01-CPD-8, Civil Aviation Procedure Document On Airworthiness-Min

CIVIL AVIATION AUTHORITY OF BANGLADESH
CIVIL AVIATION PROCEDURE DOCUMENT ON

AIRWORTHINESS (CPD-8)
For
Flight Standard and Regulations Division
Version 1.0
April 2017
CAAB HQ, Kurmitola, Dhaka-1229

Bangladesh
Civil Aviation Procedure Document on
Airworthiness
Table of Contents
Chapter 1. CAAB Regulatory Responsibilities and Methodology

Chapter 2. Personal Ethics, Conduct and Credentials
Chapter 3. Training
Chapter 4. Registration and De-Registration of Aircraft
Chapter 5. Certificate of Airworthiness
Chapter 6. Approval of Aircraft Maintenance Organization (AMO)
Chapter 7. Air Operator Certification Procedure
Chapter 8. Approval Minimum Equipment List (MEL) and Configuration Deviation
List (CDL)
Chapter 9. Airworthiness Directives (AD)
Chapter 10. Aircraft Noise Certification
Chapter 11. Airworthiness Surveillance Procedure
Chapter 12. Verification of Operations Derived Equipment which are not Part the
Type Certification of Aircraft
Chapter 13. Conduct of Examinations by AELD
Chapter 14. Reserved
Chapter 15. Guideline for Following ICAO Annexes / Guidance Material
Chapter 16. Compliance of Civil Aviation Requirements
Chapter 17. Weight Control of Aircraft
Chapter 18. Approval of Special Operations
Chapter 19. Scrutiny of Manuals Related to Maintenance
Chapter 20. Issue / Validation / Acceptance of Type Certificates
Chapter 21. Enforcement Actions
Chapter 22. Export Certificate of Airworthiness
Chapter 23. Airworthiness Approval of RVSM / MNPS
Chapter 24. Airworthiness Approval of RNAV / RNP
Chapter 25. Safety Assessment of Foreign Aircraft (SAFA)
Chapter 27. Aircraft Maintenance Licensing, ANO (AW) Part-66
Chapter 28. Approved Maintenance Training Organization ANO(AW) Part 147
Chapter 30 Approval of organizations under ANO (Aw) C.1 and C.2
Chapter 30 Mandatory Continuing Airworthiness Information
Chapter 32. Airworthiness Control of Leased Aircraft
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Chapter 33. Modifications and Repairs
Chapter 34. Approval of Special Operations – Extended Diversion Time
Chapter 35. Validation for Foreign AME License
Chapter 36. Aircraft Maintenance Program
Chapter 36A. Approval of Aircraft Maintenance Program
Chapter 37. Continuing Analysis & Auditing Program
Chapter 38. Facilities & Equipment
chapter 39. Approval of Maintenance Organization ANO (AW) Part 145
Chapter 40. Approval of Special Operations-Performance based Navigation
Operation
Chapter 41. Inspect Operators Main Base Facility
Chapter 42. Conduct Spot Inspection of Operator's Aircraft Undergoing Maintenance
Chapter 43. Aircraft Ramp Inspection
Chapter 44. Aircraft Flight Manual
Chapter 45. Airworthiness Auditing
Chapter 46. Qualification for Post Holders
Chapter 47. Evaluate Category I / II / III Landing Minimum Maintenance / Inspection
Programs
Chapter 48. Procedure for Review and Approval of SMS for AMOs.
Chapter 49. Mandatory Airworthiness Information
Chapter 50. Short Term Escalation and Life Development Program Procedures
Chapter 51. Parts Pooling & Borrowing
Chapter 52. Approval of AME Training Organization
Chapter 54. Computer Generated & Stored Records Control
Chapter 55. Aircraft Fueling
Chapter 56. Approval of Reliability Program
Chapter 57. Certificate of Registration and Mode “S” Codes for Aircraft
Chapter 58. Maintenance Record Keeping
Chapter 59. Type Certificates for Imported Aircraft
Chapter 60. Aircraft Airworthiness Certification Categories and Designations
Explained
Chapter 61. Standard Certificate of Airworthiness
Chapter 62. Issue/Variation/Renewal of Approval ANO (AW) Part M
Chapter 63. Approval of Type Training Organization ANO (AW) Part 147

Chapter: 1, CAAB Regulatory Responsibilities and Methodology
CHAPTER 1
CAAB REGULATORY RESPONSIBILITIES AND METHODOLOGY
1 GENERAL
1.1 Civil Aviation Authority, Bangladesh (CAAB) functions as the regulatory body for all
aviation related activities in Bangladesh; it is responsible for regulation of air transport
services to/from/within Bangladesh and for enforcement of civil air regulations, air safety
and airworthiness standards as well as co-ordinates all regulatory functions with
International Civil Aviation Organization. CAAB is also the aeronautical service provider
and is responsible for safe, expeditious and efficient flow of air traffic within the Flight
Information Region (FIR) bounded by the International geographic boundary of
Bangladesh. This organization is the custodian of all airfields and allied facilities
including air navigation facilities.
1.2 Aviation activities in independent Bangladesh started in the last week of December 1971.
Over the years the infrastructure and facilities were developed. At present, aviation
activities are being carried out from 3 international and 5 domestic airports, about 17
airlines are now operating in and out of the country; about 43 States signed bilateral
agreements with Bangladesh.
1.3 The Headquarters of the CAAB is located in Kurmitola, Dhaka.
1.4 Bangladesh is participated in ICAO by the Representative of Bangladesh.
1.5 The priority in case of any conflict will stand in the following descending order:
(a) Civil Aviation Rules 1984;

(b) Air Navigation Orders;
(c) AT Circulars; and
(d) Airworthiness Procedure Manual.
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2. STRUCTURE OF CAAB
CAAB has the following 10 divisions;
(i) Administration Division

(ii) Flight Safety & Regulations Division
(iii) Air Traffic Service Division
(iv) Communication Division
(v) Planning Division
(vi) Finance Division
(vii) Central Engineering & Maintenance Store Unit
(viii) Civil Aviation Training Center (CATC)
(ix) Engineering (Civil & E/M) Division
(x) Hazrat Shahjalal International Airport
2.1 Flight Safety & Regulations Division has 3 Sections;
(i) Airworthiness & Engineering Licensing

(ii) Air Transport & Regulation
(iii) Flight Inspection
3 REGULATORY RESPONSIBILITIES AND FUNCTIONS OF THE CAAB
3.1 Operation of aircraft involves a number of factors which contribute to the safety of
aircraft. Although for every mode of travel there is an element of risk and danger to the
traveling public it is more so in the case of air travel for obvious reasons. A review of
history of aircraft travel will show that there have been number of accidents resulting in
loss of human life and property. In the early phase of aviation these dangers and risks
were limited to daring individuals and group of people who were aware of the risks.
Hence, as the air travel became a more common mode of public transport the
responsibilities of ensuring safety of public became the responsibility of States. Almost
all the States have established Civil Aviation Department to look after the various aspects
of safety of air travel.

