MODULE 10 AVIATION LEGISLATION - COMMON

Module 10
Licence Category
A, B1, B2 and B3

Aviation Legislation
10.7 Applicable National and
International Requirements

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Table of Contents
Module 10.7 Applicable National and International Requirements (if not superseded by EU

requirements)

General 5

Classification of aircraft as "EASA Aircraft" and "Non-EASA Aircraft" 5

Approved Maintenance Programs, Checks and Inspections 6

System of Maintenance 7

Maintenance Schedule Contents 7

Safety Critical Maintenance Tasks 9

Inspections 10

Pre-Flight Inspections 11

Duplicate Inspection 12

Independent Checks 14

Airworthiness Directives (ADS) 14

Emergency and Mandatory ADS - Notification 14

Service Bulletins, Manufacturers Service Information 15

Modifications and Repairs 18

Maintenance Documentation 19

Aircraft Maintenance Manuals (AMM) 20

Structural Repair Manual (SRM) 20

Illustrated Parts Catalogue (IPC) 20

Component Maintenance Manual (CMM) 21

Engine Manual (EM) 21

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Wiring (Diagram) Manual (WM/WDM) 21

b) 22

Continuing Airworthiness 22

Continuing Airworthiness Oversight - 'State Aircraft' 22

Test Flights 23

Full Flight Tests 23

Maintenance Check Flights 23

Airworthiness Flight Tests for Light Aircraft 25

Airworthiness Flight Test Schedules 25

Check Flights for Continuing Airworthiness Management 25

Extended Range Twin Operations (ETOPS) 27

ETOPS Maintenance Requirements 29

ETOPS Maintenance Programme 29

ETOPS Manual 29

Oil Consumption Programme 30

Engine Condition Monitoring 30

Rectification of Aircraft Defects 30

Reliability Programme 30

Propulsion System Monitoring 31

Maintenance Training 32

ETOPS Parts Control 32

All Weather Operations 32

Category 2/3 Operations and Minimum Equipment Requirements 32

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Category 2 Operations 32

Category 3 Operations 34

Decision Height (DH) 35

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Module 10.7 Applicable National and International Requirements (based on

Regulations 216/2008, 965/2012 and 1321/2014)
References: EASA Part-2l and Part--M and their associated AMC/GM

(a)

General

This section discusses national and international requirements that have not yet come under the
auspices of EASA

Classification of aircraft as "EASA Aircraft" and "Non-EASA Aircraft"

Regulation (EC) No.216/2008 has transferred to the European Aviation Safety Agency (EASA) the
responsibility for the regulation of the airworthiness of the majority of the civil aircraft registered in the
Member States of the European Union. However, the regulation also stipulates that certain classes of
aircraft remain subject to national regulations. Therefore, a significant effect of this European legislation
is to divide aircraft registered within the EU into two categories. These notes follow this classification for
the identification of mandatory requirements.

EASA Aircraft - Aircraft that are subject to regulation of airworthiness by EASA under Regulation (EC)
No. 216/2008

Non.-EASA Aircraft - Aircraft that remain subject to regulation of airworthiness at a National level.

Non-EASA aircraft are:

Aircraft that are within the categories of Annex II to Regulation (EC) No. 216/2008 as follows

Aircraft used by Military, Customs, Police (Government Aircraft)

Additionally, Annex II of the Basic Regulation lists the following exempted aircraft types:

Historic aircraft or aircraft having a historical significance such as

- a participation in a noteworthy historical event, or
- a major step in the development of aviation, or
- a major role played info the armed forces of a Member State;

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Aircraft specifically designed or modified for research, experimental or scientific purposes, and
likely to be produced in very limited numbers;
Aircraft of which at least 51% is built by an amateur, or a non-profit making association of
amateurs, for their own purposes and without any commercial objective;
Aircraft that have been in the service of military forces, unless the aircraft is of a type for which
a design standard has been adopted by the Agency;
Aeroplanes, helicopters and powered parachutes having no more than two seats, and a
maximum take-off mass (MTOM), of between 300 - 495 kg depending on type
Aeroplanes, having the stall speed or the minimum steady flight speed in landing configuration
not exceeding 35 knots calibrated air speed (GAS);
Single and two-seater gyroplanes with a maximum takeoff mass not exceeding 560 kg;
Gliders with a maximum empty mass, of no more than 80 kg when single-seater or 100 kg when
two-seater, including those which are foot launched;

Aircraft with Type certificates issued before 28 September 2003 by an NAA shall continue to be certified
under National Certification Standards rather than EASA Part-21

Aircraft that are engaged in military, customs, police or similar services are considered to be "State
Aircraft" and as such are not subject to EASA Regulations. However, those State Aircraft which are of a
type issued with an EASA type certificate are treated as EASA aircraft.

Approved Maintenance Programs, Checks and Inspections

The approved maintenance program (AMP) is structured in respect to flight-hours, cycles and time
controlled maintenance tasks. One or more of these parameters can be applied for tasks assigned to
aircraft, engines and components.

The aircraft checks are divided into:

Line maintenance checks including:

* Pre-flight inspection

* Daily check

* Weekly check

* A-check

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Base maintenance checks including:

* C-checks

* D-checks

* Special structural inspections

Note: Different manufacturers may use different designators for checks and inspections.

System of Maintenance
For commercial air transport, operating to EASA requirements, then Regulation 1321/2014 Annex 1
(Part M.A.302) requires that aircraft are maintained in accordance with an Approved Maintenance
Programme.

For aircraft the Maximum Total Weight Authorised of which does not exceed 2730 kg MTOW are
maintained in accordance with the Light Aircraft Maintenance Scheme (LAMS).

For aircraft operating on a Permit to Fly, 'maintenance arrangements must be agreed with the NAA' -
which tacitly means a schedule is required.

