B 10e Student Resources

Student Resource
Subject B-10e
Aviation Legislation (EASA)
Copyright 2008 Aviation Australia

All rights reserved. No part of this document may be reproduced, transferred, sold, or
otherwise disposed of, without the written permission of Aviation Australia.
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Part-66 Subject
B-10e Aviation Legislation (EASA)
CONTENTS
Definitions
study resources
introduction
Regulatory Framework
10.1-1
Part-66 Certifying Staff-Maintenance
10.2-1
Part 145 Approved Maintenance Organisations
10.3-1
EU-OPS
10.4-1
Aircraft Certification - General
10.5.1-1
Aircraft Certification - Documents
10.5.2-1
Part - M
10.6-1
Applicable National and International Requirements - Maintenance
10.7.1-1
Applicable National and International Requirements Airworthiness
10.7.2-1
Issue B: January 2008
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DEFINITIONS
Define
To describe the nature or basic qualities of.
To state the precise meaning of (a word or sense of a word).
State
Specify in words or writing.
To set forth in words; declare.
Identify
To establish the identity of.
Itemise.
List
Describe
Represent in words enabling hearer or reader to form an idea of an object or process.
To tell the facts, details, or particulars of something verbally or in writing.
Explain
Make known in detail.
Offer reason for cause and effect.
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STUDY RESOURCES
Part M
Part 66
Part 145
EU OPS 1
Regulation 1592/2002
Regulation 1702/2003
Part 21
B-10e Student Resource
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INTRODUCTION
The purpose of this subject is to familiarise you with European Aviation Safety Agency
Legislation and Documentation involved with aviation maintenance.
On completion of the following topics you will be able to:
Topic 1
Regulatory Framework
Define the role of the International Civil Aviation Organisation.
Define the role of the Member States and National Aviation Authorities (NAAs).
Define the role of the Europe Aviation Safety Agency (EASA).
Define the role of the European Commission.
Define the relationship between EU-OPS and the following parts:
Topic 2
Part 21.
Part-M.
Part-145.
Part-66.
Part-147.
Part-66 Certifying Staff Maintenance

Describe the requirements of Part-66 for Licensing of Maintenance Personnel
(Certifying Staff Maintenance) in detail.
Describe Licence categories and applicability.
Describe the Area and Extent of limitations and privileges within the Categories.
Topic 3
Part-145 Approved Maintenance Organisations

Describe the Part-145 regulation in detail.
Topic 4
EU-OPS
State the requirements of Commercial Air Transport/Commercial Operations.
State the requirements of Air Operators Certificates.
State the operators responsibilities, regarding:
Continuing Airworthiness.
Aircraft Maintenance.
List the Documents to be carried onboard Air Transport/Commercial aircraft.

Identify aircraft placarding (Markings).
Topic 5.1 Aircraft Certification - General
State certification rules such as:
EACS 23 / 25 / 27 / 29
State the following types of certification;
Type Certification
Supplementary Type Certification.
State Part-21 Design / Production Organisation Approvals.

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Topic 5.2 Aircraft Certification - Documents

Explain Certificate of Airworthiness Categories, purposes of Flight
Explain the requirements of the following;
Certificate of Registration
Noise Certificate
Weight Schedule.
Explain Radio Station licence and approval.

Topic 6
Aircraft Certification - Documents

Describe the Part M Regulation and sub-sections
Topic 7.1 Applicable National and International Requirements - Maintenance

Describe the purpose and documentation related to the following;
Maintenance Programmes
Maintenance Checks and Inspections.
Master Minimum Equipment list.
Minimum Equipment List.
Dispatch Deviation list.
Airworthiness Directives
Service Bulletins, Manufacturers Service Information
Modifications and Repairs
Maintenance Records.
Maintenance documentation:
Maintenance Manuals
Structural Repair Manuals
Illustrated Parts Catalogue
Topic 7.2 Applicable National and International Requirements - Airworthiness

State the purpose and documentation related to the following;
Change of ownership
Continuing Airworthiness
Test flights.
Define ETOPS, maintenance and despatch requirements.

Define All Weather Operation Category 2/3 operations and minimum equipment
requirements.
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TOPIC 1: REGULATORY FRAMEWORK

ABIP
Advisory Body of Interested Parties.
AMC
Acceptable Means of Compliance.
AOC
Air Operators Certificate.
DOA
Design Organisation Approval.
EASA
European Aviation Safety Agency.
EC
European Commission.
EU
European Union.
GM
Guidance Material.
IR
Implementing Rules.
JAA
Joint Aviation Authority.
JAR
Joint Aviation Requirement.
MOA
Maintenance Organisation Approvals.
NAA
National Aviation Administration.
POA
Production Organisation Approval.
Aviation engineering and maintenance is strictly regulated. Regulations control the

design, construction, operation and maintenance of aircraft and components.
After an aircraft has been designed, built and successfully tested, a Type Certificate
is issued. A type certificated aircraft can then be placed on a countrys register and
given international and registration markings. (Certificate of Registration).
Each individual aircraft also requires a Certificate of Airworthiness to prove that it
is in a safe condition for flight, and meets all the regulatory requirements. When an
organisation wishes to use the aircraft for transportation, it must obtain an Air
Operators Certificate. Aircraft operators must maintain their fleet to approved
schedules of maintenance. Operators must maintain records of all work carried out,
and will also have a Reliability Program that tests the adequacy of the approved
maintenance schedule.
For consistency of standards on an international basis, operators follow the
recommendations laid down by the International Civil Aviation Organisation (ICAO).
International Civil Aviation Organisation (ICAO)

Convention on International Civil Aviation (also known as Chicago Convention), was
signed on 7 December 1944 by 52 States. Pending ratification of the Convention by
26 States, the Provisional International Civil Aviation Organization (PICAO) was
established. It functioned from 6 June 1945 until 4 April 1947. By 5 March 1947
the 26th ratification was received. ICAO came into being on 4 April 1947. In
October of the same year, ICAO became a specialized agency of the United Nations
linked to Economic and Social Council (ECOSOC).
There are 96 articles of the convention which establish the privileges and
restrictions of all contracting states, and provide for the adoption of International
Standards & Recommended Practices (SARPs) regulating international air
Topic 1: Regulatory Framework
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transport. These articles provide a means to secure international co-operation and

uniformity in regulations and standards.
The European Union is a contracting state to ICAO.
EASA and other National Aviation Administrations (NAA), is given powers by
European Parliament to enforce and implement conformity with ICAO.
The organisation is made up of an Assembly, a Council and a Secretariat. The chief
officers are the President of the Council and the Secretary General. The Assembly
elects the Council, the governing body for a three year term. The Council is
composed of members from 36 states who maintain their offices and conduct their
business at the ICAO headquarters.
The principal body concerned with the development of technical standards and
other provisions is the Air Navigation Commission. Its primary role is to advise the
Council of ICAO on air navigation issues. The Air navigation Commission is assisted
in its work by the technical personnel of the Air Navigation Bureau, which is part of
the Secretariat.
ICOAs Role and Safety Management Systems
ICAO differentiates between state safety Programand safety management systems
for organisations. In ICAO document 9859 (Safety Management Manual) the safety
Programand safety management systems are described as follows:
A safety Programis an integrated set of regulations and activities aimed at
improving safety.
A safety management system is an organised approach to managing
safety, including the necessary organisational structures,
accountabilities, policies and procedures.
Amendment 30 of ICAO Annex 6 requires organisations (air operators and
maintenance organisations) to establish a safety management system that as a
minimum:
a) identifies safety hazards;
b) ensures that remedial action necessary to maintain an acceptable level of
safety is implemented;
c) provides for continuous monitoring and regular assessment of the safety
level achieved; and
d) aims to make continuous improvement to the overall level of safety.
In addition organisations shall establish an appropriate management structure,
assigning responsibilities and accountabilities, and allocating appropriate
resources, consistent with the organisations stated safety objectives. It also
requires real commitment to safety on the part of senior management.
Personnel shall fully understand their responsibilities and know what to report, to
whom and when. Senior management shall review not only the financial
performance of the organisation, but also the safety performance. In order to
stimulate reporting by their personnel, the organisations must promote the just
culture so that reporters are not exposed to unjust blame.
EASA - Position Paper on the compliance of the EASA system and EU-OPS with
ICAO Annex 6 safety management systems (SMS) standards and recommended
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practices for air operators. An organisation shall establish and maintain an SMS
containing the following 4 components and corresponding elements:
1. Safety policy and objectives.
a.
Management commitment and responsibilities
b.
Safety accountabilities of managers
c.
Appointment of key safety personnel
d.
SMS implementation plan
e.
Coordination of emergency response planning. Documentation
2. Safety risk management.

a.
Hazard identification process
b.
Risk assessment and mitigation process
3. Safety assurance.
a.
Safety performance monitoring and measurement
b.
The management of change
c.
Continuous improvement of the SMS
4. Safety promotion.
a.
Training and education
b.
Safety communication
ICAO and EASA system

ICAO Annex 6 paragraph 3.2.1: States shall establish a safety Programin order to
achieve an acceptable level of safety in the operation of aircraft.
Consistent with ICAO Doc. 9859, the EASA system comprises an integrated set of
regulations and activities aimed at improving safety

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European Commission (EC)

The mission of the European Commission is to promote the general interest of the
European Union. It does so by participating in the decision-making process, in
particular by presenting proposals for European law, by overseeing the correct
implementation of the Treaties and European law, and by carrying out common
policies and managing funds.
This governance statement covers the internal functioning of the Commission: the
factors, strategic planning, the responsibility and accountability mechanisms, the
openness and transparency framework, the mechanism to provide for a quality
regulatory framework in the EU, and finally the measures to promote ethics within
the Commission.
The legislation on the Single Market for air transport defines the granting of
operating licences, the monitoring of airlines and their access to the market. It
guarantees a competitive air transport market, quality services and more
transparent fares.
Regulation (EC) No 1008/2008 of the European Parliament and of the Council of 24
September 2008 establishing common rules for the operation of air services in the
Community (Recast).

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European Aviation Safety Agency (EASA)

REGULATION (EC) No 216/2008 on common rules in the field of civil aviation and
establishing a European Aviation Safety Agency, and repealing Council Directive
91/670/EEC, Regulation (EC) No 1592/2002 and Directive 2004/36/EC
The European Parliament of 15 July 2002 established the European Aviation Safety
Agency to implement common rules in civil aviation.
The EASA is built on Regulation (EC) No. 1592/2002, which establishes
safety objectives at legislative level.
Regulation (EC) No 216/2008 sets common rules in the field of civil
aviation and establishing the EASA.
Regulation (EC) No 216/2008 repeals Regulation (EC) No. 1592/2002
The basic regulations cover two areas:
Airworthiness Certification.
Continuing Airworthiness.
Figure 1 EU Regulation Structure

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European citizens should at all times be ensured in civil aviation, by the adoption of
common safety rules and by measures ensuring that products, persons and
organisations in the Community comply with such rules and with those adopted to
protect the environment.
This should contribute to facilitating the free movement of goods, persons and
organisations in the internal market.
In addition, third-country aircraft operated into, within or out of the territory where
the Treaty applies should be subject to appropriate oversight at Community level
within the limits set by the Convention on International Civil Aviation, signed in
Chicago on 7 December 1944 (the Chicago Convention), to which all Member States
are parties.
The European Aviation Safety Agency is the centrepiece of the European Unions
strategy for aviation safety. Their mission is to promote the highest common
standards of safety and environmental protection in civil aviation.
A common strategy
Air transport is one of the safest forms of travel. As air traffic continues to grow a
common initiative is needed at the European level to keep air transport safe and
sustainable. The Agency develops common safety and environmental rules at the
European level. It monitors the implementation of standards through inspections in
the Member States and provides the necessary technical expertise, training and
research. The Agency works hand in hand with the national authorities who
continue to carry out many operational tasks, such as certification of individual
aircraft or licensing of pilots.
EASA is the NAA for the European Community.
It implements the regulations set by the EC.
EASA does not replace a countrys National Aviation Administration.
EASA has a standardisation and oversight function for all aviation safety
certification activities of Member States.
Member State Obligations
Member States may no longer:
Issue their own rules.
Deviate from common rules.
Impose additional requirements.
Conclude arrangements with third countries.

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Member State NAA Roles

Providing expertise as appropriate for rulemaking and certification tasks.
Issuing individual approvals in their territory (except DOA):
Airworthiness certificates.
Organisations.
Personnel.
Taking action if so required to ensure safety or appropriate operational flexibility
EU-OPS 1
EU-OPS 1 is the transition into EC law of JAR-OPS 1, as specified by Regulation
(EC) No 1899/2006 of the European Parliament and of the Council of 12 December
2006, amending Council Regulation (EEC) No 3922/1991 on the harmonisation of
technical requirements and administrative procedures in the field of civil aviation.
It has been implemented under Commission Regulation (EC) No 8/2008 and
prescribes requirements applicable for any operator of any aeroplane for the
purpose of commercial air transport by any operator whose principal place of
business and, if any, registered office is in a Member State.
EU-OPS 1 was introduced on 16 July 2008 and is detailed in Commission
Regulation (EC) No 859/2008. It has now become effective in all EU Member States
and also in Iceland, Norway and Switzerland. It supersedes equivalent national
legislation in Member States and in Iceland, Norway and Switzerland, although in
EU Member States, implementation of regulatory oversight remains with the
designated NAA. EU-OPS is complemented by EASA Part 145 provisions for aircraft
maintenance. Both are administered on behalf of the European Commission by
EASA, in the case of EU-OPS as only an interim regulatory solution.
Once the new EASA Regulatory System of Implementing Regulations (IRs) under
Part-OPS has been developed, EU-OPS will be repealed. The target date for this
further and final transition has been set in 2012. Part-OPS will cover the air
operation of all aircraft except tilt-rotor, airships and UAVs.
JAR-OPS 1 remains effective in all other JAA countries although with the entering
into force of EC Regulation 216/2008 and the approval of the FUJA II Report, the
JAA effectively no longer has a mandate to develop regulations which affect the EU.
In addition, the JAA system, including the JAA Liaison Office (LO) at EASA closed
on 30 June 2009 and liaison between EASA and the remaining 7 non EASA states
using the JAA system has been taken over by EASA until a permanent solution has
been implemented. The JAA continued to extend the JARs to IRs for the non-EASA
JAA Member States up until the end of June 2009.
EU-OPS prescribe requirements applicable to the operation of any civil aeroplane
for the purpose of commercial air transport.
Applies to aeroplanes only not helicopters.
The aeroplane operators principal place of business and, if any, registered office
must be in a Member State.
An operator shall not operate an aeroplane for the purpose of commercial air
transport other than in accordance with EU-OPS.
The Regulation applies to A to A operations.
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EU-OPS 1 EASA PART 21

An operator will not be granted an AOC, or a variation to an AOC, and that AOC will
not remain valid unless:
Aeroplanes operated have a standard certificate of airworthiness issued
in accordance with Commission Regulation
o
Type-certificates, restricted type-certificates, supplemental typecertificates.
Certificates of airworthiness, restricted certificates of airworthiness.
Permits to fly and authorized release certificates.
Noise certificates.
EU-OPS 1 is complemented by EASA Continuing Airworthiness.

The Commission Regulation 2042/2003 covers the procedural requirements for
Continuing Airworthiness:
7 Articles (Regulations)
4 Annexes
o
Annex 1 Part M
Annex 2 Part145
Annex 3 Part 66
Annex 4 Part 147
EASA PART M
(EC) regulation 2042/2003 allows EASA to set acceptable means of compliance and
guidance material for complying with the Regulations on the continuing
airworthiness of:
Aircraft.
Aeronautical products.
Parts.
Appliances.
Approval of organisations.
Approval of personnel.
The Agency should issue certification specifications, including airworthiness codes
and acceptable means of compliance, as well as any guidance material for the
application of the Basic Regulation and its implementing rules.

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The Part M is divided into 2 sections:

Section A
Establishes the measures to be taken to ensure that airworthiness is maintained,
including maintenance. It also specifies the conditions to be met by the persons or
organisations involved in such continuing airworthiness management.
Section B
Establishes the administrative requirements to be followed by the competent
authorities in charge of the application and the enforcement of Section A of this
Part.

EU-OPS 1 is complemented by EASA Part 145 provisions for aircraft maintenance.
Both are administered on behalf of the European Commission by EASA, in the case
of EU-OPS as only an interim regulatory solution.

EU-OPS 1 is complemented by EASA Part 66 provisions for personnel engaged in
aircraft maintenance.
Part 66 covers the application of rules for the following:
Licence Application.
Privileges.
Basic knowledge requirements.
Experience requirements.
Type/task training and ratings.

