is of Indian origin, DGCA/Wireless Advisor shall be requested for transfer of the
C of A. C of R and W.T. Licence issued to the Manufacturing Firm to AASL.
6.14.1.2 RENEWAL
W.T. Licence is valid for a period of one year and expires on 31st December of the
Calendar Year.
Arrangements shall be made well in advance to get all the W.T. Licence of the AASL Fleet
renewed for a further period of one year prior to the date of expiry.
As the Wireless Advisor renews the licences, Government of India at New Delhi, the
responsibility of getting the W.T. licence renewed shall rest with the Chief of Quality
(Quality Manager) Delhi.
The following procedures shall be adopted :-
The list of aircraft on AASL record as on 30th October of the calendar year shall be
taken as the fleet of aircraft for which renewal action shall be taken.
Arrangements for payment of renewal fees shall be made by Chief of Quality through
Finance department of AASL.
Chief of Quality shall submit a request to Wireless Advisor, Government of India for
renewal of the W.T. Licence of aircraft of AASL fleet giving a list of aircraft and
enclosing the Pay orders as requisite fee.
On receipt of the renewal slips, Chief of Quality shall send intimation to all bases,
informing about renewal of W.T. Licences up to 31st December of the following year
(the year to be mentioned e.g. 2009) and giving registration of aircraft for display on
the respective A/c.
Doc No AASL/MOE/01
Section ±6.15
Issue - 1

6.15 AIRCRAFT TECHNICAL LOG UTILIZATION AND MEL APPLICATION.
6.15.1 AIRCRAFT TECHNICAL LOG UTILIZATION
a) The following Log Books/Documents are required to be kept and maintained for each
aircraft for Alliance Air as per the statutory requirements of Government of India:
i) Aircraft Log Book

ii) Engine, Propeller and APU Log Book for engine installed on aircraft.
iii) Radio apparatus Log Book
iv) Flight Report Book and Flight Log for aircraft.
v) General Declaration Form (Operation Department to Comply).
b) The Airframe and Engine Log Books have three different sections:
i) The first section contains record and certification of routine Inspection and
Maintenance as well as minor repairs, besides the information required in the vertical
columns.
ii) The second section consists of coloured sheets, ruled horizontally. Each page bears
the caption, namely 'replacement, major repairs and overhaul'. A detailed record of the
work done under these headings and certification thereof is maintained in this section.
iii) The third section consists of a set of differentially coloured pages, also ruled
horizontally, and each page bears the heading, namely 'Modification Record". Details
of modification affected and certification thereafter are recorded in this section.
6.15.2 MINIMUM EQUIPMENT LIST (APPROVED DEFICIENCY LIST)
Refer CAR section 2, Series B, Part I
6.15.2.1 PREAMBLE
The acceptable deficiency/minimum equipment list as approved by D.G.C.A is

compiled with a view to assist the Pilots and Engineers to determine where basic
installations may be deficient of certain items without affecting the safety and
airworthiness of the aircraft. It is, however, emphasized that the existence of this
list in no way absolves the Captain or Engineer from ensuring that the aircraft is
safe for proposed flight, taking into consideration all the aspects and circumstances
of the flight.
It is anticipated that when used with discretion, this list will improve the operational
efficiency and minimize the late departures. The MEL/ Deficiency list is applicable
to all Transit stations for B737-200, CRJ700 & ATR 42-320 aircraft, the main base
station will be Delhi and Kolkata for ATR 42-320 a/c and all other station will be
outstation /transit. If the aircraft is transiting through main station with the snag
already carried forward under MEL from outstation, the aircraft may continue to fly
with carried forward snag if sufficient time is not available for rectification of the
carried forward snag. But the carried forward snag must be rectified in the time
IUDPHRIFDWHJRU\µ$¶µ%¶DQGµ&¶RI0(/+RZHYHUDWWKHWLPHRIWKHILUVWIOLJKWRI
the day (originating flight from the parent base station) the defects covered by MEL
Doc No AASL/MOE/01
Section ±6.15
Issue - 1