The term Maintenance Programme, is intended to embrace both scheduled maintenance tasks and the
associated procedures (including reliability monitoring).

The term Maintenance Schedule is intended to embrace a document which includes the maintenance
tasks alone it would not normally include maintenance procedures.

Maintenance Schedule Contents

The Schedule which is submitted to the NAA for Approval shall contain the basic information prescribed
below.

General

Reference number, issue number and date;

Registered name(s) and address(es) of the Owner(s)/Operator(s);
Type and model(s) of aircraft, engines, auxiliary power-units, and, where applicable, propellers;
Areas of operation of the aircraft;
Class of work in relation to the areas of operation;
Registration Marks of aircraft maintained in accordance with the schedule;

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Details of any arrangements involving the co-operation of more than one Operator, or which
involve the combination of information from other aircraft fleets for the purpose of providing
additional statistical and sampling material:

Primary Maintenance Processes

In respect of each part of the aircraft, its engines and auxiliary power-,units, propellers, components,
accessories, equipment, instruments, electrical and radio apparatus, and all associated systems and
installations , a list of the primary maintenance processes in terms of i to vi).

i.) Cross reference, where applicable, to the source of the task (e.g Maintenance Review Board
Report (MRB) and Maintenance Planning Document (MPD));
ii.) Periods at which the item shall be inspected, together with the type and degree of
inspection;
iii.) Periods at which the item shall, as appropriate, be checked, cleaned, lubricated, adjusted
and tested;
iv.) Periods at which the item shall be overhauled or replaced by a new or overhauled item,
expressed in terms of:
- a criterion related to usage, e.g. a period of time, number of cycles, number of
landings
- a criterion related to conditions, e.g. limits of wear, limiting dimensions.
v.) The Mandatory Life Limitations, to which certain parts of aircraft, engines, propellers,
auxiliary power units and systems, the failure of which could have a hazardous effect on the
aircraft, are subject. For foreign products these limitations, unless otherwise agreed by the
NAA, shall be identical to those specified in the Mandatory Life Limitations section of the
Manufacturer's Recommended Maintenance Programme. The limitations may be itemised
in the schedule, or included by reference to the appropriate airworthiness data;

vi) Such other processes as are agreed by the NAA, e.g. condition monitoring.

Record of Amendments - Provision for a record of the amendments incorporated in the Schedule.

Reference to the source of the content of the schedule e.g. MRB, MPD, and Aircraft Maintenance
Manual (AMM).

Check cycle criteria - The criteria for packaging checks shall be described (e.g. A Check - 400 FH, B
Check - 800 FH etc.)

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Safety Critical Maintenance Tasks

A factor in a serious incident involving an oil leakage on a large twin engined commercial air transport
aircraft was the failure to re-install the drive cover plate on both engines following maintenance. The
NAA wishes to highlight the potential safety benefit where companies choose to apply aspects of
Extended Range Twin Operations (ETOPS) maintenance philosophy to multi-system aircraft in order to
avoid the possibility of simultaneous incorrect maintenance on two or more safety critical systems. In
this context, such systems are those which have a fundamental influence upon the safe operation of the
aircraft, engines and their systems being a case in point.

Operators and maintenance organisations should consider the following paragraphs when planning, and
accomplishing scheduled and non-scheduled maintenance tasks on multi-system aircraft.

Arrangements should be made to stagger scheduled maintenance tasks on essential or primary systems
such that the accomplishment of similar critical tasks on two or more systems, are segregated.
Consideration should be given to introducing procedures that will ensure that such tasks are separated
by at least one flight cycle. Where it is not practical to introduce staggered maintenance, inspections
and functional checks should be performed independently to ensure system serviceability.

Where it is not practical to introduce staggered maintenance at Base Maintenance inputs or during
rectification of Line or Base defects, the use of separate work teams together with the accomplishment
of appropriate functional checks to verify system serviceability should ensure a similar level of system
integrity.

Procedures should be established to provide maintenance and planning personnel with guidance on the
identification and accomplishment of safety critical tasks conducted during scheduled and non-
scheduled maintenance activities. Routine task documentation should identify those tasks which may
have a critical effect on safety and should clearly identify the individual stages of such tasks.
Maintenance Programme or Maintenance Schedule basic rules should provide the necessary standards
to ensure the identification of critical scheduled maintenance tasks.

Maintenance personnel's initial and continuation training should highlight the critical nature of
conducting maintenance tasks on essential or primary systems. The instruction given should provide
personnel with the necessary information to identify and satisfactorily accomplish such tasks. Training
programmes should focus on safety critical tasks and the possible consequences of failure to follow the
associated maintenance procedures. The development of these training programmes should use
feedback from maintenance experience, to enhance the programme and maintenance procedures.

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Inspections
Pre-Flight Inspections

AMC to Part-M.A.301 (1)

Pre-Flight Inspections are to be carried out in accordance with the aircraft flight or operations manual,
or as specified in the manufacturer's maintenance schedule. Pre-flight inspections are regulated in Part-
M as a Continued Airworthiness task. It is not released to service by a CRS under Part-145. Part M
states that the Pilot or Flight Crew or nominated person may carry out the flight check.

With regard to the pre-flight inspection it is intended to mean all of the actions necessary to ensure that
the aircraft is fit to make the intended flight. These should typically include but are not necessarily
limited to:

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a) a walk-around inspection of the aircraft and its emergency equipment for condition including, in
particular, any obvious signs of wear, damage or leakage. In addition, the presence of all required
equipment including emergency equipment should be established.

b) an inspection of the aircraft continuing airworthiness record system or the operators technical
log as applicable to ensure that the intended flight is not adversely affected by any outstanding deferred
defects and that no required maintenance action shown in the maintenance statement is overdue or will
become due during the flight.

c) a control that consumable fluids, gases etc. uplifted prior to flight are of the correct
specification, free from contamination, and correctly recorded.

d) a control that all doors are securely fastened.

e) a control that control surface and landing gear locks, pitot/static covers, restraint devices and
engine/aperture blanks have been removed.

f) a control that all the aircraft's external surfaces and engines are free from ice, snow, sand, dust
etc.