EC Regulation 2042/2003 Part147 provides EASA with the authority to implement
the rules covering provisions for Maintenance Training Organisations.
This section establishes the requirements to be met by organisations seeking
approval to conduct training and examination as specified in Part-66.
A training organisation shall be an organisation or part of an organisation
registered as a legal entity.
EC Regulation and EASA rules cover:
Facility requirements.
Personnel requirements.
Records of instructors, examiners and assessors.
Instructional equipment.
Maintenance training material.
Examinations.
Privileges.
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TOPIC 2: PART 66 CERTIFYING STAFF, MAINTENANCE

That part of the EU Regulatory System which deals with aircraft maintenance
engineer licensing.
The main categories of licence issued are all type rated and are only valid when also
authorised by a Part 145 Maintenance Organisation. The principle is that they
confer Certificate of Release to Service (CRS) certification approval when valid. Work
actually carried our prior to such certification may be done by others without such
licences working within an approved organisation and under its approved system.
Category B1 permits CRS certification in respect of airframe structures,
powerplants and mechanically-based electrical systems.
Category B2 permits CRS certification in respect of avionics and avionics-based
electrical systems.
Category C applies to an aircraft in its entirety in respect of CRS certification in
base maintenance provided that such an aircraft is wholly within a Part 145
organisation.
The system of engineer licensing used in the USA by the FAA is entirely different
and not based upon aircraft type ratings.
License Categories
There are four categories of Part 66 maintenance engineer licensing:
Category A
Category B1
Category B2
Category C
Category A
A category A aircraft maintenance licence permits the holder to issue Certificates of
Release to Service (CRS) following minor scheduled line maintenance and simple
defect rectification within the limits of tasks specifically endorsed on the
authorisation. The certification privileges shall be restricted to work that the licence
holder has personally performed in a Part-145 organisation.
EASA GM 66.A.20 (b) permits tasks to be certified under the Category A certification
authorisation as part of minor scheduled line maintenance or simple defect
rectification are as specified in EASA AMC (e.g. wheel and brake changes and cabin
defects). For the purpose of category A minor scheduled line maintenance means
any minor check up to but not including the A check where functional tests can be
carried out by the aircrew to ensure system serviceability. In the case of an aircraft
type not controlled by a maintenance program based upon the A/B/C/D check
principle, minor scheduled line maintenance means any minor check up to and
including the weekly check or equivalent. The certification privileges are restricted
to work that the authorisation holder has personally performed
Category B1
A category B1 aircraft maintenance licence shall permit the holder to issue
Certificates of Release to Service following maintenance, including aircraft
structure, powerplant and mechanical and electrical systems. Replacement of
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avionic line replaceable units, requiring simple tests to prove their serviceability,
shall also be included in the privileges. Category B1 shall automatically include the
appropriate A subcategory.
Category B2
A category B2 aircraft maintenance licence shall permit the holder to issue
Certificates of Release to Service following maintenance on avionic and electrical
systems.
Category C
A category C aircraft maintenance licence shall permit the holder to issue
Certificates of Release to Service following base maintenance on aircraft. The
privileges apply to the aircraft in its entirety in a Part-145 organisation
Subcategories
Categories A1 and B1 licences are subdivided into subcategories relative to
combinations of aeroplanes, helicopters, turbine and piston engines. The
subcategories are:
A1 and B1.1 Aeroplanes Turbine;
A1 and B1.2 Aeroplanes Piston;
A1 and B1.3 Helicopters Turbine;
A1 and B1.4 Helicopters Piston;
There are no subcategories for Category B2.
Licence Ratings
Manufacturer group ratings may be granted after complying with the type rating
requirements of two aircraft types representative of the group from the same
manufacturer.
Full group ratings may be granted after complying with the type rating
requirements of three aircraft types representative of the group from different
manufacturers. However, no full group rating may be granted to B1 multiple
turbine engine aeroplanes, where only manufacturer group rating applies.
The groups shall consist of the following:
For category B1 or C:
Helicopter piston engine.
Helicopter turbine engine.
Aeroplane single piston engine metal structure.
Aeroplane multiple piston engines metal structure.
Aeroplane single piston engine wooden structure.
Aeroplane multiple piston engines wooden structure.
Aeroplane single piston engine composite structure.
Aeroplane multiple piston engines composite structure.
Aeroplane turbine single engine.
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Aeroplane turbine multiple engine

For category B2 or C:
Aeroplane.
Helicopter.
EASA lists aircraft covered by aircraft type ratings. Aircraft type ratings will be used
to ensure a common standard throughout the Member States.
The inclusion of an aircraft type in the licence does not indicate that the aircraft
type has been granted a type certificate in the Member State that issued the licence,
this list being only intended for the purpose of maintenance.
In order to keep this list current and type ratings consistent, where a Member State
needs to issue a type rating that is not included in this list, such information
should be first passed on to the Agency.
Individual type ratings requiring type training include:
Aeroplanes with a maximum take-off mass of 5700 kg and above.
Helicopters with a maximum take-off mass of 3175 kg and above.
Other complex aircraft requiring type training.
Manufacturers group rating (B1, B2 or C) cover a series within an individual type.
(for example, A319, A320 and A321).
Manufacturer group ratings may be granted after complying with the type rating
requirements of two aircraft types representative of the group from the same
manufacturer.
Requirements for Issue Licence

An applicant for an aircraft maintenance licence shall be at least 18 years of age.
An application for an aircraft maintenance licence or amendment to such licence
shall be made on EASA Form 19 and in a manner established by the competent
authority and submitted thereto. An application for the amendment to an aircraft
maintenance licence shall be made to the competent authority that issued the
aircraft maintenance licence.
Basic Knowledge Requirements

An applicant for an aircraft maintenance licence or the addition of a category or
subcategory to such an aircraft maintenance licence shall demonstrate, by
examination, a level of knowledge in the appropriate subject modules in accordance
with Appendix I to Part. 66
The basic knowledge examinations shall be conducted by a training organisation
appropriately approved under Part-147 or by the competent authority.
Full or partial credit against the basic knowledge requirements and associated
examination shall be given for any other technical qualification considered by the
competent authority to be equivalent to the knowledge standard of Part 66
Such credits shall be established in accordance with Section B, Subpart E of Part
66.
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Basic Experience Requirements

An applicant for an aircraft maintenance licence shall have acquired for category A
and subcategories B1.2 and B1.4:
(i) three years of practical maintenance experience on operating aircraft, if
the applicant has no previous relevant technical training; or
(ii) two years of practical maintenance experience on operating aircraft and
completion of training considered relevant by the competent authority as a
skilled worker, in a technical trade; or
(iii) one year of practical maintenance experience on operating aircraft and
completion of a Part-147 approved basic training course.
An applicant for an aircraft maintenance licence shall have acquired for category B2
and subcategories B1.1 and B1.3:
(i) five years of practical maintenance experience on operating aircraft if the
applicant has no previous relevant technical training; or
(ii) three years of practical maintenance experience on operating aircraft and
completion of training considered relevant by the competent authority as a
skilled worker, in a technical trade; or
(iii) two years of practical maintenance experience on operating aircraft and
completion of a Part -147 approved basic training course.
For category C with respect to large aircraft:
(i) three years of experience exercising category B1.1, B1.3 or B2 privileges on
large aircraft or as Part-145 B1.1, B1.3 or B2 support staff, or, a
combination of both; or
(ii) five years of experience exercising category B1.2 or B1.4 privileges on
large aircraft or as Part-145 B1.2 or B1.4 support staff, or a combination of
both.
For category C with respect to non large aircraft:
three years of experience exercising category B1 or B.2 privileges on non
large aircraft or as Part-145 B1 or B.2 support staff, or a combination of
both; or
For category C obtained through the academic route:
an applicant holding an academic degree in a technical discipline, from a
university or other higher educational institution recognised by the
competent authority, three years of experience working in a civil aircraft
maintenance environment on a representative selection of tasks directly
associated with aircraft maintenance including six months of observation of
base maintenance tasks.
Part 66 consists of Section A, which sets out requirements and Section B which
establishes the administrative requirements of the competent authority (NAA).

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Continued validity of the aircraft maintenance licence

The aircraft maintenance licence becomes invalid five years after its last issue or
amendment, unless the holder submits his/her aircraft maintenance licence to the
competent authority that issued it, in order to verify that the information contained
in the licence is the same as that contained in the competent authority records,
pursuant to 66. B.120.
Any certification privileges based upon a aircraft maintenance licence becomes
invalid as soon as the aircraft maintenance licence is invalid.
The aircraft maintenance licence is only valid when issued and/or amended by the
competent authority and when the holder has signed the document.
EASA Forms
The following EASA forms are those related to licensing.
FORM 1 Certificate of Return to Service (CRS).
EASA FORM 19 Application for Initial / Amendment / Renewal of Part-66 Licence
EASA FORM 26 Part-66 Aircraft Maintenance Licence

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TOPIC 3: PART 145 APPROVED MAINTENANCE

ORGANISATIONS
Part 145 establishes the requirements to be met by an organisation to qualify for
the issue of an approval for the maintenance of aircraft and components. The
regulation is supported with a document which details acceptable means of
compliance (AMCs) and guidance material (GM). It is divided into Section A, the
requirements and Section B, the procedure for competent authorities (NAA).
Section A has 20 sub-sections that deal with 145.A.10 Scope aircraft and/or
component.
145.A.15 Application 145.A.20 Terms of Approval
Appendix II refers. Rating: A1-A4, B-B3, C1-C20, D1, Class A rating can carry out
maintenance on installed aircraft and any components, Class B rating can maintain
uninstalled engine/APU during base and line maintenance, Class C can maintain
uninstalled components intended for fitment to aircraft, Class D is a self contained
rating not necessarily related to a specific aircraft, engine or components.
Limitations
Base: Planned maintenance, A, C & D check capability.
Line: troubleshooting, defect rectification, scheduled maintenance, minor repairs
and modifications.
145.A.25 Facility Requirements
Working environment, equipment, lighting area, temperature control, dust and
airborne particle control, noise control and secure storage areas for tooling and
equipment.
143.A.30 Personnel Requirements
Management structure, adequate numbers of staff with required
experience/endorsements and knowledge, man-hour plan with sufficient staff to
plan, perform, supervise, inspect and quality monitor the organisation, establish
and control the competence of staff.
145.A.35 Certifying staff and category B1 B2 support staff
Support staff are those who do not hold necessary certification privileges, both
certifying and support staff required relevant aircraft/components training of min 6
months in a 2 year period and a continuation training program, records of licences,
endorsements and training completed must also be kept.
145.A.40 Equipment, tools and materials
The organisation must have the necessary tools and equipment specified by the
manufacturer permanently available and a calibration program for such equipment.
145.A.42 Acceptance of components
Components must have shelf life tracking program and adequate segregation for
serviceable, unserviceable, unsalvageable, standard parts, raw and consumables
parts. An organisation must use EASA Form 1 or equivalent to release
components and may fabricate a restricted range of parts.
Topic 3: Part 145 Approved Maintenance Organisations

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Maintenance Organisation Exposition (MOE)

The maintenance organisation exposition (MOE) as specified in Part-145 provides
an outline of the format of an acceptable maintenance organisation manual.
For larger organisations with more than 10 maintenance staff.
Appendix IV of the Acceptable Means of Compliance (AMC) provides an outline of
the format of an acceptable for a small organisation with less than 10 maintenance
staff.
The MOE must contain a list of commercial operators to which the organisation
provides an aircraft maintenance service.
A list of subcontracted organisations.
A list of line stations.
A list of contracted organisations.
The exposition shall be amended as necessary to remain an up-to-date description
of the organisation. The exposition and any subsequent amendment shall be
approved by the competent authority
It is recommended that a simple exposition status sheet is maintained which
contains information on when an amendment was received by the competent
authority and when it was approved.
The competent authority may define some class of amendments to the exposition
which may be incorporated without prior authority approval. In this case a
procedure should be stated in the amendment section of the MOE.
The exposition chapter dealing with scope of work/approval should not be subject
to this procedure.
The organisation should submit each exposition amendment to the competent
authority whether it is an amendment for approval or a delegated approval
amendment. Where the amendment requires approval by the competent authority,
the competent authority when satisfied should indicate its approval in writing.
Where the amendment has been submitted under the delegated approval procedure
the competent authority should acknowledge receipt in writing.
Maintenance Organisation Manual

The maintenance organisation manual describes how the MOA intends to carry out
maintenance.
It lists and describes the following:
Organisational review.
Facilities.
Personnel requirements.
Certifying staff.
Components, equipment and tools.
Maintenance Data.
Component certificate of release to service.
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Maintenance records.
Changes to the approved maintenance organisation.
Limitations on the Organisation

This paragraph is intended to cover the situation where the larger organisation may
temporarily not hold all the necessary tools, equipment etc., for an aircraft type or
variant specified in the organisation's approval. This paragraph means that the
competent authority need not amend the approval to delete the aircraft type or
variants on the basis that it is a temporary situation and there is a commitment
from the organisation to re-acquire tools, equipment etc. before maintenance on the
type may recommence.
Facility Requirements
Line Maintenance
For line maintenance of aircraft, hangars are not essential but it is recommended
that access to hangar accommodation be demonstrated for usage during inclement
weather for minor scheduled work and lengthy defect rectification.
Base Maintenance
For base maintenance of aircraft, aircraft hangars are both available and large
enough to accommodate aircraft on planned base maintenance
Working Environment
For both Line and Base Maintenance, aircraft maintenance staff should be provided
with an area where they may study maintenance instructions and complete
maintenance records in a proper manner.
The working environment including aircraft hangars, component workshops and
office accommodation must be such that the effectiveness of personnel is not
impaired:
Lighting is sufficient
Temperatures are maintained
Noise levels so not to distract staff but protection equipment supplied if
necessary.
All the necessary equipment, tools and material to perform the approved
scope of work and that equipment as required is controlled and
calibrated.
Secure storage is provided for components, equipment, tools and
material.

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Personnel Requirements
Accountable Manager
The organisation shall appoint an accountable manager who has corporate
authority for ensuring that all maintenance required by the customer can be
financed and carried out to the standard required by this Part.
Dependent upon the size of the organisation, the Part-145 functions may be
subdivided under individual managers or combined in any number of ways.
Individual Managers
The organisation should have, dependent upon the extent of approval, a base
maintenance manager, a line maintenance manager, a workshop manager and a
quality manager, all of whom should report to the accountable manager except in
small Part-145 organisation where any one manager may also be the accountable
manager, as determined by the competent authority, he/she may also be the line
maintenance manager or the workshop manager.
Certifying Staff
A 145 organisation carrying out the base maintenance of large aircraft, must have
appropriate aircraft type rated certifying staff qualified as category C IAW Part-66
and 145.A.35. In addition, the organisation shall have sufficient aircraft type rated
staff qualified as category B1 and B2 (and maintain a register of those staff in the
MOE) IAW Part-66 and 145.A.35 to support the category C certifying staff.
In the case of base maintenance of aircraft other than large aircraft have either: an
appropriate aircraft type rated certifying staff qualified as category B1 and B2 iaw
Part-66 and145 or an appropriate aircraft type rated certifying staff qualified in
category C assisted by B1 and B2 support staff
Quality Manager
The accountable manager shall appoint a person with responsibility for monitoring
and maintaining a Quality Assurance System to deliver a safe product and remain
in compliance with EASA regulations.
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. (Reviewed every 3
months)
The organisation shall establish and control the competence of personnel involved
in any maintenance, management and/or quality audits in accordance with a
procedure and to a standard agreed by the competent authority.
In the following unforeseen cases, where an aircraft is grounded at a location other
than the main base where no appropriate certifying staff are available, the
organisation quality dept contracted to provide maintenance support may issue a
one-off certification authorisation:
(i) to one of its employees holding equivalent type authorisations on aircraft
of similar technology, construction and systems; or
(ii) to any person with not less than five years maintenance experience and
holding a valid ICAO aircraft maintenance licence rated for the aircraft type
requiring certification provided there is no organisation appropriately
approved under this Part at that location and the contracted organisation
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obtains and holds on file evidence of the experience and the licence of that
person.
Non-Destructive Testing
The organisation shall ensure that personnel who carry out and/or control a
continued airworthiness non-destructive test of aircraft structures and/or
components are appropriately qualified for the particular non-destructive test in
accordance with the European or equivalent Standard recognised by the Agency.
Any organisation maintaining aircraft, shall in the case of aircraft line maintenance,
have appropriate aircraft type rated certifying staff qualified as category B1 and B2
IAW Part-66 and 145. (B1 may carry out and/or control colour contrast dye
penetrant tests)
Experience
The organisation shall ensure that all certifying staff and category B1 and B2
support staff are involved in at least six months of actual relevant aircraft or
component maintenance experience in any consecutive two year period. For the
purpose of this paragraph involved in actual relevant aircraft or component
maintenance means that the person has worked in an aircraft or component
maintenance environment and has either exercised the privileges of the certification
authorisation and/or has actually carried out maintenance on at least some of the
aircraft type systems specified in the particular certification authorisation.
Training
The organisation shall ensure that all certifying staff and category B1 and B2
support staff receive sufficient continuation training in each two year period to
ensure that such staff has up-to-date knowledge of relevant technology,
organisation procedures and human factor issues.
Issue of Approvals
For approvals involving more than one Member State the approval should be
granted in conjunction with the Member State in whose territory the other
maintenance facilities are located. For practical reasons it is recommended that the
initial approval should be granted on the basis of a joint audit visit by the approving
Member State and the Member State in whose country the facility is located. Audits
related to the renewal of the approval should be delegated to the Member State in
whose territory the facility is located with the audit form and recommendation
submitted to the approving Member State.
The approval should be based only upon the organisational capability (including
any associated sub-contractors) relative to Part-145 and not limited by reference to
EASA/national type certificated products.
For example, if the organisation is capable of maintaining within the limitation of
Part-145 the Boeing 737-200 series aircraft the approval schedule should state A1
Boeing 737-200 series and not Boeing 737-2H6 which is a particular airline
designator for one of many -200 series.
The competent authority should indicate approval of the exposition in writing.