3.2 The factors contributing to safety of air travel are of two type viz. the human factor and
the machine factor i.e. the aircraft. It is the prime objective of the manufacturer to see that
when an aircraft is delivered to a customer, it is airworthy, meaning that it meets the
requirements and conforms to type certificate and is in a safe condition for operation.
3.3 To ensure the safety of air transport as mentioned earlier, most of the States through legal
procedures have acquired powers to regulate aircraft operations.
3.4 ICAO plays a vital role in this regard through annexes, standards, advisory materials and
helps the States in this regard. Annex 8 deals with Airworthiness of aircraft and also lays
guidelines for its administration to each state.
3.5 Most of the States have their own airworthiness control organizations. Some states
directly control the activities of manufacturing, aircraft operations, and licensing
operations requiring a large organization. As some operators/ manufacturers try to avoid
taking responsibilities, Airworthiness Authorities lay down rules and regulations and
carry checks to ensure compliance. In the absence of a sound rule and regulation and
enforcement agencies, some unscrupulous operators may compromise safety and this will
ultimately result in accidents for which the airworthiness authorities may be blamed. It is,
therefore, all the more necessary that an ideal Airworthiness Directorate be set up in each
State to control all activities of Civil Aircraft Operations.
3.6 The ideal set up depends on the size of aircraft industry and air transport services in the
country. However, operators must be given definite responsibility and delegated certain
functions which they are in a better position to carry out, which an airworthiness officer
cannot fulfill in toto. In general, faith must be placed in the operators and they be given
definite responsibilities.
3.7 Civil Aviation Rules 1984 made under Civil Aviation Ordinance, 1960 vide Ordinance
No. XXXII of 1960 and CAAB set up in Bangladesh were established in pursuance to the
Civil Aviation Authority Ordinance, 1985 vide Ordinance No. XXXVIII of 1985. The set
up as existing today is as given in the preceding Paragraph number 2. Airworthiness
Division is one of the major wings of FSR of CAAB.

3.8 The responsibilities and functions of the CAAB are enumerated below:
3.8.1 Registration of civil aircraft;

3.8.2 Formulation of standards of airworthiness for civil aircraft registered in Bangladesh and
grant of certificates of airworthiness to such aircraft;
3.8.3 Licensing of pilots, aircraft maintenance engineers, flight engineers and Instructors and
conducting examinations and checks for that purpose;
3.8.4 Licensing of air traffic controllers;
3.8.5 Certification of aerodromes and CNS/ATM facilities;
3.8.6 Maintaining a check on the proficiency of flight crew, and also of other operational
personnel such as flight dispatchers and cabin crew;
3.8.7 Granting of Air Operator’s Certificates/Permit to Bangladeshi carriers and regulation of
air transport services operating to/from/within/over Bangladesh by Bangladeshi and
foreign operators, including clearance of scheduled and non-scheduled flights of such
operators;
3.8.8 Conducting investigation into accidents/incidents and taking accident prevention
Measures including formulation of implementation of Safety Aviation Management
Programs;
3.8.9 Carrying out amendments to the Civil Aviation Authority Act, Civil Aviation Rules and
the Civil Aviation Requirements for complying with the amendments to ICAO Annexes,
and initiating proposals for amendment to any other Act/Rule/Requirements or for
passing a new Act/Rule/Requirements in order to give effect to an international
Convention or amendment to an existing Convention;
3.8.10 Coordination of ICAO matters with all agencies and sending replies to State Letters, and
taking all necessary actions arising out of the Universal Safety Oversight Audit Program
(USOAP) of ICAO;
3.8.11 Supervision of the institutes/clubs/schools engaged in flying training including simulator
training, AME training or any other training related with aviation, with a view to ensuring
a high quality of training;
3.8.12 Granting approval to aircraft maintenance and repair organizations and their continued
oversight;
3.8.13 To act as a nodal agency for implementing Annex 9 provisions in Bangladesh and for
coordinating matters relating to facilitation at Bangladeshi airports including holding
meetings of the National Facilitation Committee;

3.8.14 Rendering advice to the Government on matters relating to air transport including
bilateral air services agreements, on ICAO matters and generally on all technical matters
relating to civil aviation, and to act as an overall regulatory and developmental body for
civil aviation in the country;
3.8.15 Coordination at national level for flexi-use of air space by civil and military air traffic
agencies and interaction with ICAO for provision of more air routes for civil use through
Bangladeshi air space;
3.8.16 Keeping a check on aircraft noise and engine emissions in accordance with ICAO Annex
16 and collaborating with the environmental authorities in this matter, if required;
3.8.17 Promoting indigenous design and manufacture of aircraft and aircraft components by
acting as a catalytic agent;
3.8.18 Approving training programs of operators for carriage of dangerous goods, issuing
authorizations for carriage of dangerous goods, etc.
4 RESPONSIBILITIES AND FUNCTIONS OF AIRWORTHINESS &

ENGINEERING LICENSING DIVISION (AELD)
4.1 Most of the states which are signatories to ICAO Convention have an obligation on their
part to establish regulatory control of airworthiness through their own agencies which are
variously termed as CAA, FAA, DGAC, DGCA, DCA etc.
4.2 The authority in Bangladesh for regulatory control of airworthiness is the Chairman of
Civil Aviation Authority of Bangladesh (CAAB), Flight Safety & Regulations (FSR) and
Airworthiness & Engineering Licensing Division (AELD) who discharges this functions
and is responsible for the airworthiness of aircraft.
4.3 The functions of the AELD are broadly detailed below. These functions are basically
intended to be guidelines and they do not limit in any way the initiative and authority of
the officer to ensure airworthiness by an alternative means. Therefore, these should be
used as guidelines while performing the job. Normally, the responsibilities listed below
are discharged at CAAB Headquarters.
4.3.1 Keeping the national register of Civil Aircraft and making the information available from
the register as and when required;
4.3.2 Reviewing, processing and recording of applications for registration of aircraft; issuing
certificates of registration including amendments and deregistration of the aircraft;
4.3.3 Recording, reviewing and processing application for certificate of Airworthiness,
renewals of such certificates and validations of foreign certificates of Airworthiness;