Tasks such as oil and hydraulic fluid uplift and tyro inflation may be considered as part of the pre-flight
inspection. The related pre-flight inspection instructions should address the procedures to determine
where the necessary uplift or inflation results from an abnormal consumption and possibly requires
additional maintenance action by the approved maintenance organisation or certifying staff as
appropriate.

In the case of commercial air transport, an operator should publish guidance to maintenance and flight
personnel and any other personnel performing pre-flight inspection tasks, as appropriate, defining
responsibilities for these actions and, where tasks are contracted to other organisations, how their
accomplishment is subject to the quality system of M.A.712. It should be demonstrated to the
competent authority that pre-flight inspection personnel have received appropriate training for the

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relevant pre-flight inspection tasks. The training standard for personnel performing the pre-flight
inspection should be described in the operator's continuing airworthiness management exposition.

Duplicate Inspection
The procedures outlined in this paragraph shall be applied following initial assembly or any disturbance
of a Vital Point (see AS-3) or Control System.

Definitions

Control System. A system by which the flight path, attitude, or propulsive force of an aircraft is changed,
including the flight, engine and propeller controls, the related system controls and the associated
operating mechanisms.

Duplicate Inspection. An inspection first made and certified by one qualified person and subsequently
made and certified by a second qualified person.

A duplicate inspection of all Vital Points/Control Systems in an aircraft shall be made after initial
assembly and before a Certificate of Release to Service has been issued after overhaul, repair,
replacement, modification or adjustment and, in any case, before the first flight Depending on the
extent of the work it may be possible to limit the duplicate inspection of a Control System to that part of
the system which has been disturbed.

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The first and second inspections must take account of the full extent of the work undertaken and not
simply the immediate area of disturbance. This is to ensure that distant or remote parts of the system
that may have been affected by the disturbance are also subject to duplicate inspections. Where work
has been carried out on other systems for safety precautions, or to enhance accessibility, the need to
carry out a duplicate inspection on these systems shall be considered. Persons who carry out and certify
duplicate inspections are therefore required to undertake an independent review of the complete task,
as detailed in the maintenance manual and by reference to worksheets used, including shift hand-over
records, to assess the scope of the duplicate inspection(s) required.

It may not be possible to inspect the complete Vital Point/Control System when assembled in the
aircraft, due to routing the controls through conduits or boxed-in sections and the pre- sealing of various
units. In these cases the persons certifying the duplicate inspection shall be satisfied that a duplicate
inspection has been made previously on the units and covered sections and that the sealed units are
acceptable for the particular use. Such tests as are necessary shall be completed to determine that these
particular units and sections have full, free and correct directional movement.

Vital/ Points/Control Systems subject to duplicate inspection must not be disturbed or re- adjusted after
the first certified inspection and the second part of the duplicate inspection must, as nearly as possible,
follow immediately after the first part. If a Vital Point/Control System is disturbed after completion of
the duplicate inspection, that part which has been disturbed shall again be inspected in duplicate and a
Certificate of Release to Service issued before the aircraft flies.

The duplicate inspection shall be the final operation to establish the integrity of the Vital Point/Control
System when all the work has been completed and shall take into account all the relevant instructions
and information contained in the associated technical data.

The inspections prescribed for Control Systems in this section shall include an inspection to ensure that
full, free and correct movement of the controls is obtained throughout the systems relative to the
movements of the crew controls, An additional inspection shall be made, when allcovers and fairings are
finally secured, to ensure that full, free and correct movement of the controls is obtained.

Persons qualified to make the first and/or second part of a duplicate inspection are as follows:

- Aircraft engineers appropriately licensed in Categories A, B, C, D and X.

- Persons employed by Approved Organisations, who are appropriately authorised to make such
inspections and to certify the task itself in accordance with company procedures. For aircraft
used for the purpose of Commercial Air Transport an Organisation will be required to hold Part
145 Approval.

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Independent Checks

EASA uses the term Independent Check to describe the second person checks known as Duplicate
Checks in EU Member States. Part M.A.402 describes the requirement which is in all manners the same
as discussed above for Duplicate Checks.

Airworthiness Directives (ADs)

ADS consist of particular airworthiness requirements which are mandatory for specific aircraft, engines
and components. The ADs may be issued either by the civil aviation authority of the manufacturer's
state or by the national authority of the registered aircraft.

The authority of the aircraft certification manufacturer state is obliged to transmit to the NAA any
mandatory airworthiness information. An AD comes under the heading of Mandatory Airworthiness
Information.

Modifications, inspections and changes to approved documentation considered essential for

airworthiness will be classified as mandatory by the NAA in consultation, where appropriate, with the
responsible Approved Organisation, and the compliance date, limiting flying hours, cycles, and details
relating to the action prescribed, will be decided. In making this decision the degree of urgency and
availability of modified parts will be taken into account

Those notified in a NAA Airworthiness Directive. Wherever possible, NAA Airworthiness Directives adopt
advice promulgated by the product Type Design Organisation or Type Responsibility Agreement holder
through documents such as Service Bulletins and Flight Manual amendments.

a) Those notified in a NAA Emergency Airworthiness Directive.

b) Those necessary to comply with NAA Airworthiness Notices of a mandatory character. The NAA
will promulgate Airworthiness Directives after due consultation with responsible Approved
Organisations and as a result of assessment of modifications and Inspections.