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Continued Validity
An approval shall be issued for an unlimited duration. It shall remain valid subject
to:
The organisation remaining in compliance with this part 145.
The competent authority being granted access to the organisation to
determine continued compliance.
The certificate not being surrendered or revoked.
Upon surrender or revocation, the approval shall be returned to the competent
authority.
Findings
Level 1 finding is any significant non-compliance with Part-145 which lowers the
safety standard and seriously hazards flight safety.
Level 2 finding is any non-compliance with the Part-145 which could lower the
safety standard and possibly hazard flight safety.
After receipt of notification of findings, the holder of the maintenance organisation
approval shall define a corrective action plan.
It must demonstrate corrective action to the satisfaction of the competent authority.
Within a period agreed with this authority.
Scope of Part 145 Approval
Figure 2 Example of Part 145 approval

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Certificate of Release to Service (CRS)

There are two types of Certificate of Release to Service:
Aircraft certificate of release to service.
Component certificate of release to service.
Aircraft Certificate of Release
The aircraft certificate of release to service should contain the following statement:
(a) 'Certifies that the work specified except as otherwise specified was carried
out in accordance with Part-M and in respect to that work the aircraft is
considered ready for release to service'.
(b) For a Pilot-owner a certificate of release to service should contain the
following statement:
Certifies that the limited pilot-owner maintenance specified except as
otherwise specified was carried out in accordance with Part M and in
respect to that work the aircraft is considered ready for release to
service
Aircraft certificate of release to service is necessary:
Before flight.
At the completion of any defect rectification.
Whilst the aircraft operates a flight between scheduled maintenance checks.
Figure 3 Certificate of Release to Service

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The certificate of release to service should relate to the task specified in the
manufacturer's or operator's instruction or the aircraft maintenance program which
itself may cross-refer to a manufacturer's/operator's instruction in a maintenance
manual, service bulletin etc.
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.
When extensive maintenance has been carried out, it is acceptable for the certificate
of release to service to summarise the maintenance so long as there is a unique
cross-reference to the work-pack containing full details of maintenance carried out.
Dimensional information should be retained in the work-pack record.
The person issuing the certificate of release to service should use his normal
signature except in the case where a computer release to service system is used. In
this latter case the competent authority will need to be satisfied that only the
particular person can electronically issue the release to service. One such method of
compliance is the use of a magnetic or optical personal card in conjunction with a
personal identity number (PIN) known only to the individual, which is keyed into
the computer. A certification stamp is optional.
At the completion of all maintenance, owners, certifying staff, operators and
maintenance organisations should ensure they have a clear, concise, legible record
of the work performed.
In the case of an M.A.801 (b) 2 release to service, certifying staff should retain all
records necessary to prove that all requirements have been met for the issuance of
a certificate of release to service.
Authorised Release Certificate EASA Form 1

The EASA Form 1 identifies the eligibility and status of an aircraft component.
Completion of the certificate may be in English when it is used for export purposes,
otherwise it can be completed in the official language(s) of the Member State
concerned.
The original certificate must accompany the items and a copy of the certificate must
be retained by the organisation that manufactured or maintained the item.
Where a single certificate was used to release a number of items and those items
are subsequently separated out from each other, then a copy of the original
certificate must accompany such items and the original certificate must be retained
by the organisation that received the batch of items. Failure to retain the original
certificate could invalidate the release status of the items.
An equivalent document to an EASA Form 1
A release document issued by an organisation under the terms of a bilateral
agreement signed by the European Community;
A release document issued by an organisation approved under the terms of a JAA
maintenance bilateral agreement until superseded by the corresponding agreement
signed by the European Community;
A JAA Form One issued prior to 28 Sept 2004 by a JAR 145 organisation approved
by a JAA Full Member State;
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In the case of new aircraft components that were released from manufacturing prior
to the Part-21 compliance date the component should be accompanied by a JAA
Form One issued by a JAR 21 organisation approved by a JAA Full Member
Authority and within the JAA mutual recognition system;
A JAA Form One issued prior to 28 September 2005 by a production organisation
approved by a competent authority in accordance with its national regulations.
EASA Form 1
An aircraft component which has been maintained off the aircraft requires the issue
of a certificate of release to service for such maintenance and another CRS to
service in regard to being installed properly on the aircraft when such action
occurs.
In the case of components in storage prior to Part-145, Part-M and Part-21 and not
released on an EASA Form 1 or equivalent in accordance with M.A.501(a) or
removed serviceable from active aircraft which have been withdrawn from service,
this paragraph ED Decision No 2003/19/RM 28/11/2003 provides additional
guidance regarding the conditions under which an EASA Form 1 may be issued .
An EASA Form 1 may be issued for an aircraft component which has been:
Released without an EASA Form 1 or equivalent.
Used on an aircraft and removed in a serviceable condition. Examples
include leased and loaned aircraft components.
Removed from aircraft which have been withdrawn from service, or from
aircraft which have been involved in abnormal occurrences such as
accidents, incidents, heavy landings or lightning strikes.
Components maintained by an unapproved organisation.
An appropriately rated M.A. Subpart F maintenance organisation may issue an
EASA Form 1 as detailed in this AMC sub-paragraph 2.5 to 2.9, as appropriate, in
accordance with procedures detailed in the manual as approved by the competent
authority.
The appropriately rated M.A. Subpart F maintenance organisation is responsible for
ensuring that all reasonable measures have been taken to ensure that only
approved and serviceable aircraft components are issued an EASA Form 1 under
this paragraph.
For the purposes of this paragraph 2 only, appropriately rated means an
organisation with an approval class rating for the type of component or for the
product in which it maybe installed.
The EASA Form 1 identifies the eligibility and status of an aircraft component
Completion of the certificate may be in English when it is used for export purposes,
otherwise it can be completed in the official language of the Member State
concerned.
The original certificate must accompany the items and a copy of the certificate must
be retained by the organisation that manufactured or maintained the item.
Where a single certificate was used to release a number of items and those items
are subsequently separated out from each other, then a copy of the original
certificate must accompany such items and the original certificate must be retained
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by the organisation that received the batch of items. Failure to retain the original
certificate could invalidate the release status of the items.
Figure 4 EASA Form 1
AMC M.A.302 Maintenance program

The term maintenance program is intended to include scheduled maintenance
tasks the associated procedures and standard maintenance practises. The term
maintenance schedule is intended to embrace the scheduled maintenance tasks
alone.
The aircraft should only be maintained to one approved maintenance program at a
given point in time. Where an owner or operator wishes to change from one
approved program to other, a transfer check or inspection may need to be
performed in order to implement the change.
The maintenance program details should be reviewed at least annually. As a
minimum revisions of documents affecting the program basis need to be considered
by the owner or operator for inclusion in the maintenance program during the
annual review. Applicable mandatory requirements for compliance with Part-21
should be incorporated into the owner or operators maintenance program as soon
as possible.
The aircraft maintenance program should contain a preface which will define the
maintenance program contents, the inspection standards to be applied, permitted
variations to task frequencies and where applicable, any procedure to manage the
evolution of established check or inspection intervals.
Appendix 1 to AMC M.A.302 provides detailed information on the contents of an
approved aircraft maintenance program.
The approved aircraft maintenance program should reflect applicable mandatory
regulatory requirements addressed in documents issued by the TC holder to comply
with Part-21.A.61.
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Repetitive maintenance tasks derived from modifications and repairs should be

incorporated into the approved maintenance program.
Maintenance Data
The organisation shall hold and use applicable current maintenance data in the
performance of maintenance, including modifications and repairs. Applicable
means relevant to any aircraft, component or process specified in the organisations
approval class rating schedule and in any associated capability list.
Maintenance data shall be any of the following:
Any requirement, procedure, operational directive or information issued
by the authority responsible for the oversight of the aircraft or
component.
Any airworthiness directive issued by the authority.
Instructions for continuing airworthiness, issued by type certificate
holders.
Any applicable standard practice recognised by the Agency as a good
standard for maintenance.
Except as specified in sub-paragraph 2, each person or organisation performing
aircraft maintenance should have access to and use:
(a) all maintenance related Parts and associated AMCs, together with the
maintenance related guidance material,
(b) all applicable maintenance requirements and notices such as competent
authority standards and specifications that have not been superseded by a
requirement, procedure or directive,
(c) all applicable airworthiness directives,
The appropriate sections of the aircraft maintenance programme, aircraft
maintenance manual, repair manual, supplementary structural inspection
document, corrosion control document, service bulletins, service sheets
modification leaflets, non destructive inspection manual, parts catalogue, type
certificate data sheets as required for the work undertaken and any other specific
document issued by the type certificate or supplementary type certificate holders
maintenance data, except that in the case of operator or customer provided
maintenance data it is not necessary to hold such provided data when the work
order is completed.
In addition to sub-paragraph 1, for components each organisation performing
aircraft maintenance should hold and use the appropriate sections of the vendor
maintenance and repair manual, service bulletins and service letters plus any
document issued by the type certificate holder as maintenance data on whose
product the component may be fitted when applicable, except that in the case of
operator or customer provided maintenance data it is not necessary to hold such
provided data when the work order is completed.

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Production Planning
The organisation shall have a system appropriate to the amount and complexity of
work to plan the availability of all necessary personnel, tools, equipment, material,
maintenance data and facilities in order to ensure the safe completion of the
maintenance work.
When establishing the production planning procedure, consideration should be
given to the following:
Logistics.
Inventory control.
Square metres of accommodation.
Man-hours estimation.
Man-hours availability.
Preparation of work.
Hangar availability.
Environmental conditions.
Co-ordination with internal and external suppliers.
Shift Handovers
The primary objective of the changeover / handover information is to ensure
effective communication at the point of handing over the continuation or completion
of maintenance actions.
Components, Equipment and Tools

Once the applicant for M.A. Subpart F approval has determined the intended scope
of approval for consideration by the competent authority, it will be necessary to
show that all tools and equipment as specified in the maintenance data can be
made available when needed.
All such tools should be clearly identified and listed in a control register including
any personal tools and equipment that the organisation agrees can be used.
For tools required on an occasional basis, the organisation should ensure that they
are controlled in terms of servicing or calibration as required.
The control of these tools and equipment requires that the organisation has a
procedure to inspect/service and, where appropriate, calibrate such items on a
regular basis and indicate to users that the item is within any inspection or service
or calibration time limit.
A clear system of labelling all tooling, equipment and test equipment is therefore
necessary giving information on when the next inspection or service or calibration is
due and if the item is unserviceable for any other reason where it may not be
obvious. A register should be maintained for all the organisations precision tooling
and equipment together with a record of calibrations and standards used.
Inspection, service or calibration on a regular basis should be in accordance with
the equipment manufacturers' instructions except where the M.A. Subpart F
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organisation can show by results that a different time period is appropriate in a

particular case.
Aircraft Defects
An assessment of both the cause and any potentially hazardous effect of any defect
or combination of defects that could affect flight safety should be made in order to
initiate any necessary further investigation and analysis necessary to identify the
root cause of the defect.
All deferred defects should be made known to the pilot/flight crew, whenever
possible, prior to their arrival at the aircraft.
Deferred defects should be transferred on to worksheets at the next appropriate
maintenance check, and any deferred defect which is not rectified during the
maintenance check, should be re-entered on to a new deferred defect record sheet.
The original date of the defect should be retained.
The necessary components or parts needed for the rectification of defects should be
made available or ordered on a priority basis, and fitted at the earliest opportunity.
Occurrence Reporting
The aim of occurrence reporting is to identify any condition of the aircraft or
component that results or may result in an unsafe condition that hazards seriously
the flight safety.
Reports to be made within 72 hours.
An occurrence reporting system should enable and encourage free and frank
reporting of any (potentially) safety related occurrence. This will be facilitated by the
establishment of a just culture. An organisation should ensure that personnel are
not inappropriately punished for reporting or co-operating with occurrence
investigations.
The internal reporting process should be closed-loop, ensuring that actions are
taken internally to address safety hazards.
Feedback to reportees, both on an individual and more general basis, is important
to ensure their continued support for the scheme.
Quality System
Except as specified in sub-paragraphs 7 and 9, the independent audit should
ensure that all aspects of Part-145 compliance are checked every 12 months and
may be carried out as a complete single exercise or subdivided over the 12 month
period in accordance with a scheduled plan.
The independent audit does not require each procedure to be checked against each
product line when it can be shown that the particular procedure is common to more
than one product line and the procedure has been checked every 12 months
without resultant findings. Where findings have been identified, the particular
procedure should be rechecked against other product lines until the findings have
been rectified after which the independent audit procedure may revert back to 12
monthly for the particular procedure

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TOPIC 4: EU-OPS
OPS 1 covers common technical requirements and administrative procedures
applicable to commercial air transportation (aeroplanes) not helicopters.
EU-OPS 1 Replaces JAR-OPS 1 and JAR-OPS 3.
EU-OPS 1 entered into force 16 January 2007.
EU-OPS 1 applies from 16 July 2008.
OPS 1 covers common technical requirements and administrative procedures
applicable to Commercial Air Transportation (aeroplanes).
OPS-1 contains subparts A thru S.
SUBPART A Applicability and definitions.
SUBPART B General.
SUBPART C Operator certification and supervision.
SUBPART D Operational procedures.
SUBPART E to I All weather operations and performance.
SUBPART J Mass and Balance (includes weighing).
SUBPART K and L Instruments and equipment communication and navigation
equipment.
SUBPART M Aeroplane maintenance.
SUBPART N and O Flight crew and Cabin crew.
SUBPART P Manuals, logs and records.
SUBPART Q, R, S Flight and duty time limitations and rest requirements,
Transport of dangerous goods by air, Security.
Air Operators Certificate

EU-OPS 1 is the document that prescribes requirements applicable to the operation
of any civil aeroplane for the purpose of commercial air transportation and is the
document that shows compliance with several annexes of the Chicago Convention.
Pg. 1.B.1 para 1.005 states that an operator shall not operate an aircraft unless in
accordance with EU-OPS and that the aircraft must be operated in compliance with
its Certificate of Airworthiness.
Pg. 1.C.1 para 1.175:- an operator shall not operate an aeroplane for commercial air
transport unless it is in accordance with the terms and conditions of an Air
Operators Certificate.
An Air Operators Certificate (AOC) must be issued by a competent authority before
an aircraft can be used for commercial air transport.
The aircraft to be operated must be registered and have a valid Certificate of
Airworthiness (C of A).
An operator will not be granted an AOC, or a variation to an AOC and that AOC will
not remain valid unless aeroplanes operated have a standard certificate of
airworthiness issued in accordance with Commission Regulation (EC) No
1702/2003.
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Air Operators Responsibilities

Pg. 1.C.2 para 1.185 Initial application shall include the official name and business
name of the applicant, the proposed operation, description of the management
organisation, an Operations Manual, the operators Maintenance Management
Exposition, maintenance programmes, the aircraft technical log, any contracts
concerning maintenance carried out by a third party (Part 145 organisation) and
the number of aircraft to be operated.
Other parts of EU-OPS are operational procedures that we do not need to cover.
There are some interesting things mentioned that may be of assistance to students
for day to day operations concerning engineering. One is page 1.D.16, refuelling
with passengers on board.
Contents and Conditions of the Air Operator Certificate
An AOC specifies the following:
Name and location (principal place of business) of the operator.
Date of issue and period of validity.
Description of the type of operations authorised.
Type(s) of aeroplane(s) authorised for use.
Registration markings of the authorised aeroplane(s).
o
Except that operators may obtain approval for a system to inform the
Authority about the registration markings for aeroplanes operated
under its AOC.
Authorised areas of operation

Special limitations.
Special authorisations/approvals e.g.
o
CAT II/CAT III (including approved minima).
MNPS (Min Nav Perf Spec).
ETOPS.
RNAV.
RVSM.
Transportation of Dangerous Goods.
Air Operators Responsibilities

