1- How to obtain a QCAA part 66 B1.1, B1.3, B2 licence.

Application for an aircraft maintenance licence is made on QCAA form 19, currently issue 3. To apply for the licence the applicant
must be at least 18 yrs of age, however the minimum age for certifying staff and B1 & B2 support staff is 21 yrs of age.

The applicant will have passed modular examination as set by the Authority or an approved Part 147 training organisation. The
examinations should have been completed within 10 years prior to the application.

In accordance with QCAR 1003/2006 Annex III Part 66 the applicant is required to have one of the following experience levels
when applying for a B1.1, B1.3, or B2 aircraft maintenance licence:

5 years of practical maintenance experience on operating aircraft if he have no previous relevant technical training.

3 years of practical maintenance experience on operating aircraft and completion of training considered relevant by the authority
as a skilled worker in a technical trade.

2 years of practical maintenance experience on operating aircraft and completion of a Part 147 approved basic training course.I
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For category C with respect to large aircraft, 3 years experience exercising category B1.1, B2 privileges on as
support staff, preferably with 12 months recent experience spent in base maintenance.

A practical experience logbook is desirable as proof of work carried out. The Authority would request and review the

organisation. Any credits and exam certificates should be annotated on the form and certified copies sent with the form 19 to
the QCAA.

If from a Part 147 organisation a certificate of recognition of training should be submitted.

For applicants of the initial aircraft maintenance licence at least one year of the required experience must be
recent experience on aircraft of the same category which the licence is sought.

To add type ratings to the basic B1 or B2 licence the applicant must successfully pass a ATA 104 course and
demonstrate practical experience on the aircraft type which must be recorded on worksheets and endorsed by an appropriately
type rated engineer.

The basic licence is valid for 5 years and must be signed in ink upon receipt.

Note:

In accordance with QCAR 1003/2006 Annex III Part 66 to extend the QCAA aircraft maintenance licence to include another
category for example B1.1 to B2 a period of one year practical experience must be gained on operating aircraft on systems
relevant to the new category, in this case avionics and electrical systems. The duration can be reduced by 50% to 6 months if a
Part 147 course is completed relevant to the new category. The relevant extra technical modules should be passed and a certificate
of recognition sent with the QCAA form 19, currently issue 3. The practical experience should be verified by an acceptable person
and the QCAA form 19 signed usually by the Quality Manager of the Part 145 organisation.

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 2- Maintenance organisation exposition part 145 a 70

MOE is part of the QCAR 1003/2006 Annex II Part 145 requirement. The Part 145 organisation must submit a copy
of the MOE to the competent authority for approval. The MOE is a document or set of documents that contain the material
specifying the scope of the work deemed to constitute approval and how the organization will comply with this
part.

The purpose of the MOE is to set the procedures, means and methods of the organisation. Compliance with the MOE will
assure compliance with the requirements of Part 145.

The MOE must contain;

1. A statement signed by the accountable manager confirming that the MOE and associated manuals define the organisations
compliance with Part 145 and will be complied with at all times. When the accountable manager is not the CEO the CEO
must countersign the statement.

2. State the organisations safety and quality policy. The organisation will have a quality manager who will have direct access
to the accountable manager.

3. Titles and names of the nominated persons.

4. Duties and responsibilities of the nominated persons.

5. An organisational chart showing associated chains of responsibility between persons nominated.

6. A list of certifying and B1 & B2 support staff.

7. General description of manpower resources.

8. General description of the facilities located at each address specified in the organisations approval certificate.

9. Specification of the organisations scope of work relevant to the extent of approval.

10. Notification procedure for organisational changes

11. The MOE amendment procedure.

12. Procedures of the quality system

13. List of operators to which the organisation provides aircraft maintenance services.

14. List of subcontracted organisations

15. List of line stations

16. List of contracted organisations.

Personnel are expected to be familiar with the parts of the MOE relevant to their function.

The MOE and subsequent amendment must be approved by the Authority.

Unless otherwise agreed by the QCAA the quality manager should be responsible for monitoring the amendment of the MOE,
including any associated procedural manuals (TPM) and the submission of the proposed amendments to the competent authority.
The authority may agree a procedure that allows the organisation to make minor amendments without prior QCAA approval.

