M.O.

Part –2
Maintenance Procedures
 MAINTENANCE ORGANIZATION EXPOSITION

Part 2 – Maintenance Procedures

PART 2- MAINTENANCE PROCEDURE

Index

Part 2 Description Pages

2.1 Supplier evaluation and subcontract control procedure 2-3 of 72
Acceptance / Inspection of aircraft components and material from outside
2.2 4-9 of 72
contractors
Storage, tagging and release of aircraft components and material to
2.3 10-14 of 72
aircraft maintenance
2.4 Acceptance of tools and equipment 15-16 of 72
2. 5 Calibration of tools and equipment 17 of 72
2.6 Use of tooling and equipment by staff (including alternate tools) 18-19 of 72
2.7 Cleanliness standard of maintenance facilities 20 of 72
Maintenance instructions and relationship to aircraft/aircraft component
2.8 21-22 of 72
manufacturer’s instructions including updating and availability to staff
2.9 Repair procedure. 23-24 of 72
2.10 Aircraft maintenance programmed compliance 25-27 of 72
2.11 Airworthiness directive procedure 28-29 of 72
2.12 Optional Modification procedure 30 of 72
2.13 Maintenance documentation in use and its completion 31-33 of 72
2.14 Technical record control 34-35 of 72
2.15 Rectification of defects arising during base maintenance 36-38 of 72
2.16 Release to service procedure 39-47 of 72
2.17 Record for AAW and the customer 48 of 72
2.18 Reporting of defects to the competent Authority / Manufacturer/ Customer 49-51 of 72
2.19 Return of defective aircraft components to store 52-53 of 72
2.20 Defective components to outside contractors. 54 of 72
2.21 Control of computer maintenance records system 55 of 72
2.22 Control of man-hour planning VS scheduled maintenance work 56-57 of 72
2.23 Control of critical tasks 58-60 of 72
2.24 Reference to specific maintenance procedures 61-64 of 72
2.25 Procedures to detect and rectify maintenance errors 65-68 of 72
2.26 Shift / Task handover procedure 69 of 72
Procedures for notification of maintenance data inaccuracies and
2.27 07 of 72
ambiguities to the type certificate holder
2.28 Production planning procedures 71-72 of 72

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Part 2 – Maintenance Procedures

2.1SUPPLIER EVALUATION AND SUB-CONTRACT CONTROL PROCEDURE

References:
- LyCAR.145.A. 42 (a) ; .A. 70 (a) 12, 14, 16
- LyCAR.145.A. 75 (b)
2.1.1 Type of suppliers:

It is the policy of the Afriqiyah Airways to obtain aviation spares or maintenance services
from the following sources:
 Original equipment manufacturers or the type certificate holder for the product.
 Approved LYCAA maintenance organisations.
 Contracted EASA part 145 maintenance organisations.
 Contracted FAR-145 maintenance organisation.

Suppliers are divided into three categories: Class 1, Class 2, and Class 3.

1. Class 1 suppliers are the aircraft manufacturers, original equipment manufacturers, or

their approved vendors or distributors as defined and listed in the
Aircraft/Engine/Equipment documents such as the IPC and CMM or sometimes in the
Service Bulletins etc. Class 1 suppliers are considered an approved source and need no
further evaluation before being included into the approved suppliers list.
2. Class 2 suppliers are those suppliers that are approved in accordance with EASA Part
145 to maintain the specific part in question. Class 2 suppliers are subject to limited
evaluation by the Quality Assurance Manager before being included into the approved
suppliers list.
3. Class 3 suppliers are any suppliers that do not fall into the above Class 1 and Class 2
groups. Class 3 suppliers are subject to further evaluation by the Quality Assurance
Manager before being included into the approved suppliers list.

2.1.2 Monitoring of Suppliers:

It is AAW policy to only purchase aircraft materials from Approved suppliers for AAW
must be listed on the Approved Suppliers List which is considered as a part of the MOE
and maintained and distributed to the concerned departments by the Q.AOffice.
For each suppliers proposed either by the aircraft maintenance or the Material
Department, Afriqiyah Airways Quality Assurance Office should evaluate the supplier
organisation and determine if the scope of work, the facilities and procedures are
adequate.
When a supplier has been accepted, the supplier will be added to the list of acceptable
supplier. The list of suppliers is sent to the Procurement Department as a reference. This
department is not allowed to raise any purchase order if the supplier is not listed in the
list in force at the time being.

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Part 2 – Maintenance Procedures

2.1SUPPLIER EVALUATION AND SUB-CONTRACT CONTROL PROCEDURE.(con.)

The Quality Assurance Office Manager will review the list of suppliers on a yearly basis
and take any necessary action to ensure that all suppliers meet the Aviation Authority
requirements and AAW defined standards.

The OEM/TC holder and vendors detailed in OEM/TC holder’s documentation are
deemed to be acceptable without evaluation.
All others component suppliers must meet the following minimum requirements.
 Operate under a recognised quality assurance system.

 Have written procedures for, obtaining, inspection, storage, disposal and dispatch of
components.

 Provide appropriate certification documentation for the component.

In all cases the supplier must complete the AAW supplier questionnaire (Form AAW010)
and be acceptable to the Quality Assurance Manager.
If necessary, audits will be performed to highlight any item not meeting AAW standards.
Remedial actions should be taken prior the authorisation given by the AAW Quality
Assurance Office. In any case, only firms, approved by the appropriate Airworthiness
Authority will be selected.

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Part 2 – Maintenance Procedures

2.2. ACCEPTANCEANDINSPECTION OF AIRCRAFT COMPONENTS & MATERIAL

FROM OUTSIDE CONTRACTORS
References:
- LyCAR.145.A.42 (a) 1,4,5 (c)
- LyCAR.145.A.55 (a) ; A. 70(a) 12,14,16

2.2.1 Component / Material certification.

This identifies the release documents to be accepted for each type of part or material.
 New Parts :

STATUS “NEW”

Type of part/material Document to be expected

when the part/material is purchased directly from the manufacturer, the
Certificate of Conformity issued by the manufacturer is expected;
when the part/material is purchased thru a third party (i.e. distributor,
Standard Parts operator, maintenance organisation, etc.) the following documents are
expected:
- Certificate of Conformity issued by the manufacturer, and;
- Statement from the supplier source,

Materials (raw materials and/or consumables)

EASA Form 1 or equivalent release documents:
As per AMC 145.A.42(a)1 & AMC M.A.501.(a).(5)
Aircraft Parts FAA Form 8130-3 (with status “new”) ;
TCCA Form One (with status “new”)

 Used Parts:

STATUS “USED”

Type of part/material Document to be expected

EASA Form 1 or equivalent release documents:
As per AMC 145.A.42(a)1 & AMC M.A.501.(a).(5);
FAA Form 8130-3 for a used part (e.g. overhauled) issued by an
EASA approved organisation located in the USA, having the EASA dual
Aircraft Parts release in the remark block;
TCCA Form One for a used part (e.g. overhauled) issued by an
EASA approved organisation located in Canada, having the EASA dual
release in the remark block;

2.2.2 Receiving Inspection Procedure

All materials, parts, components, including consumable materials, intended for use on
aircraft or components are subject to an Incoming (receiving) Inspection procedure before
being placed into bonded stores.
The purpose of the inspection is to verify conformity to purchase order, traceability to an
approved source and physical condition of items received.

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Part 2 – Maintenance Procedures

2.2 ACCEPTANCEANDINSPECTION OF AIRCRAFT COMPONENTS &MATERIAL

FROM OUTSIDE CONTRACTORS. (con.)

2.2.2.1 Incoming administration:

1. The Incoming Inspection personnel (inspectors) shall verify if received
material conforms to the Purchase Order.
2. There shall be adequate and accurate documentation to establish traceability
of the material to the manufacturer.
3. All items shall be inspected to ensure that material has not suffered any
damage due to storage or transportation.
Quality Control Incoming Inspectors are the sole personnel authorised to certify
incoming material for acceptance into the Store. The Quality Control Incoming
Inspector is responsible for the inspection of the incoming materials or parts to
ensure that:
1. They are free from damage:
a. Deterioration of protective finishes,
b. Suitable blanking of ports, where applicable,
c. Any other obvious defects,

2. They conform to Purchase Order:

a. Designation,
b. Part number, Serial / Lot / Batch number if applicable, quantity (except
for massive quantities of products),
c. There is sufficient documentation to support: airworthiness release /
traceability documents correctly completed: EASA Form 1, FAA 8130-3,
TCA 24-0078, Certificate of Conformity, flammability report, operator’s
Serviceable Tag, according to PO,
d. Conformity to accompanying administrative / accountable documents,
e. Work status: new, inspected, modified, repaired, overhauled, according
to PO.
f. Ads status
g. Life limited part status
h. Critical Design Configuration Control Limitation item status
i. They are coming from an approved supplier

2.2.2.2 Serviceable parts flow:

When each material or part is received, all data concerning material / part
identification, including P/N, S/N, Batch, PO number and reception date, is recorded
in AMASIS system by the Quality Control Incoming Inspector.
Quality Control Incoming Inspectors verify that the materials, components and/or
parts are correctly packed. Also, the Incoming Inspectors checks the materials looking
for obvious defects (damage, missing parts) and verification of part number and serial
or batch number against information contained at PO and airworthiness certificates.

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Part 2 – Maintenance Procedures

2.2 ACCEPTANCEANDINSPECTION OF AIRCRAFT COMPONENTS &MATERIAL

FROM OUTSIDE CONTRACTORS. (con.)

For products with limited storage life (Shelf life), the Incoming Inspector verifies that
the product remains at least 80% of their original Shelf life. After successful
verification, a shelf life tag Form AAW011 filled in accordance with manufacturer’s
instructions and attached to the material. This information (due date) is also entered
in AMASIS system.
All materials in compliance with the Purchase Order and in good condition shall be
identified with Serviceable Tag Form AAW012 and forwarded to the Stockroom for
storage.
On completion of the above mentioned procedure, the item is passed, together with
all its documents and the original Airworthiness Certificates, into the Stock Control
Area for storage in suitable areas and conditions, bins and racks allocated by
AMASIS system.

2.2.2.3 Big size components and parts:

According to their scope of work Afriqiyah Airways does not intend to replace, on
schedule work basis, big size components and parts, such as Engines, Landing
gear, etc.
However if the case occurred, due to unscheduled even, the incoming inspection
will be done on the concerned area according to the above procedure. These
components will not be stored after incoming inspection, but directly installed on
aircraft.

2.2.2.4 Fabrication of elements:

Afriqiyah Airways may fabricate the following simple aircraft element under the
scope of approval, provided that they fulfil the necessary technical, organizational
and personnel requirements.
 Bushes, sleeves and shims
 Secondary structural elements and skin panels
 Control cables
 Flexible and rigid pipes
 Electrical cable looms and assemblies
 Formed or machined sheet metal panels for repairs
Note: it is not allow to manufacture large series and to deliver outside AAW
organisation.
The department with responsibility for the part to be fabricated is responsible for
obtaining the necessary approved production design data.
The fabrication specifications must contain all the data, according to which the
parts are to be produced, identified, inspected and, if applicable, maintained.
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Part 2 – Maintenance Procedures

2.2 ACCEPTANCEANDINSPECTION OF AIRCRAFT COMPONENTS & MATERIAL

FROM OUTSIDE CONTRACTORS. (con.)

They also include information on production (process, techniques, tools and

equipment … etc.), the materials, dimensions, identification of the parts and the
necessary inspections, including the inspection method and schedule. If
necessary, information on protection, packaging and storage must also be
included.
The approved fabrication specifications are converted into an Engineering Order
(EO). This includes stipulation /alteration of the part identification number (PN/SN).
The EO will be sent to the production department by standard procedure for
implementation.
To enable traceability of the fabrication specifications, the fabricated aircraft parts
must be provided with a part number in accordance with the specifications. The
part number of the original part (if available) may be used unaltered. This can be
used in modified form, by prefixing or adding of the letters “AAW”, without gaps.
Fabrication certification is done by signing the EO. Fabricated part and EO are
sent to the store in order to perform an incoming inspection.
All fabricated materials in compliance with the EO and in good condition shall be
identified with Serviceable Tag Form AAW012 and forwarded to the store for
storage in the bin dedicated for this part.

2.2.2.5Rejected parts flow:

A. Quarantine Area
The quarantine area is the storage place for all questionable material and aircraft
components awaiting acceptance by the Quality Control Incoming Inspectors,
definitive rejection or scrap.
Quarantine area is always locked and key under the responsibility of the Quality
Control Incoming Inspector.
If for any reason materials and/or parts do not pass the Incoming Inspection, they
are placed in the quarantine area for temporary storage with un-serviceable Tag
Form AAW013 awaiting final resolution.
AMASIS system records the condition of the quarantine area.
Parts / Materials not passing the Incoming inspection are those:
1. Parts having P/N’s not yet created in AMASIS system. These parts can be
approved to pass to the stock room, only after the creation of the P/N in the
AMASIS system by Procurement department.
2. Parts having discrepancies with its technical / airworthiness documentation.
These parts can be approved to pass to the stock room, only after the
correction of the Technical documentation. The respective purchaser is
responsible for dealing with the supplier in the solution to this problem.
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Part 2 – Maintenance Procedures

2.2 ACCEPTANCE AND INSPECTION OF AIRCRAFT COMPONENTS AND

MATERIAL FROM OUTSIDE CONTRACTORS. (con.)

3. Parts having discrepancies with the Purchase Order. These parts can be
approved to pass to the store, only after the P.O. has been corrected. The
respective purchaser is responsible to work with the supplier in the solution
to this problem.

B. Un-serviceable Area

Materials and/or parts that do not pass to the stock room due to obvious defects,
damaged, or similar and suspected Bogus part, are placed in the un-serviceable
area for temporary storage with un-serviceable tag form AAW13 and Rejection
Form AAW014, awaiting final resolution.
They must be sent back to the supplier, or scrapped on site.
A Rejection Form AAW014 is issued for these parts by the Quality Control
Incoming Inspector describing the reasons of the rejection.
AMASIS system records the condition of the un-serviceable area. All original
documents and rejection form AAW014 are kept on file by the Incoming Inspection
Area. Copies of accompanying documents and Rejection from are submitted to
the respective Technical Purchaser, who must deal with the supplier (or other
organisations) in order to solve the problems (if possible) or manage the return of
the material / part to the supplier.
If after investigation the purchasing department considers the part as a bogus part,
it will notify the quality Assurance Office with all available information regarding the
concerned part. Quality assurance manager will report this event to the LYCAA
If the part / material condition is not recoverable and/or it is not practical to return it
to the supplier, the Purchasing Area will notify the Incoming Inspection Area for
the purpose of scrapping the material / part.

2.2.3 Expiration:
A check on the expiration date is made on reception of equipment & materials with a
limited life. The respective supplier/ operator will be advised and the item returned if the
life is exceeded. Discrepancy Report QA/P01-F02 (non conformity)to be completed.
It is the responsibility of the store keeper to monitor all shelf life items on a perpetual
basis. he will perform a weekly check of the shelf life items follow up and the stock cards
and note that any item whose shelf life expiry date is within 7 days is considered
UNSERVICEABLE and the respective U/S TAG (Form AAW013) will be attached.

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Part 2 – Maintenance Procedures

2.2 ACCEPTANCEANDINSPECTION OF AIRCRAFT COMPONENTS & MATERIAL

FROM OUTSIDE CONTRACTORS. (con.)

2.2.4 Records of Inspections:

All incoming inspections documents (authorized release certificate: EASA Form 1 or
equivalents, calibration reports, C of C, copies of the serviceable tags, receiving
inspection &Acceptance certificates) will be retained for a period of minimum period of
two years.

