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Subject B-10e
Aviation Legislation (EASA)
Part-66 Subject
CONTENTS
Definitions
study resources
introduction
Regulatory Framework
10.1-1
10.2-1
10.3-1
EU-OPS
10.4-1
10.5.1-1
10.5.2-1
Part - M
10.6-1
10.7.1-1
10.7.2-1
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DEFINITIONS
Define
State
Identify
Itemise.
List
Describe
Explain
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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.
Topic 3
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.
EACS 23 / 25 / 27 / 29
Type Certification
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Certificate of Registration
Noise Certificate
Weight Schedule.
Maintenance Programmes
Airworthiness Directives
Maintenance Records.
Maintenance documentation:
Maintenance Manuals
Change of ownership
Continuing Airworthiness
Test flights.
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AMC
AOC
DOA
EASA
EC
European Commission.
EU
European Union.
GM
Guidance Material.
IR
Implementing Rules.
JAA
JAR
MOA
NAA
POA
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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.
b.
c.
d.
e.
b.
3. Safety assurance.
a.
b.
c.
4. Safety promotion.
a.
b.
Safety communication
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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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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.
Topic 1: Regulatory Framework
Issue B: January 2008
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Noise certificates.
Annex 1 Part M
Annex 2 Part145
Annex 3 Part 66
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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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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Issue B: January 2008
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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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Maintenance records.
Changes to the approved maintenance organisation.
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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Issue B: January 2008
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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
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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.
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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.
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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.
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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.
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Except that operators may obtain approval for a system to inform the
Authority about the registration markings for aeroplanes operated
under its AOC.
ETOPS.
RNAV.
RVSM.
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Topic 4: EU-OPS
Issue B: January 2008
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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;
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Or if this is impracticable,
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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.
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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
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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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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.
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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.
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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.
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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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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
(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.
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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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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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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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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.
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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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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.
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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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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
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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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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.
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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)
Topic 7.1: Applicable National and International Requirements Airworthiness
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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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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.
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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).
Training Material Only 7.2: Additional Maintenance Requirements
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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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