If the accountable manager changes the new accountable manager must sign the MOE at the earliest opportunity. Failure to do so
would make the Part 145 approval invalid.
 3- MAINTENANCE DATA PART M MA 401

The person or organisation maintaining an aircraft must have readily available access to and the use of only applicable and
current maintenance data in the performance of maintenance including modifications and repairs. This is a requirement of
QCAR 1003/2006 annex I - Part M and annex II - Part 145. The organisation shall ensure that all applicable maintenance data is
readily available for use when required by maintenance personnel.

Applicable maintenance data is;

1. Any applicable requirement, procedure, operational directive or information issued by the Authority
responsible for the oversight of the aircraft or component.

2. Any applicable AD issued by the authority responsible for the oversight of the aircraft or component.

3. Maintenance data obtained from the manufacturer, TC holder and the STC holders. This will be AMM, IPC,
SRM, TSM, ASM. These manuals are to be kept up to date by regular revision and temporary revision when
necessary to be incorporated into the next revision. These manuals are to be acceptable to the QCAA.

4. Any applicable AD issued by the state of design TC, STC holders or QCAA. These are issued to alert
operators of conditions that may seriously affect flight safety. They are mandatory to be performed within a
specified period.

5. Applicable instructions for continued airworthiness, issued by the TC, STC holders and any other organisation
that publishes data in accordance with Part 21 requirements.

Maintenance data should be kept up to date by;

1. Subscribing to the applicable amendment scheme

2. Checking all amendments are being received

3. Monitoring the amendment status of all data

It is the responsibility of the certifying staff to ensure the latest revision of the manual is being used.

The organisation or person must establish a work card or worksheet system. Maintenance data should be transcribed accurately
onto these cards or worksheets or a precise reference should be made to the particular maintenance task or tasks contained in
applicable maintenance data. The work cards/worksheets can be computer generated and held on an electronic data base subject
to safeguards against unauthorised alteration and a back-up electronic data base used which shall be updated within 24 hours of
any entry made on the main data base. Complex tasks must be subdivided into clear stages to ensure a record of
accomplishment of the complete task.

The organisation shall establish an internal quality procedure concerning incomplete, inaccurate, ambiguous procedures,
information or maintenance instruction contained in the maintenance data used by maintenance personnel to ensure it is recorded
and reported to the author.

The organisation may only modify maintenance instructions in accordance with a procedure stated in the MOE. With respect to
those changes the organisation must demonstrate that they result in equivalent or improved maintenance standards and shall
inform the TC holder of such changes.

Where the organisation provides a maintenance service to an operator who requires their work card/worksheet system to be used
then such a system may be used. In this case, the organisation shall establish a procedure to ensure the correct completion of the
operators work card/worksheets and that all of the maintenance data used from the operator is up to date and that they are on the
operators amendment list. The organisation should establish a procedure to ensure that the maintenance data it controls is kept
up to date as per the procedure laid down in the MOE.
 4- CRS
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In accordance with QCAR 1003/2006 Annex II - Part 145 a CRS must be issued before flight at the completion of any
maintenance.

A CRS must be issued by appropriately authorised certifying staff on behalf of the organisation when it has been verified that
all the maintenance ordered has been properly carried out by the organisation in accordance with the procedures laid down in the
MOE, taking into account the availability and the use of approved maintenance data and that there are no non compliances which
are known to endanger flight safety.

The CRS contains the following statement;

Certifies that the work specified, except as otherwise specified, was carried out in accordance with Part 145 and in
respect to that work the aircraft/component is considered ready for release to service.

In the case of incomplete maintenance the CRS is not normally permitted to be issued because there would be a non compliance.
The aircraft operator must be informed because they are responsible for ensuring that all maintenance has been carried out before
flight. If the operator agrees to the deferment of full compliance then the CRS maybe issued subject to details of the deferment
and the operators authority being endorsed on the certificate. Whether the operator has the authority to defer maintenance is an
issue between it and the Authority. If in doubt the Part 145 organisation should inform the authority of the non compliance before
issue of the CRS.

The CRS will be certified in the tech log or work cards for line maintenance and on the Schedule Maintenance Inspection
document for base maintenance.

It must be carried out in accordance with the and current maintenance data AMM, IPC, SRM, etc. All approved parts must be
used and correct tooling which where necessary must be calibrated in accordance with the tool maintenance schedule.