2.2.5 Specific Procedure: Suspect Unapproved Parts (Sup):

When a SUP part is identified, the responsible person completes a Non Conformity
Report (FormAAW020) and the following immediate action is required:
1 The completed Form must be submitted to Quality Assurance.
2 The supplier/operator must be advised.
3 The Civil Aviation Authority must be advised.
4 The SUP part must be identified by a “Scrap” TAG
5 The SUP part must be guarantied in the store.

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Part 2 – Maintenance Procedures

2.3 STORAGE, TAGGING AND RELEASE OF AIRCRAFT COMPONENTS AND

MATERIAL TO AIRCRAFT MAINTENANCE
References:
- LyCAR.145.A.25 (d)
- LyCAR.145.A.40 (a)
- LyCAR.145.A.70 (a) 12
2.3.1 Storage:
All incoming materials are subject to inspection by the Incoming Inspector prior to
acceptance into the Store All Parts entering in store are recorded and managed by using
AMASIS system.
Component storage life shall be in compliance with manufacturer’s instructions and kept
monitored.
Specific zones are provided in stores for aircraft component, equipment/tooling,
consumable and Flammable / dangerous fluids. The stock room is divided into different
zones to cater for the following:
1. Incoming area: to perform incoming inspection of all parts, tools, row material,
etc....

2. Spare Parts Store: is clean, and well ventilated. Moisture and temperature are
controlled in a section of the main store, for components which require specific
storage conditions in accordance with manufacturer instructions.

3. Dangerous Goods: dedicated area inside Main Store for all products labelled
as Dangerous goods.

4. Flammable Fluids: dedicated area separated from the main store having an
independent temperature control device.

5. Raw Material (Plates and structures): dedicated area, separated from the main
store.

6. Wheels store (dark room): dedicated area, separated from the main store.

7. Tools Store: dedicated area separated from the main store having racks and
bins to properly store tools required by the Maintenance Organisation scope of
work.

8. Shipping Zone: dedicated transit area, separated from the main store, from
where are dispatched the materials to outside for reparation or calibration.

Access to all Technical Store zones is restricted to authorised staff only.

After the tagging, materials / parts are passed into any of the corresponding zones. For
routable parts, traceability documents are kept with the unit. For consumable parts,
traceability documents are kept on separated file at the Main Store.

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Part 2 – Maintenance Procedures

2.3 STORAGE, TAGGING AND RELEASE OF AIRCRAFT COMPONENTS AND

MATERIAL TO AIRCRAFT MAINTENANCE. (con.)

2.3.2. Procedure to control shelf life and modification standard:

The Logistic & Stores Manager performs on a regular and basic inspection of parts to
ensure that:

1. AD/CN and other mandatory requirements published or reaching the dead

line, while placed in storage, are complied with before the part is released to
service, in co-ordination with Engineering Area.

2. Spares having a limited allowable shelf life are identified and in compliance
with their life limit. On expiration of shelf life, spares are sent back to an
approved sub-contractor inspected or overhauled as applicable. This will be
accomplished under the Logistic & Stores Manager responsibility.

3. Materials and consumable parts having a limited storage life or limited life are
in compliance with their life limit. Reaching this limit the materials are
segregated in a separated area, identified with un-serviceable tag Form
AAW013 by the Quality Control Incoming inspectors. This will be
accomplished in a monthly basis under the Logistics & stores Manager
Responsibility.

4. The stock is in compliance with the computerised stock (AMASIS system) list
and remains adequate to support maintenance activity of Afriqiyah Airways.
This will be accomplished under the Logistics & stores Manager
Responsibility.

5. Inventories of consumable material are sampled daily. Difference between

inventory and AMASIS system are first investigated. If the difference persists,
Procurement Area is informed of the discrepancy and an inventory adjustment
is performed.

6. Inventories of rotables materials are checked under requirements of

procurement area, which performs the control of the fixed assets of the
company. If quantities do not match, the same operation described at previous
paragraph is performed.

Any material which belongs to a Customer other than Afriqiyah Airways is received as
described in and passed to Technical Store and registered in a separated control list.
There is an identified area in the main store which is used for third party storage.

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Part 2 – Maintenance Procedures

2.3 STORAGE, TAGGING AND RELEASE OF AIRCRAFT COMPONENTS AND

MATERIAL TO AIRCRAFT MAINTENANCE. (con.)

2.3.3 Procedures for handling Electrostatic Sensitive Devices:

 Parts which are susceptible to static damage are normally identified by specific
yellow and black static sensitive labels. These should be clearly displayed on
external surfaces of packaging or sometimes on the casing of the component.
Parts are normally packed in a special anti-static polythene wrapping or bag.
 When receiving goods classified static sensitive or packed in anti static
packaging, the Stores Inspector or person handling the item is required to be
connected to earth through the use of an approved ”earthing” (grounding) wrist
straps and conductive desk mats and ensuring that, where ESD parts are
handled, shop floor grids are grounded.
 Wrist straps and earthing mats are tested to ensure conductivity at regular
intervals or prior to use, and such test results are recorded.
 Devices are contained in ESD-approved conductive packaging sealed with
conductive tape. The packaging is generally sufficiently transparent to allow
Stores Inspectors to view and verify for any transit damage. It should also be
possible to confirm part number and serial number without removal of the part
from the packaging.
 If certification documents have been packed by the supplier and are contained
inside the anti static wrapping, the wrapping should be opened only sufficiently to
remove the documents and then re-sealed immediately.
 Under no circumstances should the pin connectors be touched with the fingers.
 Before shipping of static sensitive parts from Afriqiyah Airways, Stores staff
should ensure all anti-static packaging is in good condition and that legible anti-
static labels are visible.
 Electrostatic sensitive devices should not be stored on shelving covered with
carpet, foam, vinyl, or any other material that can store or produce an electrical
charge.

Appropriate warning and caution signs and decals are placed in areas where ESD are
handled.

2.3.4 Tagging
All material in stores will be properly identified with an appropriate release to service
document that provides traceability to the origin/purchasing and certification documents
held on file during the receiving inspection.

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Part 2 – Maintenance Procedures

2.3 STORAGE, TAGGING AND RELEASE OF AIRCRAFT COMPONENTS AND

MATERIAL TO AIRCRAFT MAINTENANCE. (con.)

SERVICEABLE
New or certified repaired components. FORM AAW012
(Green)

UNSERVICEABLE
Removed, repairable Components FORM AAW013
(Yellow)

Failed components or consumable being

FORM AAW014 REJECTED TAG
returned for investigation

SCRAP

Irreparable components FORM AAW028 White with Red Cross

Shelf life tag (if required) FORM AAW011 SHIELF LIFE DUE

FORM AAW011
Pool / Loan item removal tag Pool / Loan item removal

2.3.5 Release of items to maintenance staff:

Part Request is generated through AMASIS system from Line maintenance. The
store keepers are responsible for ensuring that Part Request is completed
correctly:
 Associated Work Order number.

 Part number required.

 Full description.

 Quantity required.
Upon receipt of the Part Request (Pick Document) in AMASIS system the Store
Keeper gets the part / material from Technical Store and delivers the Part to the
dispatch area, from where the part / material will be routed directly to the line area.
Dispatchers shall carry a copy of the Pick document generated by AMASIS
system to be signed by the person who receives the material / part.

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Part 2 – Maintenance Procedures

2.3 STORAGE, TAGGING AND RELEASE OF AIRCRAFT COMPONENTS AND

MATERIAL TO AIRCRAFT MAINTENANCE. (con.)

If the routable part delivered is the last one remaining at stock, the store keeper shall
issue a “Zero Stock Report” through AMASIS system, to alert Procurement area in order
to generate a PO for stock replenishment.

The maintenance personnel who receives the part is responsible for ensuring that the
part delivered from Technical Store is in accordance with the requisition and in airworthy
condition:

1. Serviceable Tag Form AAW012

2. Certificate (EASA FORM 1 or FAA 8130-3 or TCA 24-0078 for components).
3. Properly packaged
4. The consumable parts are delivered only with a copy of the original certificate.
Original certificate remains in the store with consumable remaining in stock.

The store keeper shall request the receiving person to sign the Pick document as proof of
effective delivery of the material / part requested.

The Store keeper subtracts the quantity delivered from the stock records in AMASIS
system upon receipt of the signed pick document.

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Part 2 – Maintenance Procedures

2.4 ACCEPTANCE OF TOOLS AND EQUIPMENTS

References:
- LyCAR.145.A.40 (a) 1,2,3 (b)
- LyCAR.145.A. 70 (a) 12
2.4.1 Tools and equipment acceptance procedure:
Tools and equipment may be obtained from different sources such as original
manufacturer as specified by the aircraft manufacturer and manufactured under Afriqiyah
Airways’ tool specifications.

Tools and equipment are:

 Standard tools
 Access steps, platforms
 Servicing tools
 Ground Support Equipment
 Measurement tools and instruments
 Test equipment
 Specific tools

All tools and measuring equipment used under the terms of the AAW approval are
identified, validated and managed according to the relevant procedures.
An alternative tool are accepted by the Engineering area who to make the study and
provided that its characteristics are equivalent to those recommended by the
manufacturer and that it meets the required test specifications. The acceptance of this
type of tool is further described.
2.4.2 Incoming inspection for tools:

The received tools and equipment may be:

1. Newly purchased tools and equipment.
2. Tools and equipment sent back after calibration, overhaul or repair.
3. Hiring tools / Equipment.

The Receiving Inspection consists of checking the tool or equipment for conformity to the
shipping documents, Purchase Order and approved supplier list. Information appearing
on these documents shall be consistent with information given by the identification plate
attached to the material.
Tool Store manager has the responsibility of creating in AMASIS system the Part
Number of the new tools, to allow the functioning of the Incoming Inspection process.
During reception, Tools / Equipment, including their calibration cycles, are registered in
AMASIS system by the incoming inspector.
A copy of tool certificate and user guides provided by tools / equipment manufacturers
are attached with tools / equipment. Originals documents are filed by the tool store
manager, till tool is withdraw from Afriqiyah Airways.
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Part 2 – Maintenance Procedures

2.4 ACCEPTANCE OF TOOLS AND EQUIPMENTS. (con.)

When all requirements are satisfied the incoming inspector will attach a:

 serviceable tag form AAW012

 calibration label form AAW015 for tools to be calibrated
 Calibration not require label form AAW016 for non calibrated tool
 Release the tool/equipment to the dedicated area in the tool store.
If at any instance of the incoming process a Tool / equipment is found non complying, the
mentioned unit shall be identified with un-serviceable tag Form AAW013, rejection form
AAW014 and passed to the tool store un-serviceable area awaiting final resolution..
A Rejection Form AAW014 is issued for these parts by the Quality Control Incoming
Inspector describing the reasons of the rejection.
AMASIS system records the condition of the un-serviceable area. All original documents
and rejection form AAW014 are kept on file by the Incoming Inspection Area. Copies of
accompanying documents and Rejection from are submitted to the respective Technical
Purchaser, who must deal with the supplier (or other organisations) in order to solve the
problems (if possible) or manage the return of the material / part to the supplier.
For calibrated tools / equipments, the compliance with the label stick on tools /
equipments comply with certificate of conformity. This inspection is performed by the tool
store incoming inspector.

2.4.3 Monitoring of tools suppliers and subcontractors:

Non Original Equipment Manufacturer Tools / Equipment will not accepted by AAW.
The Tools / equipments suppliers’ selection is done according to therequired procedures
established, approved and listed in the Approved supplier list (ASL) by the Quality
Assurance Office .
The Quality Control incoming inspector will accept the tools / equipment only from
approved suppliers that are listed in (ASL).

2.4.4 Hiring of tools and equipment:

In the case of tooling or equipment that is so rarely needed that permanent availability is
not required, the Line Maintenance Manager will arrange for the hiring of such equipment
as the need arises using the following procedure:
 The tool or equipment concerned must meet the requirements for the specified
task in the Type Certificate holder’s published documentation.

 The calibration requirements of the tool or equipment manufacturer must be

observed and evidence of calibration must be supplied.

 Instructions for use and storage must be provided.

 A record of all hired tooling will be retained.

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2.5 CALIBRATION OF TOOLS AND EQUIPMENTS.

References:
- LyCAR.145.A.40 (a) 1,2,3 (b)
- LyCAR.145.A. 70 (a) 12
2.5.1 General:

Themeasuring and test equipmentthat requires calibration shall be calibrated as per its
manufacturer’s recommendationsin a certified laboratoriesthat are approved and
registered in the AAW Approved Supplier List.

An identification sticker’s status indicates the due date for re-calibration or inspection
form AAW015 or may inform users that calibration is not required form AAW016.

Tools / equipment calibration periodicity is establish according to tool / equipments

manufacturers requirements.

If a tool / equipment is found without calibration tag, or with the tag illegible, damaged or
erased due to any circumstance, the tool / equipment shall be returned to the Tool Store
and submitted by Tool Store Keeper to Calibrations for re-certification.

2.5.2 Calibrated tools / equipment recall:

Tools and equipment are controlled in a computerised system (AMASIS). Tool store
manager is responsible for recalling all due / next to due tools and equipment for
calibration on a monthly bases.

2.5.3 Calibration due date procedures:

List containing the next due tools is generated by AMASIS system. Such List is sent to
each involved area responsible. These users must send back calibrated tools recalled by
this list to the tool store.
Tool store keeper updates calibrate tool status in AMASIS system and he routes tools /
equipment, properly packaged, to certified laboratories.
The Quality Assurance Manager is responsible to ensure periodic checks of tools and
controlled equipment are carried out under the Planned Audit Program for compliance
with both test specification and frequency.
Note: pending routing to certified laboratories, tools / equipment must be identified with
un-serviceable tag, and store in the un-serviceable area.

2.5.4 Personal instruments:

Use of any personal instrument to perform measurement tasks on aircraft or

components is forbidden. Tool Store has an inventory of the tools assigned to each
mechanic tool box. Periodical audits are performed by the Quality Audits Area to check
the conformity to those requirements.
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Part 2 – Maintenance Procedures

2.6 USE OF TOOLING & EQUIPMENT BY STAFF (INCLUDING ALTERNATE TOOLS).

References:
- LyCAR.145.A. 40(a) 1,2,3 (b)

2.6.1 Distribution of tools & equipment:

 Tools& equipment are dispatched to the maintenance staff by Tool Store keepers.
Tool Loan register Form AAW017 must filled identifying:
 The staff name / I.D no./ A/C Reg. / W.O or Job Card or Service Bulletin in which the
tool will be used.
 All these information are recorded in AMASIS system. A copy of this form is retained
by the Tool Store for two year as a register of the use for each of such tools.
 Prior to the use of any tool or equipment, the user must first satisfy himself that the
item is fully serviceable and is within its calibration date if applicable.
 Prior to the use of a specific tool or equipment, the user must have had adequate
instruction and training on the use of the tool or equipment.
 Before and after dispatching of the Tool /equipment, Tool store keeper shall verify the
calibration status of the unit, cleanliness, packaging and the existence of obvious
damage.
 The tool store keeper shall ensures that all tools/equipment have been returned and
any outstanding items are accounted for. In case no satisfactory explanation is
available for the non-returned situation, the subject shall be immediately reported to
the Quality Assurance Manager for further investigation/decision. Personal tools may
not be used unless they have been subject to the receiving and recording
requirements of this MOE.
 All supervisors are responsible to ensure that the condition of tools and equipment
used in their area are maintained in a clean and serviceable condition at all times, are
not abused; and are only used for the purpose for which they were intended.

2.6.2Availability of tools:
 The AAW concerned Manager evaluates the requirements for new tools and test
equipment to satisfy any change in the work scope.
 The concerned department is responsible to ensure that all tooling and equipment
required by A/C or equipment manufacturer are:
a. Available to maintenance personnel for the purpose of accomplishing the assigned
tasks and
b. Within calibration due dates (if required)
c. In serviceable conditions.
If required tooling and/or equipment specified by A/C or equipment manufacturer is not
available, the Aircraft maintenance Manager may suggest and Quality Control Manager
authorise the use of alternative tools or equipment or method. The use of alternative tools
may be authorised only if the functional equivalency may be verified and the appropriate
records are maintained.
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2.6 USE OF TOOLING & EQUIPMENT BY STAFF (INCLUDING ALTERNATE TOOLS)(con.).