4.3.4 Review of Airworthiness Directives, issued by foreign airworthiness authority of

respective manufacturing country to determine their applicability to the Bangladeshi
registered aircraft and to issue additional airworthiness directives as required;
4.3.5 Approval and surveillance of foreign organizations;
4.3.6 Review of current and new foreign airworthiness standards and determination of the
need for adoption of critical features of those standards to national requirements;
4.3.7 Coordination with other directorates/divisions through DFSR in the CAAB on the
licensing of operators and on other technical matters relating to airworthiness, flight
operations and aeronautical engineering as may be required;
4.3.8 Deputing officials of airworthiness division to assist in the investigation of aircraft
accidents/incidents as and when required;
4.3.9 Recommendation and, where necessary, issuance of directives concerning the design
standards to be met by aircraft and aircraft components and equipment, requirements to
be complied with in the manufacture and maintenance of aircraft and aircraft components
and equipment, and procedures to be followed by the aviation industry to comply with
the national air law and regulations;
4.3.10 Participation in maintenance review board activities towards development and approval
of initial maintenance inspection requirements for newly type certificated aircraft and
power plants being introduced in service for the first time;
4.3.11 Preparation and distribution to the aviation industry of advisory material concerning
airworthiness practices and procedures where such advice does not warrant mandatory
action but may still make a significant contribution to flight safety;
4.3.12 Framing and subsequent amendments to national air law, regulations, requirements from
time to time pertaining to all airworthiness matters;
4.3.13 Formulation of changes in airworthiness policies and requirements having economic
impact on the aviation industry;
4.3.14 Investigation of possible violations of the national air law regarding airworthiness and
initiation of legal or other corrective action where necessary;
4.3.15 Reviewing, processing and recording applications from aircraft maintenance personnel
for issue, renewal, validation and extension of licenses and ratings for the same;
4.3.16 Conduct of examinations for aircraft maintenance license, maintaining past and current
license records and the issue of results for such examinations;
4.3.17 Conferring at national and international levels on matters relating to airworthiness;

4.3.18 Maintaining fees records for aircraft registration, certificate of Airworthiness, aircraft
maintenance personnel licenses; and/or for any other airworthiness services requiring
fees.
5 STATUTORY AUTHORITY
5.1 Rule 4 & 13 of Civil Aviation Rules, 1984 empowers Chairman of Civil Aviation
Authority of Bangladesh to issue General or Special Order in writing, authorizing an
officer of Airworthiness Directorate:
5.1.1 To enter any place to which access is required for the purpose of exercising his powers
under Civil Aviation Rules, 1984 and Air Navigation Orders.
5.1.2 To enter and inspect any offices, stores, maintenance facilities, documents and training
activities of any organization and vendor.
5.1.3 To inspect at any time, any aircraft and its documents required to be certified as
airworthy or in respect of which Certificate of Airworthiness is in force or has been
suspended or deemed to be suspended;
5.1.4 To enter, inspect and search any civil registered aircraft for the purpose of securing
compliance with any of these Rules or the provisions of CARs ’84 and the relevant
ANOs.
5.2 To enter cockpit and cabin of any civil registered aircraft for the purpose of inspection.
5.3 Section 8 of Civil Aviation Ordinance, 1960 and as per Rule 332 of CARs’84 authorizes
the authority to detain aircraft for the contravention of the Rules. This power has been
vested to Airworthiness Inspectors of CAAB vide CAAB/5543/AELD/591, Dated the
27th October 2011 to Detain/Prevent an aircraft from operating flights for reasons of
flight safety in reletion to the contravention of the Rules.
5.4. The activities of the Airworthiness officers will be governed by the following:
5.4.1 The Aircraft Manuals, Civil Aviation rules & requirements and powers delegated for
exercising the duties and functions.
5.4.2 Airworthiness Procedures Manual
5.4.3 Airworthiness Advisory Circulars.
5.4.4 Other relevant directives and instructions that may be issued from time to time by the
Chairman.

6 STAFFING REQUIREMENTS
6.1 Staffing of the Division of Airworthiness with a sufficient number of suitable

Airworthiness Officers, experienced, qualified and capable of accomplishing the wide
range of activities covered in this manual is paramount to the success of the Safety
Oversight Program of the CAAB.
6.2 Airworthiness Officers must not only have the knowledge, experience and qualifications
to carry out their duties in a professionally sound manner, but also possess the personality
to win the respect and confidence of the operators. This would require a reasonable level
of tact, understanding, firmness, impartiality, integrity and an exemplary personal
conduct both in the office and at the Operator’s premises.
7 QUALIFICATIONS REQUIREMENTS OF AIRWORTHINESS OFFICERS
7.1 Individuals seeking positions as Airworthiness Officer should have extensive academic
and technical education and have progressed through positions of increased technical and
supervisory responsibility in the aviation industry or the military services.
7.2 The satisfactory or unsatisfactory execution of the various Airworthiness functions
depends to a large extent on the qualifications, experience, competence and dedication of
individual Officers. In addition to the vital importance of technical competency in
performing airworthiness inspections and the surveillance of certificated operators and
approved maintenance organizations, it is likewise critical that Officers possess a high
degree of integrity, be impartial in carrying out their tasks, be tactful, have a good
understanding of human nature and possess the ability to get along well with people.
Considering the specialized and sensitive nature of the Officer’s job profile, the
qualifications, experience and personal characteristics of each person employed to
perform Officer’s duties will be verified and carefully evaluated before selections are
made.
7.3 The induction of Airworthiness Officers presently in the airworthiness Division is at one
level; viz. Airworthiness Officer based upon Qualifications/Experience. A copy of the
proposed Recruitment Rules for this cadre is placed in Appendix “III”.
__________________

APPENDIX – I
INSPECTION UNDER CIVIL AVIATION RULE 13
Rule 13. Inspection
(1) Any person authorized by the Chairman by special or general order in writing in
this behalf may -
(a) at all reasonable times enter any place to which access is necessary for the
purpose of exercising his powers or carrying out his duties under this rule;
(b) at all times during working hours enter that portion of any place in which
aircraft or parts of aircraft or aero-engines or parts of aero-engines are
overhauled, repaired or assembled and inspect any such place, aircraft,
aero-engines or parts and any drawings relating to such aircraft, aero-
engines or parts;
(c) at any time inspect any flying machine which is required under these rules
to be certified as airworthy or in respect of which a certificate of
airworthiness is in force;
(d) examine all documents associated with the work; and
(e) conduct and direct in person such tests of the efficiency of the pilot or any
other crew member of any aircraft registered in Bangladesh and
recommend measures that may be considered necessary for the purpose of
ensuring safety.
(2) No person shall voluntarily or otherwise obstruct any person acting in the exercise
of his power or in the discharge of his duties under this rule.
_______________________

APPENDIX – II
POWER TO DETAIN AIRCRAFT

(Section 8 of the Civil Aviation Ordinance, 1960)
Power to detain aircraft.
(1) An authority authorized in this behalf by the Government may detain any aircraft, if in
the opinion of such authority-
(a) having regard to the nature of an intended flight, the flight of such aircraft would
involve danger to persons in the aircraft or to any other persons or property, or
(b) such detention is necessary to secure compliance with any of the provisions of
this Ordinance or the rules or to prevent a contravention of any rule made under
clause (i), (j) or (k) of sub-section (2) of section 5.
(2) The Government may, by notification in the Official Gazette make rules regulating all
maters incidental or subsidiary to the exercise of the powers conferred by subsection (1).
_________________