Emergency and Mandatory ADS - Notification

When the urgency of a situation precludes consultation, priority publication of mandatory continuing
airworthiness information will be by means of an Emergency AD.

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EASA's view on Airworthiness Directives

Part 21.A.38

An airworthiness directive means a document issued or adopted by the Agency which mandates actions
to be performed on an aircraft to restore an acceptable level of safety, when evidence shows that the
safety level of this aircraft may otherwise be compromised.

The Agency shall issue an airworthiness directive when:

an unsafe condition has been determined by the Agency to exist in an aircraft, as a result of a
deficiency in the aircraft, or an engine, propeller, part or appliance installed on this aircraft; and
that condition is likely to exist or develop in other aircraft,

When an airworthiness directive has to be issued by the agency to correct the unsafe condition referred
to above, or to require the performance of an inspection, the holder of the type- certificate, restricted
type- certificate, supplemental type-certificate, major repair design approval, ETSO authorisation or any
other relevant approval deemed to have been issued under this Regulation, shall:

Propose the appropriate corrective action or required inspections, or both, and submit details of
these proposals to the Agency for approval
Following the approval by the Agency of the proposals, make available to all known operators or
owners of the product, part or appliance and, on request, to any person required to comply with
the airworthiness directive, appropriate descriptive data and accomplishment instructions.

An airworthiness directive shall contain at least the following information:

An identification of the unsafe condition;

An identification of the affected aircraft;
The action( s) required;
The compliance time for the required action( s);
The date of entry into force.

Service Bulletins, Manufacturers Service Information

An aircraft and aircraft parts must be maintained according to approved documents and programs.
Despite this fact, there are always incidents, damages, malfunctions and defects. To inform and prevent
these items from happening again the operators and Parf-145/Part-M Organisations will be informed by
the manufacturer.

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This will normally be done in form of Service Letters (SL), Service Bulletins (SB) or Alert Service Bulletins
(ASB) and other relevant documents as necessary-

SLs, SBs and ASBs will be selected and evaluated for modification by the responsible aircraft operator
and/or the Part-M CAMO and/or Part-145 organisation

A Service Bulletin or Alert Service Bulletin is generally established with an equal standard and contains
the following information:

Transmittal or cover sheet if additional information may be necessary with the bulletin

Planning information
Compliance
Approval
References
Publication affected
Material information
Accomplishment instruction
Appendices as required Modifications and repairs

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Modifications and Repairs

Part-21 Sub Part D/E/J

Modification and repairs must always be accomplished in accordance with approved maintenance data
to ensure that the aircraft or aircraft component can be maintained in a condition such that the
airworthiness of the aircraft, the engines and the aircraft components is assured.

Modifications and repairs as defined in the approved maintenance data of the manufacturer may be
accomplished as shown in the respective data without further approvals.

Approved maintenance data means:

Aircraft maintenance manual

Structure repair manual
Component maintenance manual
Engine manual
Wiring diagram
Non-destructive testing manual
Service Bulletin
Alert Service Bulletin
Airworthiness Directive

Modifications and repairs not included in the approved data may not be performed without the
required approval from the responsible authority. An organisation wishing to design its modifications
and repairs must be approved in accordance with Part-21 - Aircraft Certification, and define all the
relevant policies and procedures in a design organisation handbook.

Activities allowed by a design organisation includes the design of minor and major modifications, repairs
to products, parts and appliances as defined in the scope of work of the design organisation handbook-

Modifications and repairs are treated the same as changes to the relevant type certificate or
supplement type certificate and must be approved according Part-21 subpart D and Part-21 Sub Part E
respectively.

After each maintenance action performed on aircraft, engine and component a Certificate of Release to
Service/CRS in accordance with Part-145.A.50 must be issued and signed by an appropriately authorised
certifying staff

Article 10 (a) of the Air Navigation Order 2005 (as amended), provides that a Certificate of
Airworthiness issued in respect of an aircraft shall cease to be in force if the aircraft, or such of its

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equipment as is necessary for the airworthiness of the aircraft, is overhauled, repaired or modified, or if
any part of the aircraft or of such equipment is removed or is replaced, otherwise than in a manner and
with material of a type approved by the Authority either generally or in relation to a class of aircraft or
to the particular aircraft.

Maintenance Documentation
This documentation includes all registered instructions held as approved data, which must be available
at the Part-145 organisation. The Part-145 organisation must assure that all requirements defined in the
maintenance documentation can be fulfilled during the maintenance work.

Maintenance documentation can be in the form of manuals, microfiches, microfilms, CD-Rom or other
computer based data.

Maintenance documentation is classified on the standardised ATA-100 code.

Compliance with the maintenance documentation is established through the independent quality
system by auditing the processes as defined in Part-145.A.65.

Figure7.6: Aircraft documentation in paper and electronic versions

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Maintenance documentation overview.

The documentation used normally by the operator and the Part-145 maintenance are as follows:

Aircraft Maintenance Manuals (AMM)

The Maintenance Manual contains the information necessary to enable the mechanics to service,
functionally check and repair all systems and equipment installed in the aircraft. It includes information
necessary for the mechanic to perform maintenance practices or make minor repairs to any unit in the
aircraft normally requiring such action during line or base maintenance. It covers the configuration of
the aircraft as delivered to the customer. The Maintenance Manual does not contain information
relative to work normally performed on units or assemblies away from the aircraft.

Structural Repair Manual (SRM)

The SRM shall contain descriptive information for identification and repair of the aircraft's primary and
secondary structure. The manual shall serve as a medium for advising operators of repair procedures
developed by the manufacturer or by operators.

