Air legislation

Q1: Explain and define what is Certificate of Maintenance Review, when

the CMR shall be issued and who does it?
A1:
AN (HK) O Article 9 specifies that an aircraft registered in Hong Kong
and certificated in either transport or aerial work category shall not fly
unless it has been maintained in accordance with an approved maintenance
schedule and a valid Certificate of Maintenance Review is issued to certify
that a maintenance review has been carried out.
At the completion of a interview, the signatory shall only issue a
Certificate of Maintenance Review when having satisfied, at the time of
review, that the following aspects of maintenance have been carried out: (a) All maintenance specified in the approved maintenance schedule have
been carried out within the prescribed time period.
(b) All modifications and inspections deemed mandatory have been
carried out within the prescribed time period.
(c) All defects entered in the technical log have been rectified or deferred.
(d) All Certificate of Release to Service required have been issued.
(e) The maintenance status of the aircraft such as the condition monitoring
program have been reviewed and considered satisfactory.
The Certificate of Maintenance Review shall be issued by:
(a) The holder of an aircraft maintenance engineers license, which
entitled him/her to issue such certificate.
(b) A person approved by the Director General as being competent to issue
such certificate.
(c) A person authorized by the Director General in a particular case.
The format of Certificate of Maintenance Review includes aircraft type and
nationality and registration mark, the signature and CAD approval/ license
number of the signatory, the identity of the organization and issue date. Each
Certificate of Maintenance Review shall certify the date on which the
maintenance review was carried out and the date when the next review is
due.

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The Certificate of Maintenance Review shall be issued in duplicate. One
copy of most recently issued certificate shall be carried on the aircraft during
its period of valid, the other shall be kept by the operator somewhere other
than in aircraft. The operator must retain each Certificate of Maintenance
Review for a period of two years after issued.

Q2: What is the certification privilege of type rated/authorized personnel of

HKAR 66 category B1.1? If not type rated, can he signs a Certificate of
Release to Service?
A2:
The requirement of HKAR 66 Aircraft Maintenance License recognizes the
standards prescribed by ICAO Annex 1 for granting and extension of
license. HAKR 66.2 details the categories and certification privileges of the
HKAR 66 AML. HKAR 66 category B1.1 is a sub-category of B1- Line
Maintenance Certifying Engineer-Mechanical and is applicable for
Aeroplane Turbine
HKAR 66 category B1.1 license in conjunction with HKAR 145
certification authorization allows the holder to issue Certificate of Release to
Service on individual aircraft type endorsed on the license following line
maintenance on:
(a) Airframe and their related systems;
(b) Engines, propellers and their related systems (including APU);
(c) Electrical power generation and distribution systems (power
distribution in respect of airframe and/or engine systems);
(d) Replacement of avionic LRU requiring simple test to prove
serviceability (e.g. BITE).
Avionic defect rectification, which requires decision making rather than a
simple go/no go decision, cannot certify. Although HKAR 66 category B1.1
license holder is also qualified as HKAR 66 category A1 holder, he/she is
not entitled to certify any overhaul work.

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The HKAR 66 category B1.1 license does not confer any certification
privilege on the holders in their own right; such license must be used in
conjunction with a HKAR 145 approved certification authorization.
The certification authorization can only be issued by a HKAR 145 approved
maintenance organization when the license holder has the aircraft type
rating, conducted under a HKAR 147 approval and endorsed on the HKAR
66 Aircraft Maintenance License.
However, in minority case, a HKAR66 category B1.1 license may also be
issued with an endorsement allowing the certification, under the provision of
Article 9 and 11 of the AN (HK) O, for work outside of a HKAR 145
approved maintenance organization on aircraft which are not operated for
commercial air transport. Certification may only be made for those aircraft
type which are endorsed on the license. The privilege will reflect the
limitations for the relevant license categories.

Q3: Refer to HKAR 1-6.2, what is the control system, (or duplicate
inspection, or vital point), what actions needed to be taken for a second
qualified person? If he is not satisfied an adjustment of a control system
after first qualified person, what should he do?

A3:

HKAR 1-6.2 details the definition of control system. It defines:

A control system is a system by which the flight path, attitude and
propulsive force of an aircraft is changed, including the flight, engine and
propeller control, the related system controls and the associated operating
mechanisms.
Duplicate inspection is defined as an inspection first made and certified by
one qualified person and subsequent made and certified by second qualified
person.