Some seldom used items may not be permanently available. In such cases, the MCC
Manager shall ensure the availability of such item before assigning a maintenance task.

2.6.3Management and dispatching of tools & equipment:

The conditions of tools and equipment storage are given by tool or equipment
manufacturer instructions.
The control of the inventory of the tools is done through AMASIS system, which controls:

a. the cycle of the calibration for calibrated tools

b. Tool Location
c. Tool history
d. Tool status
Equipment such as aircraft jacks, cannot be maintained inside of the Tool Store, shall be
inspected on a weekly basis by personnel of this area. Tool Store Keeper has an
individual paper register by Part Number and Serial number in which is registered the
inspection of the general condition and manometers calibration state.

Tools reported or detected damaged or those which serviceability is questionable shall

be segregated, unserviceable form AAW013 shall be attached and the unit shall be
submitted to the tool store in the un-serviceable area.

2.6.4 Training on specific tools/equipment:

For specific tools and equipment, a specific training for all users (OJT, in-house or
external training). For specific technology, manufacturers also provide technical training
courses to maintenance staff.
Training records are kept in the personnel files by the Quality assurance record &
qualification area.

2.6.5Personal tool control:

Tool boxes are kept by the Mechanics. An inventory list, bearing the holder name and the
allocated tool box number, is controlled by Tools Store.
Individual tool boxes contain an inventory form AAW018. The boxes of tools are checked
after each executed work by the mechanic, to avoid lost tool in the aircraft.
Tool boxes are exclusively dedicated to Afriqiyah Airways supplied tools. Individual tools
are forbidden.

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Part 2 – Maintenance Procedures

2.7 CLEANLINESS STANDARDS OF MAINTENANCE FACILITIES.

The Section Managers have the ultimate responsibility for the cleanliness and tidiness of
the facilities and offices under their control. They will participate in building the Cleaning
& Tidiness Standards.

2.7.1 Cleaning of hangar facilities:

- The AAW Maintenance and Engineering Division has to provide all necessary cleaning
facilities and equipment.
- Staffs involved in cleaning activities are trained in the practical use of specialist
cleaning equipment safety precautions and trade practices.
- The floors of hangars are waterproof and anti-dust painted.
- Regular cleaning of hangar facilities, workshops, aircraft maneuvering areas and
servicing equipment is carried out. The full hangar floor and docking/platforms are
cleaned during a scheduled input and after an aircraft have departed; ensuring that
each input is undertaken in a clean environment.
- Servicing equipment, work stands and racking are also cleaned at the same time as
the hangar & line maintenance areas.
- Cleaning are planned to be coincident with both the planned maintenance
program for hangar inputs and operational locations under the direct control of the
Aircraft Maintenance Manager. Time scales are planned to avoid conflict with
either maintenance or operational activities.

2.7.2 Cleanliness of safety equipment and apparels:

Personal protections and clothing shall be worn clean and appropriate to the job.
Suitable and clean eye protection must be worn in any work exposure involving flying or
falling particles, dust, fumes, splashes, or arc welding.
Safety goggles or face shields, and safety belts shall be in good condition, clean and dirt
free all the time.
Respiratory system protections shall be clean and in good working conditions.

2.7.3 Waste-material disposal:

All chemical waste disposal is performed in accordance the chemical manufacturers’
specifications.
If applicable, unsalvageable components are disposed of in a manner that does not allow
them to be returned to service Foreign Object Exclusion Program.

2.7.4 Monitoring:
Section supervisors shall monitor the cleanliness and tidiness of the areas under their
control. Each area should be inspected periodically to ensure that:
- Cleanliness of each area is maintained to AAW standards.
- All serviceable parts are stored correctly.

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Part 2 – Maintenance Procedures

2.8 MAINTENANCE INSTRUCTION AND RELATIONSHIP TO AIRCRAFT /

AIRCRAFT COMPONENT MNUFCTURERS' INSTRUCTIONS INCLUDING
UPDATING AND AVAILABILITY TO STAFF
References:
- LyCAR.145.A. 45 (a) (b) (c) (d) (e) (f) (g)
- LyCAR.145.A. 70 (a) 12

Maintenance &Engineering Manager and Quality Assurance Manager are responsible

for verifying that all necessary data being used for maintenance work are available to
maintenance staff and up-to-date.

2.8.1 Maintenancedata publications general procedure:

 All maintenance data publications are received by Technical Library

Departmentwhich is responsible to maintain all publications amended and distributed
to the document holder. The same procedure applies to Micro Films, CD ROM or any
electronic Data.
 The listofuser'snametogetherwithlastissueis kept up to date, for each document, by the
Technical Library Department.
 Each user is responsible to up-date his allocated documentation.
 The superseded documentation, hard copies, micro-films, CD ROM, etc, should be
discarded.
 The uncontrolled copies of the documentation should be destroyed after completion of
the work.
 The personal training documentation is not allowed to be used by the staff.

2.8.2 Technical library department management :

Aircraft approved data are issued by Airworthiness Authorities and A/C

Components Manufacturers.
The technical documentation received from the manufacturers are documented and
registered by the Technical Library Department,such as :
a) Aircraft Maintenance Manuals (AMM)
b) Structural Repair Manuals (SRM)
c) Wiring Diagram Manuals (WDM)
d) Aircraft Schematics Manuals (ASM)
e) Illustrated Parts Catalogues (IPC)
f) Components Maintenance Manuals.

It is a violation to retain not updated data todocumentation revision status.

When technical documents are received from the providers ibrarians check the data
received againstthe purchase order requirements.
If there are differences, package is returned to Technical Library manager which must
deal with the provider to solve the situation.
If documents received are correct, they are registered in XLS format, Librarians identify
the work centers (Engineering, MCC, line or outstation) identified in the Distribution List
and if necessary, make sufficient copies of the paper documents for distribution.
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2.8 MAINTENANCE INSTRUCTION AND RELATIONSHIP TO AIRCRAFT /

AIRCRAFT COMPONENT MNUFCTURERS' INSTRUCTIONS INCLUDING
UPDATING AND AVAILABILITY TO STAFF (con.)

The Technical Library retains a copy of maintenance documentation except for

Components maintenance manuals in paper copy. For CMM no paper copy is kept in the
Technical Library.

The Technical Library distributes documents to the relevant entities according to the
distribution list. As soon as the end users receive updated documents they issue an
"acknowledgment of receipt .
It belongs to the end users responsibility to discard the superseded documentations.

2.8.3Documents issued by AAW:

Those documents (MOE,CSL,COL,ASL,PPM)are issued by AAW and approved by Quality

Assurance Manager. Those documents will be transferred to technical library together
with the updated distribution list. The technical library informs all concerned of the new
existing document. The distribution will be in accordance with the applicable document
distribution list.
Technical library is responsible to issue an updated list describing the current revision
status of each controlled publications. This list will be distributed to all document holders
and will be accessible to all technical staff. Each document holder is responsible to
maintain the current revision status list issued by library. The library is responsible for the
document revision intervals to be under control.

2.8.4Maintenance Instructions of a Work Package:

Planning is responsible for compiling, producing and issuing the work package.
Engineering is responsible for the technical content and accuracy of all work instructions,
such as Job Cards, Work Orders, etc.
The Work Package will contain all relevant references to required technical information in
order to carry out the content of the work package. The Work Package is transmitted to
the Aircraft Maintenance Manager.
Permanent communication is maintained between Maintenance and
Engineering Department to ensure applicable data of the latest issue date is available to
the Planning for issue to Maintenance.
AAW Maintenance department does not modify the content of approved data.

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Part 2 – Maintenance Procedures

2.9 REPAIR PROCEDURE

References:
- LyCAR.145.A.45. (a)(b)(c)(d)(e)(f)(g)
- LyCAR.145.A.70 (a) 12

Repair may be performed by Afriqiyah Airways either when a specific engineering

request is made in accordance with the maintenance program, or when damage
has been discovered during maintenance checks or A/C operations. In both cases a
work order will be issued to describe the work to be performed.
After repair completion and final inspection a Certificate for Release to Service is
delivered by authorized certifying staff, if all work has been fully and correctly
performed in conformity with approved data.

2.9.1 Repair solution classification:

The Damage classification is made by the certifying staff. Three different types of
situations may be encountered:
1. Repair of the damaged part is simply covered the AMM or CMM: as
approved data. In this case, the details of the repair will be written in the appropriate
section of the Non Routine Card form AAW019, with reference made to the
approved data used.
2. An approved (typical or specific) repair exists in the SRM. Reference to the
SRM procedure covering the repair is used as means of corrective action. In this case,
the details of the repair will be written in the appropriate section of the Non routine card
form AAW019, with reference made to the approved data used. On the non-routine
card, it will be clearly highlighted if the repair is classified critical (complex or non
complex) and / or critical design configuration control limitation.
3. When existing approved data does not cover the repair, then a repair
solution is established, classified and approved by both manufacturer and
appropriate (registration) Aviation Authorities. Work may be performed once the
process has been approved.

2.9.2 Damage identification assessment:

During the extent of any damage reported by the flight crew or found
duringservicinginspection, damage assessment is performed by Afriqiyah Airways
C.S who records it on the dent, repair and buckle chart, describing the nature of the
discrepancy (measurements, depth, location, and sketch) and the results of NDT
performed when required.
According to the nature of the defect, reporting to LYCAA and/or to Aircraft Manufacturer
is done in accordance with procedure laid down in this M.O.E.
If the repair is covered by the SRM, all SRM reference information is required.

2.9.3 Repair process steps:

According to the work order, the appropriate facilities, tools, equipment,
approved documents and qualified personnel are defined by Maintenance Manager
to perform the work in conformity with approved airworthiness data.
Work can be launched only when all available data are approved.
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2.9 REPAIR PROCEDURE. (con.)

Any repair outside SRM shall be granted a Repair Approved Scheme (RAS) prior
to be performed.
After work performance and final inspection authorized certifying staff draws up a
Certificate for Release to Service in accordance with the order.

2.9.4 Repair Records:

All details of the work carried out are detailed in the Work Package file, which is
submitted to the Technical service Department.
A copy of these maintenance data and associated approved data is retained for two
years from the date of the release.
A copy of all Certificates for Release to Service is provided to the operator, with a copy of
any specific approved data used for maintenance, when requested.

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Part 2 – Maintenance Procedures

2.10. AIRCRAFT MAINTENANCE PROGRAMME COMPLIANCE.

References:
- LyCAR.145.A.45. (a)(b)(c)(d)(e)(f)(g)
- LyCAR.145.A.70 (a) 12
This procedure describes the instructions and rules to be followed by Afriqiyah Airways
Aircraft Maintenance Organisation for complying with the approved Aircraft Manufacturer
Maintenance Program for the Aircraft, engine & components and establishing a specific
maintenance schedule for the AAW fleet.

Certification requirements for commercial aircraft calls for establishing, prior to type
Certificate issuing, a minimum scheduled maintenance task list, in order to provide
Operators with preventive/corrective instructions for in service aircraft (ref. PART/FAR
25-1529 and Appendix H "Instructions for Continued Airworthiness"). This also includes
specific Certification Maintenance Requirements, which are part of the basis for Type
Certification.

The Aircraft Manufacturer consequently provides a Maintenance Review Board Report

(MRB Report) approved by the Authorities

When an operator maintenance programme will be applied, AAW Quality Assurance

Office shall obtain evidence of approval by the operator Airworthiness Authority.

2.10.1 Generalities on maintenance programme:

Afriqiyah Airways Engineering Department is responsible for developing and continuously
reviewing/updating the Aircraft Maintenance Program based on the revisions of the MPD
and operational experience.
The Aircraft Maintenance Program is made up of “Routine tasks” and “Non routine tasks”
(additional tasks).

1) Routine Tasks:
They are resulting from analysis of the aircraft systems/structure and zone concept of the
aircraft. These tasks have to be performed respecting a defined threshold and
repeated at periodical intervals. General threshold/intervals quoted are:
a. Calendar (Month, year and multiples i.e.: MO, YE, etc.).
b. Flight Cycles (FC).
c. Flight Hours (FH).
d. Referred to Vendor and/or National applicable Operational Requirements.

2) Non Routine Tasks:

They are resulting from particular additional requirements from:
 Afriqiyah Airways, as an aircraft operator (optional modifications, operational
specific instructions, rectification of a defect...)
 Authorities (Airworthiness Directives, operational requirements...)

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2.10 AIRCRAFT MAINTENANCE PROGRAMME COMPLIANCE. (con.)

 Manufacturers (Modification recommendations, cancellation of production

concessions, equipment limitations, etc.).Most of them are:
- CN/AD
- Service Bulletins/AOT's
- Continuous follow-up of Deferred Maintenance Items
- Deferred Items to be definitively closed
- Rectification of casual defects identified in the Aircraft Technical Log
- Engineering Department inputs requiring modification/periodical
check/inspection/Repairs.

3) Certificate of maintenance review:

 Authorization to sign certificate of maintenance review is granted to appropriately
qualified persons in accordance with Part541.A.50&55 nominated by Technical
service Manager, Quality Assurance manager and approved by LYCAA. The list of
nominated staff authorized to sign this certificate is contained in list of Certifying
Staff MOE/P01-F02 Ref.MOE Subpart1.6.8.
 Maintenance review (a) The holder of an AOCC shall ensure that;
(1) She/he does not assign an aeroplane to a flight unless, a maintenance review
of that aeroplane was completed within the previous 12 calendar months and :
(2) Each maintenance review completed is certified.

2.10.2 Maintenance work launching and achievement:

The Planning control is responsible for :

a. establishing of maintenance checks (on monthly and yearly basis).
b. compiling and preparation of all the Work Packages (routine and non routine tasks).

Work Package: Thisincludes Job cards, CPCP cards, AMM procedures, Engineering
Orders (related to airworthiness directives), Engineering Orders (related to specific
optional SB’s,) Engineering Orders of modifications (In-House), Scheduled Unit Changes
cards, previously Deferred items, Customers Requests.
During work package preparation critical and critical design configuration control item will
be identified.
Creation of work package also includes allocating materials, tools and parts necessary
for the work, through AMASIS system. This system allows the items to be reserved,
creating an automatic alert in case of shortage of material. It is the responsibility of
Central Planning Area to issue the Purchase Requisition of such shortages to Material
Management. This is only valid for work packages issued to AAW Maintenance
organisation.

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2.10 AIRCRAFT MAINTENANCE PROGRAMME COMPLIANCE. (con.)

A third party customer can use his own cards, and must provide either a bill of material
that Afriqiyah Airways maintenance organisation must buy and use, or deliver to AAW the
materials intended for use on his aircraft. Customer can also contract the issue of the
maintenance documents to AAW. That situation must be stated at the contract
agreement, and treatment of work package is the same that AAW work packages.

The Aircraft Maintenance manager is responsible for designating the Maintenance staff
that will perform all relevant tasks.
Members of each individual area are responsible for signing the relevant tasks in the
work document.
Execution of the work shall include, as part of the work package (making part of the
maintenance records): all the completed documents previously mentioned (J/C, E.O.,
SUC, etc.), the Technical Report issued by Central Planning containing a summary of all
works performed, deferred and/or cancelled (only for heavy maintenance works), Master
W/O Tally Sheet (for line maintenance), the completed discrepancy cards form and all
E.O’s generated during the maintenance process.

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2.11. AIRWORTHINESS DIRECTIVES PROCEDURE.