APPENDIX – III
PROPOSED TERMS OF REFERENCES (RECRUITMENT RULES)
Designation: Airworthiness Inspector (Class One)
Qualifications & Experience:
Essential:
(A) Five years experience as Aircraft Maintenance Engineer having license in any
following categories of aircraft of maximum 40,000 lb weight
(i) Category ‘A’ Airframe

(ii) Category ‘C’ Engine
(iii) Category ‘E’ Electrical
(iv) Category ‘I’ Instrument and
(v) Category ‘R’ Radio
OR
(B) Holder of basic Instructors Approval in the categories of Airframe/Engine/

Electrical/Instrument/Radio & Radar having the minimum qualification of
Engineering Graduate.
OR
(C) Holder of graduation degree in the subject of

Aeronautical/Mechanical/Electrical/Electronics/Avionics from any government
recognized University.
Note: Third division or CGPA less than 3.5 is not allowed and also GPA less than 3 is not
allowed for any individual subject.

Duties & Responsibilities
a. Issue of certificate of registration, certificate of airworthiness, permit to fly and

amendments, renewals of such certificates;
b. Reviewing applications for certificate of registration, certificate of airworthiness, permit
to fly and amendments, renewals of such certificates;
c. Inspection of aircraft for issue, renewal, validation and cancellation of certificates of
airworthiness/permit to fly and the subsequent execution of such documents as
appropriate;
d. Issue, endorse, renewal, validation and extension of licenses of aircraft maintenance
personnel and grant of authorizations, approvals and certificate of competency to aircraft
personnel;
e. Reviewing applications of aircraft maintenance personnel for issue, renewal, validation
and extension of licenses;
f. Supervision of the aircraft maintenance and flight crew licensing examinations;
g. Periodic review of the airworthiness conditions and records of aircraft to assess the
adequacy of their maintenance and to assess the competence and diligence of the persons
who perform the maintenance;
h. Investigation of major defects in aircraft and determination of corrective actions to be
taken where airworthiness may be affected; Inspections on the aircraft undergoing routine
maintenance, in order to assess the standard of work and adherence to maintenance
procedures;
i. Inspections on the aircraft undergoing routine maintenance, in order to assess the
standard of work and adherence to maintenance procedures;
j. Review of service bulletins and the airworthiness directives of foreign airworthiness
authorities’ w.r.t aircraft, engines, and propellers to determine applicability to the
national aircraft; monitoring the implementation of the relevant airworthiness regulations
issued by the CAAB;
k. Surveillance of the approved organizations for issue and renewal of certificates of
approval to conduct activities bearing on the airworthiness of aircraft;
l. Surveillance of the carriage of dangerous goods, shippers and related organizations;
m. Surveillance approved organizations;
n. Framing and amendment of regulatory requirements from time to time concerning all
matters of airworthiness within the scope of the functions and responsibilities of the
Airworthiness Division;

o. Investigation of possible violations of the national air law or regulations in regard to

airworthiness and to suggest corrective action where necessary;
p. Any other duties as assigned by Deputy Director (Airworthiness) and above.
Designation: Senior Airworthiness Inspector (Class One)
Essential:
Four years working experience as Assistant Director (Airworthiness officer) in AELD, CAAB.

b. Reviewing applications for certificate of registration, certificate of airworthiness, permit
to fly and amendments, renewals of such certificates;
c. Inspection of aircraft for issue, renewal, validation and cancellation of certificates of
appropriate;
d. Issue, endorse, renewal, validation and extension of licenses of aircraft maintenance
personnel;
e. Reviewing applications of aircraft maintenance personnel for issue, renewal, validation
and extension of licenses;
f. Supervision of the aircraft maintenance and flight crew licensing examinations;
g. Periodic review of the airworthiness conditions and records of aircraft to assess the
h. Investigation of major defects in aircraft and determination of corrective actions to be
taken where airworthiness may be affected; Inspections on the aircraft undergoing routine
procedures;

i. Inspections on the aircraft undergoing routine maintenance, in order to assess the

standard of work and adherence to maintenance procedures;
j. Review of service bulletins and the airworthiness directives of foreign airworthiness
issued by the CAAB;
k. Surveillance of the approved organizations for issue and renewal of certificates of
l. Surveillance of the carriage of dangerous goods, shippers and related organizations;
m. Surveillance approved organizations;
n. Framing and amendment of regulatory requirements from time to time concerning all
Airworthiness Division;
o. Investigation of possible violations of the national air law or regulations in regard to
airworthiness and to suggest corrective action where necessary;
p. Any other duties as assigned by Deputy Director (Airworthiness) and above.
Designation: Principal Airworthiness Inspector (Class One)
Essential:
Three years working experience as Senior Assistant Director (Senior Airworthiness officer) in
AELD, CAAB.

b. Inspection of aircraft for issue, renewal, validation and cancellation of certificates of
appropriate;

c. Issue, endorse, renewal, validation and extension of licenses of aircraft maintenance

personnel;
d. Supervision of the aircraft maintenance and flight crew licensing examinations and other
examinations;
e. Periodic review of the airworthiness conditions and records of aircraft to assess the
f. Investigation of major defects in aircraft and determination of corrective action to be
taken where airworthiness may be affected. Inspections on the aircraft undergoing routine
procedures;
g. Review of service bulletins and the airworthiness directives of foreign airworthiness
issued by the headquarters;
h. Surveillance of the approved organizations for issue and renewal of certificates of
i. Surveillance of the carriage of dangerous goods, shippers and related organizations;
j. Framing and amendment of regulatory requirements from time to time concerning all
Airworthiness Directorate;
k. Investigation of possible violations of the national air law or regulations in regard to
airworthiness and to suggest corrective action where necessary; and
L. Any other duties as assigned by Director (Airworthiness).