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Vital point is any point on an aircraft (including control systems) at which
incorrect assembly could lead to loss of aircraft and/or fatalities. For such
parts normal inspection procedures and techniques may not provide adequate
verification of correct assembly and it may be necessary for two independent
inspections to be carried out after initial or re-assembly.
It is emphasized the person certifying the second inspection carries the
same responsibility as the person certifying the first inspection. He must
carry out the second inspection to the same depth and standard as if he was
certifying the first inspection.
The second part inspection should take the following actions on:
(a) The duplicate inspection should be made after initial assembly and
before the Certificate of Release to Service has been issued after
overhaul, repair, replacement, modification or adjustment and in any
case, before the first flight.
(b) The second part inspection must follow immediately after the first part
inspection, but sometimes due to the peculiarity of assembly or
accessibility, it may be necessary for both parts of inspection to be made
simultaneously.
(c) Control systems subject to duplicate inspection must not be disturbed or
re-adjusted after the first part inspection.
(d) To undertake an independent review of the complete task as detailed in
the maintenance manual, shift hand over records must be made to detail
the full extent of the disturbance.
(e) To ensure that full, free, and correct movement of the controls is
obtained throughout the systems relative to the movements of the crew
controls, and ensures that all covers, fairings and access panels are fully
secured after inspection.
(f) If a minor adjustment of the control system is necessary when the
aircraft is away from base, the second part of duplicate inspection may
be completed by a pilot or flight engineer licensed for that aircraft type.
(g) When all the relevant work has been carried out, a Certificate of Release
to Service shall be issued.

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If the second part inspection is not been satisfied, the whole inspection
should again be carried out until the both qualified persons finally satisfy
both parts of inspection.

Q4: Refer to AN (HK) O Article 86, what is MOR? Give 4 examples of

MOR.

A4:
AN (HK) O Article 86 specifies that reportable occurrences means:
Any incident relating to an aircraft or any defect in or malfunctioning of an
aircraft, or any part or equipment of the aircraft including ground facility
used or to be used in connection with operation of an aircraft being an
incident, malfunctioning or defect endangering, or which if not corrected
would endanger the aircraft, its occupants or any other person.
Prescribed occurrences must be reported to the Chief Executive by the
quickest available means within 96 hours of it being known to the person
making the report. The person required to make the report shall include:
(a) The operator or commander of a public transport aircraft which is
registered in Hong Kong and MTWA exceeding 2300 kgs;
(b) A person who carries on a business manufacturing, repairing or
overhauling such an aircraft or component;
(c) A person who signs a Certificate of Maintenance Review or a
Certificate of Release to Service for such aircraft;
(d) The holder of air traffic controller license; or
(e) Licensee or manager of a licensed aerodrome.
In accordance with AN (HK) O Article 86, Airworthiness Notice No.15
and AN (HK) O Schedule 15 Regulation 16, reportable occurrences
(including reportable accidence) includes:
(a) Damage or structure failure of an aircraft which adversely affects its
structure strength, performance or flight characteristic and would
require major repair;

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(b) Failure of an aircraft system that impacts on the safety of the aircraft
or involves emergency procedure being adapted for overcoming an
incident;
(c) Any accident involving injury or death of any person during normal
operation;
(d) Any incident involving the impairment of flight crew to prevent them
carries out the functions to which their license related.
The MOR must include the following information, which is the type,
series, and registration mark of the aircraft, the date and place of the incident
occurred, a clear description of the occurrence, the signature of the reporter
and issued date.
Typical examples of MOR include:
(a) One engine in flight shut down of an twin engine aircraft during flight;
(b) Significant asymmetry of flaps, slats during flight;
(c) Any landing gear cannot down and lock during approach;
(d) Serious loss of brake function during landing run.

Q5: Define the Aircraft Component and Certifying Person, and what is
the responsibility of a certifying person in respect of aircraft component
from sources acceptable to the Director General?

A5:

Airworthiness Notice No.17 covers acceptance of components for the

person issuing the Certificate of Release to Service. It defines:
Aircraft component means any parts of an aircraft, including a complete
powerplant and any operational and emergency equipment.

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Certifying person is a person appropriately authorized in accordance with
the Exposition of an approved organization, or an appropriately Hong Kong
Type Rated Licensed Aircraft Maintenance Engineer who issue the
Certificate of Release to Service for a complete aircraft, or the installation of
components in aircraft, its engine or propellers.
The responsibilities of the certifying person in respect of aircraft
components from sources acceptable to the Director General include:
(a) The certifying person is entitled to accept the aircraft component
which have been either manufactured, overhauled, repaired, modified
or inspected by organizations approved by the Director General for the
purpose or by an organization acceptable to the Director General and
have been released on the correct certification documentation.
(b) The certifying person must ensure that the component is to the
required design and modification standard for fitment. This may be
determined by reference to the aircraft, engine or propeller
manufacturers parts catalogue as appropriate. Care must be exercised
in ensuring compliance with applicable Airworthiness Directive and
the status of any life limit parts fitted to the aircraft component.
(c) The certifying person is responsible for ensuring the component is in a
satisfactory condition for fitment and that all required functional and
installation checks are carried out to ensure the particular system
serviceability and structural integrity.
Parts-used components, which have been overhauled, repaired, modified
or inspected, must be accompanied by release documentation pertaining
to the life used and the maintenance/build history except where the
component was submitted for overhaul, repair, modification or inspection
by the certifying person already holding such records.