defects covered by MEL may be carried forward, provided such defects occur
during pre-departure check i.e. about an hour or so before the departure of the
Aircraft, and these cases shall be reported to local Airworthiness Authorities in
writing within 24 hours. The defect under MEL shall be rectified and the deficiency
PDGHJRRGLQWKHWLPHIUDPHRIFDWHJRU\µ$¶µ%¶DQGµ&¶RI0(/RIWKHGHWHFWLRQ
The defect that can be rectified within the stopover time shall be attended at all
stations.
Every deficiency must be recorded in the Flight Report Book and the Pilot of the
aircraft before flight should countersign Aircraft Technical Log and the entry in the
Flight Report Book. AME should placard the inoperative system suitably.
Whenever advance information of release of aircraft under M.E.L. is available, the
same should be brought to the notice of the Flight Despatch for their necessary
action. Appropriate records should also be maintained by the AME/Inspector
concerned at the transit stations from which the aircraft is released with such
deficiency, for further reference purpose.
Defective items/systems shall be placarded, and if called for, maintenance actions

as detailed in the Despatch Deviation Maintenance Procedures section of the MEL
shall be complied before releasing the flight. Also it should be ensured that if it is
required by MEL the system deactivation should be carried out for unserviceable
system.
All components and accessories of airframes/ engines/ equipments,

unserviceability of any of which is likely to seriously impair the airworthiness of the
aircraft, must be serviceable in all respects.
Rectification of inoperative systems, items of equipment or defective components

shall preferably be carried out at the first station where time and spares permit.
Each item has been categorized as A, B, and C. For purpose of rectification and
repair category, as mentioned below: -
Category A: Items in this category shall be repaired within the time interval
VSHFLILHG LQ WKH UHPDUNV FROXPQ RI WKH RSHUDWRU¶V DSSURYHG 0(/
However, in no case un-serviceability of any item shall exceed 3
flight days, including the day the malfunction was recorded. For
example, if it were recorded at 10 a.m. on January 26th, the three-
day interval would begin at 10 a.m. the 26th and end at 10 a.m. the
29th.
Category B: Items in this category shall be repaired within three (3) consecutive
calendar days (72 hours), excluding the day the malfunction was
recorded in the aircraft maintenance record/logbook. For example,
if it were recorded at 10 a.m. on January 26th, the three-day interval
would begin at midnight the 26th and end at midnight the 29th.
Doc No AASL/MOE/01
Section ±6.15
Issue - 1

Category C: Items in this category shall be repaired within eight (8) consecutive
calendar days (192 hours), excluding the day the malfunction was
recorded in the aircraft maintenance record/logbook. For example,
if it were recorded at 10 a.m. on January 26, the 8 day interval
would begin at midnight the 26th and end at midnight February 3rd.
Category D: Items in this category shall be repaired within one hundred and
twenty (120) consecutive calendar days, excluding the day the
malfunction was recorded in the aircraft maintenance log and/or
record.
NOTE: ,WHPV LQ FDWHJRU\ µ'¶ DV SHU 00(/ KDYH EHHQ
LQFOXGHG LQ &DWHJRU\ µ&¶ LWHPVLQ WKLV 0(/ DQG ZLOO
be repaired/rectified in accordance with the time
OLPLWDWLRQDVGHILQHGIRU&DWHJRU\µ&¶
All aircraft snags should be rectified when they pass through the main base, even if
they are covered under MEL before they proceed on the next flight. However, if there
is no sufficient time for rectification of snags covered under the MEL during transit, it
may be deferred further for a period as per the applicable MEL provisions.
Defective items/systems must be isolated by pulling out of CBs, blanking of pipelines,