References:
- LyCAR.145.A.45. (a)(b)(c)(d)(e)(f)(g)
- LyCAR.145.A.70 (a) 12
2.11.1 General:
Airworthiness Directives (AD) are issued by the Civil Aviation Authority of the state of
manufacturer (type certificate holder), supplemental type certificate and by LYCAA to
mandate the accomplishment of an inspection and or a modification within a specified
period of time.
The Responsibility as follows:
 Engineering Manager for Monitoring.
 Contract Manager for maintenance data supply agreement establishment and
subscription fee payment.
 This function is contracted to an organization approved by the Authority.

2.11.2 Handling of airworthiness directives:

Afriqiyah Airways will establish maintenance data supply agreement (including but not
limited to AD, SB….. etc) with relevant authority, aircraft and aircraft components
manufacturers and will grant the contracted continued airworthiness management
organization (CAMO) a data release agreement or a delegation to act directly with the
maintenance data issuers on its behalf.
-AD's are always classified as a priority and must be accomplished within the time, flight
hours and cycles as referred to in the AD.
-No aircraft and/ or aircraft component will be put to / continue in service whilst a relevant
applicable AD is overdue, unless a concession issued by the National Authority.
- In case LYCAA issues an AD, the AAW must send this AD to the (CAMO)for
implementation.

2.11.3 Airworthiness directives reception:

The contracted CAMO shall monitor the AD & mandatory Mod/inspection to evaluate it’s
applicability and prepare the applicable work instructions (EO’s or Equivalent) for
accomplishment on the aircraft or aircraft component. Also the contracted CAMO shall
provide feedback to the AAW.

2.11.4 Airworthiness directives implementations:

For aircraft components, the required AD’s implementation will be reflected in the
Authorized release certificate. The responsible Engineering unit will coordinate with the
contracted CAMO for the necessary actions in compliance with the AD.

Required action is always initiated with an engineering order or equivalent, including a

repetitive inspection, which finally, will be part of the Maintenance Requirement.

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2.11 AIRWORTHINESS DIRECTIVES PROCEDURE. (con.)

2.11.5 Preparation of Working Instructions:

Production methods of the product area where the AD will be accomplished will establish
working instructions in accordance with the engineering order or equivalent. Reference
to the AD is included in the working instructions; therefore, personnel responsible for
accomplishing the work are aware of the importance.

2.11.6 ADs planning office process:

Planning office in contact with (CAMO) is responsible for scheduling the corresponding
AD Work Order (an AD related W.O. can be part of a larger Work Package). Planning
office will route the W.O to the respective Maintenance Area and the material
requirements to Materials Management as appropriate. Planning office is also
responsible for monitoring the recurrent AD’s. In order to avoid unavailability of material
for scheduled works, the work package is defined at least 15 days before of the
scheduled start date, which gives Technical Purchases time to purchase material not in
stock. Any mandatory work issued after this point, will be treated as an AOG case, in
order to ensure availability of material for necessary works.As soon as the AD is
accomplished, planning office records the embodiment and updates the AD status for
Afriqiyah Airways Aircraft/ components.

2.11.7ADscontrol and application for stored components:

If AD is applicable on component kept in AAW Store, the designated engineer shall
inform the Logistics & Stores manager who will transfer the concerned component from
the serviceable area to the U/S Area (quarantine store) until and its shipped for AD
application.
- Component is not released to aircraft unless modification compliance is satisfactory.
- AD’s implementation of componants will be reflected in Authorized release certificate
(ARC, EASA form1, or equivalent).

2.11.8 Notification of Non-embodied Applicable AD’s:

Before issuing the Certificate of Release to Service, and after discovering that an
applicable AD has not been accomplished and is due or overdue, the Certifying Staff will
officially notify Quality Assurance Manager of this un-airworthy condition.
A Certificate of Release to Service shall not be issued in case of any known non-
embodied due AD. If for whatever reason the mandatory document for airframe, engine,
APU and components cannot be applied on the aircraft, the Quality Assurance Manager
shall inform the appropriate regulatory Authority, within 72 hours.

2.11.9 Records:
Engineering & planning department will maintain a record of the pending and completed
AD's for the period of three years.

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Part 2 – Maintenance Procedures

2.12 OPTIONAL MODIFICATION PROCEDURE.

References:
- LyCAR 145.A.45 (a) (b) (c) (d) (f) (g)
- LyCAR145.A.70(a) 12 (b)
2.12.1 Scope:
The Afriqiah Airways contracted continued airworthiness management organization
(CAMO) will comply with this modification procedure. CAMO will update the aircraft
STATUS accordingly and will send a report to AAW.Sources of modifications are:
1. Service Bulletin modifications (SB , S , AOT…).
2. Modification EOs issued by Part-21 approved DOA holders(Design Organization Approval).
3. Modification EOs issued by Engineering Department and approved by EASA.
4. Local modification EOs, issued either under STC or Part-21 approved DOA (Design
Organization Approval) holder approval (no further approval necessary by EASA).

2.12.2 modification procedure:

The contracted continued airworthiness management organization (CAMO) will comply
with the following guidelines:
1. SB documents are received from the concerned authority, manufacturer, or
downloaded from the worldwide web (based on data release agreement) on weekly
basis. Records for the received SB are updated accordingly.
2. Necessary studies are carried out on each SB for applicability, required material,
required man-hours, aircraft down time, special tools and equipment, documents
affected and accomplishment instructions.
3. For non-mandatory SB,the necessary studies will be completed but the E.O. will not
be issued unless approved by the AAW Engineering Manager.
4. Inspection SB's, Mandatory SB's, Alert SB's, Modification SB'swith Free of Charge
kits, don't require AAW Engineering Manager Approval before E.O. issuance.
5. An Engineering Order is issued containing all necessary information.
6. Aircraft / Aircraft component status record is amended accordingly.
7. Issued Engineering Orders are received from continued airworthiness management
organization and submitted to planning for scheduling of implementation.
8. Contracted maintenance organization will implement the Engineering Order on the
specific aircraft and provide feedback to planning concerning execution.
9. CAMO will update the aircraft STATUS accordingly and will send a report to AAW.
10. Each Aircraft STANDARD / STATUS should be sent to AAW for ServiceBulletins.
11. For Recommended & Optional Service Bulletins(other than those stated in
paragraph 3 above), technical and financial considerations will be applied before
issuing the engineering order.

2.12.2 It is required for AAW with coordinating of CAMO to monitor and or implement
SBs for its Aircraft. But for customer aircraft unless specifically contracted to do so.
If so contracted, full details of the procedures and responsibilities will be reflected
in the contract.
2.12.3 No modifications will be carried out to AAW aircrafts or customer aircraft unless it
falls within the scope of approval of AAW and specifically contracted to do so. If so
contracted, full details of the procedures and responsibilities will be reflected in the
contract.

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Part 2 – Maintenance Procedures

2.13. MAINTENANCE DOCUMENTATION IN USE AND ITS COMPLETION

References:
- LyCAR.145.A.45 (e)
- LyCAR.145.A.70 (a) 12

The purpose of this procedure is:

o To provide policies for the availability of the various airworthiness data , internal
document and forms to be used by the maintenance staff inAAW Organisation.
o To provide instructions and rules to be followed for their completion and use.
Afriqiyah Airways maintenance organisation is in receipt of all necessary data and
documents produced by Airworthiness Authorities, as well as documents produced by
vendors and aircraft /engine manufacturers to perform maintenance in accordance with
the approved scope of work,
The whole maintenance documentation can be classified in three types:
1. Documentation produced by the Authorities / Manufacturers,
2. Check lists and forms, mainly used for Line Maintenance activities (daily, weekly)
which needs a recording in the Aircraft Log Book,
3. Work packages for major checks, including ‘A’ checks.

2.13.1Maintenance documentation preparation:

The Maintenance and Engineering department / concerned section or contracted CAMO
will create, revise the work package in accordance with maintenance program

All documents and forms designed, produced and used within the Maintenance and
Engineering areas are officially recorded in the various maintenance procedures. The
maintenance staff is required to use the approved and/or accepted documentation and
forms and shall comply with the following rules.
The evaluation, analysis, of all maintenance documents is under the responsibility of
Engineering Area when working on AAW aircraft.

In case of work cards provided by contracted customer, the concerned production

manager is responsible to ensure that the work cards are clearly understandable by the
working staff (Certifying Staff and Technicians) and also to ensure that quality of the
information recorded on the work cards to be in an acceptable standard.

The Work Package (minor check, major check) is developed by Central Planning Area
When ready, the WP is routed to Maintenance. The WP consistsof the following:

o Routine Tasks
o Non Routine Tasks

2.13.2 Rules for use and completion of documents:

The procedure and instructions for completion of all different documents used during A/C
maintenance activities and composing the Work Package are described in this section.

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2.13. MAINTENANCE DOCUMENTATION IN USE AND ITS COMPLETION.(con.)

It is applicable only to AAW documents, and may vary under customer’s requirement:
For all work concerning Critical Design Configuration Limitation, the maintenance staff
assigned must be trained on Fuel tank safety. These task cards must be clearly identified
by marking "CDCCL"
1. Job Card Form AAW021:
This form is the front sheet of each maintenance instruction coming from A.M.M. This
task sheet is reviewed and signed by the designated certifying support staff as soon as
all the work requested has been performed. Each maintenance staff, performing a
work, must stamp and sign properly in front of the task / subtask done. Measurement
of tolerances, torque or cable tension must be properly recorded.
Completion of the Job Cards shall be checked before C OF C (CRS) issue under
responsibility of Certifying staff.

2. Component flow form AAW022:

Component flow form is issued by Central Planning Area indicating the component
which must be replaced, and contains boxes dedicated to report details of the action of
removing / installing components. This must be completed by the responsible
mechanic, indicating P/N and S/N removed and installed, date of completion of work
and approved data used. Boxes for signatures of Certifying staff are also provided.
For component un-schedule removal, designated certifying staff shall make entries on
this form.

3. WO form produced by AAW document control system AMASIS:

This form is the front sheet of each maintenance instruction coming from service
bulletin. This Form is reviewed and signed by the designated certifying support staff
when all work requested has been performed by the maintenance staff. maintenance
staff, performing a work, must stamp and sign properly in front of the task / subtask
done. Measurement of tolerances, torque or cable tension must be properly recorded.
Completion of the Job Cards shall be checked before C OF C (CRS) issue under
responsibility of Certifying staff.

4. Non Routine Card form AAW019:

N.R.C. are issued by any technical staff.They must include the description of the
defect, identification of the aircraft, date of issue, inspection document which origins
the discrepancy, P/N of any required component for defect solution and
purchaserequisition number if needed. MCC operators record the discrepancy in
AMASIS system and it assigns to each discrepancy card a unique I.D number.
After the discrepancy has been corrected, the mechanics shall write down action
taken, reference to approved data used, P/N and S/N of both installed and removed
components, and sign the stamp

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2.13 MAINTENANCE DOCUMENTATION IN USE AND ITS COMPLETION.(con.)

5. Action list form AAW024:

Action list contain all routine task (Task sheet), WO, additional work (NRC).
Certifying staff shall check the completion of all action list items before C OF C (CRS)
issuance according to:
o Customer bill of work or,
o Planning control bill of work.

6. Technical Log Book (applicable for AAW Aircraft):

 Pilots reports in the box Defect Desc. any discrepancy found during the flight. Ground
staff can also use this box to report any discrepancy found during minor scheduled
maintenance (pre-flight, transit, daily, etc.) this is called a Ground Item.
 The corrective action to the discrepancy is reported by the responsible mechanics in
the Action Taken box, identifying the reference to approved data used to correct the
discrepancy, and any component changed, reporting nomenclature, P/N, S/N and
position of ON and OFF components. Maintenance work is certified by signing in the
boxes Maintenance Release and Departure release by authorised Certifying staff.
 Any scheduled maintenance work is reported in the Maintenance Flight Log book by
the responsible staff, identifying the type of maintenance check, date of completion,
Work Order number (for checks from “A” and up) and certifying staff.

7. Cabin Log Book (applicable for AAW Aircraft):

 The procedure is similar to the Technical Log Book. The Cabin Crew Chief reports in
the Disc. box, the discrepancies found during the flight. Ground staff can also use
this box to report any discrepancy found during minor scheduled maintenance.
 The corrective action to the discrepancy shall be reported by the responsible
mechanics in the Action box, identifying the approved data used to correct the
discrepancy, and any involved component changed, reporting the nomenclature, P/N,
S/N and position of ON and OFF components.
 Maintenance work is certified and released by signing in the box Mechanic /
Supervisor, including License number and date of closure.
 Maintenance staff is required to use only the approved documentation, instructions
and forms. The C.S shall ensure, prior to release of the A/C or component, the
validity and the completion of all required documents and forms.
 For documents issued by customers, AWW shall require a specific instructions of
completion and instruct its personnel in the completion of such documents, under
responsibility of Quality Assurance Manager andspecified in the maintenance
contract agreement.

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Part 2 – Maintenance Procedures

2.14 TECHNICAL RECORDS CONTROL.

References:
- LyCAR.145.A.55. (a) (c) 1 , 2 , 3
- LyCAR.145.A.70 (a) 12 (b)
2.14.01 General:
Afriqiyah Airways will keep all detailed records of every executed maintenance
workcarried out on aircraft, engine and component.
These records (Certificate of Release to Service including basic details of maintenance
performed with requested airworthiness tags and data used for repairs, modifications,
additional work carried out).

2.14.02 Technical record retention:

Afriqiyah Airways Maintenance and engineering manager is responsible for required
maintenance records retention.
The Maintenance and engineering department uses a secured aircraft follow-up IT
system (AMASIS) that enables automatic updates linking records after having introduced
the flight hours and cycles of each aircraft.
On completion of the maintenance action (work order issued through AMASIS), the
engineering department receives the work package and ensure all required information is
available:
 Tasks cards completeness and accomplishment data.
 Deferred or open items.
 Inspection findings.
 Components replacement data.
When all technical information are dealt with and satisfied (e.g, next inspection due date
depending on findings, creation of new engineering order for additional work, component
replacement….etc), and all administrative issues are cleared (e.g, missing S/N for
component, missing C OF C (CRS) documents, etc…), the engineering officer closes the
work package on AMASIS, so that all task schedules are updated at once.

The work package is then transmitted to the planning department for archiving and
update of the individual airframe, engines and APU logbooks.

The following aircraft records are automatically updated whenever a work order is
completed, thus automatically re-scheduling all tasks as required and updating
accomplishment details with accurate hours, cycles and date:

 Inspection status (airframe, engines, components).

 Airworthiness Directives status (airframe, engines, components).
 Hard time components status (airframe, engines, components).
 Service bulletin status (airframe, engines, components).
 Modification and repair status.
 Routine task work order list.
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2.14 TECHNICAL RECORDS CONTROL. (con.)

2.14.3 Technical records access control:

- Aircraft continuing airworthiness records (original paper format) , are filed and stored in
individual lockers , accessed to authorized personnel, adequate controlled and protected
from fire or any other hazard.

- The records, which will be maintained in the computer system, must be checked and a
continuous backup system should be available in case of computer system failure.
The Maintenance and engineering division in co-ordination with Quality Assurance office
is responsible to ensure:
1. a back-up system,
2. location for storage of maintenance records,
3. conditions of authorization for the removal of these records from storage area,
4. safe storage against fire, flooding and theft,
5. ready accessibility.

All users are aware of security and data protection procedures.

- In case of computerized data, individual users’ codes and passwords are assigned to
personnel authorized to access the computer data processing data system. Different
access levels are defined to allow personnel to:
1. enter the data into the system,
2. modify the data,
3. compile data,
4. read and print out queries result.

- Computerized data are backed up every 24 hours and back-up copy is kept in a
different location from the main system, solely be restored by the IT department.

2.14.4 Operator records completion:

Refer to MOE 4.3

2.14.5 Retrieval of lost or destroyed records:

Any records irrecoverably lost or destroyed will be reconstructed on a case by case basis
using other records maintained by the repair facilities.
The reconstructed records will be submitted to the civil aviation authority for acceptance.