Q6: Describe the purpose of MEL, what typical information (standard

format) contains in it and how to use it? (MEL is a flight operation
document, and the pilot has the right to accept or refuse it)

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A6:

The HKCAD has granted exemptions from AN (HK) O about

airworthiness and equipment of aircraft that a flight with the existence of
certain unserviceable equipment and systems may commence in compliance
with the conditions of the Minimum Equipment List (MEL).
The purpose of the MEL is to permit operation of an aircraft with
inoperative equipments or systems for the intended flight, but still allowing
safe operation of the affected aircraft. The AN (HK) O also require the
commander shall satisfy himself before the aircraft takeoff that the aircraft in
everyway fit for the intended flight, so if multiple MEL items inoperative
and result in a degradation in the level of safety or an unacceptable increase
in crew load, the commander has the right to refuse it.
The MEL tabulates certain aircraft items, which, if defective, might be
reasonably left un-rectified without jeopardizing the safety of the aircraft.
The MEL also contains reference number, repair interval category (i.e. A, B,
C, D), the number installed, the number required for dispatch and
remarks/exception for maintenance or operational procedures to be followed
up. However, the MEL does not include obviously required items such as
engines, landing gears, wings etc.
The MEL shall be prepared by the operator and shall be no less restrictive
than the approved Master Minimum Equipment List (MMEL) produced by
the type certificate holder for the same aircraft type.
When an inoperative equipment or system cannot be rectified for the
intended flight and within the dispatch condition of MEL, the MEL/CDL
reference number shall be quoted in the technical log as Acceptable Deferred
Defect (ADD).

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The MEL must be agreed by the CAD and will be contained in the
operation manuals of the aircraft concerned.

Q7: Define and explain what is a Certificate of Release to Service, who

does it and when?

A7:
AN (HK) O Article 11 specifies that an aircraft registered in Hong Kong
with a current Certificate of Airworthiness, if the aircraft or any part of the
aircraft has been overhauled, repaired, replaced, modified, maintained or
inspected, the aircraft shall not fly unless a Certificate of Release to Service
has been issued.
The Certificate of Release to Service shall be issued before flight and only
when the signatory is satisfied that the work has been properly carried out by
using:
(a) up-to-date instructions including maintenance manuals, drawings,
specifications, service bulletins, mandatory inspections and company
procedures;
(b) recommended tooling and test equipment which is currently
calibrated where applicable;
(c) an appropriate working environment; and
(d) any approved aircraft components, parts or materials.
But under certain circumstance, the AN (HK) O permit the aircraft to fly
without a Certificate of Release to Service being issued when the manner of
repairing or issuing such a certificate is not reasonably practicable, the
commander may fly the aircraft to the nearest place where the Certificate of
Release to Service may be issued.
A Certificate of Release to Service shall be issued by one of the followings:
(a) The holder of aircraft maintenance engineers license which entitled

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him to issue the certificate;
(b) A person approved by the Chief Executive as being competent to issue
such certificate;
(c) A person authorized by the Chief Executive in a particular case.
When an overlap of responsibility between license categories occurs,
the Certificate of Release to Service shall be signed by all the person
concerned.
The Certificate of Release to Service shall contain particulars of the work
done or the inspection completed and the identity of organization, place and
date at which the work was carried out. Depending upon the application of
the certificate, details of the aircraft type, registration, component type, part
number and serial number shall be recorded as applicable.
The Certificate of Release to Service must be retained for a period of two
years after the aircraft, engine or variable pitch propeller, has been destroyed
or permanently withdrawn from service.

Q8: Describe dual language passenger cabin dual language placards in

AN7? What category of aircraft to meet the requirement of passenger
cabin dual language placards? Give 4 examples of placards locations in
Aircraft?
A8:
Airworthiness Notice No.7 gives details of a mandatory action about
passenger cabin dual language placards.
The cabin dual language placards with written warnings or instructions are
used to improve the safety levels for passenger egress and provide passenger
required actions during critical phase of flight.
The placards use both Chinese and English narrative but exclusive of

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purely pictorial in nature. What placards to be dual language may vary with
aircraft type, the assessment will be undertaken by the operator and agreed
by CAD.
The placards are required for all aircraft on the Hong Kong registered and
certificated in transport category (passenger/cargo) operating pursuant to an
Air Operators Certificate foe Commercial Air Transport. For aircraft
initially coming onto the Hong Kong register compliance is required prior to
Certificate of Airworthiness issue.
Typical examples are:
(a) Exit Signs
(b) Life Jacket under your seat
(c) Fasten Seat Belt while seated
(d) Bassinet table to be stowed during takeoff and landing
(e) No smoking in Toilet
(f) Door opening instructions (inside the passenger cabin only)

Q9: What is the major modification? The document and procedure for
application of a major modification?