Page 1.C.2 para 1.180 (a) An operator will not be granted an AOC, or variation to an
AOC, and that AOC will not remain valid unless
(1) aeroplanes operated have a standard Certificate of Airworthiness issued
in accordance with Commission Regulation (EC) No 1702/2003 of 24
September 2003 laying down implementing rules for the airworthiness and
environmental certification of aircraft and related products, parts and
appliances, as well as for the certification of design and production
organisations (1) by a Member State. Standard Certificates of Airworthiness
issued by a Member State other than the State responsible for issuing the
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AOC, will be accepted without further showing when issued in accordance

with Part 21;
(2) the maintenance system has been approved by the Authority in
accordance with Part M, Subpart G; and
(3) He has satisfied the Authority that he has the ability to:
(i) Establish and maintain an adequate organisation;
(ii) Establish and maintain a quality system in accordance with OPS
1.035;
(iii) Comply with required training programmes;
(iv) Comply with maintenance requirements, consistent with the
nature and extent of the operations specified, including the relevant
items prescribed in OPS 1.175(g) to (o); and
(v) Comply with OPS 1.175.
Operators Responsibilities
Page 1.B.1 para 1.020 states that employees are made aware that they shall comply
with the laws, regulations and procedures of those states in which operations are
conducted and which are pertinent to the performance of their duties.
An operator must ensure that all employees must comply with the laws, regulations
and procedures.
An operator must ensure that:
All employees are made aware that they shall comply with the laws,
regulations and procedures of those States in which operations are
conducted and which are pertinent to the performance of their duties
All crew members are familiar with the laws, regulations and procedures
pertinent to the performance of their duties.
Documents to be Carried
Pg. 1.B.5 para 1.125 An operator shall ensure that the following are carried on each
flight,
Certificate of Registration,
Certificate of Airworthiness,
Noise Certificate,
Air Operator Certificate,
Aircraft Radio Licence and
Third Party Liability Insurance Certificate.
Para 1.130 an operations manual (aircraft) must be carried. This is becoming a
digital source these days.
Each flight crew member shall, on each flight, carry a valid flight crew licence with
appropriate rating(s) for the purpose of the flight.
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Manuals to be carried
An operator shall ensure that:
The current parts of the Operations Manual relevant to the duties of the
crew are carried on each flight;
Those parts of the Operations Manual which are required for the conduct
of a flight are easily accessible to the crew on board the aeroplane; and
The current Aeroplane Flight Manual is carried in the aeroplane unless
the Authority has accepted that the Operations
Manual prescribed in OPS 1.1045, Appendix 1, Part B contains relevant information
for that aeroplane.
Additional information and forms to be carried
An operator shall ensure that, in addition to the documents and manuals
prescribed in OPS 1.125 and OPS 1.130, the following information and forms,
relevant to the type and area of operation, are carried on each flight:
Operational Flight Plan containing at least the information required in
OPS 1.1060.
Aeroplane Technical Log containing at least the information required in
Part M, paragraph M. A. 306 Operators technical log system.
Details of the filed ATS flight plan.
Appropriate NOTAM/AIS briefing documentation.
Appropriate meteorological information.
Mass and balance documentation as specified in Subpart J.
Notification of special categories of passenger such as security personnel,
if not considered as crew, handicapped persons, inadmissible
passengers, deportees and persons in custody.
Notification of special loads including dangerous goods including written
information to the commander as prescribed in OPS 1.1215 (c).
Current maps and charts and associated documents as prescribed in
OPS 1.290 (b)(7).
Any other documentation which may be required by the States concerned
with this flight, such as cargo manifest, passenger manifest etc.
Forms to comply with the reporting requirements of the Authority and
the operator.
The Authority may permit the information detailed in subparagraph (a) above, or
parts thereof, to be presented in a form other than on printed paper. An acceptable
standard of accessibility, usability and reliability must be assured.
Information retained on the ground
An operator shall ensure that:
At least for the duration of each flight or series of flights;
o
Information relevant to the flight and appropriate for the type of

operation is preserved on the ground.
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The information is retained until it has been duplicated at the place at

which it will be stored in accordance with OPS 1.1065;
Or if this is impracticable,
o
The same information is carried in a fireproof container in the

aeroplane.
The information referred to in above includes:

A copy of the operational flight plan where appropriate;
Copies of the relevant part(s) of the aeroplane technical log;
Route specific notam documentation if specifically edited by the operator;
Mass and balance documentation if required (ops 1.625 refers); and
Special loads notification.
Aircraft Placarding (Markings)

An aeroplane must contain the following:
The specified markings and placards.
Any additional information, instrument markings, and placards required
for the safe operation if there are unusual design, operating, or handling
characteristics.
Each marking and placard must be displayed in a conspicuous place; and may not
be easily erased, disfigured, or obscured.
Markings include:
Doors.
Door handle operation.
Emergency Exit locations.
Emergency equipment.
Fire extinguisher location.
No smoking.
Other placards and markings include:
No smoking.
Fasten seatbelts.
Life jacket locations.
Life rafts locations.
Emergency Locator Transmitter locations.
First aid equipment locations.
Supplemental Oxygen
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This topic is found in many places but general info is given from EU-OPS and JAR
25.
An operator shall ensure that if areas of the fuselage are suitable for external
breakin that they are marked in a certain manner. The colour of the markings
must be red or yellow.
Figure 5 Break-In Points
An emergency lighting system independent of the main lighting system must be

installed.
An aircraft (other than an aircraft permitted by or under this Order to fly without
being registered) shall not fly unless it bears painted thereon or affixed thereto, in
the manner required by the law of the country in which it is registered, the
nationality and registration marks required by that law.
Figure 6 Aircraft Registration
Topic 4: EU-OPS
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Appendix 1 to OPS 1.305 Fasten Seat Belts signs must be off; NO SMOKING signs
must be on while refuelling/defuelling.
EUOPS. OPS 1.731 Fasten Seat belt and No Smoking signs An operator shall not
operate an aeroplane in which all passenger seats are not visible from the flight
deck, unless it is equipped with a means of indicating to all passengers and cabin
crew when seat belts shall be fastened and when smoking is not allowed.
Figure 7 No Smoking
EUOPS. OPS 1.735 In an aeroplane with a maximum approved passenger seating

configuration of more than 19 passengers, a door between the passenger
compartment and the flight deck compartment with a placard crew only.
Topic 4: EU-OPS
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Topic 4: EU-OPS
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TOPIC .5.1: AIRCRAFT CERTIFICATION GENERAL

Rulemaking
The Community legislator has created therefore an obligation on the Agency (EASA)
to issue Certification Specifications (CS) to be used in the certification processes.
Such interpretative material includes airworthiness codes (direct technical
interpretation of the airworthiness Essential Requirements included in Annex I of
the Basic Regulation) and acceptable means of compliance (technical interpretation
of airworthiness codes and rules adopted by the Commission to implement the
Basic Regulation).
CS 23 Normal, Utility, Aerobatic, and Commuter Category Aeroplanes
This airworthiness code is applicable to:
Aeroplanes in the normal, utility and aerobatic categories that have a seating
configuration, excluding the pilot seat(s), of nine or fewer and a maximum
certificated takeoff weight of 5670 kg (12 500 lb) or less; and
Propeller-driven twin-engined aeroplanes in the commuter category that have a
seating configuration, excluding the pilot seat(s), of nineteen or fewer and a
maximum certificated takeoff weight of 8618 kg (19 000 lb) or less.
(a) The normal category is limited to non-aerobatic operations. Non-aerobatic
operations include:
(1) Any maneuver incident to normal flying;
(2) Stalls (except whip stalls); and
(3) Lazy eights, chandelles and steep turns or similar maneuvers, in which
the angle of bank is not more than 60.
(b) The utility category is limited to any of the operations covered under
subparagraph (a); plus:
(1) Spins (if approved for the particular type of aeroplane); and
(2) Lazy eights, chandelles, and steep turns, or similar maneuvers in which
the angle of bank is more than 60 but not more than 90.
(c) The aerobatic category is without restrictions, other than those shown to be
necessary as a result of required flight tests.
(d) Commuter category operation is limited to any maneuver incident to normal
flying, stalls (except whip stalls) and steep turns in which the angle of bank is not
more than 60.
(e) Except for commuter category, aeroplanes may be certificated in more than one
category if the requirements of each requested category are met.
Topic 5.1: Aircraft Certification General

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CS 25 Large Aeroplanes
This Code prescribes airworthiness standards for the issue of type certificates, and
changes to those certificates, for Large Turbine powered Aeroplanes.
Large aeroplane means an aeroplane of more than 5700 kg (12500 pounds)
maximum certificated take-off weight. The category Large Aeroplane does not
include the commuter aeroplane category (For commuter aeroplane category, see
CS 23.1 and CS 23.3).
CS 27 Small Rotorcraft
This Airworthiness Code is applicable to small rotorcraft with maximum weights of
3 175 kg (7 000 lbs) or less and nine or less passenger seats, or
Multi-engine rotorcraft may be type-certificated as Category A provided some
requirements referenced in Appendix C are met.
Category A, with respect to rotorcraft, means a multi-engined rotorcraft designed
with engine and system isolation features specified in CS27 / CS29 and capable
of operations using take-off and landing data scheduled under a critical engine
failure concept which assures adequate designated surface area and adequate
performance capability for continued safe flight or safe rejected take-off in the event
of engine failure.
Category B, with respect to rotorcraft, means a single-engine or multi-engine
rotorcraft which does not meet Category A standards. Category B rotorcraft have no
guaranteed capability to continue safe flight in the event of an engine failure, and
unscheduled landing is assumed.
CS 29.1 Large Rotorcraft
This Airworthiness Code is applicable to large rotorcraft.
Large rotorcraft must be certificated in accordance with either the Category A or
Category B requirements. A multi-engine rotorcraft may be type certificated as both
Category A and Category B with appropriate and different operating limitations for
each category.
Rotorcraft with a maximum weight greater than 9072 kg (20 000 pounds) and 10 or
more passenger seats must be type certificated as Category A rotorcraft.
Rotorcraft with a maximum weight greater than 9072 kg (20 000 pounds) and nine
or less passenger seats may be type certificated as Category B rotorcraft provided
the Category A requirements of Subparts C, D, E, and F are met.
Rotorcraft with a maximum weight of 9072 kg (20 000 pounds) or less but with 10
or more passenger seats may be type certificated as Category B rotorcraft provided
the Category A requirements of CS 29.67(a)(2), 29.87, 29.1517, and of Subparts C,
D, E, and F are met.
Rotorcraft with a maximum weight of 9072 kg (20 000 pounds) or less and nine or
less passenger seats may be type certificated as Category B rotorcraft.

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Type Certification
A Type Certificate (TC), is awarded to manufacturer of an aircraft by the NAA in the
country of origin.
The TC will be awarded after it has been established that the particular design of a
civil:
Aircraft.
Aircraft engine, or
Propeller.
Meets regulating bodies' airworthiness requirements for safe flight under all
normally conceivable conditions.
An aircraft must have a type certified before it can be issued with a Certificate of
Airworthiness (CofA).
There are different categories of Type Certificate:
Type-Certificate (TC).
Restricted Type-Certificate (RTC).
Supplemental Type-Certificate (STC)
A new or previously unregistered aircraft type needs a Type Certificate to have a
Certificate of Airworthiness issued to it and therefore able to operate. The certificate
constitutes a statement that the design of the aircraft has been approved by the
NAA.
The authority will evaluate the design, flight testing and previous service experience
of the aircraft type.
(a) Any organisation applying for a type-certificate or restricted typecertificate shall demonstrate its capability by holding a design organisation
approval.
(b) An application for a type-certificate or restricted type-certificate shall be
made in a form and manner established by the Agency.
(c) An application for an aircraft type-certificate or restricted type-certificate
shall be accompanied by a three-view drawing of that aircraft and
preliminary basic data, including the proposed operating characteristics and
limitations.
(d) An application for an engine or propeller type-certificate shall be
accompanied by a general arrangement drawing, a description of the design
features, the operating characteristics, and the proposed operating
limitations, of the engine, or propeller.
Supplementary Type Certification
A Supplemental Type Certificate (STC) is issued by the aviation Authority approving
a product (aircraft, engine, or propeller) modification. The STC defines the product
design change, states how the modification affects the existing type design, and lists
serial number effectivity.
It also identifies the certification basis listing specific regulatory compliance for the
design change. Information contained in the certification basis is helpful for those
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applicants proposing subsequent product modifications and evaluating certification

basis compatibility with other STC modifications.
Any MAJOR changes to a Type Certificate by non type-certificate holders must be
approved in accordance with Part 21, Section A, Subpart E.
Part 21, Section A, Subpart E details the procedure for the approval of major
changes to the type design under supplemental type certificate procedures, and
establishes the rights and obligations of the applicants for, and holders of, those
certificates.
After the major change is approved by EASA, a Supplemental Type-Certificate will
issue to the applicant (STC Holder).
Restricted Type-Certificates (RTC)
For an aircraft that does not meet the provisions of issuing a Type Certificate an
applicant can apply for a restricted type-certificate (RTC) issued by the EASA after
showing to be in compliance with the certification specifications necessary to
ensure safe flight of the aircraft.
Part 21 Section A Subpart B establishes the procedure for issuing type-certificates
for products and restricted type-certificates for aircraft, and establishes the rights
and obligations of the applicants for, and holders of, those certificates.
Any natural or legal person that has demonstrated, or is in the process of
demonstrating, its proper capability must be eligible as an applicant for a typecertificate or a restricted type-certificate under the conditions laid down in this
Subpart.
The type-certificate and restricted type-certificate are both considered to include the
type design, the operating limitations, the type-certificate data sheet for
airworthiness and emissions, the applicable type-certification basis and
environmental protection requirements with which the Agency records compliance,
and any other conditions or limitations prescribed for the product in the applicable
certification specifications and environmental protection requirements.
The aircraft type-certificate and restricted type-certificate, in addition, both include
the type-certificate data sheet for noise. The engine type-certificate data sheet
includes the record of emission compliance.

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Design Organisation Approvals (DOA)

It is a mandatory requirement for an organisation to apply for the approved
privileges of TC (RTC), STC and other major repairs.
An organisation must be entitled to have a Design Organisation Approval issued by
EASA when it has demonstrated compliance with the applicable requirements
under Part 21, Section A, Subpart J.
The holder of a design organisation approval must be entitled to perform design
activities under Part 21, Section A, Subpart J and within its scope of approval.
The design organisation must demonstrate that it has established and is able to
maintain a design assurance system for the control and supervision of the design,
and of design changes, of products, parts and appliances covered by the
application.
Figure 8 Example of DOA Approved

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Production Organisation Approval

An organisation shall be entitled to have a production organisation approval issued
by the Competent Authority when it has complied with all the requirements.
The production organisation shall demonstrate that it has established and is able to
maintain a quality system.
The organisation shall have a production organisation exposition
A production organisation approval shall be issued for an unlimited duration.
21A.131 Scope
(a) The procedure for the issuance of a production organisation approval for a
production organisation showing conformity of products, parts and appliances with
the applicable design data.
(b) The rules governing the rights and obligations of the applicant for, and holders
of, such approvals.
21A.133 Eligibility
Any organisation must be eligible as an applicant for an approval.
The applicant must:
(a) justify that, for a defined scope of work, an approval is appropriate for the
purpose of showing conformity with a specific design; and
(b) hold or have applied for an approval of that specific design; or
(c) have ensured, through an appropriate arrangement with the applicant for, or
holder of, an approval of that specific design, satisfactory coordination between
production and design.
21A.134 Application
Each application for a production organisation approval must be made to the
Competent Authority in a form and manner established by that authority, and must
include an outline of the information required by 21A.143 and the terms of approval
requested to be issued under 21A.151.
21A.135 Issue of production organisation approval
An organisation must be entitled to have a production organisation approval issued
by the Competent Authority when it has demonstrated compliance with the
applicable requirements under this Subpart.
21A.139 Quality System
The production organisation must demonstrate that it has established and is able
to maintain a quality system. The quality system must be documented. This quality
system must be such as to enable the organisation to ensure that each product,
part or appliance produced by the organisation or by its partners, or supplied from
or subcontracted to outside parties, conforms to the applicable design data and is
in condition for safe operation.
21A.163 Privileges
Pursuant to the terms of approval issued under 21A.135, the holder of a production
organisation approval may:
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(a) Perform production activities under this Part.