2.14.6 Maintenance records retention duration:

Maintenance records will be maintained for three years from the date of the release to
service of the aircraft / component.

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Part 2 – Maintenance Procedures

2.15 RECTIFICATION OF DEFECTS ARISING DURING BASE MAINTENANCE

2.15.1 General:
- It is AAWAircraft Maintenance Departmentpolicythat any defects arising during Base
Maintenance have to be rectified before releasing the aircraft to service.
- For a customer Aircraft (the planning control and MCC should coordinate with the
customer representative to provide the maintenance data and formalize its acceptance
for the defects to be rectified). This policy may be varied in accordance with the customer
requirements without any violation to the competent authority requirements.
These defects have to be documented using the customer’s provided documents or AAW
documents (if contractually agreed) such as “Non Routine Card”(Form AAW019).
- If the defect rectification cannot be performed, deferred item will be lunched according
to MEL and if contracted customer it will be contacted for action.
- The certifying staff responsible for the A/C release to service, is to ensure that all the
defects found during the Base Maintenance have been rectified / deferred and the
corresponding documents are completed.

2.15.Defect identification:
- Defects are recorded during maintenance activities on N.R.C.
- Maintenance personal , Planner or Quality Inspector can generate the N.R.C which is
issued in duplicate (carbon copy) and automatically serialised by AMASIS system when
recorded by the MCC operators. The serial number also means a work order number in
“open” status.
- OnceN.R.C is issued, it shall not be eliminated. The Maintenance personnel that
entered or recorded actions taken may add corrections to statements, provided previous
entry is crossed (not erased), as entered in error and AMASIS system keeps a record of
the modifications of such Discrepancy.
- In the event of both N.R.Ccopies are missing, an investigation will be carried out by
Quality Assurance Manager. Aircraft involved in the situation shall not be released to
service until the investigation is concluded.
- In Line Maintenance, the Aircraft Maintenance Flight Log Book is used to record the
discrepancies found in minor maintenance works (Ground Items).

2.15.2 Defect Investigation:

- When a defect is discovered during the maintenance task, a defect investigation or
trouble-shooting tasks shall be carried out.
The maintenance C.S assigned to the specific aircraft supported by the MCC staff, are
responsible for deciding which approved data should be used for rectifying the defect.
- If the defect solution cannot be found by the maintenance staff, the MCC technical
support shall contact the Engineering Area for disposition.

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Part 2 – Maintenance Procedures

2.15 RECTIFICATION OF DEFECTS ARISING DURING BASE MAINTENANCE (con.)

The result of the engineering investigation and classification of defect shall be recorded
on either the discrepancy card, if there is available approved data to implement the
solution, or in a Engineering Order if:
- The solution requires the development of a Repair or in the event the corrective action
requires additional approved data an Repair Approval Sheet or similar.
- When the defect found is considered to be a serious hazard to flight safety, it is the
responsibility of the Quality Assurance to inform the customer, the Registration Authority
and the manufacturer and to prevent the issuance of the Release to Service until the
defect is properly rectified.

2.15.3 Defect rectification:

The defect rectification is performed by Maintenance certifying staff, and recorded in the
“N.R.C”. Which routed to the MCC to record of the action taken and its status is then
changed to “close” in AMASIS system.
At Line Maintenance, the A/C Maintenance Flight Log Book is used to record the solution
of discrepancies found in minor maintenance works and issued as Ground Items. At the
completion of a check, the whole Work Package is collected, including all N.R.Cs issued.
All defects found during its performance affecting an A/C or its components are listed in
the Technical Report issued by MCC which obtains information from AMASIS system.

2.15.4 Deferred Defect Items:

 During line maintenance
Such action must be previously accepted by the Operator’s flight crew, and AAW MCC
maintenance staff shall not issue a Deferred item if such action jeopardises the Flight
Safety, it is not in accordance with the Maintenance Manual, Minimum Equipment List
and/or the Operational Limitations of the customer or interferes with special
requirements such as ETOPS, Cat II/III operations, etc.
A C of C (CRS) shall only be issued by Line Maintenance C.S when all the deferral
process, including Aircraft Log Book completion, have been finished.
Deferred items administration shall be responsibility of the respective operator.
 During heavy maintenance:
Such action must be previously approved by the Customer Representative, by signing
the document deferred item list form AAW003 which indicates that the action is been
deferred. It also must be approved by the Certifying staff.
Deferred item is clearly specified on the Certificate of Release to Service and LYCAA
is notified.

Deferred items administration shall be responsibility of the respective operator.

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Part 2 – Maintenance Procedures

2.15 RECTIFICATION OF DEFECTS ARISING DURING BASE MAINTENANCE (con.)

2.15.5 Reporting of major defects:

The major defects will be reported to the competent authority, aircraft / component
manufacture, state of registry authority and the customer as per MOE 2.18.
The troubleshooting and remedial actions of the defect will be provided by AAW as per
MOE 2.9 and or customer if agreed.

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Part 2 – Maintenance Procedures

2.16 RELEASE TO SERVICE PROCEDURES.

References:
- LyCAR.A.30 (g) (h) (i) (j)
- LyCAR.A.35 (a)(b)(c)(d)(e)(f)(g)(h)(i)(j)(k)(l)(m)
- LyCAR.A.50 (a)(b)(e)(f)
- LyCAR.A.55 (a)(b)(c)
- LyCAR.A.70 (a) 12
- LyCAR.A.75 (a)
2.16.1 Certificate of Release to Service (CRS):
(a) CRS definition:
A CRS is issued after any repair, replacement, modification, mandatory inspection,or
any scheduled or unscheduled maintenance inspection is carried out to an aircraft,
including its engines, components, radio apparatus, accessories, instruments, and
equipment. The statement of the CRS shall be as follow:
“This certifies that the work specified above except as otherwise specified
was carried out in accordance with current LYCAR 145 and applicable
approved maintenance program and in that respect the Aircraft / Aircraft
Components is considered ready for release to service“
The statement of CRS shall include the signature, the authorization number and the
date of entry.
(b) CRS requirements:
A person shall not certify an aircraft or aircraft components for release to service after
maintenance unless that maintenance has been performed according to the civil
aviation regulations and, the person is satisfied that the aircraft or aircraft components
are technically fit for release to service and use.

2.16.2 CRS after Aircraft maintenance:

(a) CRS after line maintenance:
Maintenance work on an aircraft has to be performed and certified for release to
service by the appropriately certifying staff (each in his rating). A release to service for
aircraft is necessary before each flight after completion of any maintenance work.
AAW and customer's Aircraft Technical Log Book (TLB) will be used to certify the
release to Service of the aircraft after line Maintenance work. Each relevant section of
the technical logbook shall be completed; including details of any deferred technical
anomalies. Certifying Staff must be familiar with the structure and utilisation of the
customer’s T B.
The release statement in accordance with LyCAR is pre-printed on the A/C TLB.
The TLBCRS, must contain all information regarding the job performed date/time,
authorization number of the certifying staff issuing the certificate.
The certifying staff shall NOT release the aircraft back to service after performing any
scheduled or unscheduled maintenance unless that certifying staff is satisfied that
there is NO DUE defects differed according to the AAW and or customer’s ME
intervals or extended from the Quality Assurance Manager.
The required copy of the TLB is removed and filed together with all other relevant
technical data.

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Part 2 – Maintenance Procedures

2.16 RELEASE TO SERVICE PROCEDURES.(con.)

Note: Pre-flight inspection does not require the issuance of a CRS, as long as no
additional maintenance action has been performed (e.g. defect rectification,
maintenance task, modification, inspection as per an AD, etc…)

(b) CRS after Aircraft base maintenance:

The aircraft release to service certificate CRS (LYCAA form 43/01) is to be issued
following any scheduled base maintenance performed in accordance with an
approved maintenance program/ schedule.
Category “C” Base Maintenance certifying staff is responsible for checking the whole
work package to ensure that:
o All functional / operational checks are satisfactorily carried out and affected aircraft
is airworthy..
o All A/C task cards and inspection tasks are carried out and signed off.
o No Airworthiness Directive is or shall be over-due at the time of issuance of
Certificate of Release to Service.A.D,s can be checked with AMASIS system for
AFRIQIYAH AIRWAYS aircraft. For other operator’s aircraft, it shall be
responsibility of the AAW certifying staff to verify that there are no due
airworthiness directives as per the scope of the accomplished work, or other
known due AD’s.
o Insure that the maintenance tasks stamped by “CDCC Task” reflect that the
correct configuration is maintained and insured.
o Each uncompleted task card / extra work card / non-routine card must be
assessed. For Maintenance Items that can be deferred according to the AAW and
or customer Maintenance Data (MEL, CDL, AMM, SRM...), Customer is informed,
deferral is performed and the affected system is considered in-operative
/degraded.
o For Maintenance Item that must be performed or rectified, release to service
ceases to issue until relevant task card is properly completed and certified.
o Ask PCC to collect all the originals of all certificates of the issued material from the
material inspection department and includes them in AAW and or customer
maintenance record.

Thereafter, the Category “C” Certifying Staff is responsible for signing off Form
(LYCAA form 43/01) “Certificate of Release to Service” with validity and limitations of
the specified completed maintenance check.

The Authority to issue CRS after Base Maintenance Check is granted ONLY to
Category ‘C” Certifying Staff holding a valid authorization /Approval.
The Certifying Staff who certifies the duplicate safety inspection shall enter in the
technical logbook or in the work package file a statement to indicate that the aircraft
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Part 2 – Maintenance Procedures

2.16 RELEASE TO SERVICE PROCEDURES.(con.)

control system or control system components are free from defects and function
correctly as per the manufacturer's specifications and limitations.
The statement shall include the signature, authorization (approval) number and the
date of entry.

2.16.3 CRS form contents:

The Aircraft Certificate of Release to Service (CRS) form will be used for release of
service after base maintenance on an aircraft. The (CRS) contains the following
information:
 Aircraft type, registration, manufacturer, serial number, operator and or owner.
 Type of maintenance check, location and date where and when maintenance check
was completed.
 Aircraft total flight hours and cycles.
 Reference to maintenance Schedule, which includes scheduled / unscheduled
maintenance performed.
 AD's and alterations.
 A release statement as required by LyCARs.
 Reference to maintenance organization and LyCAR.145 - Approval Certificate
Reference.
 Signature, name, and identification number of the authorized C.S.
This procedure is set to cover issuance of release to service certificate for A/C after
routine maintenance checks (A and higher checks).

2.16.4 Issuing CRS with Incomplete maintenance work:

Incomplete maintenance workidentified during maintenance is brought to the attention

and CRS can be issued and A/C released i.a.w this procedure:
- When Afriqiah Airways or its customer are unable to complete all maintenance
ordered, it may issue a CRS within the approved aircraft limitations. The Company
enters such fact in the aircraft CRS before issue.
- If the AAW /customer agrees to the deferment of full compliance with the work order
scope, then the CRS may be issued subject to details of the deferment, including
LYCAA authority /customer authority, being endorsed on the certificate.
- C.S requires that a signed proof of customer approval is obtained before the
maintenance CRS is issued.

The certifying staff will not issue a release to service for the aircraft and its component
which could cause hazard to A/C safety if the customers:
 Refuse to follow a repair procedure for a defect affecting the airworthiness.
 Refuse to incorporate a mandatory AD / CN due to his aircraft / aircraft component.
 Bring maintenance data not properly approved (STC, SB, RAS … etc).
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Part 2 – Maintenance Procedures

2.16 RELEASE TO SERVICE PROCEDURES.(con.)

2.16.5Release to service after defect rectification / deferral at line maintenance:

The Release to service of the A/C, which follows a defect rectification/ deferral, must be
recorded and executed in the aircraft T B. The release to service certifies that ‘’the
defect rectification/ deferral was performed in accordance with the requirements of AAW
and customer’s approved Maintenance Manuals and the related Manufacturer’s
Technical manuals''.
In case of defect rectification deferral for any reason, the appropriately certifying staff
(each in his rating) who took the deferral decision, will sign-off the defect in the TLB
after ensuring that deferral is permissible according to the maintenance data (MEL, CDL,
AMM, SRM … etc) and no possible interaction with other discrepancies which rectification
had already been deferred.

2.16.6 “One-Off” authorization of maintenance personnel:

On occasions Afriqiyah Airwaysmay arise aperson toperform and certify aircraft CRS
after rectification of unscheduled defects atlocations not normally supported by a
contracted maintenance organisation.
In this case, a "One-Off” ine Maintenance Personnel Authorisation may be granted by
AAW quality manager subject to the following:

a) The person to be authorised must:

 Be employed by an organisation approved under the appropriate NationalAviation
Authority (NAA) of an ICAO Contracting State and in accordance with its national
regulations for the maintenance of that aircraft type in that country, and
 Hold an authorisation, or equivalent, issued by that organisation for the purpose of
certification of defect rectification on the aircraft type.
b) AAWQuality Manager must establishLYCAA authorisation approved procedure.
c) The experience and competence of the person proposed for authorisation, and the
validity of the authorisation/approval and license held.
d) Authorisations shall be granted for the particular occasion only.
e) The authorisation shall be in the form of a written authorisation letter and may be
transmitted by fax, E-mail, telex or SlTA transmissions.
f) The authorisation letter must be presented to the A/C Commander for his acceptance.
g) Records of such investigation shall be kept to support the authorisation granted and
shall be made available for LYCAA review.

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Part 2 – Maintenance Procedures

2.16 RELEASE TO SERVICE PROCEDURES.(con.)

2.16.7 Duplicate inspection of controls:

certifying staff shall not certify an aircraft or aircraft components for release to service
after the initial assembly, subsequent disturbance, or adjustment of any part of an aircraft
control system or aircraft control system components unless a duplicate safety inspection
of the control system has been performed to include An inspection after maintenance by
a certifying staff qualified and authorized in accordance with MOE 3.4 to certify the
release to service of the control system and A second inspection done by another
certifying staff .

2.16.8 Release to service of serviceable components removed from aircraft:

Parts or components may be re-certified for installation on aircraft or assembly without a

shop visit.A CRS may be released:
 Onto internal documents (Serviceable Tag) for the use inside the maintenance
organization;
 Onto an authorized release certificate for all other uses.
In all cases, the issued authorized release certificate must include the registration of the
aircraft from which the component was removed.
A component removed from an in service aircraft / NHA may be released into service by
an approved Maintenance Organization.

The Certifying Staff shall, at least, verify that:

 The component was removed by a qualified person employed by AAW or a person

employed by an approved Maintenance Organization or under the supervision of
this;
 Neither the component nor the relevant systems have had any malfunction during
last flight operation they were involved in;
 Aircraft maintenance records do not show any unusual events that could affect the
serviceability of the aircraft component such as involvement in accident / incident,
heavy landing, withdrawn from service or lightening strike. authorized release
certificate or equivalent should not be issued if it is suspected that the A/C
component has been subjected to extreme stress or temperature which may affect
its operation;
 The component is inspected for satisfactory conditions including, obvious damage,
corrosion, leakages, .etc and complies with any additional maintenance instructions
provided by the manufacturer;
 The component is in compliance with known applicable airworthiness directive, &
modification.
 For life limited parts (if applicable) flight data / hours / cycles /landings) monitor &
control should be continued.
 for serialized parts (As applicable)The presence of maintenance history;
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2.16 RELEASE TO SERVICE PROCEDURES.(con.)

If the above mentioned inspections and checks are done satisfactory, the Certifying Staff
shall issue a Serviceable Tag (for internal usage) or authorized release certificate,
entering word “Inspected” and statement “Removed serviceable from A/C (registration
marks)”
Also the following information is used:
 when and by whom last maintenance was performed;
 a list of all known embodied ADs;
 a list of embodied repairs and modifications;
 for life limited parts the used and residual life;
 The complete history of all maintenance.