A CRS must be issued for aircraft component maintenance when it is removed from the aircraft, this will come in the form of a
QCAA Form-1. A separate CRS will be required for fit and function to the aircraft.

The certifying engineer will endorse the CRS by signature, stamp, date and authorisation number on completion of the task.

When an aircraft is grounded at a location other than the main maintenance base or main line station base due to the non availability
of a component with the appropriate release certificate, it is permissible to temporarily fit a component without the appropriate
release certificate for a maximum of 30 flight hours or until the aircraft returns to the main maintenance base whichever is
sooner subject to the aircraft operators agreement and the said component having a suitable release certificate which is in
compliance with all applicable maintenance and operational requirements. Such components shall be removed by the above
prescribed time limit unless an appropriate release certificate has been obtained in the mean time.
 5- Occurrence reporting

A Part 145 organisation must report any condition identified by the organisation that has resulted or may result in an unsafe
condition that seriously hazards the flight safety to the Authority, the state of registry and to the organisation responsible for the
design of the aircraft or component. The organisation responsible for the design is normally the TC holder or STC holder.

The organisation must establish an internal occurrence reporting system as detailed in the MOE to enable collection and evaluation
of reports including assessment and extraction of those occurrences to be reported. This procedure must identify adverse trends,
corrective actions taken or to be taken by the organisation to address the deficiencies or potential danger found, and a method to
circulate the information as necessary.

An occurrence reporting system should enable and encourage free and honest reporting. This should be facilitated by a just culture.
An organisation should ensure personnel are not inappropriately punished for reporting or cooperating with the occurrence
investigations.

The system should be closed loop, ensuring that actions are taken internally to address safety hazards. Feedback to reporters is
important to gain the continued support for the system.

The report should contain at least the following;

1. Organisation name and reference

2. Identity of the aircraft/component affected 3. Details arising out of the internal

occurrence reporting system.

The organisation's quality department shall make such reports in a form and manner established by the authority and ensure that
they contain relevant and pertinent information about the occurrence and subsequent investigation carried out by the organisation.

When the organisation is contracted by a commercial operator to carry out maintenance the organisation must also report to the
operator any condition affecting the operators aircraft or component.

The organisation must produce and submit reports as soon as practicable but in any case within 72 hours of discovery.

Examples of reportable occurrences include serious cracks and corrosion, burning, distortion and failure of emergency systems
whilst carrying out scheduled maintenance and testing.

6- Categories and privileges of a Part 66 licence.

Part 66 is Annex III of QCAR 1003/2006. In Part 66 Aircraft Maintenance Licences have 5 main categories:

- Category A, Category B1, Category B2, Category B3, Category C.

The Category A aircraft maintenance licence permits the holder when authorised to issue certificates of release to service following
minor scheduled line maintenance and simple defect rectifications within the limits of tasks specifically endorsed on the
certification authorisation issued by the Part 145 organisation. These tasks will be stated within the organisations part 145 MOE
or TPM procedures. The certification privileges shall be restricted to work that the licence holder has personally performed in the
maintenance organisation that issued the certification authorisation.

The Category B1 aircraft maintenance licence permits the holder when authorised by the Part 145 organisation to issue certificates
of release to service and to act as B1 support staff following:

- maintenance performed on aircraft structure, powerplant, mechanical and electrical systems.

-work on avionics systems requiring only simple tests to prove their serviceability and not requiring troubleshooting.
The Category B1 licence automatically includes the corresponding A subcategory.

The Category B2 aircraft maintenance licence permits the holder when authorised by the Part 145 organisation to issue certificates
of release to service and to act as B2 support staff following:

- maintenance performed on avionic and electrical systems.

- electrical and avionics tasks within powerplant and mechanical systems, requiring only simple tests to prove their
serviceability and issue CRSs following minor scheduled line maintenance and simple defect rectification within
the limits of the tasks specifically endorsed on the certification authorisation issued by the Part 145 organisation. It
shall be restricted to work that the licence holder has personally performed and limited to the ratings already
endorsed on the B2 licence.

The Category B2 does not include any A subcategory.

The Category B3 aircraft maintenance licence permits the holder when authorised to issue certificates of release to service and to
act as B3 support staff for maintenance performed on the aircraft structure, powerplant and mechanical and electrical systems.
They can also work on avionic systems requiring only simple tests to prove their serviceability and not requiring troubleshooting.
Category B3 rating is piston- engine, non- pressurised aeroplanes weighing a maximum 2000kg or less.