(b) In the case of complete aircraft and upon presentation of a Statement of
Conformity (EASA Form 52) under 21A.174, obtain an aircraft certificate of
airworthiness and a noise certificate without further showing.
(c) In the case of other products, parts or appliances issue authorised release
certificates (EASA Form 1) under 21A.307 without further showing.
(d) Maintain a new aircraft that it has produced and issue a certificate of release to
service (EASA Form 53) in respect of that maintenance.
21A.165 Obligations of the holder
The holder of a production organisation approval must:
(a) Ensure that the production organisation exposition furnished in accordance with
21A.143 and the documents to which it refers, are used as basic working
documents within the organisation.
(b) Maintain the production organisation in conformity with the data and
procedures approved for the production organisation approval.
(c) 1. Determine that each completed aircraft conforms to the type design and is in
condition for safe operation prior to submitting Statements of Conformity to the
Competent Authority, or
2. Determine that other products, parts or appliances are complete and conform to
the approved design data and are in condition for safe operation before issuing
EASA Form 1 to certify airworthiness, and additionally in case of engines,
determine according to data provided by the engine type-certificate holder that each
completed engine is in compliance with the applicable emissions requirements as
defined in 21A.18(b), current at the date of manufacture of the engine, to certify
emissions compliance, or
3. Determine that other products, parts or appliances conform to the applicable
data before issuing EASA Form 1 as a conformity certificate;
(d) Record all details of work carried out.
(e) Establish and maintain an internal occurrence reporting system in the interest
of safety, to enable the collection and assessment of occurrence reports in order to
identify adverse trends or to address deficiencies, and to extract reportable
occurrences. This system must include evaluation of relevant information relating
to occurrences and the promulgation of related information.
(f) 1. Report to the holder of the type-certificate or design approval, all cases where
products, parts or appliances have been released by the production organisation
and subsequently identified to have possible deviations from the applicable design
data, and investigate with the holder of the type-certificate or design approval in
order to identify those deviations which could lead to an unsafe condition.
2. Report to the Agency and the competent authority of the Member State the
deviations which could lead to an unsafe condition identified according to
subparagraph (1). Such reports must be made in a form and manner established by
the Agency under 21A.3(b)(2) or accepted by the competent authority of the Member
State. 3. Where the holder of the production organisation approval is acting as a
supplier to another production organisation, report also to that other organisation
all cases where it has released products, parts or appliances to that organisation
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and subsequently identified them to have possible deviations from the applicable
design data.
(g) Provide assistance to the holder of the type-certificate or design approval in
dealing with any continuing airworthiness actions that are related to the products
parts or appliances that have been produced.
(h) Establish an archiving system incorporating requirements imposed on its
partners, suppliers and subcontractors, ensuring conservation of the data used to
justify conformity of the products, parts or appliances. Such data must be held at
the disposal of the Competent Authority and be retained in order to provide the
information necessary to ensure the continuing airworthiness of the products, parts
or appliances.
(i) Where, under its terms of approval, the holder issues a certificate of release to
service, determine that each completed aircraft has been subjected to necessary
maintenance and is in condition for safe operation, prior to issuing the certificate.
Figure 9 Example of Approved Production Organisations

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TOPIC 5:2: AIRCRAFT CERTIFICATION - DOCUMENTS

Certificate of Airworthiness
To be allowed to fly, the aircraft must have either a current Certificate of
Airworthiness (EASA Form 25), Restricted Certificate of Airworthiness (EASA Form
24) or a Permit to Fly (EASA Form 20)
Each aircraft shall be issued with an individual certificate of airworthiness when it
is shown that it conforms with the type design approved in its type-certificate and
that relevant documentation, inspections and tests demonstrate that the aircraft is
in condition for safe operation.
Airworthiness certificates are classified as follows:
Certificates of airworthiness shall be issued to aircraft which conform to a typecertificate,
Restricted certificates of airworthiness shall be issued to aircraft,
1. which conform to a restricted type-certificate
2. comply with specific certification specifications ensuring adequate safety.
Permits to fly shall be issued to aircraft that do not meet, or have not been shown to
meet, applicable certification specifications but are capable of safe flight under
defined conditions.
Each application for a certificate of airworthiness or restricted certificate of
airworthiness shall include:
1. the class of airworthiness certificate applied for;
2. with regard to new aircraft:
(i) A statement of conformity:
issued under 21A.163(b), or
issued under 21A.130 and validated by the Competent Authority,
or, for an imported aircraft, a statement signed by the exporting

authority that the aircraft conforms to a design approved by the Agency
(ii) A weight and balance report with a loading schedule.

(iii) The flight manual, when required by the applicable airworthiness code for the
particular aircraft.
3. with regard to used aircraft:
(i) originating from a Member State, an airworthiness review certificate issued in
accordance with Part M.
(ii) originating from a non-member State:
a statement by the competent authority of the State where the aircraft

is, or was, registered, reflecting the airworthiness status of the aircraft on
its register at time of transfer.
a weight and balance report with a loading schedule.
the flight manual when such material is required by the applicable
airworthiness code for the particular aircraft.
Topic 5.2: Aircraft Certification Documents
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historical records to establish the production, modification, and

maintenance standard of the aircraft, including all limitations associated
with a restricted certificate of airworthiness under 21A.184(c).
a recommendation for the issuance of a certificate of airworthiness or

restricted certificate of airworthiness and an airworthiness review
certificate following an airworthiness review in accordance with Part M.
(c) Unless otherwise agreed, the statements referred to in subparagraphs (b)(2)(i)

and (b)(3)(ii) shall be issued no more than 60 days before presentation of the aircraft
to the competent authority of the Member State of registry.
Aircraft for which their Certificates of Airworthiness are not

issued
(a) aircraft having a clear historical relevance, related to:
(i) participation in a noteworthy historic event
(ii) a major step in the development of aviation; or
(iii) a major role played in the armed forces meeting one or more of the following
criteria:
(i) its initial design is established as being more than 40 years old;
(ii) its production stopped at least 25 years ago;
(iii) fewer than 50 aircraft of the same basic design
(b) aircraft specifically designed for research, experimental or scientific purposes
(c) aircraft of which at least 51 % is built by an amateur
(d) aircraft whose initial design was intended for military purposes only
(e) aeroplanes having no more than two seats, the stall speed or the minimum
steady flight speed in landing configuration not exceeding 35 knots and a maximum
take-off mass of no more than:
(i) 300 kg for a land plane, single seater
(ii) 450 kg for a land plane, two seater
(iii) 330 kg for an amphibian or floatplane single seater
(iv) 495 kg for an amphibian or floatplane two seater, provided that, where
operating both as a floatplane and as a land plane, it falls below both MTOM
limits.
(f) gliders with a structural mass of less than 80 kg when single seater or 100 kg
when two seater.
(g) unmanned aircraft with an operating mass of less than 150 kg.
(h) any other aircraft with a total mass without pilot of less than 70 kg.

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Permit To Fly
A Permit to Fly is generally issued when a certificate of airworthiness is temporarily
invalid, for example as the result of a damage, or when a certificate of airworthiness
cannot be issued for instance when the aircraft does not comply with the essential
requirements for airworthiness or when compliance with those requirements has
not yet been shown, but the aircraft is nevertheless capable of performing a safe
flight.
Starting on 29 March 2007, EASA is responsible for the approval of the flight
conditions on the basis of which a permit to fly can be issued by the Competent
Authority of the Member State of Registry, or of the Member State prescribing the
identification marks.
The Agency approves the Flight Conditions in cases related to the safety of the
design, defined as follows:
the aircraft does not conform to an approved design; or
an Airworthiness Limitation, a Certification Maintenance Requirement or
an Airworthiness Directive has not been complied with; or
the intended flight(s) are outside the approved envelope.
Occasions for when a Permit to Fly might be issued

Any aircraft that does not hold a valid CoA or R-CoA, but are capable of safe flight
under defined conditions may be eligible for an EASA Permit to Fly.
Purposes for a Permit to Fly include:
Development
Showing compliance with regulations or certification specifications.
Design organisations or production organisations crew training.
Production flight testing of new production aircraft.
Flying aircraft under production between production facilities.
Flying the aircraft for customer acceptance.
Delivering or exporting the aircraft.
Flying the aircraft for Authority acceptance.
Exhibition and air show.
Record breaking, air racing or similar competition.
Flying aircraft meeting the applicable airworthiness requirements before
conformity to the environmental requirements has been found;
For non-commercial flying activity on individual non-complex aircraft or
types for which a certificate of airworthiness or restricted certificate of
airworthiness is not appropriate.
Only those purposes where design elements are involved require EASA to approve
the Flight Conditions, except where DOA privileges exist.

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Note that aircraft qualifying for Permits to Fly do not necessarily comply with the
Essential Requirements set out in Regulation (EC) No 216/2008, Article 5, and
referred to in Annex 1 to that Regulation.
Application for a Permit to Fly

Application for an EASA Permit to Fly is made in two parts:
To EASA for approval of Flight Conditions (EASA Form 37, incorporating
Form 18b)
To NAA of state of registry for issue of Permit
Flight Conditions consist of:
(a) the configuration(s) for which the permit to fly is requested;
(b) any condition or restriction necessary for safe operation of the aircraft,
including:
1. the conditions or restrictions put on itineraries or airspace, or both,
required for the flight(s);
2. the conditions and restrictions put on the flight crew to fly the aircraft;
3. the restrictions regarding carriage of persons other than flight crew;
4. the operating limitations, specific procedures or technical conditions to
be met;
5. the specific flight test Program(if applicable);
6. the specific continuing airworthiness arrangements including
maintenance instructions and regime under which they will be performed;
(c) the substantiation that the aircraft is capable of safe flight under the conditions
or restrictions of subparagraph (b);
(d) the method used for the control of the aircraft configuration, in order to remain
within the established conditions.
These can be as simple as applying additional limitations for a specific purpose for
a limited duration or be as comprehensive as a full description of the individual
aircraft, including its modification state, limitations, flight manuals and
maintenance instructions.
The former would apply to a fully certificated aircraft whose certificate of
airworthiness is invalidated because it is fitted with a modification that has not yet
been approved. Limitations may include:
Day VFR for an aircraft normally approved for Night IFR
No flight over built-up areas
Crew limitations
Operating altitude or airspeed limitations
Prohibition from using cabin pressurization etc
The latter would apply to an aircraft that has not been otherwise certificated, an
example being the Sukhoi Su-26. These may be different for each serial number.
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The validity of the approved Flight Conditions will normally be limited. The
maximum validity is 12 months.
Certificate of Registration
A holder of an AOC must register the aircraft which are to operate under the
holders AOC in the state responsible for issuing the AOC.
Aircraft must not fly in or over another country unless it is registered with a
contracted state.
Provided an aircraft takes off and lands within the states boundaries and does not
fly outside of the state it can fly unregistered.
To register an aircraft, proof of ownership must accompany the application to the
states competent authority under which it is intended to be registered.
The Certificate of Registration includes the following information:
serial number of the aircraft
the nationality mark of the aircraft, and the registration mark assigned to
it
the name of the constructor of the aircraft
the name and address of the owner
CAP 393
Upon receiving an application for the registration of an aircraft and being satisfied
that the aircraft may properly be so registered, the authority shall register the
aircraft, wherever it may be, and will include in the register the following
particulars:
(a) the number of the certificate;
(b) the nationality mark of the aircraft, and the registration mark assigned to it
(c) the name of the constructor of the aircraft and its designation;
(d) the serial number of the aircraft; and
(e) (i) the name and address of every person who is entitled as owner to a legal
interest in the aircraft or a share therein, or, in the case of an aircraft which is the
subject of a charter by demise, the name and address of the charterer by demise;
and
(ii) in the case of an aircraft registered in pursuance of paragraphs (4) or (5), an
indication that it is so registered.
Noise Certificate
All aircraft must have a Noise Certificate to confirm that they fall within the
limitations as laid down by ICAO legislation. The information regarding noise is
included in the Flight Manual and must be available for the issuance of a Type
Certificate.
For the issue of a Noise Certificate, a statement of conformity must be presented to
the competent authority of the state with whom the aircraft is registered
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When ownership of an aircraft is transferred, if the aircraft remains on the same

register, the noise certificate shall be transferred together with the aircraft. But
should the aircraft move to the register of another member state, the noise
certificate shall be issued on presentation of the former noise certificate.
Weight Schedule
All aircraft for which a Certificate of Airworthiness is in force shall be weighed and
the position of its centre of gravity determined.
The operator of the aircraft shall prepare a weight schedule showing:
1. The basic weight of the aircraft, which is the weight of an empty aircraft, the
unusable fuel, full operating fluids including oil and hydraulic fluid.
2. The position of the centre of gravity when the aircraft is at its basic weight and
also the extremes of fore and aft positions for each operating condition.
Each aircraft must carry a weight and balance documentation for flight.
Centre of gravity limits
The extreme forward and the extreme aft centre of gravity limitations must be
established for each practicably separable operating condition. No such limit may
lie beyond
(a) The extremes selected by the applicant;
(b) The extremes within which the structure is proven; or
(c) The extremes within which compliance with each applicable flight requirement is
shown.
Maximum weights
Maximum weights corresponding to the aeroplane operating conditions (such as
ramp, ground taxi, take-off, en-route and landing) environmental conditions (such
as altitude and temperature), and loading conditions (such as zero fuel weight,
centre of gravity position and weight distribution) must be established so that they
are not more than
(1) The highest weight selected by the applicant for the particular conditions; or
(2) The highest weight at which compliance with each applicable structural loading
and flight requirement is shown.
(3) The highest weight at which compliance is shown with the certification
requirements of JAR-36.
Minimum weight
The minimum weight (the lowest weight at which compliance with each applicable
requirement of this JAR25 is shown)
must be established so that it is not less than
(1) The lowest weight selected by the applicant ;
o
Removable ballast may be used in showing compliance with the flight

requirements of this Subpart.
(2) The design minimum weight (the lowest weight at which compliance with each
structural loading condition of this JAR25 is shown); or limits
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(3) The lowest weight at which compliance with each applicable flight requirement is
shown.
Radio Station Licence

The radio station licence is issued by each of the member states authorities to each
aircraft and is a requirement for flight.
No aircraft can operate its radio unless it carries a licence, and by a person duly
licensed to operate one. The licence is required to be carried on every flight
An application for a licence must be accompanied by a list of the equipment both
radio and navigational fitted to the aircraft for which the application refers. All the
fitted equipment must be of an approved type and any modifications carried out on
the equipment must be recorded.

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TOPIC 6: PART - M
Part M, Article 2, Definitions
Within the scope of the basic Regulation, the following definitions shall apply:
(a) aircraft means any machine that can derive support in the atmosphere from
the reactions of the air other than reactions of the air against the earths surface;
(b) certifying staff means personnel responsible for the release of an aircraft or a
component after maintenance;
(c) component means any engine, propeller, part or appliance;
(d) continuing airworthiness means all of the processes ensuring that, at any time
in its operating life, the aircraft complies with the airworthiness requirements in
force and is in a condition for safe operation;
(e) JAA means Joint Aviation Authorities;
(f) JAR means Joint Aviation Requirements;
(g) large aircraft means an aircraft, classified as an aeroplane with a maximum
take-off mass of more than 5700 kg, or a multi-engined helicopter;
(h) maintenance means any one or combination of overhaul, repair, inspection,
replacement, modification or defect rectification of an aircraft or component, with
the exception of pre-flight inspection;
(i) organisation means a natural person, a legal person or part of a legal person.
Such an organisation may be established at more than one location whether or not
within the territory of the Member States;
(j) pre-flight inspection means the inspection carried out before flight to ensure
that the aircraft is fit for the intended flight.
Part-M Article 3 Continuing airworthiness requirements
(k) ELA1 aircraft means the following European Light Aircraft:
(i) an aeroplane, sailplane or powered sailplane with a Maximum Take-off
Mass (MTOM) less than 1000 kg that is not classified as complex motorpowered aircraft;
(ii) a balloon with a maximum design lifting gas or hot air volume of not more
than 3400 m3 for hot-air balloons, 1050 m3 for gas balloons, 300 m3 for
tethered gas balloons;
(iii) an airship designed for not more than two occupants and a maximum
design lifting gas or hot-air volume of not more than 2500 m3 for hot-air
airships and 1000 m3 for gas airships;
(l) LSA aircraft means a light sport aeroplane which has all of the following
characteristics:
(i) a Maximum Take-off Mass (MTOM) of not more than 600 kg;
(ii) a maximum stalling speed in the landing configuration (VS0) of not more
than 45 knots Calibrated Airspeed (CAS) at the aircrafts
maximum
certificated takeoff mass and most critical centre of gravity;
(iii) a maximum seating capacity of no more than two persons, including the
pilot;
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(iv) a single, non-turbine engine fitted with a propeller;