2.16.9 Swap / Change over of serviceable components between Aircrafts:

It is possible to swap/ install AAW Aircraft/NHA component removed serviceable from

another A/C/NHAlocated in the hangar/shop.
Such possibility must be agreed by maintenance & engineering department and
performed as per agreed specific procedures.
The following conditions must be fulfilled before installing the component:
 A component removed shall be released to service as per MOE 2.16.8
 Data related to the change (a/c, P/N, S/N) shall be recorded both on the Log Book/
Work package of the aircraft / NHA removed from and the aircraft / NHA installed on
 The change of position on the same aircraft shall be recorded and certified on the Log
Book page.

2.16.10 Release to Service of Components Removed from Aircraft Withdrawn from

Service:

Serviceable components removed from A/C withdrawn from service may be issued an
authorized release certificate by AAW subject to compliance with following conditions:

 A/C dismantling for spares shall be accomplished under the control of AAW
employing procedures approved by the LYCAA.
 To be eligible for installation components removed from such aircraft may be issued
with an authorized release certificate by AAW within the LyCAR.145 scope of
approval following a satisfactory assessment.
 As a minimum the assessment will need to satisfy the standards set out in paragraph
2.16.8. This should where known, include the possible need for the alignment of
scheduled maintenance that may be necessary to comply with the maintenance
programme applicable to the aircraft on which the component is to be installed.
 Irrespective of whether the A/C holds a certificate of airworthiness or not, AAW shall
satisfy itself that the manner, in which the components were removed, preserved and
stored are compatible with the standards required by LyCAR.145.

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Part 2 – Maintenance Procedures

2.16 RELEASE TO SERVICE PROCEDURES (cont.)

 A structured plan shall be formulated to control the A/C disassembly process. The
disassembly shall be carried out by AAW or an appropriately rated organization under
the supervision of certifying staff, which will ensure that the A/C components are
removed and documented in a structured manner in accordance with the appropriate
maintenance data and disassembly plan.
 All recorded A/C defects shall be reviewed and the possible effects these may have
on both normal and standby functions of removed components shall be considered.
 Dedicated control documentation shall be used as detailed by the disassembly plan,
to facilitate the recording of all maintenance actions and component removals
performed during the disassembly process. Components found to be unserviceable
are to be identified as such and quarantined pending a decision on the actions to be
taken.
 Records of the maintenance accomplished to establish serviceability are to form part
of the component maintenance history.
 Suitable facilities for the removal and storage of removed components shall be used
which include suitable environmental conditions, lighting, access equipment, aircraft
tooling and storage facilities for the work to be undertaken. While it may be
acceptable for components to be removed, given local environmental conditions,
without the benefit of an enclosed facility subsequent disassembly (if required) and
storage of the components shall be in accordance with manufacturer’s
recommendations.

Serviceable components removed from A/C withdrawn from service may be issued an
authorized (CRS) by AAW subject to compliance with following conditions:

 The A/C component had all maintenance carried out under the control of AAW who
also retains control of the airworthiness status of the component.
 The component was removed by a qualified person employed by AAW or a person
employed by an approved Maintenance Organization or under the supervision of this;

- The component is inspected for satisfactory conditions including, obvious damage,

corrosion, leakages, .etc and complies with any additional maintenance
instructions provided by the manufacturer; including appropriate preservation.
- Neither the component nor the relevant systems have had any malfunction during
last flight operation they were involved in;
- Aircraft maintenance records do not show any unusual events that could affect the
serviceability of the A/C component such as involvement in accident / incident,
heavy landing, withdrawn from service or lightening strike. Release to service or
equivalent should not be issued if it is suspected that the A/C component has
been subjected to extreme stress or temperature which may affect its operation.

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Part 2 – Maintenance Procedures

2.16 RELEASE TO SERVICE PROCEDURES (cont.)

2.16.11 Release to Service of components removed from A/C involved in abnormal

occurrences such as (accidents, incidents, heavy landings or lighting strikes):

It is AAW Policy not to release to service for any component subjected to extreme
stresses, high temperature, and immersion or if it was removed from an Aircraft involved
in an accident/incident. Unless processed in accordance with paragraph 2.16.8 or 2.16.10
and a specific work order including all additional necessary tests and inspections made
necessary by the accident or incident. Such a work order may require input from the TC
holder or original manufacturer as appropriate and shall be referenced.

2.16.12 Specific CRS for test flight:

If a test flight is required by the nature of the maintenance performed, a specific (CRS) is
issued as follows:
Certificate for Release to Service is valid only for a single Test flight. Two situations may
occur then:
 If no defects are reported by the flight crew, In this case no further actions are
required, and a new C OF C (CRS) will be issued showing the number of the Sales
Order of the flight test;
 If the flight crew reports a defect. Corrective action will be taken and after its
completion, a new C OF C (CRS) must be issued showing the number of the Sales
Order which contains the corrective actions for discrepancies.
Deferred Maintenance items shall be registered in the Aircraft Technical Log Book and in
the Technical Report for Heavy Maintenance works.

2.16.13Responsibilities of C.S on board:

Its Afriqiyah Airways policy to keep one certifying staff on board each flight to cover the
following duties:

1- To perform walk around according to P.D.C sheet on board.

2- Sign the P.D.C in aircraft technical log book.
3- To rectify any defect raised by cockpit crew outside station or defer the defect in
deferred defect log with the reference to MEL and MEL category.
4- Before each flight shall ensure that:
- The A/C is airworthy.
- All aircraft document on board and valid as follow:
a. Certificate of airworthiness
a. Certificate of insurance.
b. Radio station license
c. Flight permit.

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Part 2 – Maintenance Procedures

2.16 RELEASE TO SERVICE PROCEDURES (cont.)

d. Noise certificate.
e. Ops Specs
f. Dent and buckle chart.
- Be sure that the fly way kits (wheels + tool box) are properly secured in cargo
compartment.
- Be sure that the Aircraft LAB. TOP are fully charges and serviceable.
- Be sure that all on board emergency equipment are serviceable & secured and
serviceable label Attached
-In case of A/C unserviceable outside station due to spare part or structure damage
out of SRM Limit shall inform immediately the technical department with the situation
by phone then send report by Fax.

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Part 2 – Maintenance Procedures

2.17 Records for AAW and the Customers.

References:
- LyCAR.145.A.55(b)
- LyCAR.145.A.70 (a) 12
2.17.1 General:
All the maintenance work carried-out by AAW on an Aircraft / Aircraft component will be
performed according to a work package extracted from maintenance program and or
customer bill of work.

2.17.2 Transmission of maintenance documents:

It is AAW policy that all the maintenance documents originals will be transferred to the
planning & engineering offices and or customer upon work completion, and AAW will
retain copies of all the transmitted documents for a minimum period of three years.

These original documents will include, but not limited to:

Aircraft release to service (CRS), authorized release certificate for A/C components,
routine and non-routine task cards, special inspection cards with any associated
measures / results used for follow-up / analysis, specific modification cards, open items
list and the approval granted for these open items, ... etc.

Aircraft release to service certificate (CRS) / Return to Service of Component (authorized

release certificate) originals are the minimum documents that will be transmitted to the
planning & engineering / customer upon completion of maintenance work on an Aircraft /
Aircraft component while the other documents will be transmitted later on.

2.17.3 Storage of documents transmitted to the operator / customer:

As MOE 2.14

2.17.4 Maintenance records retention duration:

Maintenance records will be maintained for three years from the date of the release to
service of the aircraft / aircraft component.

If contractually agreed AAW can fully keep the maintenance records on behalf of the
customer for the retention period specified in the contract.

2.17.5 Retrieval of lost or destroyed records:

Any records irrecoverably lost or destroyed will be reconstructed on a case by case basis
using other records maintained by the repair facilities.

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Part 2 – Maintenance Procedures

2.18 REPORTING OF DEFECTS TO COMPETENT AUTHORITY / MANUFACTURER

/ CUSTOMER
References:
- LyCAR.145.A.60 (a)(b)(c)(d)(e)
- LyCAR.145.A.70 (a) 12

2.18.1 Notification of the defect incidents:

An internal occurrence reporting system is intended to collect all reports generated by the
AAW staff.
Any defect incidents/ occurrences observed during maintenance inspections on an
Aircraft, power plant, or component constitutes an immediate hazard to the safety of
flight, shall be reported as soon as possible to the LYCAA, Customer , Manufacturer, and
to the authority of registration on a " Occurrence Report" (Form AAW027-2) by the
Quality Assurance Manager.

The notification of the defect incidents/ occurrences shall be conveyed by the most
secure and expeditious means.

All AAW technical and certifying staff personnel have been made aware of the
requirement for reporting occurrence, and that formal procedures exist within AAW for
coordination, receipt, and follow-up of such reports.

2.18.2 Details of the defect incidents / occurrence:

The defect incidents/ occurrence details shall be reported to the LYCAA within 72 hours
of the incident on the "Occurrence Report" (Form AAW027-2) and shall contains, the
information listed below:

1. Date and time the incident was detected.

2. Brief description of events.
3. Aircraft nationality, registration, and type.
4. Name of the aircraft operator and owner.
5. Location of the aircraft, at the time of the incident.
6. Phase of flight.
7. Effect on flight.
8. Aircraft point of departure and destination.
9. Name of the manufacturer of the A/C, part, or equipment, and where appropriate,
the part number, its modification standard, and its location on the A/C.
10. Description of the incident, its effects, and any other relevant information.
11. Whether the person or organization making the notification has instituted an
investigation into the defect and expected time of completion.
12. Name, organization, and contact details of the person notifying the incident.

Each reporting is filed under the Company Technical Records Control System described
in MOE 2.14.

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Part 2 – Maintenance Procedures

2.18 REPORTING OF DEFECTS TO COMPETENT AUTHORITY / MANUFACTURER /

CUSTOMER (con.)

2.18.3 Reportable occurrences:

The following conditions are considered occurrences and shall be reported. These
conditions will include, but will not be limited to:

Aircraft
 Airworthiness Directives (AD/CN) overdue for compliance.
 Any failure of Aircraft primary structure or non-primary structure, which endangers or
could endanger the aircraft or its occupants and which necessitates repair or
rectification before further flight, e.g. ground collisions.
 Cracks, permanent deformation or corrosion not previously experienced or greater
than previously encountered.
 Fire or explosion.
 Smoke, toxic or noxious fumes in the aircraft.
 Fuel system malfunction that has significant effect on fuel supply/distribution.
 Fuel, oil or hydraulic fluid that results in substantial loss, or is a fire hazard.
 Any loss or malfunction of one or more main system(s), subsystem(s), or set(s) of
equipment (e.g. hydraulic power, flight control system [auto flight, auto trim],
electrical power, air systems, ice protection, navigation systems and instruments,
warning systems and devices, brake systems).
 Malfunction of any control, including stiffness in operation, movement limitation or
delay response.
 Erroneous information in approved Technical Publications.
 When a tool has been found unserviceable during calibration process.

Engine
 Loss of thrust/power, shutdown or failure of any engine.
 Inability to shut down an engine or to control power, thrust or RPM.
 Uncontained failure of engine compressor, turbines.
 Inability to feather or un-feather a propeller.

Components
 Significant failure of wheels tires or brakes.
 Components and parts found to be maladjusted incorrectly assembled or showing
evidence of poor or incorrect maintenance practices.
 Component and parts fitted as serviceable units to an aircraft, which are found to be
defective during post-installation testing/operation.

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Part 2 – Maintenance Procedures

2.18 REPORTING OF DEFECTS TO COMPETENT AUTHORITY / MANUFACTURER /

CUSTOMER (con.)

2.18.4 Investigation, evaluation and reporting procedure:

The Quality Assurance Manager will assign a quality staff member to investigate and
assess the occurrence and prepare the "Report” which shall include the following:

 Results of the assessment in terms of hazard identification and the effectiveness of

the existing control procedures.
 The probable cause, the suggested corrective or preventive action, which will solve
or prevent recurrence of the incidents and enhance aviation safety.
 May contain sketches or pictures in addition to word descriptions if it will help to
clarify the issue.
 The findings of occurrences discovered on A/C or components maintenance are
rectified i.a.w approved technical data.

The Quality Assurance Manager will review the report and complete with his conclusions
and recommendations.
On completion of the investigation, The Quality Assurance Manager will submit the
conclusions and recommendations report of the investigation to the LYCAA, Customer
manufacturer,originator (the engineer in charge who initiated the report, and to the
authority of registration on a "Occurrence Report" (Form AAW027-2) no later than 90
days after the incident unless unforeseen circumstances warrant a delay.

2.18.5 Retention of defective products , components and occurrence reports:

- Any defective product or component associated with a defect incident shall be
retained for at least 6 calendar months after the final investigation report is published
and the LYCAA gives permission to dispose or otherwise of the items concerned.
- All incidents/ Occurrence reports will be retained in the Quality Assurance Office for a
minimum period of three years.

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Part 2 – Maintenance Procedures

2.19 RETURN OF DEFECTIVE AIRCRAFT COMPONENTS TO STORE

References:
- LyCAR.145.A.40
- LyCAR145.A. 42 (d)
- LyCAR.145.A.70 (a) 12

It describes the return process of component/ parts removed from A/C by Afriqiyah
Airways maintenance staff to the store.

2.19.1 Labelling and precautions :

All unserviceable components/defective parts removed from Aircraft shall have an AAW
(U/S) tag (Form AAW013) filled, signed, and attached to the component by authorized
staff.
After removal of unserviceable components, authorized staff holders who sign the U/S
tag are responsible for ensuring that adequate precautions have been taken to prevent
spillage of oil and fuel, entry of dust and dirt into orifices and oil passages, and for
packaging the component in accordance with the manufacturers recommendations and
the procedures of the customer.

2.19.2 Investigation/evaluation of defective A/C components:

Its described in chapter 2.15 of this MOE: “Rectification of defects”.

A defective component will be removed from an aircraft only if such action is supported
by an approved document.

2.19.3 Defective component identification status:

All defective components and parts are routed, from the Line Maintenance and from
hangar to the store un-serviceable area. The returned components are to be split into two
classes:
1. Defective component (unserviceable),
2. Rejected component (unserviceable-condemned).
1. Defective component
When an A/C component is considered as defective, the concerned Department (Line
Maintenance, Hanger, Store) is in charge of establishing an “U/S” tag (form AAW013).
This tag has to be completed before entry into the store un-serviceable area.
In the case where an investigation has to be carried out to determine whether a
modification/rectification/overhaul or scrapping is necessary, the component is stored
in “un-serviceable” area under the responsibility of the Store Keeper awaiting disposal
instructions from the procurement Manager.

After completion of the investigation, the Store Keeper completes the “U/S” tag (form
AAW013), filling in the blocks “Repair/Modification/Test/...”

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Part 2 – Maintenance Procedures

2.19 RETURN OF DEFECTIVE AIRCRAFT COMPONENTS TO STORE (con.)

2. Rejected component:
When a component is rejected, after approval of procurement manager, a “SCRAP”
tag (form AAW028) is raised. Technical Store personnel will pick up the component
from the un-serviceable area and will dispatch it to a dedicated container located
outside the main Store. Such container is kept always under lock and key, till scrap
process, and under responsibility of the Technical Store Manager.
Consumable parts scrapped at any Maintenance areas shall be disposed off in
dedicated and clearly identified boxes with lock and key, under responsibility of line or
hangar maintenance managers or Shift Chief. Periodically, the area responsible shall
submit the box contents to Technical Store for disposal at dedicated area.

2.19.4Storage conditions:
Storage conditions and Store Keeper responsibilities (un-serviceable area for defective
components awaiting final quality disposal, storage of scrap components) are defined in
chapter 2.3 of this MOE.