A9:
Modifications are changes made to an aircraft, including its components,
engines, propellers, radio apparatus, instruments, equipment and their
installations. Substitution of one type of component for another type is also
considered to be a modification.
A modification will be classified as major or minor according to the
nature and extent of CAD investigation. Where a modification needs the
Certificate of Airworthiness or associated document to be significant
amended (even no physical change to the aircraft), the Director General may

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require major modification procedure to be followed.
The approval of modification may follow these procedures;
(a) At early stage of the design of modification, brief particulars shall be
provided to the Director General, so that the modification may be
classified.
(b) When the Director General require major modification to be followed,
the application form DCA 282 shall be submitted to CAD through the
modification procedures of an appropriately approved design
organization. (The modification applicant should initially contact the
appropriate organization or contact the CAD Airworthiness Office for
advice.)
(c) The Director General may require a Certificate of Design or Type
Record to be prepared by the design organization.
(d) If the relevant MMEL is affected by the modification, the applicant
requires ensuring notification of these effects is provided to the
Director General.
(e) The Director General will signify approval of major modification by
forwarding a copy of Airworthiness Approval Note to the applicant.
(f) The AAN number must be quoted in the modification document.
(g) If the modification is carried out by design organization, the
modification particulars shall be kept in Civil Modification Record
for examination by the CAD.
Depending on the nature of the modification, the CAD may require the
aircraft weighted and the weight and center of gravity schedule amended or
replaced and may require a test flight on the aircraft.

Q 10: Detail the E2 Design Organization and what documents are required
for the grant of approval?

A 10:

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HKAR 1.8 specifies that the Design Organization Group E1, E2, E3 enable
to provide modification and repair scheme, which comply with Hong Kong
Airworthiness Requirements.
E2 organization approved by the Director General to provide reports
and certify that the design of modifications and repairs to an existing aircraft
or equipment (i.e. originated by another organization), or any parts thereof,
is such to comply with the design requirement. The approval may include
authority to certify any necessary changes to design originated
documentation associated with maintenance, repair or overhaul of the
modified product.
The application form DCA 61(obtained from CAD Airworthiness Office)
shall be completed and together with Organization Exposition in a concise
form with required data, sent to the CAD.
The Exposition of the Organization include the following information:
(a) The terms of reference of senior personnel, as applicable to
activities under the approval.
(b) The associated chains of responsibility.
(c) The procedures adopted for conducting inspection, test, examination
and reporting.
(d) The scope of the design office facility, together with information on
essential procedures, test equipment and records.
(e) Any further matters, which the Director General decides, are
necessary arising from initial assessment or subsequent supervisory
visit.
(f) The arrangement by which work may be undertaken on behalf of the
organization.
(g) For approval on group E2, procedures for the recording of the
required particulars in the Civil Modification Record must be
provided.
If the design organization, in the opinion of the Director General, were
approved, a Term of Approval will be issued. However, periodic audit will

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be carried out to ensure the approval standard is maintained, if not, the
Director General may revoke, suspend or vary the Term of Approval.

Q 11: According to HKAR 66.5, what is the physical and mental condition?

A 11:
In accordance with the requirements of HKAR 66.5, certifying staff must
not exercise the privilege of their certification authorization if they know or
suspect that their physical or mental condition render them unfit to exercise
such privilege.
In the context of this HKAR, mental condition means psychological
integrity, particularly in operational attitudes or any relevant personality
factor. For example, if the certifying staff feels stress, which could produce
strain and cause performance to suffer allowing mistakes to occur, he/she
must not exercise his or her privileges of their certification authorization.
Certifying staff is also responsible for ensuring that their physical
condition does not adversely affect their ability to satisfactorily certify the
work for which they are responsible. The requirement of adequate fitness,
hearing and eyesight (including color vision) is particularly important in this
respect.
HKAR 66.50 also refers to the influence of alcohol and/or drugs, which
impair the certifying staffs mental and physical capability to exercise their
privilege. These states:
Medication opinion considers that alcohol present in blood stream in any
quantity affects the ability to make decision. It is the responsibility of all
certifying staff to ensure they are not adversely affected.