Illustrated Parts Catalogue (IPC)

The Illustrated Parts Catalogue is intended for use in the identification and requisition of replaceable
aircraft parts and units. The AIPC is a companion document to the Aircraft Maintenance Manual and
shall contain all parts information for which maintenance practices coverage has been provided,

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Component Maintenance Manual (CMM)

Procedures contained within a component maintenance manual are intended for work on the applicable
components in a workshop environment. The manual shall contain sufficient detail for the return of the
component to a serviceable condition.

Engine Manual (EM)

The Engine Manual / CIR (Cleaning-Inspection-Repair) Manual Specification is to provide technical data
requirements for information needed to maintain the engine and the maximum potential number of
parts that could remain with the engine when it is removed from the aircraft. Additionally, the data file
shall include coverage for those interrelated parts (e.g., thrust reverser, cowling, mounts, electrical
looms, etc,) that while remaining with the aircraft when the QEC unit (Quick Engine Change unit) is
dropped, can be removed for maintenance purposes at the time the engine is removed.

The EM / CIR Manual is a double-document set, which may be offered by manufacturers as an alternate
to the single-document Engine Manual. The terms CIR Manual and EM are also applicable to the
Airborne Auxiliary Power Plants (engines).

Wiring (Diagram) Manual (WM/WDM)

The Wiring Manual is provided to illustrate all aircraft, engine, and component electrical / electronic
circuits, The wiring and schematic diagrams, lists, and location charts shall sufficiently describe the
circuits to enable fault isolation and servicing of electrical systems during maintenance.

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(b)
Continuing Airworthiness Oversight State Aircraft

All aircraft except those used for police, customs, military or similar, and those listed in Annex II to (EC)
Regulation 216/2008 are subject to the provisions of part-M with regard to continuing airworthiness.

Non-EASA are often known as _State Aircraft'.

Continuing Airworthiness Oversight State Aircraft

The continued airworthiness oversight of State aircraft by the NAA will be aligned with the requirements
and procedures which would be applicable had the aircraft qualified for an EASA, Part -21, Sub Part H, C
of A, The principal elements for NAA oversight are as follows;

State aircraft must be of a type approved by EASA or the NAA for the issue of a Certificate of
Airworthiness.

The continuing airworthiness of any State aircraft will be managed in accordance with procedures
equivalent to the requirements OF EASA Part-M Subpart G as applicable).

Maintenance of a State aircraft is to be undertaken by an organisation holding approval for the type.

State aircraft are to be maintained in accordance with a maintenance schedule/programme approved by

the NAA.

State aircraft with national Certificates of Airworthiness will be subject to an annual or triennial C of A
renewal process as applicable, undertaken by an organisation approval. State aircraft with EASA
Certificates of Airworthiness will be subject to EASA review procedures.

State aircraft are to be operated in accordance with a flight manual, the content of which has been
approved under the type certificate, supplemental type certificate or NAA approved modification
procedure. Any changes to the flight manual must be approved by the NAA, or alternatively approved by
EASA and accepted by the NAA, in accordance with Part-21.

Changes (modifications and repairs) to State aircraft must be approved by the NAA, or alternatively
approved by EASA and accepted by the NAA, in accordance with Part-21.

NOTE: Modifications to install special role equipment not possessing civil approval will need to be
assessed and substantiated as being of no hazard to the aircraft. Operational performance of such
modifications will not be evaluated other than to assess the effect on aircraft safety.

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All parts and appliances to be used on State aircraft, except special role equipment with no civil
approval, are to be maintained by an approved maintenance organisation. Special role equipment shall
be maintained in accordance with the manufacturer's recommendations.

State aircraft must remain in compliance with Airworthiness Directives, mandatory modifications,
inspections and changes to approved documentation applicable to the type.

Test Flights
Full Flight Tests

Airworthiness Flight Tests are made periodically on each aircraft having a Certificate of Airworthiness,
for which continued certification is required to ensure that:

handling characteristics are satisfactory and have not deteriorated with time;
aircraft performance remains as scheduled;
the aircraft and its equipment function correctly.

Test Flights are a mandatory requirement prior to the issue of a Certificate of Airworthiness for an
aircraft being imported into an EASA Member State.

All flight tests are established in accordance with the applicable Aircraft Flight Manual (AFM) and the
production flight test manual provided by the aircraft manufacturer-

Flight tests are performed under the authority of the operator by a special qualified crew based on flight
test criteria established under the responsibility of the operator. A full flight test may be necessary after
major maintenance work or after any important work following an incident or accident.

Maintenance Check Flights

The EASA Regulations in M A,301 (8) identify maintenance check flights as part of the continuing
airworthiness tasks necessary to ensure the serviceability of operational and emergency equipment

For some maintenance tasks, the manufacturer prescribes in the aircraft's Maintenance Manual the
need for check flights to be carried out. For other tasks involving, for example, work carried out on a
system or component the correct functioning of which is affected by flight dynamics, air loads, airflows,
or low temperatures and pressures, the certifying engineer will need to determine if a maintenance
check flight is required to verify its operation.

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The suitability of pilots conducting maintenance check flights and appropriate safety precautions must
be addressed.

Before any test flight it must be positively assured throughout investigations, inspections, corrective
work or ground testing, as applicable that any complained condition and/or function has been as far as
possible corrected.

A reduced flight test may be requested after corrective maintenance actions or modifications on
important items which may affect the flight characteristic, the performance of the aircraft or flight
environments such as airspeed, mach number, altitude, temperature, operational loads or elastic
deformation which cannot be forecasted by ground checks and/or measurements.

A certificate of release to service must be provided before a test flight. A copy of the flight test report
must be kept by the CAMO and Part-145 organisation.