ORFNLQJRIVHOHFWRULQµ2))¶SRVLWLRQRUVLPLODURWKHUDFWLRQZKLFKZLOOHQVXUHVDIHW
6.15.2.2 RECORDING OF DEFICIENCY
A list of carried forward defects under MEL from Delhi & Kolkata shall be submitted to
the Regional Director of Airworthiness, of the B737-200, CRJ700 & ATR 42-320 main
bases every month by the Line & Base Maintenance Manager. A statement from Line &
Base Maintenance Manager shall indicate that there was no violation of MEL, and that
WKH GHIHFWV FDUULHG IRUZDUG XQGHU 0(/ EH\RQG WKH YDOLGLW\ SHULRG ZLWK '$:¶V
permission, if any, shall be highlighted.
The Line & Base Maintenance Manager in consultation with the Chief of Operations of
the main base may permit flight of an aircraft from a transit station with an item of
equipment covered under MMEL, but not included in the MEL as inoperative, after
obtaining prior approval of the Regional Airworthiness Authority on phone, followed by
a written request within 24 hours. In the absence of Line & Base Maintenance Manager
/ Chief of Operations, the officiating / acting person may exercise this authority.
6.15.2.3 AMENDMENT TO MEL
(a) Line & Base Maintenance Manager shall formulate amendment to any item in the
existing MEL including revision of existing MEL subsequent to MMEL revision by
the authority of the country of manufacturer in consultation with Chief of
Quality(Quality Manager), Chief of Operations and Chief of Flight Safety.
Doc No AASL/MOE/01
Section ±6.15
Issue - 1

(b) After their concurrence the amended document will be send to Regional
Airworthiness Authorities that would approve the same.
(c) On receipt of D.G.C.A. approval to the amendments it will be incorporated in the
MEL document. The Line & Base Maintenance Manager will then arrange for the
distribution of copies of the amendments to all holders of MEL documents.
(d) Whenever an approval of amendment to the MEL is made, the same shall be
placed under the applicable ATA chapter. The complete page on which this
amendment is made shall be replaced with a new revision and the amendment
shall be indicated by means of a vertical line along the left hand margin of the
revised page.
(e) Notwithstanding the MEL, an AME/ approved person need not release the aircraft
for flight or a pilot need not accept the same if it is considered unsafe to do so in
his opinion.
(f) It may be ensured that aircraft is not dispatched with multiple item inoperative,
which may increase the crew workload without counselling the pilot.
6.15.2.4 REVIEW OF M.E.L.

M.E.L. shall be reviewed and updated as and when amendment to it is
issued.
6.15.2.5 DEFERRED MAINTENANCE OF DEFECTS (CARRIED FORWARD SNAGS)
i In normal aircraft operation, defects are reported by Pilot or observed

by the AME at Outstations, where complete maintenance facilities may
not be available. Under those circumstances, rectification of certain
defects, which are not affecting the safety or airworthiness of the
aircraft, can be deferred to the base, where these facilities are
available. These defects, which can be carried forward, are listed in
the MEL (Minimum Equipment List) approved by D.G.C.A.
ii In case the Pilot of the following sector flight does not repeat a snag
reported in the earlier sector and the same was carried forward by the
AME, it shall not be inferred that the same snag does not exist any
more and does not require attention, unless the pilot has made specific
observation in regard to the non-existence of particular snag (s).
iii $Q$0(FDWHJRU\µ$¶ µ&¶LVSHUPLWWed to carry forward an E,I,R snag
under the MEL provided no maintenance action is involved.
iv When the aircraft is released under M.E.L
When the aircraft is released under MEL, the snag will be recorded in the
off-job sheet and the Pilots Defect Report Book. A mention shall be made
that "The aircraft is released with this snag under MEL."
Necessary entry of the deficiency shall be affected by the AME / Approved
person as applicable in the Flight Report Book / Aircraft Technical Log
Book & and this shall be countersigned by the Pilot of the aircraft before
flight.
Necessary Log entries shall be made in the Aircraft / Engine / Radio Log
Books.
Defective items / systems must be isolated, if required in accordance with
maintenance procedure outlined in. Cockpit Indication pertaining to
unserviceable system must be clearly and unmistakably labeled as
Doc No AASL/MOE/01
Section ±6.15
Issue - 1

DEFECTIVE in such a way that no reading can be taken and no operation

can be performed of all such equipment.
NOTE: ALL COMPONENTS AND ACCESSORIES OF AIRFRAME/ ENGINE /