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The use of any legally administered drugs or medicines, including those
used for the treatment of a disease or disorder, which have shown to exhibit
adverse side effects, which affect the decision making ability of the user,
should be administered according to medical advice. No other drugs should
be used.
In brief, it is the responsibility of individual concerned to ensure that he or
she does not report for duty or certify if he or she is genuinely unfit.
Moreover, the Director may revoke, suspend or limit an HKAR 66 license if
the certifying staff carrying out maintenance or issuing a certificate of
release to service when adversely affected by alcohol or drugs.

Q12: What is Airworthiness Notices describe the color pages and give
examples?

A12:

CAD 455 Airworthiness Notices are mandatory notices issued and published
by the Director General of Hong Kong CAD. Their purpose is to circulate
information to all concerned with airworthiness of civil aircraft.
Each licensed aircraft engineer, owner of a civil aircraft on the Hong Kong
register and each organization approved under AN (HK) O will be issued,
free of charge, with a set of current notices and thereafter with one copy of
all new and revised notices.
Each notice is identified by a notice number and followed by an issue
number and an issued date. These information are listed in sequence in the
contents list. When a procedure, which has already been the subject of a
Notice, is changed, the particular Notice is re-issued under the same number,
but bearing a new notice issue number and issue date.

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All notice are concerned with matters affecting the airworthiness of civil
aircraft. Notices issued or amended prior to Airworthiness Notices Issue No.
62 were printed on color paper. The color of paper on which they are printed
indicates the type of information contained therein.
(a) Pink paper: Notice covering matters, which have a direct effect on
airworthiness. For example:
AN 12 Appendix No 55: Control and use of rigging pin
(b) Yellow paper: Notice covering administrative and technical procedures.
For example: AN 17: The acceptance of aircraft component.
(c) White paper: Notice which contain general information on administrative
matters: for example: AN 4: Aircraft maintenance license application
procedures.
Note: As of AN 62, dated 30 May. 2004, all newly issued or amended Notice
(including Appendices) is to be printed on white paper only and the
coding as prescribed above will ceased effect at the same time. All
notices are demarcated into two kinds: mandatory or non-mandatory.
For notice carrying mandatory requirements, the statement This Notice
Gives Details of a Mandatory Action will appear on the titled of the
notice. Notice previously printed on color page will be replaced by
white paper notice at the time they are amended.

Human Factor:
Q1: Why vision is very important in respect of maintenance inspection? And how
to ensure vision reliable to aircraft maintenance inspection?
A1:

Visual inspection is one of the primary methods employed during

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maintenance to ensure the aircraft remains in an airworthy condition. Good
eyesight is of prime importance in visual inspection, particularly one who is
involved in inspection task to have adequate vision to meet the task
requirement. Airworthiness Notice No.47 have produced guidance of
eyesight which states:
A reasonable standard of eyesight is needed for an aircraft engineer to
perform his duties to an acceptable degree. Many maintenance tasks require
a combination of both distance and near vision. In particular such
consideration must be made where there is a need for the close visual
inspection of structures or work related to small or miniature components.
The use of glasses and contact lens to correct any visual problem is perfectly
acceptable and indeed they must be worn as prescribed. Frequent checks
should be made to ensure the continued adequacy of any glasses or contact
lens
In brief, the engineer has to make judgment about what he sees. Thus,
reliable vision is very important in respect of aircraft maintenance
inspection.
There are various steps that an engineer can take to help him carry out a
reliable visual inspection. The engineer should:
ensure that he understands the area, component or system he has
been asked to inspect ( e.g. as specified on the work card);
locate the corresponding area, component or system on the aircraft
itself;
make sure the environment is conductive to the visual inspection task
(such as lighting, access, etc);
conduct a systematic visual search, moving his eyes carefully in a set
pattern so that all parts are inspected;
examine thoroughly any potential degradation or defect that is seen
and decide whether it constitutes a problem;
record any problem that is found and continue the search a few steps
prior to where he left off.

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Note: HK CAD may change the essay question with another way. For
example: this question on May 2004 is:
Why vision is very important in respect of maintenance inspection?
However, on July 2004 it changed:
How vision, concentration and judgment will affect maintenance
inspection and the second question is the same.
How to ensure vision reliable to aircraft maintenance inspection?
So it is very important to read the question carefully. And make the
appropriate answer.
Ps: all answer come from CAP 715 Chapter 2 page 7 and Chapter 6 page
5,6.

Q2: Describe human limitations compared with machine, weakness and

advantage?