Airworthiness Flight Tests for Light Aircraft

This part details the responsibilities of pilots and the _Nominated Engineers' in an Organisation
approved, when concerned with flight tests for continued airworthiness of aircraft not exceeding 2730
kg MTWA

The Nominated Engineer referred to here is that person in an Organisation approved who has been
nominated to carry out the procedure leading to a recommendation to the NAA for the renewal of a C of
A. The nominated engineer must, therefore, be fully acquainted with the procedures for checking
aircraft performance and comparing test results with tables or graphs contained in Flight Manuals or
alternative documents.

The airworthiness flight test is to be made within a period of 62 days immediately preceding the date of
renewal of the C of A. Where circumstances prevent all or part of the Flight Test Schedule being
completed within this prescribed time (e.g. adverse weather) it is permissible, unless there is any
obvious reason otherwise, to complete the Test Schedule within a further one month. However, it
remains the responsibility of the Nominated Engineer to ensure that the flight test is satisfactorily
completed within the one month extension period.

Airworthiness Flight Test Schedules

The NAA requirements for Flight Test Schedules must be carried out in accordance with a Schedule
compiled by, or acceptable to, the NAA for the particular aircraft type or for a group of aircraft of similar
types.

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Check Flights for Continuing Airworthiness Management

The ICAO Airworthiness Manual, Volume 1, advises that the purpose of airworthiness check flights is to
ensure that the aircraft's flight characteristics and its functioning in flight do not differ significantly from
the normal characteristics for the type and to check the flight performance against the appropriate
sections of the flight manual, It also states that these flights should be conducted in accordance with
schedules that are approved by the State's competent authority.

The principles and safety considerations that follow are applicable for both required and elective check
flights for continuing airworthiness management. These check flights do not includemaintenance check
flights for specific items.

Check Flight Schedules

Check flights flown in accordance with appropriate schedules will establish that:

the handling characteristics are satisfactory and typical of the type;

the climb performance equals or exceeds the scheduled data;
NOTE: Data is necessary in order to assess any future deterioration of performance in service.
the aircraft and its equipment function satisfactorily and the aircraft continues to comply with
its type design standard.

To be appropriate, the schedules require the pilot to carry out:

(a) Handling tests, including the effectiveness of primary controls and trimmers, with specific
direction (see Note) to evaluate the characteristics during the following phases of flight:
Take off;
Climb;
Cruise;
Flight at maximum speed;
Flight at minimum speed;
Descent;
Landing;
Hover manoeuvres for helicopters.

NOTE: If not directed to evaluate characteristics, many pilots would compensate and adapt to deficient
characteristics.

(b) Performance tests:

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Simple, free air pressure rate-of.-climb measurements under known and predicted
configurations and conditions.
Measurement of low speed warnings and, if applicable, stall speeds.

(c) Tests to check functioning of the aircraft equipment in flight and safe, recoverable functioning of
back-up systems, e.g., emergency gear lowering, use of alternate braking systems. Note that
controls, systems and equipment which are used regularly may be considered, for the purpose
of the schedule, to have been checked on the basis of normal usage.

Check Flight Schedules which meet the above criteria will be created and maintained by NAA (in
conjunction with the aircraft manufacturer) where required for check flights for EASA and non-EASA
aircraft. Should an operator wish to develop an alternative schedule for required check flights, this may
be done provided that it incorporates all elements of the NAA schedule and, in particular, the Check
Flight Certificate. Examples may be found in the NAA guidance material for the conduct of check flights,
namely the NAA Check Flight Handbook. Any alternative schedule, when used for required check flights,
should have been reviewed and accepted by the NAA Aircraft Certification Department; in seeking any
such agreement, the operator should include details of arrangements for periodic review of his
schedules.

Schedules are available for most aircraft types (and variants thereof) above 5700 kg. However, for
certain categories of aeroplanes below 5700 kg, the NAA has produced generic schedules, which can be
used for a range of aeroplane types. These can be obtained from NAA Aircraft Certification Department
at the address in paragraph 6 or from the Flight Testing page of the NAA website.

Check Flight Results

After each check flight, the pilot who conducted the flight should complete the post flight certificate,
which lists all the defects found during the flight, as detailed in the Check Flight Handbook. This,
together with the completed Schedule, comprises the Check Flight Report.

Pilots Conducting Check Flights

To ensure that appropriate levels of safety are maintained, check flights should be conducted by pilots
who have satisfactory experience with the appropriate check flight schedule, and have received
adequate familiarisation of check flight techniques and safety precautions. For both required and
elective check flights, it is necessary that the pilot concerned fully understands the significance and
intent of the tests, as well as the techniques used to minimise the risk associated with some tests. For
required check flights, NAA Aircraft Certification Department must be consulted in advance regarding
the eligibility of pilots intending to conduct such flights.

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Pilot acceptance criteria and procedures for conducting check flights should be included in the
continuing airworthiness management exposition in accordance with Part M.A.704 where applicable.
Though it is not feasible to lay down absolute experience and ability requirements for pilots, guidelines
are provided in the NAA Check Flight Handbook.

Extended Range Twin Operations (ETOPS)

Summary

EU- OPS 1.245/1.246

Extended Range Twin Operation (ETOPS) is defined as an operation available for two-engines aircraft
conducted over a route that contains a point further than approved threshold time at the approved one-
engine out cruise speed (under standard conditions) from an adequate airport. The operators ETOPS
flights are conducted in accordance with the aircraft manufacturers approved standards for ETOPS.
These standards present aircraft design configuration, maintenance tasks, crew procedures and dispatch
limitations for ETOPS.

There are two operational criteria: 60-minutes to 120-minutes, and 120-minutes to 180minutes.

Figure 7.8; 120- and 180-minute ETOPs zones

The ETOPS requirements are integrated into the relevant manuals which include the:

Aircraft maintenance manual

Aircraft flight manual
Minimum equipment list
Route manual
ETOPS manual

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The ETOPS requires special attention for the maintenance work to be performed on aircraft operating
under these rules. Certain maintenance task may not be performed during the same ground time on
ETOPS related systems. In addition if same tasks need to be performed it has to be assured that not the
same person performs the same task on equal aircraft systems or components.