Designation: Director (Class One)
Essential:
Three years working experience as Deputy Director in AELD, CAAB.
a. Overall administration of the Directorate;

b. Management of Airworthiness & Engineering Licensing Directorate and responsibilities
relating to Air Navigation Orders (Airworthiness);
c. Enforcement of Civil Aviation Rules 1984 relating to Airworthiness;
d. Issue of certificate of registration, certificate of airworthiness, permit to fly and
e. Granting Engineering dispensation/concession;
b. Inspection of aircraft for issue, renewal, validation and cancellation of certificates of
appropriate;
c. Issue, endorse, renewal, validation and extension of licenses of aircraft maintenance
personnel;
d. Supervision of the aircraft maintenance and flight crew licensing examinations and other
examinations;
e. Periodic review of the airworthiness conditions and records of aircraft to assess the
f. Investigation of major defects in aircraft and determination of corrective action to be
taken where airworthiness may be affected. Inspections on the aircraft undergoing routine
procedures;
g. Review of service bulletins and the airworthiness directives of foreign airworthiness


issued by the headquarters;
h. Surveillance of the approved organizations for issue and renewal of certificates of
i. Surveillance of the carriage of dangerous goods, shippers and related organizations;
j. Framing and amendment of regulatory requirements from time to time concerning all
matters of Airworthiness within the scope of the functions and responsibilities of the
Airworthiness Director;
k. Investigation of possible violations of the national air law or regulations in regard to
airworthiness and to suggest corrective action where necessary; and
l. Any other duties as assigned by Member (FSR).
___________________

Chapter 2: PERSONAL ETHICS, CONDUCT AND CREDENTAILS
CHAPTER 2
PERSONAL ETHICS, CONDUCT AND CREDENTIALS
1. GENERAL
This section contains direction and guidance for Airworthiness Officials pertaining to principles of
ethics and conduct as this affect the performance of duties. Although some scenarios are listed in this
section, all circumstances that an officer may encounter cannot possibly be covered. As officers are
always in the public eye, they are expected to exercise good judgment and professional behavior at
all times while on and off duty.
2. UNIQUE RESPONSIBILITIES OF AIRWORTHINESS OFFICIALS
AELD officials are exposed to a number of circumstances that are critical to their positions which
may not be pertinent to other directorates of CAAB. The officers are faced in position of frequently
interpreting and evaluating the quality of training programs, operations and maintenance manuals,
pilot and engineers’ performance, and overall safety activities. It is imperative that all officers be
sensitive to the responsibilities and demands of their positions and be objective and impartial while
performing their duties. The officers must also be sensitive to actual as well as perceived
appearances of any conflict that could disrupt the effectiveness or credibility of the officers and
thereby of the AELD.
3. ON-THE- JOB ETHICS AND CONDUCT
The conduct of an Airworthiness Official (AWO) has a direct bearing on the proper and effective
accomplishment of official job functions and responsibilities. The officers are required to approach
their duties in a professional manner and to maintain that attitude throughout their activities.
Through their conduct, officers working in direct contact with operators, and with the public, bear
great responsibility in the determination of public perception of the CAAB.

4. RULES OF CONDUCT
All officers must observe the following rules of conduct:
4.1 Report for work on time and in a condition that will permit performance of assigned duties;
4.2 Render full and industrious service in the performance of their duties;
4.3 Maintain a professional appearance, as appropriate, during duty hours;
4.4 Respond promptly to directions and instructions received from their supervisor;
4.5 Exercise courtesy and tact in dealing with co-workers, supervisors and members of the
public;
4.6 Obtain approval of all absences from duty;
4.7 Conserve and protect office property, equipment, and materials (Officers may not use or
permit others to use office equipment, property, or personnel for other than official work);
4.8 When duties concern the expenditure of public funds, have knowledge of and observe all
applicable legal requirements and restrictions;
4.9 Safeguard classified information and unclassified information that should not be given
general circulation, shall not disclose or discuss any classified information or "official use
only" information unless specifically authorized to do so;
4.10 Observe the various laws, rules, regulations, and other authoritative instructions, including all
rules, signs, and instructions relating to personal safety;
4.11 Uphold with integrity the public trust involved in the position to which assigned;
4.12 Report known or suspected violations of law, regulations, or policy through appropriate
channels;
4.13 Not engage in private activities for personal gain or any other unauthorized purpose while in
government service;
4.14 Give any supervisor or official conducting an official investigation or inquiry all information
and testimony about all matters inquired of, arising under the law, rules, and regulations of
the Govt. of the People’s Republic of Bangladesh;
4.15 Not use illicit drugs or abuse alcohol or other substances;
4.16 Not make irresponsible, false, or defamatory statements that may attack, without foundation,
the integrity of other individuals or organizations. Officers are accountable for the statements
they make and the views they express; and
4.17 Officers must always keep in mind, no matter how trying the circumstances, that they are
visible representative of the Government. In their direct contact with a dynamic highly
organized and high profile industry it is crucial that the officer project a strong professional
image.
5. OUTSIDE EMPLOYMENT AND FINANCIAL INTERESTS
5.1 Business Interests: Officers should seek no objection certificate (NOC) before engaging in
any airline or other business activity for which the CAAB has oversight responsibility.
5.2 Conflict of Interest: Officers may hold employment or own businesses that do not present a
conflict of interest with their official job functions. Officers who wish to participate in
outside aviation activities (such as flight instruction, commercial flying, or any other
aviation-related activity) should seek prior consent and approval from the Chairman, CAAB.
5.3 Public Speaking: Officers may not receive payment for speaking on issues that deal with
their official job functions.
5.4 Fund Raising: Officers may not participate in fund raising or soliciting donations from any
business or activity for which their office is assigned oversight responsibility.
6. DRESS
Officers should be aware that their personal appearance affects their professional image,
therefore, they should adhere to the guidelines as given below:
6.1 Officers while on visits to air operator facilities approved organizations and on official
functions should be formally dressed.
6.2 During training officer’s dress should be compatible with the air operator's practice but
should lean towards formality.
6.3 During in-flight inspection, the sight of a non-uniformed person moving in and out of the
flight deck can be disturbing to hijack-conscious passengers. Officers should therefore
maintain a low profile, dress conservatively, restrict movements between cabin and flight
decks and display the Authorization issued by the Chairman, CAAB.
6.4 When performing duties at an airport, the Airport Entry Pass must be worn at all times on the
ramp and air-side of the terminal.
7. TYPES AND USE OF CREDENTIALS
7.1 Although the credentials contain the general authorization for the officers to carry out their
duties, the specified duties may only be performed after the officer has been authorized /
deputed by his seniors. The credential issued to an Airworthiness Officials is as follows:

7.1.1 Authorization:
Airworthiness Inspector’s Credentials
(A) The CAA ordinance 1985 and the CARs ’84 provide instructions for inspection of aviation
installations by CAAB Inspectors such as the following:
 Aircraft;
 Aerodromes;
 Hangars;
 Workshops;
 Ramp;
 Fuel storage;
 Operators/aviation agencies;
 Dangerous goods agencies;
 Any other as applicable.
(B) The Airworthiness inspectors have been issued with credentials by Chairman CAAB to
facilitate access to facilities, aircraft and to conduct certification and licensing documentation
for the purpose of inspections and enforcement. The credentials shall contain the following
information:
 Name of CA Authority - CAAB;
 Monogram of CAAB;
 The reference to empowering legislation (Relevant Rule of CARs 1984)
 Sufficient legal authority delegated to carry out the assigned functions
 Method established to control currency of credentials by mentioning date of issue
and the period of validity;
 Inspector name and photo;
 Inspector signature;
 Chairman signature; and,
 Details on holder’s authorization on the opposite side.