A2:
Human is the central part of the aircraft maintenance system. Unlike
mechanical system, human capability can be affected by physical and mental
limitations as well as social and emotional influence. There are various
limitations, which are likely to affect humans capability.
(a) Vision and Hearing
Various factors can affect and limit the visual acuity of eyes, which
include physical imperfection, the influence of ingested foreign
substance and illumination. Also, the performance limitation of the ear
is associated with only specific audio frequency can be heard and it
can suffer immediately hearing damage if the intensity and duration of
noise exceed limit. On the other hand, machine has little physical
stress and can detect detailed image and quite a wide range of audio
frequency in rigorous environment.
(b) Information Processing

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Information processing is the process of receiving information through
the senses, analyzing it and makes it meaningful. Factors such as
stress, motivation, attention and perception, memory, psychological
and cognitive influence also take into account the limitation of human
information processing. But machine involves no emotional stress and
free from motivational influence. They are good at calculation and also
in assimilating large amount information. So they can do routine and
repetitive operation very well.
(c) Environmental factors
Environmental factors such as temperature, noise, vibration, humidity
can affect human capability. Fear of height, fear of working in
confined space (claustrophobia) or stressful physical access also limits
human performance. However, machine has little physical stress and
they are able to apply great physical force within critical environment.
Even if machines can do the work of people, human have distinct
advantages over machines in many aspects. They are flexible and can deal
with new situations that require a novel approach. They weight up various
options and reach decisions, which machines cannot do unless preprogrammed with all the data. They are able to adapt, both physically and
mentally when things changes or become difficult. On the other hands,
machine are less adaptable and they usually breakdown so abruptly and
totally. It is very often far more economical to train people to do a new task
than to buy new equipment or reprogram existing machine. Moreover,
human have feelings such compassion and empathy.
In brief, machines may be able to determine the most logical and
effective course of action, but this may not be the best solution when people
are involved.

Q3: Describe SHEL model with the view of an engineer carries out engine
ground run?
A3:

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The aim of human factor is to optimize the relationship between
maintenance personnel and systems with a view to improving safety,
efficiency and well being. It can be helpful to use a model to aid in the
understanding of human factors. A model, which is often used, is the
SHEL model SHEL model concentrates on the interfaces of the people
with other people (Liveware), machines (Hardware), procedures
(Software) and their environment (Environment).
The engineer in charge is responsible for all aspects of the engine
ground run both inside and outside aircraft. The most important
consideration for the engineer in charge is the safety of his crew and
aircraft. So SHEL model can be used to cope with the preparation
before engine run.
Liveware:
Liveware is at the center of the model and generally considered the
most critical and flexible component in the system. It
contains teamwork, communication, leadership and
staff/management relationship etc.
- The engine run shall be carried out by qualified engineers.
- Communication must be established and maintained with the
control tower and ground crews.
- Briefing to all ground crew for the engine ground run procedures
and precautions before engine ground run.
Hardware:
Hardware means the use of tools, equipment, computer and physical
structure of the aircraft.
- The aircraft must be choked before engine run.
- The nose gear steering bypass pin must be removed, and landing
gear lock pin must be installed.
- To ensure that a suitable fire extinguisher is available for the
ground crews.

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Software:
Software includes maintenance manuals, checklists, procedures and
policy etc.
- The applicable engine run procedures manual shall be used and be
placed in the flight deck during engine run.
- Consideration shall be given to the possibility of an emergency
evacuation.
- Engine run shall take into account the local airport regulations.
Environment:
Environment means physical environments, which include lighting,
climates/temperature, and noise in the workplace.
- Where possible, the aircraft shall be positioned faced wind
direction.
- To prevent any ingestion of foreign objects into the engine.
- To ensure all stands, ground equipments and personnel are clear of
the aircraft during engine ground running.

Q4: Describe SHEL model with the view of an engineer carries out engine
change?
A4:
The aim of human factor is to optimize the relationship between
maintenance personnel and systems with a view to improving safety,
efficiency and well being. It can be helpful to use a model to aid in the
understanding of human factors. A model, which is often used, is the
SHEL model SHEL model concentrates on the interfaces of the people
with other people (Liveware), machines (Hardware), procedures
(Software) and their environment (Environment).

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The engineer in charge is responsible for all aspects of the removal and
installation of the engine. The most important consideration for the
engineer in charge is the safety of his crew and engine. So SHEL model
can be used to cope with the preparation before engine run.
Liveware:
Liveware is at the center of the model and generally considered the
most critical and flexible component in the system. It
contains teamwork, communication, leadership and
staff/management relationship etc.
- The engine change shall be supervised by qualified engineers.
- Communication must be established and maintained between
supervisor and technicians.
- Briefing to all technicians for the engine change procedures and
precautions before engine change.
Hardware:
Hardware means the use of tools, equipment, computer and physical
structure of the aircraft.
- Make sure all tools and equipments such as torque wrench are
well calibrated and effective.
- Make sure the electrical power is off when disconnect or connect
fluid lines and electrical connections.
- Make sure to install covers on tube ends, the ducts and electrical
connections after they are disconnected.
Software:
Software includes maintenance manuals, checklists, procedures and
policy etc.
- The applicable engine change procedures manual shall be used
and be placed in the workplace.
- Consideration shall be given to the possibility of an emergency
evacuation.
- All the checklist and procedure must be up-to-date and remain
valid.