If the requirements as specified above may performed. A verification flight is planned as a non-ETOPS
flight. If all aircraft system work properly after the takeoff and for the prescribed time in cruise, that
flight may than be continued under ETOPS rules.

The maintenance work affected by ETOPS rules are defined in the ETOPS manual.

Maintenance work which is defined as ETOPS related must be marked on the work paper as such.

The ETOPS manual is approved by the responsible authority and contains the definitions, guidance and
special procedures to support the intended operation.

Figure 7.9: ETOPS approval requires a specially controlled maintenance programme.

The maintenance and reliability program needs to be supplemented in consideration of the special
requirements of ETOPS.

ETOPS Requirements - Summary

Extended range operations are those operations intended to be, or actually, conducted over a route that
contains a point further than one hour's flying time (in still air) at the normal one-engine-inoperative
cruise speed from an adequate aerodrome. When, alternatively, a Threshold Distance has been agreed

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with the Authority,. all non-ETOPS flights shall remain within the Threshold Distance of an adequate
aerodrome.

ETOPS Maintenance Requirements

The maintenance programme should contain the standards, guidance, and direction necessary to
support the intended operations. Maintenance personnel involved should be made aware of the special
nature of ETOPS and have the knowledge, skills and ability to accomplish the requirements of the
programme.

ETOPS Maintenance Programme

The basic maintenance programme for the aircraft being considered for ETOPS is the continuous
airworthiness maintenance schedule currently approved for that operator, for the make and model
airframe/engine combination. This schedule should be reviewed to ensure that it provides an adequate
basis for development of ETOPS maintenance requirements. These should include maintenance
procedures to preclude identical action being applied to multiple similar elements in any ETOPS critical
system (e.g. fuel control change on both engines).

ETOPS related tasks should be identified on the operator's routine work forms and related
instructions.

ETOPS related procedures, such as involvement of centralised maintenance control, should be clearly
defined in the operator's programme.

An ETOPS service check should be developed to verify that the status of the aircraft and certain critical
items are acceptable. This check should be accomplished and signed off by an ETOPS qualified
maintenance person immediately prior to an ETOPS flight.

The Technical Log should be reviewed and documented as appropriate to ensure proper MEL
procedures, deferred items and maintenance checks, and that system verification procedures have been
properly performed.

ETOPS Manual
The operator should develop a manual for use by personnel involved in ETOPS. This manual need not
include, but should at least reference, the maintenance programme and other requirements described
by this Appendix, and clearly indicate where they are located in the operator's manual system. All ETOPS

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requirements, including supportive programme procedures, duties and responsibilities, should be

identified and be subject to revision control. This manual should be submitted to the Authority 30-days
before implementation of ETOPS flights. Alternatively the operator may include this information in
existing manuals used by personnel involved in ETOPS.

Oil Consumption Programme

The operator's oil consumption programme should reflect the manufacturer's recommendations and be
sensitive to oil consumption trends. It should consider the amount of oil added at the departing ETOPS
stations with reference to the running average consumption; i.e. the monitoring must be continuous up
to, and including, oil added at the ETOPS departure station. If oil analysis is meaningful to this make and
model, it should be included in the programme. If the APU is required for ETOPS operation, it should be
added to the oil consumption programme.

Engine Condition Monitoring

This programme should describe the parameters to be monitored, method of data collection and
corrective action process. The programme should reflect manufacturers' instructions and industry
practice. This monitoring will be used to detect deterioration at an early stage to allow for corrective
action before safe operation is affected. The programme should ensure that engine limit margins are
maintained so that a prolonged single-engine diversion may be conducted without exceeding approved
engine limits (i.e. rotor speeds, exhaust gas temperatures) at all approved power levels and expected
environmental conditions. Engine margins preserved through this programme should account for the
effects of additional engine loading demands (e.g. anti-ice, electrical, etc.) which may be required during
the single-engine flight phase associated with the diversion.

Rectification of Aircraft Defects

The operator should develop a verification programme, or procedures should be established, to ensure
corrective action following an engine shutdown, primary system failure, adverse trends or any
prescribed events which require verification flight or other action and establish means to assure their
accomplishment. A clear description of who must initiate verification actions and the section or group
responsible for the determination of what action is necessary should be identified in the programme.
Primary systems or conditions requiring verification actions should be described in the operator's ETOPS
manual.

Reliability Programme

An ETOPS reliability programme should be developed or the existing reliability programme

supplemented. This programme should be designed with early identification and prevention of ETOPS

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related problems as the primary goal. The programme should be event.-orientated and incorporate
reporting procedures for significant events detrimental to ETOPS flights. This information should be
readily available for use by the operator and the Authority to help establish that the reliability level is
adequate, and to assess the operator's competence and capability to safely continue ETOPS. The
Authority should be notified within 96 hours of events reportable through this programme.

In addition to the items addressed by above (Condition Monitored Maintenance) for routine reliability
reporting, the following items should be included:

In-flight shutdowns.
Diversion or tum back.
Uncommanded power changes or surges.
Inability to control the engine or obtain desired power.
Problems with systems critical to ETOPS.
Any other event detrimental to ETOPS.

Propulsion System Monitoring

The operator's assessment of propulsion systems reliability for the extended range fleet should be made
available to the Authority (with the supporting data) on at least a monthly basis, to ensure that the
approved maintenance programme continues to maintain a level of reliability necessary for extended
range operations. Any adverse trend would require an immediate evaluation to be accomplished by the
operator in consultation with the Authority. The evaluation may result in corrective action or
operational restriction being applied.