EQUIPMENT WHOSE UNSERVICEABLITY IS LIKELY TO
SERIOUSLY IMPAIR THE AIRWORTHINESS OF AIRCRAFT MUST
BE SERVICEABLE IN ALL RESPECTS.
$OO³FDUULHGIRUZDUG´VQDJVVKDOOEHDWWHQGHGWRDIWHUGD\¶VIOLJKWDQGRUGXULQJ1LJKW+DOW
Inspections. When a snag is to be carried forward, whenever possible, attempt should be
made to pinpoint the cause of the defect. It should be intimated to the Chief of
Maintenance / Shift- in-Charge of the aircraft. If the defective item is identified, the same
should also be conveyed, so that effective corrective action can be suggested.
The details of the C/F snag (aircraft Regn., date, flight No. defect reported, possible cause)
should be entered in the C/F Defects Register to be kept in the Line Maintenance in the
base and outstations and the entry should be duly signed by the AME. A monthly
statement should be sent to Line & Base Maintenance Manager of the Main base, the
Station Engineer / Dy. Gen. Manager (E-M) within the first week of the following months.
Every attempt should be made WRUHFWLI\WKH&)GHIHFWVGXULQJQLJKWKDOWDIWHUGD\¶VIOLJKW
/ during FFOD, Layover Check & higher Checks. Normally no snag can be C/F from the
main base in the first flight of the day, but if the snag is reported to within ONE hour prior to
start of the flight, it can be C/F. All such snags, should be reported to Line & Base
Maintenance Manager / Quality Manager / Regional Airworthiness Authorities within 24
hours in all bases. For this purpose, Delhi for Boeing 737-200, ATR 42-320 & CRJ700 is
the main base & Kolkata is the Sub-Base for ATR 42-320. However, all C/F snags should
be rectified within the period stipulated in the preamble to MEL. It is the responsibility of
the Engineer, who is releasing the aircraft for flight that no C/F defect has exceeded the
time limit.
When an aircraft is transiting through its main base with a C/F snag, the same may still
be carried forward further to avoid delay. However, if the snag is of a nature that can be
attended within transit time ± all efforts should be made to attend these type of snags.
When a snag covered under MEL shall be C/F & released under M.E.L & offered to Capt.
for Flight & If he refuses to accept the aircraft due any reason / no reason, he must put it in
writing on PDR book. If the Capt. refuses to give in writing, AME should enter this in DMR
and immediately inform to:
i. Line & Base Maintenance Manager, Delhi / Kolkata & Dy. Quality Manager,
AASL, Delhi / Kolkata
ii. Station Manager / Airport Manager
iii. ED.(Ops)
Note : - Delay arising due to non-acceptance of aircraft by Pilot with snag

XQGHU 0(/ ZLOO EH ³23(5$7,216 '(/$<´ .If any item covered
under MEL has an operational constraint (such items are indicated
by (O) against the item in MEL), the same must be intimated to
Operations department or the Captain of the Flight at outstations.
Doc No AASL/MOE/01
Section ±6.16
Issue - 1

6.16 Safety Management Systems (SMS)
6.16.1 Purpose:
6.16.1.1. To establish a comprehensive and systematic approach to the management of
aviation safety within the airline.
6.16.1.2. Integration of safety considerations into business via application of management
controls to all aspects of business critical to safety.
6.16.1.3. To inculcate safety culture in the employees.
6.16.2 Safety Management System:

6.16.2.1 $µ6DIHW\0DQDJHPHQW¶LVGHILQHGDVWKHV\VWHPDWLFPDQDJHPHQWRIWKHULVNV
associated with flight operations, related ground operations and aircraft engineering
or maintenance activities to achieve high levels of safety performance.
6.16.2.2 $µ6DIHW\0DQDJHPHQW6\VWHP¶LVDQH[SOLFLWHOHPHQWRIWKHFRUSRUDWHPDQDJHPHQW
UHVSRQVLELOLW\ZKLFKVHWVRXWDFRPSDQ\¶VVDIHW\SROLFy and defines how it intends to
manage safety as an integral part of its overall business.
6.16.2.3 $ µ6DIHW\ 0DQDJHPHQW 6\VWHP SURYLGHV IRU JRDO VHWWLQJ SODQQLQJ DQG PHDVXULQJ
performance.
6.16.2.4 Quality Management shall interface with Corporate Management for implementation
of SMS.
6.16.3. Implementation of Safety Management System:
6.16.3.1 SMS shall identify and prioritize the use of resources to manage risk and it shall
lead to gains in efficiency.
6.16.3.2 $GRSWLRQRIµEHVWSUDFWLFH¶VWDQGDUGVVKDOOEHWKHJRDO
6.16.3.3 The program shall be established at corporate level and shall devolve out into the
individual departments. Flight Operations, Engineering and Maintenance, Ground
Operations and all other departments whose activities contribute to the safety
performance shall have their own process and procedures under the umbrella of
the top level SMS.
6.16.3.4 Where safety sensitive functions are outsourced (e.g. maintenance, ground
handling), contractual agreements shall identify the need for equivalent, auditable
SMS in the sub-contractor or contractor.
6.16.3.5 SMS is both proactive and reactive, giving a means to anticipate and prevent or
reduce the effect of risks.
6.16.4 The Key Elements of a Safety Management System:

6.16.4.1 SMS Essential Prerequisites.
There are three essential prerequisites for a safety Management System. These
are:
a. A comprehensive corporate approach to safety,
b. An effective organization for delivering safety, and
c. Systems to achieve safety oversight.
6.16.4.2 The key features are listed below:
a. A Comprehensive Corporate Approach to Safety.
A corporate approach to safety must be able to meet the following criteria:
a.i Published safety accountabilities of managers and key staff.
a.ii. Requirements for a safety manager.
a.iii. The ability to demonstrate that it generates a positive safety culture
throughout the organization.
a.iv. Documented business policies, principles and practices in which safety is
inherent.
Doc No AASL/MOE/01
Section ±6.16
Issue - 1

a.v. Commitment to a safety oversight process which is independent of line

management.
a.vi. Regularly reviewed safety improvement plans.
a.vii. Formal safety review processes.
a. viii An Effective Organisation for Delivering Safety.
b. The second essential prerequisite is for an organization that delivers safe

standards by way of:
b.i. Effective arrangements for selection, Recruitment, development and

training of staff.
b.ii. Safety awareness training for management and staff.
b.iii. Defined standards for, and auditing of, asset purchases and contracted
services.
b.iv. Controls for the early detection of ± and action on ± deterioration in the
performance of safety ± significant equipment or systems or services.
b.v. Controls for monitoring and recording the overall safety standards of the
company.
b.vi. The application of appropriate hazard idenfication, risk assessment and
effective management of resources to control those risks.
b.vii. Change management.
b.viii. Arrangements enabling staff to communicate significant safety concerns to the
appropriate level of management for resolution and feedback of actions taken.
b.ix. Emergency response planning and simulated exercises to test its
effectiveness.
b.x. Assessment of commercial policies with regard to impact on safety.
c. Systems to Achieve Safety Oversight.

c.i. A system for analyzing flight recorder data for the purpose of monitoring
flight operations and for detecting unreported safety events.
c.ii. A company-wide system for the capture of written safety event/issue
reports.
c.iii. A planned and comprehensive safety audit review system which has the
flexibility to focus on specific concerns as they arise.
c.iv. A published system for the conduct of internal safety investigations, the
implementation of remedial actions and the communication of such
information.
c.v. Systems for effective use of safety data for performance analysis and for
monitoring organizational change as part of the risk management process.
c.vi. Arrangements for ongoing safety promotion based on the measured
internal safety performance and assimilation of experience of other
operations.
c.vii. Periodic review of the continued effectiveness of the safety management
system by an internal, independent body.
Doc No AASL/MOE/01
Section ±7.1
Issue - 1

Part ± 7 FAA Supplementary Procedures Page - 1
7.1. FAA SUPPLEMENTARY PROCEDURES
Doc No AASL/MOE/01
Section ±8.1
Issue - 1
Transport Canada Civil Aviation Supplementary

Part ± 8 Page - 1
Procedure
8.1. TRANSPORT CANADA CIVIL AVIATION SUPPLEMENTARY PROCEDURE
Doc No AASL/MOE/01
Section ±9.1.
Issue - 1

Supplementary Procedures-EASA Part 145
Part ± 9 Page - 1
Maintenance Organisation
9.1. EASA SUPPLEMENTARY PROCEDURES
Doc No AASL/MOE/01

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MAINTENANCE ORGANISATION EXPOSITION

CAR 145 Maintenance Organisation Revision 3 MAY 2010

ISSUE NO. REV. NO. DATE REVISED BY DATE OF REV.