(v) a non-pressurised cabin;
General The Basic Rulemaking

As everything cannot be specified by law for evident reasons of flexibility and ease of
understanding of legal requirements, a certain level of discretion must be left to the
regulated persons and the regulators in charge with implementation. Such level of
discretion depends on the level of trust among the regulators (mutual recognition)
and the need for uniformity in the Common Market. To facilitate however the task
of regulated persons, the regulators should indicate in advance how they will make
use of such discretion; this would not only improve legal certainty, but also avoid
suspicions of discrimination among applicants.
The Community legislator has created therefore an obligation on the Agency to
issue Certification Specifications (CS) to be used in the certification processes. Such
interpretative material includes airworthiness codes (direct technical interpretation
of the airworthiness Essential Requirements included in Annex I of the Basic
Regulation ) and acceptable means of compliance (technical interpretation of
airworthiness codes and rules adopted by the Commission to implement the Basic
Regulation).
The fact that the Agency is instructed by law to develop such material does not
mean that national regulators should not participate in this process as well. On the
contrary, in domains where they are themselves the competent authorities to
implement Community law, they should, where necessary feel encouraged to
develop such material based on their own understanding or by using material
issued by EASA.
Because the related material issued by EASA is not of a legislative nature, it cannot
create obligations on the regulated persons. As however the legislator wanted such
material to provide for legal certainty and to contribute to uniform implementation,
it must commit the competent authorities so that regulated persons complying with
it must be recognised as complying with the law. This is the reason why the
adoption of such material by EASA is subject to an open rulemaking process as
prescribed by Article 52 of the Basic Regulation.
Part M
Part M establishes common technical requirements and administrative procedures
for ensuring the continuing airworthiness of aircraft and components.
The covering page is the regulation 2042/2003 which establishes that a large
aircraft is one which has a maximum take off mass of more than 5700 kg.
Part M of EC regulation 2042/2003 details the rules for the continuing
airworthiness and maintenance of aircraft subject to EASA regulation.
There are three documents.
Part M Continuing Airworthiness Requirements
AMC to Part M (Acceptable Means of Compliance)
GM to Part M (Guidance Material)
Part M Continuing Airworthiness establishes the measures to be taken to ensure
that airworthiness is maintained, including maintenance. It also specifies the
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conditions to be met by the persons or organisations involved in such a continuing

airworthiness management.
It is divided into Sections A & B.
Section A has 9 sub-sections
A General,
B Accountability,
C Continuing airworthiness,
D Maintenance standards,
E Components,
F Maintenance organisation,
G Continuing airworthiness management organisation,
H Certificate of release to service CRS,
I Airworthiness review certificate.
Section B establishes the administrative requirements to be followed by the
competent authorities in charge of the application and enforcement of Section A of
this Part and is divided into the same 9 subparts as Section A. A - General is the
definition of the Part and is the heading above.
The owner is responsible for the continuing airworthiness of an aircraft and must
ensure that no flight takes place unless:
the aircraft is maintained in an airworthy condition
any operational and emergency equipment fitted is correctly installed and
serviceable
the airworthiness certificate remains valid,
the maintenance of the aircraft is performed iaw the approved
maintenance programme
Reference to aircraft includes the components fitted to or intended to be
fitted to the aircraft.
2. The performance of ground de-icing and anti-icing activities does not require a
Part-145 approval.
3. The requirement means that the operator is responsible for determining what
maintenance is required, when it has to be performed and by whom and to what
standard, in order to ensure the continued airworthiness of the aircraft being
operated.
4. An operator should therefore have adequate knowledge of the design status (type
specification, customer options, airworthiness directives (AD), modifications,
operational equipment) and required and performed maintenance. Status of aircraft
design and maintenance should be adequately documented to support the
performance of the quality system.
5. An operator should establish adequate co-ordination between flight operations
and maintenance to ensure that both will receive all information on the condition of
the aircraft necessary to enable both to perform their tasks.
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6. The requirement does not mean that an operator himself performs the
maintenance (this is to be done by a maintenance organisation approved under
Part-145) but that the operator carries the responsibility for the airworthy condition
of aircraft it operates and thus should be satisfied before the intended flight that all
required maintenance has been properly carried out.
7. When an operator is not appropriately approved in accordance with Part-145, the
operator should provide a clear work order to the maintenance contractor. The fact
that an operator has contracted a maintenance organisation approved under Part145 should not prevent it from checking at the maintenance facilities on any aspect
of the contracted work if he wishes to do so to satisfy his responsibility for the
airworthiness of the aircraft.
Maintenance of large aircraft, aircraft used for commercial air transport and
components must be carried out by a Part-145 approved maintenance organisation.
The owner/operator is responsible for granting the competent authority access to
the organisation/aircraft to determine continued compliance with this Part.
The owner/operator is responsible for reporting to the appropriate authorities any
identified condition of an aircraft or component that hazards seriously the flight
safety within 72 hours.
Definition of AMC
The term Acceptable Means of Compliance (AMC) as referred to in Articles 18 and
19 of the Basic Regulation and its implementing rules is primarily used to qualify
technical interpretative material to be used in the EASA certification process. In this
respect, the AMC serve as means by which the certification requirements contained
in the Basic Regulation, and its implementing rules, and more specifically in their
annexes (also referred as "Parts"), can be met by the applicant.
Nature of the AMC
The main purpose of the AMC is to facilitate the uniform application and
implementation by the EU Member States of the Basic Regulation and its
implementing rules, as well as the showing of compliance of the applicant with the
certification requirements contained in the EASA airworthiness codes and the
aforementioned rules.
As explained in the above introduction, such material is not binding on the
applicants, which may decide to show compliance with the applicable certification
requirements using other means. Competent National Aviation Authorities (NAAs)
may also produce their own acceptable means of compliance, based or not on those
issued by EASA. Just as with AMC issued by EASA, such national means of
compliance cannot bind the applicants either; the applicant can always choose to
comply by other means.
Guidance Material (GM)
Guidance Material (GM) provides guidance on how the smallest organisations
satisfy the intent of Part-M.
Note GM to Part M is incomplete.
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Subpart B Accountability
M.A.201 Responsibilities
(a) The owner is responsible for the continuing airworthiness of an aircraft and shall
ensure that no flight takes place unless:
1. the aircraft is maintained in an airworthy condition, and;
2. any operational and emergency equipment fitted is correctly installed and
serviceable or clearly identified as unserviceable, and;
3. the airworthiness certificate remains valid, and;
4. the maintenance of the aircraft is performed in accordance with the
approved maintenance program as specified in M.A.302.
(b) When the aircraft is leased, the responsibilities of the owner are transferred to
the lessee if:
1. the lessee is stipulated on the registration document, or;
2. detailed in the leasing contract.
When reference is made in this Part to the owner, the term owner covers the
owner or the lessee, as applicable.
(c) Any person or organisation performing maintenance shall be responsible for the
tasks performed.
(d) The pilot-in-command or, in the case of commercial air transport, the operator
shall be responsible for the satisfactory accomplishment of the pre-flight inspection.
This inspection must be carried out by the pilot or another qualified person but
need not be carried out by an approved maintenance organisation or by Part-66
certifying staff.
(e) In order to satisfy the responsibilities of paragraph (a),
(i) The owner of an aircraft may contract the tasks associated with continuing
airworthiness to a continuing airworthiness management organisation
approved in accordance with Section A, Subpart G of this Annex (Part M). In
this case, the continuing airworthiness management organisation assumes
responsibility for the proper accomplishment of these tasks.
(ii) An owner who decides to manage the continuing airworthiness of the
aircraft under its own responsibility, without a contract in accordance with
Appendix I, may nevertheless make a limited contract with a continuing
airworthiness management organisation approved in accordance with
Section A, Subpart G of this Annex (Part M), for the development of the
maintenance program and its approval in accordance with point M.A.302. In
that case, the limited contract transfers the responsibility for the
development and approval of the maintenance program to the contracted
continuing airworthiness management organisation.
(f) In the case of large aircraft, in order to satisfy the responsibilities of paragraph
(a) the owner of an aircraft shall ensure that the tasks associated with continuing
airworthiness are performed by an approved continuing airworthiness management
organisation. A written contract shall be made in accordance with Appendix I. In
this case, the continuing airworthiness management organisation assumes
responsibility for the proper accomplishment of these tasks.
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(g) Maintenance of large aircraft, aircraft used for commercial air transport and
components thereof shall be carried out by a Part-145 approved maintenance
organisation.
(h) In the case of commercial air transport the operator is responsible for the
continuing airworthiness of the aircraft it operates and shall:
1. be approved, as part of the air operator certificate issued by the competent
authority, pursuant to M.A. Subpart G for the aircraft it operates; and
2. be approved in accordance with Part-145 or contract such an
organisation; and
3. ensure that paragraph (a) is satisfied.
(i) When an operator is requested by a Member State to hold a certificate for
commercial operations, other than for commercial air transport, it shall:
1. be appropriately approved, pursuant to M.A. Subpart G, for the
management of the continuing airworthiness of the aircraft it operates or
contract such an organisation; and
2. be appropriately approved in accordance with M.A. Subpart F or Part-145,
or contract such organisations; and
3. ensure that paragraph (a) is satisfied.
(j) The owner/operator is responsible for granting the competent authority access to
the organisation/aircraft to determine continued compliance with this Part.
Continuing Airworthiness
This defines the tasks that constitute maintaining airworthiness. It mandates a
maintenance programme, airworthiness directives and the approvals of all
modifications and repairs according to Part 21. Furthermore, it mandates a
recording system and the transfer of this data with the aircraft.
The aircraft continuing airworthiness and the serviceability of both operational and
emergency equipment shall be ensured by:
1. the accomplishment of pre-flight inspections;
2. the rectification to an officially recognised standard of any defect and damage
affecting safe operation taking into account, for all large aircraft or aircraft used for
commercial air transport, the minimum equipment list and configuration deviation
list if applicable to the aircraft type;
3. the accomplishment of all maintenance, in accordance with the M.A.302
approved aircraft maintenance program;
4. for all large aircraft or aircraft used for commercial air transport the analysis of
the effectiveness of the M.A.302 approved maintenance programme;
5. the accomplishment of any applicable:
(i) airworthiness directive,
(ii) operational directive with a continuing airworthiness impact,
(iii) continued airworthiness requirement established by the Agency,
(iv) measures mandated by the competent authority in immediate reaction to
a safety problem;
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6. the accomplishment of modifications and repairs in accordance with M.A.304;

7. for non-mandatory modifications and/or inspections, for all large aircraft or
aircraft used for commercial air transport the establishment of an embodiment
policy;
8. maintenance check flights when necessary.
C Continuing Airworthiness has M.A.301 Continuing airworthiness tasks,
which ensures the aircraft continuing airworthiness by the accomplishment of
pre-flight checks,
commercial air transport operators having an approved minimum
equipment list (MEL) or configuration deviation list (CDL),
reporting systems for significant incidents and defects,
repetitive incidents and defect,
deferred and carried forward defects,
unscheduled removals and system performance,
operating rules such as extended twin engine operations (ETOPS),
long range operations (LROPS),
reduced vertical separation minimum (RVSM),
all weather operations (AWOPS) etc.
With regard to the pre-flight inspection it is intended to mean all of the actions
necessary to ensure that the aircraft is fit to make the intended flight. These should
typically include but are not necessarily limited to:
(a) a walk-around type inspection of the aircraft and its emergency
equipment for condition including, in particular, any obvious signs of wear,
damage or leakage.
In addition, the presence of all required equipment including emergency equipment
should be established.
(b) an inspection of the aircraft continuing airworthiness record system or
the operators technical log as applicable to ensure that the intended flight is
not adversely affected by any outstanding deferred defects and that no
required maintenance action shown in the maintenance statement is overdue
or will become due during the flight.
(c) a control that consumable fluids, gases etc. uplifted prior to flight are of
the correct specification, free from contamination, and correctly recorded.
(d) a control that all doors are securely fastened.
(e) a control that control surface and landing gear locks, pitot/static covers,
restraint devices and engine/aperture blanks have been removed.
(f) a control that all the aircrafts external surfaces and engines are free from
ice, snow, sand, dust etc.
M.A.302 Maintenance Program, states every aircraft must be maintained in
accordance with a maintenance program approved by the competent authority,
which must be periodically reviewed and amended accordingly. The maintenance
program must contain details, including frequency, of all maintenance to be carried
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out, including any specific tasks linked to specific operations. The program must
include a reliability program when a maintenance program is based , on a
Maintenance Steering Group logic, or mainly on conditioning monitoring.
M.A.303 Airworthiness Directives, states any applicable airworthiness directive
must be carried out within the requirements of that airworthiness directive, unless
otherwise specified by the Agency.
Airworthiness Directives are issued by EASA, acting in accordance with Regulation
(EC) No 216/2008 on behalf of the European Community, its Member States and of
the European third countries that participate in the activities of EASA under Article
66 of that Regulation.
In accordance with EC 2042/2003 Annex I, Part M.A.301, the continuing
airworthiness of an aircraft shall be ensured by accomplishing any applicable ADs.
Consequently, no person may operate an aircraft to which an AD applies, except in
accordance with the requirements of that AD unless otherwise specified by the
Agency [EC 2042/2003 Annex I, Part M.A.303] or agreed with the Authority of the
State of Registry [EC 216/2008, Article 14(4) exemption].
ADs applicable to an EASA approved type certificate are those ADs which
have been issued or adopted by the Agency.
ADs are issued by the Agency through Agency decisions.
ADs are adopted by the Agency through:
for ADs issued after 28-09-2003: ED Decision 2/2003 on the implementation of
airworthiness directives for products, parts and appliances designed in third
countries
for ADs issued before 28-09-2003: EU Commission Regulation (EC) 1702/2003
article 2 (3)(a)(iii) (ADs issued by the State of Design for products, parts and
appliances)
The dissemination of airworthiness directives to aircraft owners is a responsibility of
the State of Registry and does not belong to the Agency.
M.A.304 Data for Modifications and Repairs, states damage shall be assessed
and modifications and repairs carried out using data approved by the Agency or by
an approved Part-21 design organisation, as appropriate.
M.A.305 Aircraft Continuing Airworthiness Record System, states that the
aircraft continuing airworthiness records shall consist of, as appropriate, an aircraft
logbook, engine logbook(s) or engine module log cards, propeller logbook(s) and log
cards, for any service life limited component and the operators technical log.
The aircraft continuing airworthiness records shall contain the current:
1. status of airworthiness directives and measures mandated by the
competent authority in immediate reaction to a safety problem;
2. status of modifications and repairs;
3. status of compliance with maintenance program;
4. status of service life limited components;
5. mass and balance report;
6. list of deferred maintenance.
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All entries made in the aircraft continuing airworthiness records shall be clear and
accurate. When it is necessary to correct any entry, the correction shall be made
in a manner that clearly shows the original entry.
Operator's technical log system

For commercial air transport the operators aircraft technical log is a system for
recording defects and malfunctions during the aircraft operation and for recording
details of all maintenance carried out on an aircraft between scheduled base
maintenance visits. In addition, it is used for recording flight safety and
maintenance information the operating crew need to know.
Cabin or galley defects and malfunctions that affect the safe operation of the
aircraft or the safety of its occupants are regarded as forming part of the aircraft log
book where recorded by another means.
The operators aircraft technical log system may range from a simple single section
document to a complex system containing many sections but in all cases it should
include the information specified for the example used here which happens to use a
5 section document/ computer system:
Section 1 should contain details of the registered name and address of the operator
the aircraft type and the complete international registration marks of the aircraft.
Section 2 should contain details of when the next scheduled maintenance is due,
including, if relevant any out of phase component changes due before the next
maintenance check. In addition this section should contain the current certificate of
release to service (CRS), for the complete aircraft, issued normally at the end of the
last maintenance check
Section 3 should contain details of all information considered necessary to ensure
continued flight safety. Such information includes:
i. the aircraft type and registration mark.
ii. the date and place of take-off and landing.
iii. the times at which the aircraft took off and landed.
iv. the running total of flying hours,
v. details of any failure, defect or malfunction to the aircraft affecting
airworthiness or safe operation of the aircraft
vi. the quantity of fuel and oil uplifted and the quantity of fuel available
vii. the pre-flight inspection signature.
Section 4 should contain details of all deferred defects that affect or may affect the
safe operation of the aircraft and should therefore be known to the aircraft
commander.
Section 5 should contain any necessary maintenance support information that the
aircraft commander needs to know. Such information would include data on how to
contact maintenance engineering if problems arise whilst operating the routes etc.
Operators technical log system
The aircraft technical log system can be either a paper or computer system or any
combination of both methods acceptable to the competent authority.
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In case of a computer system, it should contain Programsafeguards against the

ability of unauthorised personnel to alter the database.
Figure 10 Example of a Technical Log
Maintenance Standards
This defines what is understood as maintenance, lists what data, what
qualifications what tools and what facilities are necessary to carry out maintenance.
All maintenance shall be performed using the tools, equipment and material
specified in the maintenance data. Where necessary, tools and equipment shall be
controlled and calibrated to an officially recognised standard. The area in which
maintenance is carried out shall be well organised and clean in respect of dirt and
contamination.
All maintenance shall be performed within any environmental limitations specified
in the maintenance data. In case of inclement weather or lengthy maintenance,
proper facilities shall be used. After completion of all maintenance a loose article
check must be carried out in the area worked and that all access panels removed
have been refitted.
No component may be fitted unless it is in a satisfactory condition, has been
appropriately released to service on an EASA Form 1 or equivalent.
(a) No component may be fitted unless it is in a satisfactory condition, has been
appropriately released to service on an EASA Form 1 or equivalent and is marked in
accordance with Part 21 Subpart Q, unless otherwise specified in Part- 145 and
Subpart F.
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(b) Prior to installation of a component on an aircraft the person or approved

maintenance organisation shall ensure that the particular component is eligible to
be fitted when different modification and/or airworthiness directive configurations
may be applicable.
(c) Standard parts shall only be fitted to an aircraft or a component when the
maintenance data specifies the particular standard part. Standard parts shall only
be fitted when accompanied by evidence of conformity traceable to the applicable
standard.
(d) Material being either raw material or consumable material shall only be used on
an aircraft or a component when the aircraft or component manufacturer states so
in relevant maintenance data or as specified in Part-145. Such material shall only
be used when the material meets the required specification and has appropriate
traceability. All material must be accompanied by documentation clearly relating to
the particular material and containing a conformity to specification statement plus
both the manufacturing and supplier source.
Components
(a) No component may be fitted unless it is in a satisfactory condition, has been
appropriately released to service on an EASA Form 1 or equivalent and is marked in
accordance with Part 21 Subpart Q, unless otherwise specified in Part- 145 and
Subpart F.
(b) Prior to installation of a component on an aircraft the person or approved
maintenance organisation must ensure that the particular component is eligible to
be fitted when different modification and/or airworthiness directive configurations
may be applicable.
(c) Standard parts must only be fitted to an aircraft or a component when the
maintenance data specifies the particular standard part. Standard parts must only
be fitted when accompanied by evidence of conformity traceable to the applicable
standard.
(d) Material being either raw material or consumable material must only be used on
an aircraft or a component when the aircraft or component manufacturer states so
in relevant maintenance data or as specified in Part-145. Such material must only
be used when the material meets the required specification and has appropriate
traceability. All material must be accompanied by documentation clearly relating to
the particular material and containing a conformity to specification statement plus
both the manufacturing and supplier source.
M.A.504 Control of unserviceable components

(a) A component shall be considered unserviceable in any one of the following
circumstances:
1. expiry of the service life limit as defined in the maintenance program;
2. non-compliance with the applicable airworthiness directives and other
continued airworthiness requirement mandated by the Agency;
3. absence of the necessary information to determine the airworthiness
status or eligibility for installation;
4. evidence of defects or malfunctions;
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5. involvement in an incident or accident likely to affect its serviceability.