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Figure 7.10: ETOPS approval requires propulsion system monitoring

Maintenance Training

Maintenance training should focus on the special nature of ETOPS. This programme should be included
in normal maintenance training. The goal of this programme is to ensure that all personnel involved in
ETOPS are provided the necessary training so that the ETOPS maintenance tasks are properly
accomplished and to emphasise the special nature of ETOPS maintenance requirements Qualified
maintenance personnel are those that have completed the operator's extended range training
programme and have satisfactorily performed extended range tasks under supervision, within the
framework of the operator's approved procedures for Personnel Authorisation.

ETOPS Parts Control

The operator should develop a parts control programme that ensures the proper parts and
configuration are maintained for ETOPS. The programme includes verification that parts placed on
ETOPS aircraft during parts borrowing or pooling arrangements as well as those parts used after repair
or overhaul, maintain the necessary ETOPS configuration for that aircraft.

All Weather Operations

Issues such as All Weather Operations (AWOPS), Reduced Vertical Separation Minima (RVSM) etc. are
operational issues, not used by everyone, They do, however, have specific maintenance requirements in
order to maintain their accuracy. As such, any of these maintenance requirements must be included in
the Maintenance Schedule.

Category 2/3 Operations and Minimum Equipment Requirements

Category 2 Operations

Airworthiness Certification of Aeroplanes for Operations with Decision Heights (DH) below 60
m (200 ft) and Down to 30 m (100 ft)

General

An aeroplane with basic airworthiness approval for IFR operations is eligible to perform ILS precision
approaches down to a decision height of 60 m (200 ft), assuming that the necessary ILS receiver(s) and
instruments and their installation have been approved,

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The purpose of this Subpart is to specify the supplementary airworthiness requirements for the
performance of ILS precision approaches with decision heights below 60 m (200 ft) down to 30 m (100
ft). This material may not be appropriate to other precision approach aids.

Equipment

CS-AWO 221 Installed Equipment

The approach guidance system must include:

Two ILS glide path and localiser receivers with indication at each pilot's station.
An automatic approach coupler or a flight director system with display at each pilot's station (or
an alternative giving equivalent performance and safety).
A radio altimeter with displays at each pilot's station of:

1. radio altitude, and

2. the selected decision height (e.g. An index on an analogue scale or a digital indication).

Clear the visual indication at each pilot's station (e.g. An alert light) when the aeroplane reaches
the pre-selected decision height appropriate to the approach.
Automatic or flight director go-around system or acceptable altitude indicators.
Audible warning of automatic pilot failure (for automatic approach).
An automatic throttle system where necessary (see CS-AWO 206).
An appropriate equipment failure warning system.
Excess-ILS-deviation alert at each pilot's station (e.g. Amber flashing light).

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Category 3 Operations
Airworthiness Certification of Aeroplanes for Operations with Decision Heights (DH) below 30
m (100 ft) or no Decision Height

General

An aeroplane with basic airworthiness approval for IFR operation is eligible to perform ILS precision
approaches down to a decision height of 60 m (200 ft), assuming that the necessary ILS receiver(s) and
instruments and their installation have been approved. The supplementary airworthiness criteria for
aeroplanes to perform ILS precision approaches down a decision height below 60 m (200 ft) and down
to 30 m (100 ft) is contained in Subpart 2.

The purpose of this Subpart is to specify the supplementary airworthiness criteria for aeroplanes to
perform ILS precision approaches with decision heights below 30 m (100 ft) or with no decision height.

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Equipment

CS-AWO 321 installed Equipment

The following items of equipment must be installed for certification to the decision heights specified
unless it is shown that the intended level of safety is achieved with alternative equipment, or the
deletion of some items:

NOTE: This list is based on experience with conventional medium and large jet transports and it is
recognised that changes may be appropriate in significantly different applications.

a. All decision heights below 30 m (100 ft) or no decision height:

1. Two ILS glide path and localizer receivers with the first pilot's station receiving information from
one, and the second pilot's station receiving information from the other.

2. One radio altimeter with display at each pilot's station.

3. Clear visual indication at each pilot's station (e.g. An alert light) when the aeroplane reaches the
pre-selected decision height appropriate to the approach,

4. An appropriate equipment failure warning system,

5. An excess-G/S-deviation alert at each pilot's station (e.g. Amber flashing light).

In the case of aeroplanes having a minimum flight crew of two pilot's, an automatic voice system, which
calls when an aeroplane is approaching the decision height (or when approaching the ground during a
no decision height approach) and when it reached decision height.

NOTE; The number of ILS receivers and radio altimeters may need to be increased in order to provide
fail-operational capability where required.

b. Decision height 15 m (50 ft) or greater:

1. Fail-passive automatic landing system or fail-passive automatic approach system without

automatic landing, provided that:

It is demonstrated that manual landings can be made without excessive workload in the visibility
conditions; and

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The aeroplane has a low approach speed, and is maneuverable and the height of the pilot's eyes
above the wheels is small.

2. Automatic throttle control, unless it can be shown that the speed control does not add
excessively to the crew work-load; and

3, Automatic or flight director go-around system or suitable attitude indicators.

C. Decision height below 15 m (Soft):

1. Fail-operational automatic landing system or fail-operational hybrid landing system.

2. Fail-passive automatic go-around.

3. Automatic throttle control; and:

4. Automatic ground roll control or head-up ground roll guidance (see CS-AWO 304 and 305) as
appropriate to the limitations on visibility conditions or RVR.

d. No decision height:

1. Fail-operational automatic landing system.

2. Fail-passive automatic go-around.

3. Automatic throttle control.

4. Fail-operational or fail-passive automatic ground roll control or head-up ground roll guidance
(see CS-AWO 304 and 305); and

5. Anti-skid braking system.

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