(C) The specimen of the Airworthiness Inspectors credential (both sides) is given below:
FRONT SIDE BACK SIDE

The holder of this card is authorized to:
CIVIL AVIATION AUTHORITY OF
BANGLADESH AUTHORIZATION  Enter any place to which access is
required for the purpose of exercising
his powers as mentioned overleaf.
 Enter and inspect offices, stores,
maintenance facilities and documents
Mr/Ms ………………. is an authorized Airworthiness of any organization and vendor
Inspector of Civil Aviation Authority, Bangladesh. He is  Enter, inspect and search any civil
authorized to exercise the powers delegated to him under registered aircraft for the purpose of
the Civil Aviation Rules 1984 as amended from time to securing compliance with any of these
time. rules of CAR ’84 and the relevant
ANOs
Date of issue …………………  Enter cockpit and cabin of any civil
Valid until …………………….. registered aircraft on ground and in
flight for the purpose of inspection.
 Enter and inspect all ATS & NOTAM
offices of all civil airports within
Bangladesh.
 Detain/Prevent an aircraft from
______________ ______________________ operating flights for reasons of flight
Signature of Holder Signature of Chairman, CAAB safety.
7.1.2 Airport Entry Pass:
It is a Photo Identity Card issued by the Chief Security Officer of Airport which allows an
officer free and uninterrupted access to all restricted areas at civil airports in the country
while performing official duties to the extent stated on the authorization as stated above. An
officer must display the pass on an outer garment to be permitted entry into airport secured
areas, and while working in these areas.
7.2 Lost or Stolen Credentials:
If either one or both of these credentials are lost, stolen, or damaged, the officer should report
the occurrence immediately to the concerned officers/authorities.

7.3 Eligibility Requirements:
Airworthiness Officials assigned to carry out inspections and audit are eligible to receive the
CAAB credential; however, the officers must have completed an ‘Initial / Basic
Airworthiness Officers’ course. To be eligible for the Airport credential, the officers must
possess CAAB credential; have fulfilled the requirements set forth in this document
authorizing the conduct of ramp inspections; and have a job function that requires the
conduct of inspections.
______________________

CHAPTER 2
PERSONAL ETHICS, CONDUCT AND CREDENTIALS
1. GENERAL
This section contains direction and guidance for Airworthiness Officials pertaining to principles of
ethics and conduct as this affect the performance of duties. Although some scenarios are listed in this
section, all circumstances that an officer may encounter cannot possibly be covered. As officers are
always in the public eye, they are expected to exercise good judgment and professional behavior at
all times while on and off duty.
2. UNIQUE RESPONSIBILITIES OF AIRWORTHINESS OFFICIALS
AELD officials are exposed to a number of circumstances that are critical to their positions which
may not be pertinent to other directorates of CAAB. The officers are faced in position of frequently
interpreting and evaluating the quality of training programs, operations and maintenance manuals,
pilot and engineers’ performance, and overall safety activities. It is imperative that all officers be
sensitive to the responsibilities and demands of their positions and be objective and impartial while
performing their duties. The officers must also be sensitive to actual as well as perceived
appearances of any conflict that could disrupt the effectiveness or credibility of the officers and
thereby of the AELD.
3. ON-THE- JOB ETHICS AND CONDUCT
The conduct of an Airworthiness Official (AWO) has a direct bearing on the proper and effective
accomplishment of official job functions and responsibilities. The officers are required to approach
their duties in a professional manner and to maintain that attitude throughout their activities.
Through their conduct, officers working in direct contact with operators, and with the public, bear
great responsibility in the determination of public perception of the CAAB.

4. RULES OF CONDUCT
All officers must observe the following rules of conduct:
4.1 Report for work on time and in a condition that will permit performance of assigned duties;
4.2 Render full and industrious service in the performance of their duties;
4.3 Maintain a professional appearance, as appropriate, during duty hours;
4.4 Respond promptly to directions and instructions received from their supervisor;
4.5 Exercise courtesy and tact in dealing with co-workers, supervisors and members of the
public;
4.6 Obtain approval of all absences from duty;
4.7 Conserve and protect office property, equipment, and materials (Officers may not use or
permit others to use office equipment, property, or personnel for other than official work);
4.8 When duties concern the expenditure of public funds, have knowledge of and observe all
applicable legal requirements and restrictions;
4.9 Safeguard classified information and unclassified information that should not be given
general circulation, shall not disclose or discuss any classified information or "official use
only" information unless specifically authorized to do so;
4.10 Observe the various laws, rules, regulations, and other authoritative instructions, including all
rules, signs, and instructions relating to personal safety;
4.11 Uphold with integrity the public trust involved in the position to which assigned;
4.12 Report known or suspected violations of law, regulations, or policy through appropriate
channels;
4.13 Not engage in private activities for personal gain or any other unauthorized purpose while in
government service;
4.14 Give any supervisor or official conducting an official investigation or inquiry all information
and testimony about all matters inquired of, arising under the law, rules, and regulations of
the Govt. of the People’s Republic of Bangladesh;
4.15 Not use illicit drugs or abuse alcohol or other substances;
4.16 Not make irresponsible, false, or defamatory statements that may attack, without foundation,
the integrity of other individuals or organizations. Officers are accountable for the statements
they make and the views they express; and
4.17 Officers must always keep in mind, no matter how trying the circumstances, that they are
visible representative of the Government. In their direct contact with a dynamic highly
organized and high profile industry it is crucial that the officer project a strong professional
image.
5. OUTSIDE EMPLOYMENT AND FINANCIAL INTERESTS
5.1 Business Interests: Officers should seek no objection certificate (NOC) before engaging in
any airline or other business activity for which the CAAB has oversight responsibility.
5.2 Conflict of Interest: Officers may hold employment or own businesses that do not present a
conflict of interest with their official job functions. Officers who wish to participate in
outside aviation activities (such as flight instruction, commercial flying, or any other
aviation-related activity) should seek prior consent and approval from the Chairman, CAAB.
5.3 Public Speaking: Officers may not receive payment for speaking on issues that deal with
their official job functions.
5.4 Fund Raising: Officers may not participate in fund raising or soliciting donations from any
business or activity for which their office is assigned oversight responsibility.
6. DRESS
Officers should be aware that their personal appearance affects their professional image,
therefore, they should adhere to the guidelines as given below:
6.1 Officers while on visits to air operator facilities approved organizations and on official
functions should be formally dressed.
6.2 During training officer’s dress should be compatible with the air operator's practice but
should lean towards formality.
6.3 During in-flight inspection, the sight of a non-uniformed person moving in and out of the
flight deck can be disturbing to hijack-conscious passengers. Officers should therefore
maintain a low profile, dress conservatively, restrict movements between cabin and flight
decks and display the Authorization issued by the Chairman, CAAB.
6.4 When performing duties at an airport, the Airport Entry Pass must be worn at all times on the
ramp and air-side of the terminal.
7. TYPES AND USE OF CREDENTIALS
7.1 Although the credentials contain the general authorization for the officers to carry out their
duties, the specified duties may only be performed after the officer has been authorized /
deputed by his seniors. The credential issued to an Airworthiness Officials is as follows:

7.1.1 Authorization:
Airworthiness Inspector’s Credentials
(A) The CAA ordinance 1985 and the CARs ’84 provide instructions for inspection of aviation
installations by CAAB Inspectors such as the following:
 Aircraft;
 Aerodromes;
 Hangars;
 Workshops;
 Ramp;
 Fuel storage;
 Operators/aviation agencies;
 Dangerous goods agencies;
 Any other as applicable.
(B) The Airworthiness inspectors have been issued with credentials by Chairman CAAB to
facilitate access to facilities, aircraft and to conduct certification and licensing documentation
for the purpose of inspections and enforcement. The credentials shall contain the following
information:
 Name of CA Authority - CAAB;
 Monogram of CAAB;
 The reference to empowering legislation (Relevant Rule of CARs 1984)
 Sufficient legal authority delegated to carry out the assigned functions
 Method established to control currency of credentials by mentioning date of issue
and the period of validity;
 Inspector name and photo;
 Inspector signature;
 Chairman signature; and,
 Details on holder’s authorization on the opposite side.

(C) The specimen of the Airworthiness Inspectors credential (both sides) is given below:
FRONT SIDE BACK SIDE

The holder of this card is authorized to:
CIVIL AVIATION AUTHORITY OF
BANGLADESH AUTHORIZATION  Enter any place to which access is
required for the purpose of exercising
his powers as mentioned overleaf.
 Enter and inspect offices, stores,
maintenance facilities and documents
Mr/Ms ………………. is an authorized Airworthiness of any organization and vendor
Inspector of Civil Aviation Authority, Bangladesh. He is  Enter, inspect and search any civil
authorized to exercise the powers delegated to him under registered aircraft for the purpose of
the Civil Aviation Rules 1984 as amended from time to securing compliance with any of these
time. rules of CAR ’84 and the relevant
ANOs
Date of issue …………………  Enter cockpit and cabin of any civil
Valid until …………………….. registered aircraft on ground and in
flight for the purpose of inspection.
 Enter and inspect all ATS & NOTAM
offices of all civil airports within
Bangladesh.
 Detain/Prevent an aircraft from
______________ ______________________ operating flights for reasons of flight
Signature of Holder Signature of Chairman, CAAB safety.
7.1.2 Airport Entry Pass:
It is a Photo Identity Card issued by the Chief Security Officer of Airport which allows an
officer free and uninterrupted access to all restricted areas at civil airports in the country
while performing official duties to the extent stated on the authorization as stated above. An
officer must display the pass on an outer garment to be permitted entry into airport secured
areas, and while working in these areas.
7.2 Lost or Stolen Credentials:
If either one or both of these credentials are lost, stolen, or damaged, the officer should report
the occurrence immediately to the concerned officers/authorities.

7.3 Eligibility Requirements:
Airworthiness Officials assigned to carry out inspections and audit are eligible to receive the
CAAB credential; however, the officers must have completed an ‘Initial / Basic
Airworthiness Officers’ course. To be eligible for the Airport credential, the officers must
possess CAAB credential; have fulfilled the requirements set forth in this document
authorizing the conduct of ramp inspections; and have a job function that requires the
conduct of inspections.
______________________

Chapter : 3, Training
CHAPTER 3
TRAINING
1. GENERAL
1.1 To establish appropriate regulatory control over the operators in the most effective and
efficient manner, training of Airworthiness officers in various fields of advanced aviation
technology has become an important tool. Initial training of newly recruited Airworthiness
Officials who may not have Civil Aviation background is considered essential, for effective
discharge of their duties and responsibilities vested in them. Equally important is the
refresher training of officers, already serving in the department, on various subjects and
topics and periodic training on selected special subjects.
1.2 This chapter details the training requirements for the airworthiness officials with the intention
to provide Basic, OJT, Refresher, Specialized, and Type training in the field of aircraft
manufacture, maintenance, and regulatory control. The purpose of this chapter is to ensure
that officers of Airworthiness Division are in tune with the changes in technology,
procedures, rules, regulations etc., by laying down the procedures and curriculum for training
in order to enhance the level of knowledge, standardize the training program and to derive
the maximum benefit from the time and energy invested in imparting training.
1.3 The chapter deals with curriculum and syllabus of Basic / Initial training and On the Job
training for newly recruited AELD officials and refresher / recurrent, specialized and type
training for the serving officers.
1.4 The syllabus will be updated on ongoing basis to include topics so that the knowledge of
Airworthiness officers is continuously updated to keep abreast of the latest developments
taking place in the Aviation field.
2. TRAINING ADMINISTRATION
2.1 The training program will be coordinated by the Deputy Director (AELD) in the following
manner:
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All officers who will join the Airworthiness Division as Engineering Graduate without
undergoing any approved course in Basic Aeronautical Engineering or approved Basic
Aircraft Maintenance Course, as required for completion Part-66 module as appropriate in
Bangladesh Airlines Training Center, if not attended earlier.
3. ON THE JOB TRAINING
3.1 All officers will require to accomplish the On Job Training of the Airworthiness Division.
After satisfactorily completion of Initial / Basic training, all of newly respective senior
officers of group formed by DD (AELD) on the following topics. Duration of OJT will be the
period of 6 (six) months. Respective senior officers may extend the duration of OJT for any
individual officer due to the shortcoming performance of newly recruited officer during OJT
after approval from the DFSR.
3.1.1 Introduction
• Airworthiness and its Attendant Responsibilities

• The CAAB, Overall Organization and Functions.
• CAAB Flight Safety and Regulation Division.
• The Civil Aviation Rules 1984.
• Air navigation Orders (Airworthiness).
3.1.2 Engineering
• Aircraft Structure including Non-Destructive Testing

• Power plants.
• Auxiliary Power Units, Propellers.
• Electrical Equipment.
• Instrument.
• Radio Equipment.
3.1.3 Certification
• Small Aircraft (5700 Kg and below).

• Large Aircraft (Above 5700 Kg).
• Type Certificate, TCDS, STC
• Issue of Certificate of Approval as Part-M, Part-145, Part-147,
• Maintenance Control Manual and Inspection Approval System.
• System and Equipment Approval.
• Air Operator Certificate
• Issue of C of R

• Issue of C of A
• Issue Noise Certificate
• Approval of MOE/MTOE
3.1.4 Flight
• Flight Test Certification Procedures.