(b) Unserviceable components shall be identified and stored in a secure location
under the control of an approved maintenance organisation until a decision is made
on the future status of such component. Nevertheless, for aircraft not used in
commercial air transport other than large aircraft, the person or organisation that
declared the component unserviceable may transfer its custody, after identifying it
as unserviceable, to the aircraft owner provided that such transfer is reflected in the
aircraft logbook or engine logbook or component logbook.
Unsalvageable Components
The following types of components should typically be classified as unsalvageable:
(a) components with non-repairable defects, whether visible or not to the naked eye;
(b) components that do not meet design specifications, and cannot be brought into
conformity with such specifications;
(c) components subjected to unacceptable modification or rework that is
irreversible;
(d) certified life-limited parts that have reached or exceeded their certified life limits,
or have missing or incomplete records;
(e) components that cannot be returned to airworthy condition due to exposure to
extreme forces, heat or adverse environment;
Any person or organisation accountable under Part-M shall, in the case of a
paragraph (c) unsalvageable components:
1. retain such component in the paragraph (b) location, or;
2. arrange for the component to be mutilated in a manner that ensures that it is
beyond economic salvage or repair before relinquishing responsibility for such
component.
(e) Notwithstanding paragraph (d) a person or organisation accountable under PartM may transfer responsibility of components classified as unsalvageable to an
organisation for training or research without mutilation.
Mutilation should be accomplished in such a manner that the components become
permanently unusable for their original intended use. Mutilated components should
not be able to be reworked or camouflaged to provide the appearance of being
serviceable, such as by re-plating, shortening and re-threading long bolts, welding,
straightening, machining, cleaning, polishing, or repainting.
2. Mutilation may be accomplished by one or a combination of the following
procedures:
(a) grinding,
(b) burning,
(c) removal of a major lug or other integral feature,
(d) permanent distortion of parts,
(e) cutting a hole with cutting torch or saw,
(f) melting,
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(g) sawing into many small pieces,

(h) any other method accepted by the competent authority or the Agency on a
case by case basis.
3. The following procedures are examples of mutilation that are often less
successful because they may not be consistently effective:
(a) stamping or vibro-etching,
(b) spraying with paint,
(c) small distortions, incisions or hammer marks,
(d) identification by tag or markings,
(e) drilling small holes,
(f) sawing in two pieces only.
4. Since manufacturers producing approved aircraft components should maintain
records of serial numbers for retired certified life-limited or other critical
components, the organisation that mutilates a component should provide the
original manufacturer with the data plate and/or serial number and final
disposition of the component.
Maintenance Organisation
An approved maintenance organisation may be approved to maintain
aircraft/aircraft components not type certificated by the Agency
An approved maintenance organisation may fabricate, in conformity with
maintenance data, a restricted range of parts for the use in the course of
undergoing work within its own facilities, as identified in the maintenance
organisation manual.
The maintenance organisation exposition as specified in Part-145 provides an
outline of the format of an acceptable maintenance organisation manual for larger
organisations with more than 10 maintenance staff, dependent upon the complexity
of the organisation.
Protection from the weather elements relates to the normal prevailing local weather
elements that are expected throughout any twelve-month period. Aircraft hangar
and aircraft component workshop structures should be to a standard that prevents
the ingress of rain, hail, ice, snow, wind and dust etc
Personnel & Certifying Staff

The maintenance organisation should have, dependent upon the extent of approval,
an aircraft maintenance manager, a workshop manager all of whom should report
to the accountable manager. In small maintenance organisations any manager may
also be the accountable manager, and may also be the aircraft maintenance
manager or the workshop
Any approved maintenance organisation that carries out continued airworthiness
non-destructive testing should establish qualification procedures for nondestructive testing. Boroscoping and other techniques such as delamination coin
tapping are nondestructive inspections rather than non-destructive testing.
The approved maintenance organisation shall record all details concerning
certifying staff and maintain a current list of all certifying staff. The use of
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temporarily subcontracted staff is permitted in the case of higher than normally

expected contracted work and only for personnel not issuing a certificate of release
to service.
Components, Equipment and Tools

Tools and equipment shall be controlled and calibrated to an officially recognised
standard. Records of such calibrations and the standard used shall be kept by the
organisation.
All tools and equipment as specified in the maintenance data must be available
when needed and be clearly marked and listed in a controlled tool register.
Inspection, service or calibration on a regular basis should be in accordance with
the equipment manufacturers' instructions
Aircraft Continuing Airworthiness Record System

Information on times, dates, cycles etc. should give an overall picture on the state of
maintenance of the aircraft and its components.
The current status of all service life-limited aircraft components should indicate the
component life limitation, total number of hours, accumulated cycles or calendar
time and the number of hours/cycles/time remaining before the required
retirement time of the component is reached.
The current status of AD should identify the applicable AD including revision or
amendment numbers. Where an AD is generally applicable to the aircraft or
component type but is not applicable to the particular aircraft or component, then
this should be identified.
The AD status includes the date when the AD was accomplished, and where the AD
is controlled by flight hours or flight cycles it should include the aircraft or engine
or component total flight hours or cycles, as appropriate. For repetitive ADs, only
the last application should be recorded in the AD status. The status should also
specify which part of a multi-part directive has been accomplished and the method,
where a choice is available in the AD.
The status of current modification and repairs means a list of embodied
modification and repairs together with the substantiating data supporting
compliance with the airworthiness requirements. This can be in the form of a
Supplemental Type Certificate (STC), SB, Structural Repair Manual (SRM) or similar
approved document.
The substantiating data may include:
(a) compliance program; and,
(b) master drawing or drawing list, production drawings, and installation
instructions;
and,
(c) engineering reports (static strength, fatigue, damage tolerance, fault
analysis, etc.);
and,
(d) ground and flight test program and results; and,
(e) mass and balance change data; and,
Topic 6: Part M
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Part-66 Subject
(f) maintenance and repair manual supplements; and,

(g) maintenance program changes and instructions for continuing
airworthiness;
and,
(h) aircraft flight manual supplement.
Some gas turbine engines are assembled from modules and a true total time in
service for a total engine is not kept. When owners and operators wish to take
advantage of the modular design, then total time in service and maintenance
records for each module is to be maintained. The continuing airworthiness records
as specified are to be kept with the module and should show compliance with any
mandatory requirements pertaining to that module.
Continuing Airworthiness Management Organisation

This defines organisations approved for the management of the continuing
airworthiness of aircraft. This part requires facilities, data and competent staff. It
also describes the tasks for which these organisations are approved for and it gives
the general rules for record keeping.
Any organisation approved to this part may also have the privilege to carry out
airworthiness reviews. These periodic reviews are carried out to ensure the aircrafts
continuing airworthiness has been properly carried out and that the aircraft can be
considered as airworthy at the time of the inspection.
For every aircraft managed, the approved continuing airworthiness management
organisation shall:
1. develop and control a maintenance Programfor the aircraft managed including
any applicable reliability programme,
2. present the aircraft maintenance Programand its amendments to the competent
authority for approval and provide a copy of the Programto the owner of non
commercially operated aircraft,
3. manage the approval of modification and repairs.
4. ensure that all maintenance is carried out in accordance with the approved
maintenance Programand released in accordance with M.A Subpart H..
5. ensure that all applicable airworthiness directives and operational directives with
a continuing airworthiness impact, are applied,
6. ensure that all defects discovered during scheduled maintenance or reported are
corrected by an appropriately approved maintenance organisation,
7. ensure that the aircraft is taken to an appropriately approved maintenance
organisation whenever necessary,
8. coordinate scheduled maintenance, the application of airworthiness directives,
the replacement of service life limited parts, and component inspection to ensure
the work is carried out properly,
9. manage and archive all continuing airworthiness records and/or operators
technical log.
10. ensure that the mass and balance statement reflects the current status of the
aircraft.
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Part-66 Subject
Airworthiness Review
To satisfy the requirement for an M.A.902 airworthiness review of an aircraft, a full
documented review of the aircraft records shall be carried out by the approved
continuing airworthiness management organisation in order to be satisfied that:
1. airframe, engine and propeller flying hours and associated flight cycles
have been properly recorded, and;
2. the flight manual is applicable to the aircraft configuration and reflects the
latest revision status, and;
3. all the maintenance due on the aircraft according to the approved
maintenance program has been carried out, and;
4. all known defects have been corrected or, when applicable, carried forward
in a controlled manner, and;
5. all applicable airworthiness directives have been applied and properly
registered, and;
6. all modifications and repairs applied to the aircraft have been registered
and are approved according to Part-21, and;
7. all service life limited components installed on the aircraft are properly
identified, registered and have not exceeded their approved service life limit,
and;
8. all maintenance has been released in accordance with this Part, and;
9. the current mass and balance statement reflects the configuration of the
aircraft and is valid, and;
10. the aircraft complies with the latest revision of its type design approved
by the Agency.
(b) The approved continuing airworthiness management organisations
airworthiness review staff shall carry out a physical survey of the aircraft. For this
survey, airworthiness review staff not appropriately qualified to Part-66 shall be
assisted by such qualified personnel.
(c) Through the physical survey of the aircraft, the airworthiness review staff shall
ensure that:
1. all required markings and placards are properly installed, and;
2. the aircraft complies with its approved flight manual, and;
3. the aircraft configuration complies with the approved documentation, and;
4. no evident defect can be found that has not been addressed according to
M.A.404, and;
5. no inconsistencies can be found between the aircraft and the paragraph
(a) documented review of records.
(d) By derogation to M.A.902(a) the airworthiness review can be anticipated by a
maximum period of 90 days without loss of continuity of the airworthiness review
pattern, to allow the physical review to take place during a maintenance check.
(e) An M.A.902 airworthiness review certificate (EASA Form 15b) or a
recommendation is issued by appropriately authorised M.A.707 airworthiness
review staff on behalf of the approved continuing airworthiness management
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Part-66 Subject
organisation when satisfied that the airworthiness review has been properly carried
out.
(f) A copy of any airworthiness review certificate issued or extended for an aircraft
shall be sent to the Member State of Registry of that aircraft within 10 days.
(g) Airworthiness review tasks shall not be sub-contracted.
(h) Should the outcome of the airworthiness review be inconclusive, the competent
authority shall be informed.
Certificate of Release to Service

This part determines those who may release an aircraft to service, when and how it
shall be done. It authorises Part 145, Subpart F and licensed engineers holding Part
66. Furthermore, the pilot-owner may also do so after very limited maintenance. A
certificate of release to service is necessary before flight, at the completion of any
defect rectification, whilst the aircraft operates a flight between scheduled
maintenance checks.
Except for aircraft released to service by a Part-145 organisation, the certificate of
release to service shall be issued according to this Subpart.
A certificate of release to service shall be issued at the completion of any
maintenance on an aircraft component whilst off the aircraft.
The authorised release certificate identified as EASA Form 1 for the Member States
constitutes the aircraft component certificate of release to service.
Figure 11 Example of a CRS
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Part-66 Subject
Topic 6: Part M
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Part-66 Subject
TOPIC 7.1: NATIONAL & INTERNATIONAL REQUIREMENTS

REGULATION (EC) NO 216/2008
Regulation (EC) NO 216/2008 applies to the design, production, maintenance and
operation of aeronautical products, parts and appliances. It applies to personnel and
organisations involved in the design, production and maintenance of products. It also
applies to personnel and organisations involved in the operation of aircraft.
AMC M.A.302 Aircraft Maintenance Program
The term maintenance program is intended to include scheduled maintenance tasks
the associated procedures and standard maintenance practises. The term
maintenance schedule is intended to embrace the scheduled maintenance tasks
alone.
Part M 304 states Damage shall be assessed and modifications and repairs carried
out using data approved by the Agency or by an approved Part-21 design organisation,
as appropriate.
A Maintenance Program is a document which describes the specific scheduled
maintenance tasks and their frequency of completion. It relates to procedures, such as
a reliability program, necessary for the safe operation of those aircraft to which it
applies. The aircraft should only be maintained to one approved maintenance program
at a given point in time. Where an owner or operator wishes to change from one
approved program to other, a transfer check or inspection may be necessary.
3. The maintenance program details should be reviewed at least annually. As a
minimum revisions of documents affecting the program basis need to be considered by
the owner or operator for inclusion in the maintenance program during the annual
review. Applicable mandatory requirements for compliance with Part-21 should be
incorporated into the owner or operators maintenance program as soon as possible.
The aircraft maintenance program should contain a preface which will define the
maintenance program contents, the inspection standards to be applied, permitted
variations to task frequencies and where applicable, any procedure to manage the
evolution of established check or inspection intervals.
Appendix I to AMC M.A.302 provides detailed information on the contents of an
approved aircraft maintenance program.
The approved aircraft maintenance program should reflect applicable mandatory
regulatory requirements addressed in documents issued by the TC holder to comply
with Part-21.A.61.
Repetitive maintenance tasks derived from modifications and repairs should be
incorporated into the approved maintenance program.
Topic 7.1: Applicable National and International Requirements Airworthiness

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CRITICAL DESIGN CONFIGURATION CONTROL LIMITATIONS (CDCCL)

If the TC/STC holder identifies Critical Design Configuration Control Limitations
(CDCCL) have been identified for the aircraft type, maintenance instructions should be
developed.
CDCCLs are an aircraft installation or component that should be retained for the
operational life of the aircraft, component or part during:
Modification
Change
Repair, or
Scheduled maintenance
Aircraft Maintenance Documentation

Maintenance organisations must be in receipt of updates for all manuals.
Maintenance Manual (M M)
This is the aircraft manufacturers Maintenance manual which contains
comprehensive instructions for the maintenance and in situ testing of all systems and
components installed in their aircraft.
Overhaul Manual (O/H M)
The aircraft manufacturers overhaul manual contains information for the overhaul
and testing in workshops of aircraft components removed from the aircraft
Wiring Manual (WM)
The wiring manual is used in conjunction with other manuals for circuit diagnosis and
fault finding. It contains the wiring diagrams and specifications for all of the aircraft
circuits, broken down into systems and sub systems. A wiring diagram may be a block
diagram or a schematic or other type. It will show the complete electrical circuit for the
aircraft system or sub system and list the specifications for looms, cables and wires.
Illustrated Parts Catalogue (IPC)
This is the aircraft manufacturers catalogue, where you will find; (a) A comprehensive
listing of part numbers cross-referenced to illustrations of the aircraft structure. (b)
Related components portrayed in an exploded view method.
Structural Repair Manual (SRM)
This aircraft manufacturers manual is where you will find information and specific
instructions for the repair of primary and secondary structures of the aircraft. Also
included are material and fastener substitution as well as specific repair techniques.
Aircraft Log Books
These are used to;
Provide a history of operation and maintenance for the individual aircraft.
Control maintenance schedules and time replacement of components and
assemblies on airframe and engines.
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Revision of Manuals
Aircraft maintenance manuals, overhaul manuals, wiring manuals, illustrated parts
catalogues, structural repair manuals, vendor manuals, service bulletins etc, are
required to provide the latest accurate information; they are therefore subject to
constant revision. The publisher of these manuals regularly distributes amendment
material to the owner operators for incorporation into their manuals.
Every page has a revision date or status and all manuals have a list of effective pages
issued with every revision package. It is the responsibility of the owner to ensure the
manuals are kept up to date and it is the responsibility of the user to ensure that
he/she are referencing the latest amendment
Service Bulletins (SB)
The ongoing monitoring and testing of aircraft and associated components by the
manufacturer and the feedback of information from aircraft operators of in-service
problems necessitates the issuing of a document called a service bulletin This is
issued to aircraft operators, calling for remedial action in the form of adjustment,
modification, inspection or servicing of the component or aircraft in question.
Airworthiness Directives (AD)
Airworthiness Directives are issued by EASA, acting in accordance with Regulation
(EC) No 216/2008 on behalf of the European Community, its Member States and of
the European third countries that participate in the activities of EASA under Article 66
of that Regulation.
In accordance with EC 2042/2003 Annex I, Part-M.A.301, the continuing
airworthiness of an aircraft shall be ensured by accomplishing any applicable ADs.
Consequently, no person may operate an aircraft to which an AD applies, except in
accordance with the requirements of that AD unless otherwise specified by the Agency
[EC 2042/2003 Annex I, Part-M.A.303] or agreed with the Authority of the State of
Registry [EC 216/2008, Article 14(4) exemption].
ADs applicable to an EASA approved type certificate are those ADs which have been
issued or adopted by the Agency.
ADs are issued by the Agency through Agency decisions.
ADs are adopted by the Agency through:
for ADs issued after 28-09-2003: ED Decision 2/2003 on the
implementation of airworthiness directives for products, parts and
appliances designed in third countries
for ADs issued before 28-09-2003: EU Commission Regulation (EC)
1702/2003 article 2 (3)(a)(iii) (ADs issued by the State of Design for
products, parts and appliances)
The dissemination of airworthiness directives to aircraft owners is a responsibility of
the State of Registry and does not belong to the Agency.
Applicability
Part M 303 states Any applicable airworthiness directive must be carried out within
the requirements of that airworthiness directive, unless otherwise specified by the
Agency.
Alternative Methods of Compliance to Airworthiness Directives (AMOC to ADs)
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An Alternative Method of Compliance (AMOC) is an EASA approved deviation to an AD.