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Part 2 – Maintenance Procedures

2.02 DEFECTIVES COMPONENTS TO OUTSIDE CONTRACTORS.

References:
- LyCAR.145.A.40
- LyCAR.145.A.42
- LyCAR.145.A.70 (a) 12, 14, 16
The aim of this procedure is:
a) to describe dispositions taken by Afriqiyah Airways Organisation to control the
Purchase Order and the shipping of defective components to outside contractors
on the occasion of aircraft maintenance carried out by AAW ,
b) to precise AAW quality requirements, in compliance with LYCAA Regulations
applicable to the establishment of a Purchase Order, in order to ensure a proper
subcontracted maintenance.

2.02.1 Process to return a component to an outside contractor:

When the decision to return the unserviceable component to outside contractor has been
taken, the Procurement department will be in charge for the outgoing inspection, and
especially to deliver the defective components in compliance with standard ATA 300
(packaging).
The procurement manager shall perform the analysis of the “UNSERVICEAB E” tag and
associated component rejection form (form AAW014). The objective is to determine in
accordance with the reason for removal, work status mentioned on the label, all
Airworthiness data and all information useful to specify to the subcontractor , the
maintenance task to be performed (CMM, SRM, SB, approved drawing, etc.).

The Procurement Manager is also in charge of preparing and issuing the P.O and its
Work Scope. Following information must be provided:
 the designation, part number, serial number, quantity,
 reason for removal (“UNSERVICEAB E” tag),
 work Scope,
 TSN (time since new), TSO (time since overhauled), etc.
 Requested documents at return (i.a.w the Associated Procedure to be reminded).

2.20.2 Shipping of defective parts:

According to the contract/purchase order with the supplier and after agreement about the
quotation, delivery/order date, cost, quality aspects (scrapping, concession, usage
instruction for repaired items, alternative approved part supplied), the procurement
Department is in charge of the part shipping out of AFRIQIYAH AIRWAYS Organisation.
The Store Keeper is responsible to send the defective components with the attached
“UNSERVICEAB E” tag and a copy of the Purchase Order in an adapted packaging in
accordance with the ATA 300 standard. A copy of the airway bill (AWB), Purchase Order,
“U/S” tag and other requested documents, are filed by the procurement Manager.

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Part 2 – Maintenance Procedures

2.21. CONTROL OF COMPUTER MAINTENANCE RECORD SYSTEMS

References:
- LyCAR.145.A.45 (e)
- LyCAR.145.A.55 (c) 2
- LyCAR.145.A.70 (a) 12

2.21.1General description of AMASIS network:

Afriqiyah Airways disposes of the computerized system developed by IFR France and the
software AMASIS (Aircraft Maintenance and Spares Information System). AMASIS is
integrated software making it possible to manage:
 Logistics
 Maintenance
 Associated costs, actual and forecasted
 Aircraft airworthiness

AMASIS is made of ten modules which can be progressively implemented depending

upon the qualitative evolution of company’s information system. This package that makes
it possible to control the different aspects of maintenance is composed of the following
modules:
1. Logistics module
2. Automatic Provisioning module
3. Bar code module
4. Routine Maintenance module
5. Assemblies/Sub-assemblies module
6. Scheduled Maintenance module
7. Graphics Documentation module
8. Labor Man-hours module
9. SB/AD and Standards module
10. Export-Import module.

2.21.2 Process of record system:

1. All records of maintenance, planning, and receiving inspections are kept on hard
copy format.
2. Files are stored on the computer system and in the AMASIS software server.
3. Access to the computer system is limited to the authorized personnel with specific
password.
4. Any file modification is retained in the system per date.
5. A backup is performed weekly on an external hard disk drive stored separately in
safe place from flooding, burglary and fire.

2.21.3 Safeguard and storage of maintenance data:

The safeguard of the data on information processing system is done daily in IFR
Company.
This safeguard guaranteed the recording of the data since the installation of system
AMASIS in IFR company.
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Part 2 – Maintenance Procedures

2.22 CONTROL OF MAN-HOUR PLAN VS SCHEDULED MAINTENANCE WORK.

References:
- LyCAR.145.A.30 (d)
- LyCAR.145.A.70 (a) 12 (b)

Afriqiyah Airways Maintenance Organization shall provide sufficient staff to ensure

organisational stability and to cover all maintenance activities.
Details of the available Man Power in the organisation are presented in part 1 of the MOE
A maintenance man-hour plan is established taking into account the anticipated
maintenance work load, in particular all works that are feasible to program.

2.22.01 Management of company man-hour planning :

a. Preparation and revision:

General man-hour needs (demand) and availability (supply) is established annually and
reviewed quarterly when necessary by planning in order to prepare the man-hour plans.
The man-hour plan is revised in accordance with
1. changes in manpower resources,
2. hangar visit plan,
3. contracts,
4. personnel competencies, and
5. commercial obligations.

b. Demand analysis:
The maintenance man-hour plan needs the anticipated maintenance demand for.
maintenance work load including all necessary work such as, but not limited to,
1. planning,
2. maintenance record checks,
3. production of worksheets/cards (in paper or electronic form),
4. accomplishment of maintenance, and inspection, and,
5. the completion of maintenance records.
When the Company cannot predict such demand, due to the short term nature of its
contracts, then such analysis should be based upon the minimum maintenance workload
needed for commercial viability.

(c) Supply analysis

When preparing the man-hour plans, the Company makes a supply calculation and
1. human performance limitations,
2. complexity of works,
3. contracted and subcontracted services,
4. net personnel working hours calculated considering
a. shift arrangements (when applied), and shift durations,
b. breaks,
c. trainings,
d. vacations,
e. sickness
are taken into account.
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Part 2 – Maintenance Procedures

2.22 CONTROL OF MAN-HOUR PLAN VS SCHEDULED MAINTENANCE WORK. (con)

2.22.2 Maintenance visit plan:

a. heavy maintenance
In the case of the Aircraft heavy maintenance, the maintenance man-hour plan is
related to the hangar visit plan. The Visit plan is developed by the Hangar
maintenance manager taking account:
 Requirements of Maintenance Programs of AAW Fleets,
 Requirements of Commercial Operations area of AAW,
 Requests for maintenance works from other operators (external
customers),Availability of man hour at the Heavy Maintenance Area and other
involved areas, in the form of a rated daily quote of available M/H’s.
The data is collected and processed by Hangar Maintenance Manager, and the
analysis results in a scheduled TAT (expressed in calendar days) and a quantity of
total man-hour required.

b. Line maintenance
In the case of Line maintenance, the maintenance man-hour plan is related to the
line activity plans. A similar process is followed by the MCC and L.M Area.
For both cases, the entire maintenance man-hour plan will be reviewed every 3
months and updated when necessary, according to contracts evolution.

2.22.3 Man power shortage:

When a deviation of more than a 25% shortfall in available man-hours during a calendar
month for any one of the above mentioned activities occurs, the visit / activities plan must
be immediately corrected by Aircraft maintenance manager by recalculating the efficiency
factors used and consequently re-scheduling the works in accordance with remnant
hours / cycles, or extra man power must be provided by the respective Maintenance
Managers. Such rescheduling will be communicated first to the Director Chairmanand
Managers.
The Quality Assurance Manager must inform the Director Chairmanof any shortage of
manpower(Significant Deviations) that has been brought to his attention and who will
take appropriate action to correct the shortage of manpower.

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Part 2 – Maintenance Procedures

2.23 CONTROL OF CRITICAL TASKS

References:
- LyCAR.145.A.65 (b) 3
- LyCAR.145.A.70 (a) 12 (b)

2.23.1 “Critical Task” definition

“Critical Tasks” are those maintenance and alteration items, which, if not performed
properly, could result in a failure, malfunction or defect endangering the safe operation
of the airplane.
Typically, “Critical Tasks” may be removal/installation tasks and associated
inspections, carried out on aircraft during a given maintenance inspection, involving
many components of the same type fitted to several systems of the same aircraft,
when these tasks are performed by the same person (example : removal / installation
of oil filling plugs on all the engines of the same aircraft)
2.23.2 “Critical Task” Identification:
The work card or worksheet shall identify critical tasks(highlighted on task sheet form
AAW021) and include a requirement for duplicate inspection prior to aircraft release.
This is to minimize the rare possibility of an error being repeated on several redundant
systems of the same aircraft. This is particularly relevant in line maintenance for tasks
such as engine oil servicing.
The work card or worksheet shall provide for an additional stage for re-inspection of
the work by the same authorized staff after completion of all the same tasks in the
absence of another authorized staff to carry out the duplicate inspection and before
aircraft release.
It is the responsibility of the specific customer to supply the AAW with
its list of the defined critical tasks either within the contractual arrangements or on their
work cards and worksheets and specify the procedures to be followed. In such cases,
AAW authorized staff will follow the customer specific procedures.

2.23.3 “Critical Task” classification:

a. General classification of critical tasks are as follows:

• Airworthiness Directives.
• Tasks coming through MPD/MRB safety route.
• Mandatory Service Bulletins and Engineering Orders/Work Orders.
• Airworthiness limitations like CDCC tasks.
• EWIS tasks.
• Masking and their removals from aircraft body painting or touch ups.
• Tasks falling into ones listed in paragraph (b).
In addition to this general classification, Quality Manager may ask for identification of
any task as critical that falls into below:
• Previous experiences of maintenance errors, and consequence of the failure,
• Information arising from the ‘occurrence reporting system’ (ref. MOE 2.18 and 2.25)
• Authority requirements for error capturing, when applicable.

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Part 2 – Maintenance Procedures

2.23 CONTROL OF CRITICAL TASKS (con.)

b. List of tasks which are considered as critical in maintenance

it is prepared in ATA chapter basis in order to simplify identification of critical tasks.
Task ATA

Unscheduled maintenance checks 05

Tests with Cabin Pressurizing iaw MOE 2.24.03. 21
CVR installation, tests and adjustments. 23
Main Batteries and Battery Chargers installation, tests and adjustments. 24
Escape Slide/Slide Raft ınstallations. 25
Fire detection and fire extinguishing system defect rectifications, tests after component 26
removals and installations.
Defect rectifications on flight controls and systems, component/part installation, 27
adjustments and tests.
Fuel system component installation and tests, CDCCL works, fuel leak repairs. 28
Hydraulic system pumps (Engine Driven and Electrical Pumps, Power Transfer Units) 29
installation and tests, hydraulic leak repairs.
FDR installation, adjustment and tests. 31
Landing Gear components (including wheels and brakes) installation, adjustment and 32
tests, Landing Gear operation, down locking and steering system defect rectifications.
Pitot Static part replacement, Standby Altimeter, Airspeed Indicator installarion, 34
adjustment and system tests.
Inspection for obstruction after exterior aircraft washing or any work in the area that
require covering the ports are also considered as critical task.
Crew Oxygen System component/part replacement, tests after replacements, oxygen 35
leak repairs.
APU compartment inspections after APU removal, APU installation and tests. 49
All structural repairs in ATA 51, 52, 53, 54, 55, 57, 71 thru 80. 51, 52, 53, 54,
55, 57, 71, 80
Pylon installation, test and inspections. 54
Cockpit Windows inspections, defect evaluations, installations and tests. 56
Engine defect rectifications in ATA 71 thru 80, Engine LRU parts and components 71-80
installations, adjustments, tests after installations, engine run-ups iaw MOE 2.24.02.

2.23.2 Duplicate inspection procedures for “Critical Task”

During review of aircraft maintenance log, write-ups, task cards, and non-routine write-
ups prior to line maintenance, each write-up, or task identified as critical will be
prominently marked with rubber stamp “Critical Task” on the non-routine task card.
Critical Tasks” require two signatures, that of the person performing the work, and that
of the authorized person accepting the work. Each “Critical Task” inspection performed
during Line Maintenance will be documented in the Aircraft Maintenance Logbook, will be
identified as “Critical Task”, and will have the dual sign-offs.
It is the responsibility of the authorized staff carrying out the initial task to ensure that all
critical tasks identified by the customer are handled in compliance with customer specific
procedures.
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Part 2 – Maintenance Procedures

2.23 CONTROL OF CRITICAL TASKS (con.)

Before signing the “Release to Service” for the aircraft, the certifying staff will review all
paperwork and determine that each item identified as “Critical Task” has been inspected
and accepted by authorized certifying staff for critical tasks prior to release of the aircraft.
2.23.5 Duplicate inspection of controls:
certifying staff shall not certify an aircraft or aircraft components for release to service
after the initial assembly, subsequent disturbance, or adjustment of any part of an aircraft
control system or aircraft control system components unless a duplicate safety inspection
of the control system has been performed to include An inspection after maintenance by
a certifying staff qualified and authorized in accordance with MOE 3.4 to certify the
release to service of the control system and A second inspection done by another
certifying staff .

The certifying staff who certifies the duplicate safety inspection shall enter in the technical
logbook or in the work package file a statement to indicate that the aircraft control system
or control system components are free from defects and function correctly as per the
manufacturer's specifications and limitations.

The statement shall include the signature, authorization (approval) number and the date
of entry.

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Part 2 – Maintenance Procedures

2.24 REFERENCE TO SPECIFIC MAINTENANCE PROCEDURES.

References:
- LyCAR.145.A.70 (a) 12

Some Aircraft maintenance activities are classified as “specific”. Those activities are
carried out in accordance with an approved maintenance instructions and as specified in
the customer contract.
In accordance with the exposition, AAW shall be entitled to maintain any A/C and/or
component for which it is approved at a location identified as a line maintenance location
capable of supporting minor maintenance and only if AAW exposition both permits such
activity and lists such locations. For work away from approved maintenance locations see
AAW MOE 1.8.5.

2.24.1 Engine run procedure :

Engine ground run procedures are described in the maintenance manuals of Aircraft
manufacturers. AAW personnel authorized to perform engine test runs, were trained to
general procedures, also to any specific customer’s procedures.

2.24.2 Aircraft pressure run (cabin pressurizing):

When required (such as but not limited to, after a troubleshooting in the cabin
pressurizing system, maintenance data requirement after replacing a component or after
a structural repair on the pressurized zone of the structure, etc.), A/C pressure run may
be performed by competent authorized C.S on A/C. Another competent C.S on subject
A/C type must be available to observe pressure run in the cockpit as inspector/observer
of pressure run.
Competent technician is responsible for applying all of the measurements written in AMM
and only AMM references is used for pressure run.
Whoever attends the pressure run test for any reason, he should not have serious health
problems.
The AAW Quality Assurance Manager is responsible for issuing the authorisation for
such a job and keeping the relevant records.

2.24.3 Aircraft towing procedure:

AAW personnel perform Aircraft Towing; however one AAW engineer upon request, shall
assist the Ground Handling Provider any time towing is performed on a customer’s A/C.
CAUTION: Aircraft movement must be performed with extreme caution to prevent
injuries to personnel as well as to avoid damage to A/C , equipment, and facilities.

The AAW engineer shall make sure that the minimum safety requirements are be met
before A/C movement:
a) Roles and responsibilities of each person involved in the towing shall be defined.
b) Communication standards between all persons involved in the towing shall be defined.
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2.24 REFERENCE TO SPECIFIC MAINTENANCE PROCEDURES (con.)

c) Clearance must be obtained from the airport tower before moving the aircraft
d) Prior to movement, all landing gear struts and tires should be properly inflated.
e) The proper tow-bar must be used.
f) Staff shall not tow an aircraft in congested areas without a guide man to assist.
g) Two or more people will be used to tow large aircraft, including the cockpit crew and a
qualified tow vehicle operator.
h) All chocks shall be removed and kept clear from the aircraft movement.
i) The tow vehicle operator should avoid sudden starts and stops. Aircraft brakes should
be applied only in an emergency, on command from the engineer.
j) The aircraft engines should not, under normal circumstances, be operated during
towing operations. However, the procedure of pushing aircraft away from terminal
gates is an exception.
k) The tow vehicle operator must not exceed nose wheel swivelling limits during towing.