The B1, B2 and B3 licence holder receives ATA 104 level III type training at a part 147 approved school.

The Category C aircraft maintenance licence holder when authorised by the Part 145 organisation certifies the aircraft in its entirety
following a base maintenance check. The category C licence holder will issue a CRS following a base check. Their primary role
is to ensure all work is called up and completed with work signed off by B1 and B2 licence holders prior to aircraft release from a
hangar check. Cat C licence holders who hold a B1 or B2 authorisation may perform both functions in base maintenance. The Cat
C licence holder is trained to ATA 104 level III for their first authorisation but subsequent training need only be to ATA 104 level
I. To hold a Cat C authorisation, with respect to large aircraft, you need 3 years experience as a B1 or B2 certifier or support staff
preferably with 12 months spent in recent base maintenance environment.

The holder of an aircraft maintenance licence may not exercise its privileges unless in compliance with the applicable requirements
of Annex I - Part M, Annex II Part 145 and Annex III Part 66 and in the preceding 2 year period he/she has had 6 months
relevant experience on operating aircraft and is competent to certify maintenance on the corresponding aircraft. He/she must be
able to read, write and communicate to an understandable level in the language in which the technical documentation is written.

7- Explain the functions of maintaining a Part 66 approval with privileges in a Part

145 Maintenance Organisation

As per QCAR 1003/2006 Annex II, the approved Part 145 organisation shall ensure that all certifying staff and support staff
have an adequate understanding of the relevant aircraft systems and/or components to be maintained together with the associated
organisation procedures as laid down in the MOE. In the case of certifying staff, this shall be accomplished before the issue or
reissue of the certification authorisation. The organisation shall assess all prospective certifying staff for their competence,
qualification and capability to carry out their certifying privileges in accordance with a procedure as specified in the MOE prior
to the issue or re-issue of a certification authorisation. This would normally involve theoretical and practical assessments of the
certifying staff by the Quality department of the Part 145 organisation in accordance with the procedures laid down in the MOE.
The minimum age for certifying staff and category B1 and B2 support staff is 21 years old.

Continued validity of the certification authorisation is dependent upon the Aircraft Maintenance Licence remaining valid (valid
when issued for 5 years) and all certifying staff remaining in compliance with Annex III Part 66. The certifying and support staff
must be involved in at least 6 months of actual relevant aircraft/component maintenance experience in any 2 year consecutive
period. A practical experience logbook is a desirable as proof of work performed. If requested the Authority or the Quality
department would review the logbook and the entries would need to be confirmed as true and correct by an acceptable person.

The organisation shall ensure that all certifying staff and support staff receive sufficient continuation training in each two year
period to ensure that staff have up-to-date knowledge of relevant technology, organisation procedures, technical log training,
human factors, ETOPS and safety issues including SMS, EWIS, CDCCL, ESDS and Dangerous Goods training.

The certification authorisation issued by the approved Part 145 organisation to the certifying staff must clearly specify the scope
and limits of the authorisation.

The person responsible for the quality system, usually the Quality Manager shall be responsible on behalf of the approved
organisation for issuing certification authorisations to certifying staff. This person can also nominate other persons to actually
issue or revoke the certification authorisations in accordance with a procedure as specified in the MOE.

8- Define the MEL, Explain the different categories, RIE and operating
outside the MEL restrictions.

MEL is approved under QCAR MEL subpart C.

Where an AD and MEL conflict the AD shall override.

MEL is applicable up to the commencement of flight- point at which the aircraft moves under its own power.

The MEL is a list which provides for the operation of aircraft, under specific conditions, with particular instruments, items
of equipment or functions inoperative at the commencement of flight. This list is prepared by the operator for their own
particular operation. Items that affect airworthiness and not listed in the MEL are automatically required to be operative.
The MEL shall be based upon the MMEL and cannot be less restrictive, it is submitted to the Authority by the operator
for approval.

Maintenance procedures are required prior to operating with an inoperative item. These are usually certified by
maintenance personnel. The appropriate procedures are required to be published as part of the MEL.

The MEL categories and Rectification Intervals are:

A - no specific rectification interval. It will be stated in the remarks column of the MEL.