It is a different way, other than the one specified in an AD, to address an unsafe
condition on products, parts and appliances. An AMOC must provide an acceptable
level of safety, equivalent to the level of safety intended for compliance with the original
AD.
Sensitive Security Airworthiness Directive (SSAD)
An SSAD is an AD issued or adopted by EASA that mandates certain corrective
actions, the content of which includes security sensitive information.
An SSAD will be disseminated by EASA to those states having affected aircraft on the
register. Further distribution of the SSAD to operators of the affected aircraft or other
concerned parties remains under State of Registry responsibility, and should be done
on a "need to know" basis only.
An SSAD record is uploaded in the EASA AD publishing tool, but only after the end of
the SSAD compliance time and without attachments;.
Safety Information Bulletins (SIB)
Safety Information Bulletins (SIB) are for information only, They do not contain
mandatory instructions.
An SIB is used to alert an operator that a problem may exist. SIBs do not relate to
unsafe conditions. SIBs were formerly named Safety Information Notices.
MMEL & MEL
The Master Minimum Equipment List (MMEL) is a document that lists the equipment
that may be temporarily inoperative, subject to certain conditions, while maintaining
an acceptable level of safety of an aircraft.
Each MMEL is specific to an aircraft type. All items related to the airworthiness of the
aircraft and not included in the list are automatically required to be operative. EASA
will only accept an application for MMEL approval from the Type Certificate Holder
(manufacturer). The MMEL shall take into account the effects of multiple
unserviceabilities which may have a significant effect upon safety.
The MEL is an approved document, prepared by the operator, taking into account the
relevant operational and maintenance conditions they operate under. It lists items
from the MMEL which may be temporarily inoperative, subject to certain conditions, at
the commencement of the flight.
The MMEL and associated Minimum Equipment List (MEL) are alleviating documents,
their purpose is not to encourage the operation of aircraft with inoperative equipment
as it is undesirable for aircraft to be dispatched with inoperative equipment.
Dispatch is permitted only as a result of careful analysis of each item to ensure that
the acceptable level of safety is maintained.
The continued operation of an aircraft in this condition should be minimised. There
are limitations governing rectification intervals for inoperative equipment.
MEL Rectification Intervals
Rectification Intervals Inoperative items or components, deferred in accordance with
the MEL, must be rectified at or prior to the rectification intervals established by the
following letter designators:
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Category A No standard interval is specified, however, items in this category shall

be repaired in accordance with the conditions stated in the Remarks or Exceptions
column (5). Where a time period is specified it shall start at 00:01 on the calendar day
following the day of discovery.
Category B Items in this category shall be repaired within three (3) consecutive
calendar days, excluding the day of discovery. For example, if it were discovered at 10
a.m. on January 26th, the three day interval would begin at midnight the 26th and
end at midnight the 29th.
Category C Items in this category shall be repaired within ten (10) consecutive
calendar days, excluding the day of discovery For example, if it were discovered at 10
a.m. on January 26th the ten day interval would begin at midnight the 26th and end
at midnight February 5th.
Category D Items in this category shall be repaired within one hundred and twenty
(120) consecutive calendar days, excluding the day of discovery.25.
Remarks or Exceptions (Column 5) in this column includes a statement either
prohibiting or permitting operation with a specific number of items inoperative,
provisos (conditions and limitations) for such operation, and appropriate notes.
Configuration Deviation List (CDL)
Configuration Deviation List (CDL) identifies any external parts of an aircraft which
may be missing at the commencement of flight. The CDL contains information
associated with operating limitations and aircraft performance corrections where
necessary.
The CDL is established by the holder of the type design and approved by the State of
Design.
The CDL is published as part of the Aircraft Flight Manual and is found in the DDG.
The MMEL and associated Minimum Equipment List (MEL) are alleviating documents,
their purpose is not to encourage the operation of aircraft with inoperative equipment
as it is undesirable for aircraft to be dispatched with inoperative equipment.
Dispatch is permitted only as a result of careful analysis of each item to ensure that
the acceptable level of safety is maintained.
The continued operation of an aircraft in this condition should be minimised.
There are limitations governing rectification intervals for inoperative equipment.
Dispatch Deviation List (DDL),
Dispatch Deviation List (DDL), also called Dispatch Deviation Guide (DDG) is a
document which contains the Minimum Equipment List (MEL) and Configuration
Deviation List (CDL).
The DDG contains operational and maintenance procedures for the MEL and CDL
This document must be carried on the flight deck of large transport category aircraft. It
is an approved publication subject to review and amendment.

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M.A.304 Data For Modifications And Repairs

A person or organisation repairing an aircraft or component should assess the damage
against published approved repair data.
The action to be taken if the damage is beyond the limits or outside the scope could
involve any one or more of the following options;
Repair by replacement of damaged parts,
Requesting technical support from the following:
o
Type certificate holder
An approved Part-21 organisation
An agency approval of the particular repair data.
Part M 304 states Damage shall be assessed and modifications and repairs carried out
using data approved by the Agency or by an approved Part-21 design organisation, as
appropriate.

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TOPIC 7.2: ADDITIONAL MAINTENANCE REQUIREMENTS

Continuing Airworthiness tasks:
Continuing Airworthiness tasks include the following:
Maintenance Program
Airworthiness Directives
Data for Modifications and repair
A/C Continuing Airworthiness Record System
Operators Technical Log System
Mandatory Continuing Airworthiness Information
Mandatory Continuing Airworthiness Information (MCAI) is defined as mandatory
requirements for the modification, replacement of parts, or inspection of aircraft and
amendment of operating limitations and procedures.
An Airworthiness Directive (AD) is one type of such information.
ICAO requires that member States have a system to maintain the airworthiness of
aeronautical products on their registry. As part of this system, States publish and
exchange MCAI
Flight Tests
Where there is a need to fly an EASA aircraft when an EASA airworthiness certificate is
not in force or a flight is necessary for the issue of such a certificate, an application will
need to be made for an EASA Permit to Fly.
Applications for an EASA Permit to Fly to allow flight testing to take place or where the
airworthiness certificate is not in force, shall be made by an appropriately type rated
licensed aircraft engineer, Part 145 maintenance organisation or Part 21 design
organisation, using an application for the issue of an EASA permit to fly
EASA Permit to Fly Flight Release Certificate is issued on EASA Form 20
An EASA Permit to Fly may be issued to an aircraft that does not fully comply with the
type certification or applicable airworthiness and maintenance requirements, providing it
is capable of performing a basic flight or series of flights safely.
An EASA Permit to Fly may be issued to an aircraft for the purposes of flight testing for
the purposes of obtaining or amending a Type Certificate, Supplemental Type Certificate
or for production flight testing.
ETOPS Extended Twin-Engine Operations

EASA Extended Twin-Engine Operations (ETOPS) is harmonised with ICAO and FAA.
ETOPS rules permit twin-engine commercial air transport aeroplanes to fly routes that
are further than 120 minutes flying time:
From an adequate aerodrome
At the approved one-engine-inoperative speed
Under standard conditions in still air
Training Material Only 7.2: Additional Maintenance Requirements

Issue A: October 2008
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Aircraft must be approved to operate under ETOPS rules.

Maintenance Engineers must be approved to certify for ETOPS aircraft.
Other ETOPS classifications
ETOPS-60 minutes
ETOPS-90 minutes
ETOPS-120/ETOPS-138 (120 + 15%) minutes
ETOPS-180/ETOPS-207 (180 + 15%) minutes
ETOPS Maintenance Procedures
ETOPS Maintenance Procedures ensure the safety and reliability of flights operating at
extended range. ETOPS Maintenance procedures include:
Engine condition monitoring
Oil consumption monitoring
ETOPS Pre-flight check
Identical maintenace considerations for ETOPS Significant systems
Engine condition monitoring monitors N1, N2, exhaust gas temperature, fuel flow, oil
pressure and vibration.
Oil consumption monitoring monitors engine and APU oil consumption rate per hour and
oil quantity.
Pre-flight check are performed ETOPS systems before each ETOPS flight, Check items
include:
Fire resistance integrity of cargo compartment linings
Navigation equipment
Identical maintenance on ETOPS Significant systems means that similar systems should
not be disturbed during the same maintenance visit, for example:
Both engine generators should not be replace
Magnetic chip detectors on both engines should not be inspected
Checking oil quantities on both engines and the APU is not considered to be identical
maintenance.
All Weather Operations Cat II & III

All commercial air transport aeroplanes are categorised according to their ability to land
utilising the ILS.
For a pilot to be able to make an approach to a runway in bad weather, the weather has
to be at or above certain conditions depending on the CAT number of the ILS. If the
weather is worse than the categorisation of the runway then no approach can be made
except for aircraft equipped and certified to Cat 3C.

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Part-66 Subject
Aircraft that have suffered unserviceable equipment and have had their ILS
categorisation downgraded, must upon becoming serviceable carry out a practice
approach in conditions one above the level of approach conditions being flown.
Instrument landing system (ILS) facilities are a highly accurate and dependable means of
navigating to the runway in IFR conditions. When using the ILS, the pilot determines
aircraft position primarily by reference to his instruments
The ILS consists of:
localizer transmitter;
glide path transmitter;
outer marker
approach lighting system
CAT II or CAT III approach is not available at all airports.
FAA AC120 Criteria For Approval Of Category I And Category II Weather Minima
For Approach.
CONTINUING AIRWORTHINESS / MAINTENANCE.
Maintenance Program General Provisions. As approved by FAA, each operator should
have an approved continuous airworthiness maintenance program (CAMP) in place. The
approved CAMP should include any necessary provisions to address lower landing
minima (LLM), or low visibility takeoff, IAW the operators intended operations and the
manufacturers recommended maintenance program. An LLM program may be an
extension of a CAMP. A maintenance program should consider any applicable MRB
requirements or equivalent requirements (e.g., ADs, mandatory service bulletins) that
may relate to low visibility operations. Emphasis should be on maintaining and ensuring
total system performance, accuracy, availability, reliability, and integrity for the intended
low visibility operations.
Maintenance Program Requirements
The maintenance program should be compatible with an operators organization and
ability to implement and supervise the program. Maintenance personnel should be
familiar with the Operators approved program, their individual responsibilities in
accomplishing that program, and availability of any resources within or outside of the
maintenance organization that may be necessary to ensure program effectiveness (e.g.,
getting applicable information related to the manufacturers recommended maintenance
program, getting information referenced in this AC such as service bulletin information).
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NOTE: Maintenance programs meeting requirements for and approved for Category III
typically are also considered acceptable for Category II. Aircraft low visibility systems
status, however, must be clearly identified for pilots, maintenance, and dispatch, when
combined programs are used.
Low visibility as used in the context of requiring approval is taken to mean landing with
minima less than Category I or take-off with visibility less than 500 m.
Category I means a precision approach with a decision height (DH) not lower than 200 ft
and a visibility of not less than 800 m or runway visual range (RVR) not less than 550 m.
Category II means a precision approach with a DH between 100 ft and 200 ft, and RVR
not less than 350 m.
Category IIIA means a precision approach with a DH below 100 ft or no DH, and RVR not
less than 200 m.
Category IIIB means a precision approach with a DH lower than 50 ft or with no DH, and
RVR between 200 m and 50 m.
Category IIIC means a precision approach with no DH and no RVR limitations.
Currently, airline operators can only conduct Cat I approach procedures to Cat I minima
at Australian aerodromes. Some airline operators have aircraft equipped with Head Up
Display (HUD), Enhanced Visual Systems (EVS), or auto-landing capabilities. Both the
JAA and FAA have published guidelines for allowing such equipped aircraft to operate to
below the Cat I minima at Cat I equipped aerodromes (known as Special Cat II
operations), and these airlines are keen to derive these benefits from their aircraft. To
allow early introduction of the Special Cat II operations in Australia at aerodromes where
the stake holders wish to have such operations, CASA needs to develop appropriate
guidelines to clearly set out the requirements for airline operators, ATC, instrument
procedure designers and aerodrome operators at aerodromes when such operations are
conducted.
Category II & III Maintenance Requirements
The operator must have in place, in the CASA-approved Aircraft Maintenance Planning
Document, the requirements and practices that are necessary for supporting Category II,
Category IIIA and Category IIIB operations
All Weather Operations Category II & III
Any operator wishing to conduct autoland whether for low visibility operations or
normal operations will require CASA approval.
CASA should be satisfied that the operator is adequately prepared. This requires an
assessment of the following matters:
Aircraft certification and equipment
Maintenance procedures
Demonstration of achievement of required accuracy
Internal reporting system of results of autolands
Crew training and procedures
Qualification, recency and standards of aircraft and crews
Operations Manual material

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B-10e Aviation Legislation (EASA)

Part-66 Certifying Staff-Maintenance

Part 145 Approved Maintenance Organisations

Aircraft Certification - General

Aircraft Certification - Documents

Applicable National and International Requirements - Maintenance

Applicable National and International Requirements Airworthiness

Issue B: January 2008

B-10e Aviation Legislation (EASA)

This Page Intentionally Left Blank

Issue B: January 2008

B-10e Aviation Legislation (EASA)

To describe the nature or basic qualities of.

To state the precise meaning of (a word or sense of a word).

Specify in words or writing.

To set forth in words; declare.

To establish the identity of.

Represent in words enabling hearer or reader to form an idea of an object or process.

To tell the facts, details, or particulars of something verbally or in writing.

Make known in detail.

Offer reason for cause and effect.

Issue B: January 2008

B-10e Aviation Legislation (EASA)

Issue B: January 2008

B-10e Aviation Legislation (EASA)

Part-66 Certifying Staff Maintenance

Part-145 Approved Maintenance Organisations

List the Documents to be carried onboard Air Transport/Commercial aircraft.

State the following types of certification;

Supplementary Type Certification.

State Part-21 Design / Production Organisation Approvals.

B-10e Aviation Legislation (EASA)

Topic 5.2 Aircraft Certification - Documents

Explain Radio Station licence and approval.

Aircraft Certification - Documents

Topic 7.1 Applicable National and International Requirements - Maintenance

Maintenance Checks and Inspections.

Master Minimum Equipment list.

Minimum Equipment List.

Dispatch Deviation list.

Service Bulletins, Manufacturers Service Information

Modifications and Repairs

Structural Repair Manuals

Illustrated Parts Catalogue

Topic 7.2 Applicable National and International Requirements - Airworthiness

Define ETOPS, maintenance and despatch requirements.

Issue B: January 2008

TOPIC 1: REGULATORY FRAMEWORK

Advisory Body of Interested Parties.

Acceptable Means of Compliance.

Air Operators Certificate.

Design Organisation Approval.

European Aviation Safety Agency.

Joint Aviation Authority.

Joint Aviation Requirement.

Maintenance Organisation Approvals.

National Aviation Administration.

Production Organisation Approval.

Aviation engineering and maintenance is strictly regulated. Regulations control the

International Civil Aviation Organisation (ICAO)

transport. These articles provide a means to secure international co-operation and