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Environment:
Environment means physical environments, which include lighting,
climates/temperature, and noise in the workplace.
- Where possible, the engine change shall be carried out in hanger.
- Make sure the illumination is adequate in the workplace.
- Make sure that the technicians immediately clean the fluid that
falls.

Q5: Describe Human limitation?

A5:
The aircraft maintenance engineer is the central part of the aircraft
maintenance system. Unlike mechanical system, human performance can
be affected by physical and mental limitations as well as social and
emotional factors. There are various limitations, which are likely to affect
an aircraft maintenance engineer in his working environment.
Vision:
Various factors can affect and limit the visual acuity of the eye. These
includes:
- Physical imperfection in one or both eyes such as short
sightedness; long-sightedness and age induced vision problems.
- The influence of ingested foreign substances such as drugs,
medication, alcohol and cigarettes.
- Environmental factors such as the amount of light available and
the clarity of the air and;
- Factors associated with object being viewed by the viewer such as
distance, angle and contrast.
Hearing:

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The performance limitation of the ear is associated with the range of
sounds that can be heard. A human being normally can hear the
audio frequency between 20 and 20000 Hz and could suffer
immediately hearing damage if the intensity and duration of noise
exceeding limitation.
Information processing:
Information processing is the process of receiving information through
the senses, analyzing it and makes it meaningful. Factors such as
stress, motivation, memory, psychological and cognitive influence
also take into account the limitation of human information
processing.
Attention and Perception:
A proportion of sensed data may be lost without being perceived. On
the other hands, some information processing systems to perceive
something even though some of the data may be missing. The danger
is that people can fill in the gaps with information from their own
store of knowledge or experience and this may lead to wrong
conclusion.
Decision-making, Motor programmes and Memory:
Attention and perception shortcomings can clearly impinge on decisionmaking. It can be dangerous to believe that existing knowledge and
prior experience will always be sufficient in every situation.
Moreover, memories also have limited capability and duration.

In brief, failure by aircraft maintenance engineer can endanger the safety of

aircraft. It is therefore very useful to have an understanding of how various
parts of his body and mental process function and how performance
limitations can influence his effectiveness at work.

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Q6: Describe physical environment?
A6:
The aircraft maintenance engineer can expect to work in a variety of
different environment, from line to base, in all type of weather and
climate conditions. Various physical environments have their specific
features that may impinge on human performance. These features includes:
Noise and Fume:
The impact of noise on human performance can be annoying, can interfere
with verbal communication and mask warnings, and it can damage
workers hearing (either temporarily or permanently). On the other
hands, it is inevitable that an engineer will be exposed to aircraft fuel
and exhaust, hydraulic fluid, lubricants (oil and grease), cleaning
compounds, paints and solvent within working environment. Each
substance gives off some form of vapour or fumes. It can cause
problems for engineer mainly as a result of inhalation, but it can also
cause eye irritation.
Motion and Vibration:
Aircraft maintenance engineer often make use of staging, mobile access
platform and pneumatic tools. Any unsteadiness of access platform or
equipment-induced vibration can be annoying, distracting or possible
disturbing an engineers concentration. Sometime it could lead to
incident or accident if misuse of these equipment in the workplace.
Climate and Temperature:
Human can work within quite a wide range of temperatures and climate
conditions, but performance is adversely affected at extreme of these.
Clearly, an engineer may have to work in direct summer sun, strong
winds, heavy rain, and high humidity or in the depth of winter.
Extremely environmental conditions can affect physical performance
and can be fatiguing, both physically and mentally.

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Confined space and working environment:
People may experience various levels of physical and psychological
discomfort when working in confined space. When this situation
become extreme, it could seriously affect human performance.
Moreover, workplace layout and the cleanliness and general tidiness of
the workplace ad the proper provision and use of safety equipment are
also key physical influence with engineers performance and efficiency.
Illumination:
It is very important for engineer to conduct their work under proper
lighting condition. Because the eye requires good light to resolve fine
detail and stimulate colour vision. Adequate lighting is a major
consideration when determining inspection reliability.
In brief, successful task execution requires a suitable physical environment.
Aircraft maintenance engineer also needs to manage physical environment in
the workplace in order to achieve a safe and efficient system.

Q7: Describe human limitations compared with machine, weakness and

advantage?