B rectification interval 3 days excluding the day of discovery

C rectification interval 10 days excluding the day of discovery D

rectification interval 120 days excluding the day of discovery

 All shall start after midnight on the day of the discovery.

The operator can permit two times extension of the rectification interval for B C D category MELs for the same interval
as defined in the MEL. QCAA must be asked for permission to extend the A category. This procedure is permitted
provided:

1. A system of specific duties and responsibilities are established by the operator for controlling extensions.

2. The authority is notified within 10 days of the extension.

Operating outside of the MEL under certain conditions may be permitted but only by applying to the Authority for
permission and their approval. The operator must show sufficient experience in operating and engineering on that specific type
before approval will be given, this will only be permitted to return the aircraft to base or a place where repairs can be carried out.
Under no circumstances will operation outside the MMEL be permitted.

9- AIRCRAFT TECHINICAL LOGBOOK

For the continuing airworthiness QCAR 1003/2006 ANNEX I PART M, SUBPART C requirements, a commercial operator
must use a technical log book system to record defects, malfunctions or safety/airworthiness related items during the aircraft
operation, and for recording details of all maintenance carried out on an aircraft between scheduled base maintenance visits. It
is a day by day history of the aircraft status used for recording flight safety and maintenance information the operating crew
need to know.

To ensure flight safety the TLB shall contain: information about each flight, the current aircraft certificate of release to
service, all outstanding deferred defects rectifications that affect the operation of the aircraft and any guidance instructions on
maintenance support arrangements.

A statement of the next due scheduled maintenance check and its relevant out of phase may not be part of the TLB if the next
scheduled maintenance is controlled by other means acceptable to the authority.

The aircraft TLB system and any subsequent amendment shall be approved by the authority, and the operator shall ensure
that the TLB is retained for 36 months from the date of the last entry.

The TLB system can be either a paper system or computer system or any combination of both methods, the paper system must
be of robust quality to withstand the retention period, and the computer system should contain a safeguard program to prevent
alteration of the database by unauthorised personnel.

10- Facilities
Facilities are provided appropriate for all planned work, ensuring in
particular, protection from the weather elements. Specialised
workshops and bays are segregated as appropriate, to ensure that
environmental and work area contamination is unlikely to occur.
 Aircraft maintenance staff should be provided with an area where
they may study maintenance instructions and complete maintenance
records in a proper manner.
Office accommodation is provided for the management of the
planned work , and certifying staff so that they can carry out their
designated tasks in a manner that contributes to good aircraft
maintenance standards.
The working environment including aircraft hangars, component
workshops and office accommodation is appropriate for the task
carried out and in particular special requirements observed.
With regards to, temperatures, dust, lighting and noise.
Secure storage facilities are provided for components, equipment,
tools and material. Storage conditions ensure segregation of
serviceable components and material from unserviceable aircraft
components, material equipment and tools. The conditions of storage
are in accordance with the manufacturer's instructions to prevent
deterioration and damage of stored items. Access to storage facilities
is restricted to authorised personnel.

11- AIRWORTHINESS REVIEW CERTIFICATE

As per QCAR 1003/2006 ANNEX 1 PART M SUBPART I, to ensure
the validity of the aircraft certificate of airworthiness (CofA), review of
the aircraft and its continuing airworthiness records shall be carried out
periodically.
The ARC issued iaw APPENDIX III (QCAA FORM 15a /15b) on
completion of a satisfactory assessment of airworthiness review. This
certificate is valid for 1 year and can be extended twice for a period of 1
year each time.
For commercial aircrafts above 2730kg MTOW except balloons that
are in controlled environment, the Continuing Airworthiness
Management Organisation (CAMO) may issue the ARC.
For commercial aircrafts above 2730kg MTOW except balloons
that are not in controlled environment, where CAMO does not
hold privilege to carry out airworthiness review, the ARC shall be
issued by the authority upon satisfactory assessment based on
recommendation made by CAMO approved iaw Part M subpart G.
For non commercial aircrafts below 2730kg MTOW and balloons, any
CAMO approved iaw Part M subpart G and appointed by the operator
may issue the ARC.
The ARC cannot be issued or extended if there is evidence to believe
that the aircraft is not airworthy. And the ARC becomes invalid if
suspended/revoked, if the C of A is suspended/revoked, or if the type
certificate (TC) under which the C of A was issued is
suspended/revoked and if the aircraft is removed from the aircrafts
register.