2.24.4 Aircraft Taxiing:

Only preformed by maintenance staff holding A/C taxiing authorisation cleared by AAW
Quality Assurance Manager,(Company Authorization form MOE/P01-F01) and Keeping
the records of A/C taxiing authorisation
- The Certified Staff authorized for A/C taxiing, are totally responsible for ensuring safety
briefing of all personnel involved in taxing.
- The aircraft taxiing is carried out in accordance with applicable Aircraft Maintenance
Manual task.
- The maintenance procedures specified shall be performed in accordance with
appropriate referenced regulatory requirements.
- Aircraft Maintenance Department (Base and Line) is responsible for the
implementation of this policy.
- Procedures as they refer to approved data shall be certified for release to service by
authorised personnel (Certifying Staff).

These procedures used by AAW organisation, are issued from the Manufacturer
documentation (AMM). Either they are directly carried out or they are developed through
internal AAW instructions.

2.24.5 Technical wash:

External cleaning of Aircraft is performed i.a.w AMM procedures. Health & environmental
protection measures should be taken.

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2.24 REFERENCE TO SPECIFIC MAINTENANCE PROCEDURES (con.)

2.24.6 Aircraft de-icing:

1- Procedure:
- The de-icing procedure is requested by the crew or line maintenance personnel and
before to issue the Aircraft release to service.
- The Certifying Staff shall verify that the de-icing procedure of Aircraft is carried out in
reference to applicable AMM tasks.
- An Aircraft shall be cleaned of ice formations by water, special fluids, or mixtures of
fluids and water.
- The responsible maintenance staff in charge of initiate the de-icing shall be designated
by the Maintenance Department.
- De/anti-ice treatment is a ground handling operation which has a great impact on
safety of flight. The de/anti icing procedure is classified as follows:

a. De/anti-icing requested by maintenance staff when observed during performance

of daily, pre/post flight, scheduled / unscheduled maintenance checks, and it shall
be managed by the technical staff.
AAW C.S shall request for de/anti icing treatmentfits maintenance tasks.
Upon completion of de/anti-icing treatment, certifying staff shall stamp on the TFL,
all technical data have been done (type of fluid, percentage, temperature used,
start and end time).
b. De/anti- icing requested by flight crew is managed and responsible by AAW flight
crew. Certifying staff on board shall monitor the de/anti-icing when applicable.
Upon flight crew de/anti-icing request, he shall verify the type of fluid selection is
based upon weather condition, quantity and temperature of fuel in the wing, taxi-
time forecasted etc.
Upon completion of de/anti-icing treatment, flight crew shall stamp on the TFL,
stamp is available onboard, all technical data of the stamp (type of fluid,
percentage, temperature used, start and end time) shall be duly filled.

2- De-icing tasks at outstation

De-ice anti-ice procedure is performed under the responsibility of the C.S “on
board”.

3- De-icing/anti-icing training
Staff assigned to perform De-icing / Anti-icing operation on any AAW A/C must
successfully complete the initial training and must also successfully compete
recurrent training within 24 months period.

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2.24 REFERENCE TO SPECIFIC MAINTENANCE PROCEDURES (con.)

4- Control check at stations

Quality Assurance auditors shall conduct periodic audit on de/anti-icing
subcontractors as per audit plan to check the company procedures, facilities,
equipment, technical data, materials, training, and records according to
(OP/MC/P01-F03) checklist.

2.24.7 Aircraft fuelling:

Fuelling operations are performed by the fuel supplier of the airport and shall be
conducted in accordance with the relevant operator’s instruction and airport safety
regulations. An assigned Afriqiyah Airways authorized engineer will supervise the
fuelling procedure as specified in the A/C AMM.

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Part 2 – Maintenance Procedures

2.25 PROCEDURE TO DETECT AND RECTIFY MAINTENANCE ERRORS

References:
- LyCAR.145.A.60 (a) (b) (c) (d)
- LyCAR.145.A.65 (b) 3
- LyCAR.145.A.70 (a) 12

2.25.1 General:
Afriqiyah Airways has a process in place to detect and rectify maintenance errors that
could, as minimum, result in a failure, malfunction, or defect endangering the safe
operation of the aircraft when tasks are not performed properly.
The procedure identifies the method for capturing errors, the maintenance tasks or
processes concerned, how errors should be analysed, corrected and prevented.
All AAW maintenance staff are aware and encouraged to report any errors identified
during maintenance, which could contribute to a safety related incident.
No inappropriate punitive action will be taken against any individual who chooses to
report an undiscovered error made by them. (MOE Part 2.18 also refers to related
reporting).

2.25.2 Detection and capturing of maintenance errors:

Detection can be carried out by different means:

1. By the observation of the error by the technician themselves:
- All AWW certifying staff is trained in human factors in maintenance according to paragraph
3 and understand it.
- AAW encourages all C.S to perform voluntary report in case of any error detected.
- Quality Assurance Manager is responsible to ensure that personnel are not inappropriately
punished for reporting or cooperating with occurrence investigations.
- All maintenance error report must be submitted to Q.A Manager

2. By the controls carried out on the maintenance take application:

- A maintenance error is considered to have occurred when the maintenance system,
including the human element, tails to perform in the manner expected in order to achieve its
safety objectives, the human error as it demands consideration of the system failing (e.g.
inadequate staffing, organizational factors, tooling availability, ambiguous manual, etc.. .) as
well as the error committed by a person,
- In case of any error detected by C.S due to maintenance task application (e.g. reference of
tools, materials, limitations, trade, manual revision number, poor lighting, tooling not
available, time pressure, inadequate training, damage on installation, incomplete
installation, improper fault isolation, inspection, test failed, fitting of wrong parts use of
incorrect oil , hydraulic fluid or other essential fluids). The C.S must be reported directly to
Quality Assurance Manager.

3.In the course of quality audits carried out by the Quality system (Ref.Q.APART 3.1).
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2.25 PROCEDURE TO DETECT AND RECTIFY MAINTENANCE ERRORS (con.)

4. By the analysis of flight incident, delay, in-flight shut down (IFSD)

- The aim of malfunction reporting is to identity the factors contributing to incidents and to
make the system resistance to similar errors.
- An occurrence reporting should enable and encourage free and hank reporting of any
(potentially) safety related occurrence.

2.25.2 Reporting:

As soon as an Afriqiyah Airways employee detects any (potential or actual) safety related
occurrence, by using the following methods he shall inform:

 Through a free-text e-mail, directed to Quality Assurance Manager

 Through a free-text e-mail, directed to the Quality Control Manager
 By face-to-face interview with the Quality Assurance Manager
 By mail

In order to provide all required elements for a reliable assessment/investigation

conclusion. It is required that any situation should be reported, but is shall be
considered part of the personnel duties to report any occurrence related with sensitive
task, such as:

 Installation, rigging and adjustments of flight controls,

 Installation of aircraft engines or APUs,
 Overhaul, calibration or rigging of components such us engines, transmissions and
gearboxes.
 Installation, rigging and adjustment of Landing Gear system,
 Any work considered Required Inspection Item in accordance with operator’s MM.
 critical task
 Critical Design Configuration Control Limitation items (CDCCL).

Process:
1- All C.S must issue and sign a Discrepancy Report QS/P01-F02(non
conformity)Form No. AAW020 which shall be submitted to Quality Assurance
Manager.

2- Quality Assurance Manager is responsible for Discrepancy reports analysis to

identify the reason of error.
Error which is formally investigated:
 Focus on contributing factors influencing the certifying stat performance (e.g.
environment, fatigue, duplicate inspections. poor planning of tasks, equipment and
spares, signing of tasks not seen, human factors training, etc.)
 Conclusions are objective and based on analytical assessment.
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2.25 PROCEDURE TO DETECT AND RECTIFY MAINTENANCE ERRORS (con.)

 Identifies contributing factors that can be managed.

 System performance improves.
 To notify LYCAA, Aircraft & components manufacture.

3- Quality assurance manager must record in the same Discrepancy Report Form AAW
020, after analysis the corrective action and conclusions.

2.25.3 Assessment / investigation process:

Once a Report is received, Quality Assurance Manager shall charge a quality auditor to
assess the validity of the occurrence report and/or investigate in order to:
 Determinate occurrence causes or contributing factors, identifying Human errors (by
action or omission form a person), equipment failures and/or external factors
(including interference caused by other equipment and weather phenomena)
 Determinate the existence of responsibilities, if an organisation’s employees
involved in the contributing factors,
 Facilitate the developing of corrective actions.

When the audit is completed, an Audit Report AAW QS/P04-F04 is issued by the
responsible auditor, containing the reported occurrence, verification of facts, causes or
contributing factors and corrective actions required, including responsible of such actions
and implementation expected date.
Copies of such report shall be routed to the Quality Assurance Manager and to every
Manager involved in the implementation of a corrective action.
The occurrence report form AAW027/QS/P01-F02 (non conformity report) shall be filled-
up and submitted to the authority and/or manufacturer.

Corrective actions:
They are carefully taken, being sure that root cause is detected. Audit findings and their
respective corrective actions and due dates shall be followed up by Quality Audits Area
Every time a Non Conform Product Audit determines that the cause of an occurrence
was Human error, Quality Assurance Manager shall issue an e-mail containing the audit
results and the detail ofthe corrective actions requested. This e-mail shall be directed to
the whole maintenance personnel, in order to:

 Prevent the recurrence of the same error, feeding back the quality system, and
 Encourages continued future reporting.

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Part 2 – Maintenance Procedures

2.25 PROCEDURE TO DETECT AND RECTIFY MAINTENANCE ERRORS (con.)

Preventive actions sources are:

1. Audits comments or observations, either by internal or external audits, which are
registered by Quality audits
2. Personnel suggestions or recommendations, which can be issued by any employee
using the mailbox Quality Assurance,
3. Other sources as Reliability reports, Customers Inquiries, process indicators
tendencies analysis, etc.
Preventive actions implementations are responsibility of each area responsible. Quality
assurance shall be informed of the status of the planed implementations and shall control
its accomplishment.

Follow Up:
Quality assurance manager is responsible:
1. To issue if necessary the following:
a. Engineering bulletin to inform the certifying staff with new procedures related to
error detection.
b. Conclusions letter to the directly concerned persons and internally.
2. Follow-up the corrective action and all information due to maintenance error handled
to all certifying staff.
3. To close the Malfunction and Discrepancy Report
4. To use conclusions of these reports for the C.S continuous training such as H.F and
safety courses.

Records:
All records related to maintenance error are kept in Quality Assurance Office.

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Part 2 – Maintenance Procedures

2.26 SHIFT / TASK HANDOVER PROCEDURES

References:
- LyCAR.145.A.47 (c)
- LyCAR.145.A.70 (a) 12

2.26.1 Objective of the shift handover:

Its handover procedure to ensure effective communication at the point of handing over
the continuation or completion of maintenance actions. Effective task and shift handover
depends on:

 The outgoing person’s ability to understand and communicate the important elements
of the job or task being passed over to the incoming person.
 The incoming person’s ability to understand and assimilate the information being
provided by the outgoing person.

2.26.2 Shift patterns:

When Afriqiyah Airways line maintenance stations and base maintenance operate an
early shift and an evening shift, each shift are supervised by a shift supervisor. Both the
early shift and evening shift have an overlap period and will record their actions in a shift
diary. The MCC will oversee and organise the daily maintenance requirements in
conjunction with both shift supervisors.

2.26.3 Shift handover:

Each morning, Maintenance Manager, MCC representative and early Shift Supervisor will
meet and review the maintenance status and requirements of the fleet. A record of the
meeting will be retained (Handover form AAW030). These requirements will be done
during the day under the control of the MCC through the Shift Supervisor.
At the shift handover the following will occur:
 The early Shift Supervisor will brief the evening Shift Supervisor of the status of each
A/C, facility status and update the shift diary.
 When evening Shift Supervisorread , understand and accept the status ,he signed and
continue with the maintenance requirements.
 On completion of his shift, the evening Shift Supervisor will record work performed and
further work required if necessary in the shift diary.
 The following day, the early Shift Supervisor will review the diary entries for the previous
day to update himself on the current status.

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Part 2 – Maintenance Procedures

2.27 Procedures for Notification of Maintenance Data Inaccuracies and

Ambiguous to The Type Certificate Holder .

References:
- LyCAR.145.A.45 (c)
- LyCAR.145.A.70 (a) 12

2.27.1 General

It is important that maintenance personnel refer to accurate maintenance data. If

maintenance personnel discover inaccurate, incomplete or ambiguous information in the
maintenance data they shall:
- Stop the work for the concerned task,
- Recordsall details such as:
 Approved Maintenance data reference: manual/procedure name, Manual PN,
ATA, page, paragraph.
 Description of the problem: inaccurate, incomplete, ambiguous, impracticable...
 Name, date and signature of the reporter and submit it to the :
- Quality Assurance Manager for further action.
- Concerned department.

2.27.2 Responsibilities:

1. It is the responsibility of all Supervisors and Engineers to inform the Quality Assurance
Manager of any inaccuracies and ambiguities in the approved maintenance data.
2. If the inaccuracy involves internal Task Cards ,the Q.A Manager will make the
necessary corrections.
3. If manufacturer or customer documentation is involved, the Q.A Manager will inform
the manufacturer and the customer concerned.
4. The Q.A Manager will send copy of reply (clarification and/or amendment) to
maintenance department and will take the decision in regard to the in-progress work
after he receives a reply from maintenance data author:

 From the Aircraft / component design organization (AMM, SB, SRM… etc).
 From the competent authority (AD / CN).
 AAW in the case of AAW job cards
 From the customers in case of job cards, issued and furnished by the customers.

5. The Q.A Manager also send a feedback to the staff who discovered the issue.

2.27.3 Records:
All records of communication with author of the maintenance data will be retained in
AAW records section until such time as the type certificate holder has clarified the issue
by amending the maintenance data.

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Part 2 – Maintenance Procedures

2.28 PRODUCTION PLANNING PROCEDURES

References:
- LyCAR.145.A.40 (a) (b)
- LyCAR.145.A.70 (a) 12

2.28.1 General:

The planning system includes a dedicated planning function in support of the production
function.
The production functions include two complementary elements:
 Scheduling the maintenance work in advance to ensure that it will not adversely
interfere with other work as regards the availability of all necessary personnel, tools,
equipment, material, maintenance data and facilities.
 During maintenance work, organizing maintenance teams, shifts and providing all
necessary support to ensure the completion of maintenance without undue time
pressure.

When establishing the production planning procedure, consideration is given to the

following:
- Logistics,
- Inventory control,
- Square meters of accommodation,
- Man-hours estimation,
- Man-hours availability,
- Preparation of work,
- Hangar availability,
- Environmental conditions (access, lighting standards and cleanliness),
- Co-ordination with internal and external suppliers, customers …etc.
- Scheduling of safety-critical tasks during periods when staff is likely to be most alert.

Limitations of human performance, in the context of planning safety related tasks,

referred to the upper and lower limits, and variations of certain aspects of human
performance (Circadian rhythm / 24 hours body cycle) which personnel is aware of when
planning work and shifts.

2.28.2 Preparation of work package:

Technical service department is responsible for:

 Preparation of tasks according to AAW MP and or Customer bill of work as follows:

- Work content definition and task card packaging, (scheduled maintenance tasks,
special inspections, AD / SB modifications, deferred defect rectification and
component replacement).
- Packaging involves available spare, downtime and manpower needed for routine
work package.
- The content of the work package is optimized and sequenced.

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Part 2 – Maintenance Procedures

2.28 PRODUCTION PLANNING PROCEDURES(cont.)

 Manpower scheduling by using man-hour standards and provisioning for unexpected

conditions.

- Integration of the job cards / work orders.

- Setup of the teams and shifts, technician and specialist needs.
- Facility needs.
- Definition and preparation of the component kits.
- Ensuring the availability of the necessary tools / equipment at the beginning of the
work.
- Ensuring the availability of the required spares and material required for the work
package.
-
Production control section will reschedule the tasks implementation in case of either non-
routine tasks arise due to findings or routine tasks which have not been implemented.

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