A7:

Human is the central part of the aircraft maintenance system. Unlike

mechanical system, human capability can be affected by physical and
mental limitations as well as social and emotional factors. There are
various limitations, which are likely to affect humans capability.
(a) Vision and Hearing

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Various factors can affect and limit the visual acuity of humans eyes,
which include physical imperfection, the influence of ingested
foreign substance and illumination. Also, the performance
limitation of the ear is associated with only specific audio
frequency can be heard and it can suffer immediately hearing
damage if the intensity and duration of noise exceed limit. On the
other hands, machines have little physical stress and can detect
detailed image and quite a wide range of audio frequency in
rigorous environment.
(b) Information processing:
Information processing is the process of receiving information through
the senses, analyzing it and makes it meaningful. Factors such as
stress, motivation, memory, psychological and cognitive influence
also take into account the limitation of human information
processing. But machines involve no emotional stress and free from
motivational influence. They are good at calculation and also in
assimilating large amount of information. So they can do routine and
repetitive operation very well.
(c) Environment factors:
Environment factors such as temperature, noise, vibration, time of day
can affect human capabilities. Fear of height, fear of working in
confined space (claustrophobia) or stressful physical access also can
adversely limit human performance. However, machines have little
physical stress and they are able to apply great physical force within
critical environment.
Even if machines can do the work of people, human have distinct
advantages over machines in many aspects. They are flexible and can deal
with new situations that require a novel approach. They weigh up various
options and reach decisions, which machines cannot do unless preprogrammed with all the data. They are able to adapt, both physically and
mentally, when thongs change or become difficult. On the other hands,
machines are less adaptable and they usually breakdown so abruptly and

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totally. It is very often far more economical to train people to do a new task
than to buy new equipment or re-programmed existing machines. Moreover,
human have feelings such as compassion and empathy.
In brief, machines may be able to determine the most logical and
effective course of action, but this may not be the best solution when people
are involved.
Q8: Machine VS Human

A8:
Technology in industry is increasing at a rapid pace. In aircraft
maintenance engineering, the actual works performed by technicians on the
aircraft are gradually substituted for a great deal of automation and test
equipment. Clearly, machines can do things better than people because:
(a) They involve no emotional stress and free from motivational influence.
(b) They have little physical stress and can do routine and repetitive
operations.
(c) They are good at calculation and also in assimilating large amount
information.
(d) They can do very fast or very slow.
(e) Their performance is uniform.
(f) They are able to apply great physical force.
Even if machines can do the work of people, human have distinct
advantages over machines in many aspects. They are flexible and can deal
with new situations that require a novel approach. They weigh up various
options and reach decisions, which machines cannot do unless preprogrammed with all the data. They are able to adapt, both physically and
mentally, when thongs change or become difficult. On the other hands,
machines are less adaptable and they usually breakdown so abruptly and
totally. It is very often far more economical to train people to do a new task

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than to buy new equipment or re-programmed existing machines. Moreover,
human have feelings such as compassion and empathy.
At the same time, human physical and mental limitations are likely to
affect his performance, such as his vision, hearing, information processing,
attention and perception, memory, judgments and decision-making.
Depending on the task on hand, various strengths and weakness of human
may be introduced into the human-machine system.
In brief, machines may be able to determine the most logical and
effective course of action, but this may not be the best solution when people
are involved.

Q9: Describe Error Reduction, Error Capturing and Error Tolerance?

A9:

While the aircraft maintenance engineering industry should always

strive towards ensuring that errors do not occur in the first place, it will
never be possible to eliminate them totally. Therefore, all maintenance
organizations should aim to manage errors. The purpose of error
management seeks to prevent errors from occurring and eliminate or
mitigate the bad effects or errors.
There are three error prevention strategies may be utilized by
manufacturers and maintenance managers in the management of human
error in maintenance. Each of these classes is defined in terms of its method
for controlling errors:
(a) Error Reduction:
Error reduction strategies are intended to intervene directly at the source
of error itself. Examples of error reduction strategies include improving
access to a part, improving the lighting in which a task is performed and
providing better training to the maintenance technician. Most error

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management strategies used in aircraft maintenance falls into this
category.
(b) Error Capturing:
Error capturing assumes that error is made. It attempts to capture the
error before the aircraft departs. Examples of error capturing strategies
include post task inspection, verification steps within a task and post-task
functional and operational tests.
(c) Error Tolerance:
Error tolerance refers to the ability of a system to accept an error with
catastrophic (or even worse) consequences. In the case of aircraft
maintenance, error tolerance can refer to both the design of the aircraft
itself as well as the design of the maintenance system. Examples of error
tolerance include the incorporation of multiple hydraulic or electrical
systems on the aircraft (so that a single human error can only take out
one system) and a structural inspection program that allows for multiple
opportunities to catch the fatigue crack before it reaches critical length.
In brief, it is important to recognize the classification of error prevention
strategies in maintenance because it helps to increase the visibility of tools to
manage errors and provide better system safety perspective.