12- THE TASKS TO PERFORM TO ENSURE

 COUTINUED AIRWORTHINESS OF AIRCRAFT

As per QCAR 1003/2006 ANNEX 1 PART M SUBPART C, the

aircraft continuing airworthiness and the serviceability of both
operational and emergency equipments of an aircraft is the
responsibility of the owner/operator.
The continuing airworthiness is ensured by: accomplishment of
preflight inspection which mean all the actions necessary to ensure that
the aircraft is fit to make the intended flight, this include walk-around
inspection and check of emergency equipments for their conditions and
serviceability.
The rectification of any defect/damage affecting safe operation using
only applicable current maintenance data in the performance of
maintenance including modification and repairs. And all deferments are
rectified as per the intervals and requirements applicable to aircraft with
respect to MEL/CDL.
The operator has to ensure accomplishment of all maintenance in
accordance with the aircraft maintenance program (AMP), which is
normally approved by the authority and analysed for effectiveness. And
establish proper control and management of repetitive defects.
The accomplishment of the applicable airworthiness directives (AD)
within the requirements, and operational directives (OD) impacting
continuing airworthiness as established by the authority, measures
mandated by the authority in immediate reaction to safety problem. And
maintenance check flight when necessary.
The continuing airworthiness record system includes, aircraft logbook,
engine logbook, propeller logbook and operator tech-log and details of
maintenance performed and deferment are recorded as necessary.
 13- STORES

In General, stores must be able of store the material and spares at

the properly ventilated, temperature, humidity, controlled
environment, as per manufacturers specifications. Stores are
classified in two main categories:
- Bonded Stores; Quarantine Stores and they must be isolated
from each other and parts properly segregated.
Bonded stores is used to store all Aircraft parts and material which
confirm to standard, any specification and shelf life not expired,
basically stored only serviceable items. All serialized parts must
hold respective serviceable Tag, other consumable materials must
have serviceable label showing the Batch Number of the material.
Flammable materials must be stored separately and properly
identified. All Aircraft parts should remain packed in an acceptable
manner on strong racks, and proper tracking and inventory system
must be implemented. Electronic Static Sensitive Devices (ESDS)
must be handled and stored as per ESDS procedures.
Quarantine Stores is used to store parts and material waiting for
approval and do not confirm to the approved standards. No parts
shall be released from quarantine stores until approved by qualified
persons and procedures that meet the standards and specifications.
Bonded stores and quarantine stores must be isolated from each
other.
Separated stores must be allocated for tools and test Equipments
used for Aircraft maintenance and keep it serviceable and
calibrated. A proper tracking system must be in use, to ensure the
calibration of the tools and equipment on time and to record all
movements done by the staff where the tools/equipment tests was
used for easy tracking.

14- TECHNICAL MAINTENANCE RECORDS

A part-145 organisation must record all details of maintenance work

carried out. As a minimum the organisation must retain records
necessary to prove that all requirements have been met for issuance
of the CRS, including subcontracted release documents.
Properly executed and retained records provide owners, operators
and maintenance personnel with information essential in controlling
unscheduled or scheduled maintenance and troubleshooting to
eliminate the need of re-inspection or re-work to establish
airworthiness. The prime objective is to have a secure and easily
retrievable records with comprehensive and legible contents.
The aircraft records should contain basic details of all serialized
components for traceability and must refer to the revision status
of the data used. Reconstruction of lost or destroyed records can be
only done by reference to other records which reflect the time in
service. The owner or operator must make a statement in the new
records and the reconstructed records should be submitted to the
authority for acceptance. Additional maintenance may be required
. the maintenance records can be either a paper or computer system
or any combination of both. Paper systems should be robust
material which can withstand normal handling and filling. The
records should remain legible throughout the required retention
period. Computer systems used for maintenance should have at least

one backup system which should be updated at least within 24

hours of any maintenance. Each terminal is required to contain
program safeguards against the ability of unauthorized personnel
to alter the database.
The organisation must retain a copy of all detailed maintenance
records and any associated maintenance data for two years from the
date the aircraft or component to which the work relates was
released from the organisation, records must be stored in a safe
way with regards to flood, fire and theft.