CAR 145 Maintenance Organisation Revision 0 OCT 2008

CAR 145 Maintenance Organisation Revision 0 OCT 2008

Chapter : 0 General Organisation

CAR 145 Maintenance Organisation Revision 0 OCT 2008

MOE REF SUBJECT PAGE NO.

CAR 145 Maintenance Organisation Revision 0 OCT 2008

MOE REF SUBJECT PAGE NO.

MOE REF SUBJECT PAGE NO.

CAR 145 Maintenance Organisation Revision 0 OCT 2008

MOE REF SUBJECT PAGE NO.

PART - L2 ADDITIONAL LINE MAINTENANCE PROCEDURES

PART - 3 QUALITY SYSTEM PROCEDURES

3.2 Quality audit of aircraft 1-2

CAR 145 Maintenance Organisation Revision 0 OCT 2008

MOE REF SUBJECT PAGE NO.

PART - 4 CONTRACTED OPERATORS

PART - 6 OPERATORS MAINTENANCE PROCEDURES

CAR 145 Maintenance Organisation Revision 0 OCT 2008

MOE REF SUBJECT PAGE NO.

CAR 145 Maintenance Organisation Revision 0 OCT 2008

CAR 145 Maintenance Organisation Revision 1 FEB. 2010

CAR 145 Maintenance Organisation Revision 0 OCT 2008

CAR 145 Maintenance Organisation Revision 0 OCT 2008

MOE Vs CAR 145

MOE SECTION DESCRIPTION CAR-145

2.7 Cleanliness standards of maintenance 145.A.25(c)

2.10 Aircraft Maintenance Program compliance AMC 145.A.70 (a)

CAR 145 Maintenance Organisation Revision 0 OCT 2008

MOE SECTION DESCRIPTION CAR-145

2.24 Reference to Specific Maintenance 145.A.70, 145.A.45

2.25 Procedure to detect and rectification of 145.65(b)

L-2.1 Line Maintenance Control of Aircraft 145.A.65 (b)

CAR 145 Maintenance Organisation Revision 0 OCT 2008

MOE SECTION DESCRIPTION CAR-145

3.4 AME and Support Staff qualification and

CAR 145 Maintenance Organisation Revision 0 OCT 2008

MOE SECTION DESCRIPTION CAR-145

CAR 145 Maintenance Organisation Revision 1 FEB. 2010

CAR 145 Maintenance Organisation Revision 0 OCT 2008

Inspections for an air carrier or a commercial operator having a continuous

Six B737-200 aircraft are being operated as Freighter.

CAR 145 Maintenance Organisation Revision 0 OCT 2008

CONTROL AND DISTRIBUTION

CAR 145 Maintenance Organisation Revision 0 OCT 2008

DISTRIBUTION OF MAINTENANCE ORGANISATION EXPOSITION

Control Copy No.

4) Reserved Copies 33-40

2. In case of other contractors/ agencies it will be distributed against their

CAR 145 Maintenance Organisation Revision 0 OCT 2008

Air Operator Certificate (AOC)

Aircraft Maintenance Manual (AMM)

Aircraft On Ground (AOG)

Aircraft Operating Manual (AOM)/ Flight Manual (FM)

CAR 145 Maintenance Organisation Revision 0 OCT 2008

Aircraft Technical Log

Aircraft Technical Records

Approved/ Authorised Maintenance Data

Certificate of Release to Service (CRS)

CAR 145 Maintenance Organisation Revision 0 OCT 2008

Component Maintenance Manual (CMM)

Establishing and maintaining reliable methods, processes and relevant performance