15- QCAA functions and structure

QCAA is the competent authority having exclusive jurisdiction over

civil aviation matters and civil airports in Qatar.
The Civil Aviation Authority undertakes the following functions:
- Drawing up of the civil aviation policy and the plans needed to
implement its objectives
- Implementation of international agreements and treaties in the
field of civil aviation
- Strengthening of links with international organisations and
foreign countries
- Supervision of the management and operation of Qatari civil
Airports
- Undertaking air control tasks
- Supervision of foreign air transportation companies as well as
management, maintenance and development of air monitoring
networks and seismological stations
- Provision of weather forecast services to those departments in
charge of aviation and sea ports in Qatar
- Proposes draft laws pertaining to civil aviation and
meteorological services
Qatari Civil Aviation Authority consists of five separate departments
with dedicated managers to manage each of them. Air Navigation,
Air Safety, Air Transport and Airports Affairs, Meteorological,
Financial and Administrative Affairs.
It has a general responsibility of promoting civil aviation and
meteorological services to the highest possible levels.
 16- How does the aircraft is considered to be unfit to fly

An aircraft Must be registered in accordance with the international

rules of registery, and carrying a visible nationality and registration
sign to fly in the state of Qatar.
An aircraft is not allowed to fly when the Airworthiness Review
Certificate (ARC) is invalid for the applicable aircraft. The following
conditions which can invalid the ARC are if the ARC is suspended
or revoked; or the Certificate of Airworthiness (C of A) is suspended
or revoked; or the aircraft is not on the aircraft register; or the type
certificate under which the C of A is issued is suspended or revoked.
The aircraft is unfit to fly when the Certificate of Airworthiness (C
of A) becomes invalid. The conditions where the C of A becomes
invalid when the aircraft is in non-compliance with the applicable
type-design and continuing airworthiness requirements; or type
certificate under which it is issued being invalidated by the
Competent Authority of the State of Design; or if the C of A is being
surrendered or revoked by the Authority.
In addition to the above, the aircraft is unfit to fly when the
continuing airworthiness of the aircraft or any component fitted to
the aircraft does not meet the requirement of the Authority; or the
aircraft does not remain in conformity with the type design approved
by the Competent Authority of the State of Design; or the aircraft
have been operated above the limitations of the approved flight
manual or the airworthiness certificate, without appropriate action
being taken; or the aircraft been involved in an accident or incident
which affect the aircraft airworthiness without necessary action taken
to restore the airworthiness; or a modification or repair has not been
approved in accordance with QCAR 1002/2006 Part 21.

The aircraft is unfit to fly if any applicable airworthiness directive

has not been carried out on the aircraft after the due period. Aircraft
also unfit to fly when there has been any defect or damage that has
not been rectified in accordance with the approved procedures. For
inoperative system and configuration deviation, aircraft is not
allowed for flight if the affected system of part is beyond the
limitations of Minimum Equipment List and Configuration
 Deviation list, and aircraft need to be grounded for proper
rectification.
The operator is responsible to ensure the aircraft is fit to fly with
reference to the requirements set by the Authority in order to ensure
a safe and airworthy flight.

17- CAMO priviledges section 1,2,3 differences between

CAMO section 2 and 3.vHow to get approval for CAMO
section 3??

A continuing airworthiness management organisation (CAMO)

approved in accordance with QCAR 1003/2006 Annex I, Part M
subp2art G may manage the continuing airworthiness of aircraft as
listed on the approval certificate, and out limited continuing
airworthiness tasks with any contracted organisation, working under its
quality system, as listed in the approval certificate; And extend twice
the airworthiness review certificate ARC issued by the authority or
another appropriately approved CAMO for 1 year period each, on
QCAA form 15b.
When the aircraft is maintained the CAMO additionally can be
approved to carry out airworthiness reviews, before issuing or
extending the ARC, and issue a record of the airworthiness review to
the authority.
A CAMO which already approved to perform airworthiness reviews
may apply to QCAA for granting permit to fly in accordance with
QCAR 2000 1002 2006 Annex II for particular aircraft that the CAMO
is approved to issue the ARC.
The difference between the CAMO of section 2 and 3 is the permit to
fly issuing privilege. In order to get approval for permit to fly privilege
the CAMO must have an adequate procedure in the exposition attesting
the conformity with the approved flight conditions.