• Flight Test for Issue & Renewal of Certificate of Airworthiness
3.1.5 Personal Licensing – Engineering
• Statutory Requirement.
• Examination.
• License Issue and Renewals. (Part-66)
3.1.6 Aircraft Maintenance Control
• MRB/MPD
• Manuals (MM, WD, IPC, TAFI).
• Maintenance Schedule / Program (AMS/AMP)
• Reliability and Condition Monitoring.
• Maintenance & Inspection Procedures
3.1.6 Operational
• Flight Manual
• Minimum Equipment List
3.1.7 Safety Enhancement
• Life support Equipment

• Flight Recorder(CVR / FDR)
• Publication of safety Information
• Mandatory defect Reporting
• Suspected unapproved parts
3.1.8 Publications
• ICAO Annexes
• ICAO Documents / Circulars
• CAAIP
• EASA
• FAR
• FAA Advisory Circular
3.1.10 Visit
• CAAB Approved Part-145 organization

• CAAB Approved Part-147 organization
• Flying School
• Padma Oil Ltd.(Aviation)
• General Aviation facility
• Fire Fighting facilities of Airport
• Air Traffic Control System
• Airport Apron
• Radar Station
• Airport Security System
4. APPOINTMENT AS AIRWORTHNESS INSPECTOR
4.1 Following completion the above mentioned of the courses and OJT, the successful
candidate(s) will be appointed to the post of the Airworthiness Inspector. OJT completion
certificate shall be given to officers completing the training courses successfully. AELD shall
maintain a separate file for each individual officer containing details of training undergone
by the concerned officer. The concerned officer shall submit a copy of such certificates to the
Head of the AELD, who in turn will ensure that the certificates are available in specific file.
5. GOVERNMENT SAFETY INSPECTOR COURSE OR EQUIVALENT COURSE
5.1 If GSI (Airworthiness) course is not available within the country, this course or
equivalent course will be arranged for new inspector in the country or outside.
6. TYPE TRAINNIG
6.1 It shall be the endeavor of DD (AELD) that officers have been trained on all types of
aircraft operating under the registry of Bangladesh. Whenever a new type of aircraft is
inducted into operations, he shall ensure that the officer(s) entrusted with the
responsibility of overseeing regulatory control have been trained on the type of aircraft.
6.2 All officers shall undergo at least the following type training courses at the airlines
facilities or at manufacturer’s facilities in their respective streams of specialization:

Mechanical Stream. Two airframes courses and one engine course on large transport
aircraft or two engine courses and one airframe course on large aircraft. Then
additionally one Helicopter course.
Avionics Stream. Two sub-streams (electrical, instrument and radio) covering at
least two large transport aircraft and additionally one Helicopter course.
All officers undergoing training on the above type aircraft shall submit the course
completion certificate to DD (AELD) for placing in the personal file of the officer.
6.3 For any training within the country, DD (AELD) will nominate Airworthiness
officer(s) to attend the course.
6.4 For any training outside the country DFSR will nominate on the recommendation of
the DD (AELD). Accordingly the Chairman may approve officer(s) to undergo
training either at training facility or at any other CAAB recognized agency as per the
need and requirement.
7. SPECIALIZD TRAINING
All officers may be given specialized training as need basis on the following miscellaneous
topics inside or outside the Bangladesh depending on the availability of the course.
NDT inspection
Boroscope
Welding
Spot checks, Surveillance Checks, use of Checklists for various inspections
Modifications and Structural repairs
Special operations (RVSM, ETOPS, RNAV, BRNAV, RNP etc.)
Engine condition and trend Monitoring
Occurrence reporting / investigation
Reliability concepts and statistical analysis of defects
Weight and Balance
Aviation fuel quality control
Simulator
Aircraft design concepts
Production processes
Dangerous goods
Airport firefighting facilities

Bomb threat inspection

Other courses as may be applicable
8. Reserved
9. RECURRENT/CONTINUATION TRAINING
9.1 All officers of AELD shall undergo periodic recurrent/continuation training at least once
in two years. The head of office (or any other person considered as competent by DFSR)
shall also complement the periodical recurrent training by way of meetings / Seminars /
In-house lectures / workshops once in a year to disseminate the necessary information to
all Airworthiness officials so as to update their skills and knowledge. Broadly, the
following topics may be discussed in the periodic recurrent training.
Recent developments in the field of Airworthiness, regarding change in Rules, Civil
Aviation requirements, etc.
Changes in the Airworthiness Procedures Manual
Technical advancement in the various fields of civil aviation.
Familiarization with new systems / equipment, which are to be installed on the aircraft.
Safety related aspects.
ATC facilities, Communications / Navigation / Meteorology.
ICAO Requirements, FAR Changes, EASA Changes, etc.
Issues relevant to standardization of procedures.
Approval / Renewal of AMOs including foreign organizations.
Approval of maintenance Program / Schedule, MEL etc.
Approval / Acceptance of MOE / AMP/ EPM / MCM / POE / MTOE etc.
Good / Bad maintenance Practices.
10. Reserved
11. PRESERVATION OF OFFICERS’ TRAINING RECORDS
To ensure systematic and comprehensive training of airworthiness officers it is necessary to
maintain individual file for each inspector for maintaining the training records. The training
File records must be reviewed and updated at regular intervals. It is the responsibility of an
individual to update own training records. However, all inspectors of AELD will follow same
record format. Record of all 'On Job Training' imparted to an officer shall also be maintained
in the training File.
________________

Registration and De-registration of Aircraft
CHAPTER 4
REGISTRATION AND DE-REGISTRATION OF AIRCRAFT
1 INTRODUCTION
1.1. This chapter lays down the recommended procedures to be followed by the Airworthiness
officials for registration and de-registration of aircraft.
1.2. The applicable references concerned with issue and de-registration/cancellation of C of R
are
CARs 1984 171, 174

ANO (AW) Chapter A.5, Section 1, 2 and 6
ICAO Annex 7
Forms CA - 27C as application form
Checklists C of R Check List (AWS-12)
Fee Fee As per ANO (AW) Chapter A.10
2. REGISTRATION OF AIRCRAFT
2.1. Eligibility
2.1.1. The aircraft shall have an approved Type Certificate equivalent to standards stated in
FAR 21 or EASA part 21 and not currently registered in any State. The acceptable design
codes are FAR / CS 23, 25, 27, 29, 31, 33, 35 etc.
2.1.2. An aircraft may be registered in either of the following categories, where the aircraft is
wholly owned either;
a) a citizen of Bangladesh; or
b) a body corporate established under any Bangladesh law for the time being in force;
or
c) a company registered in Bangladesh and carrying on business in Bangladesh; or
d) a company registered elsewhere than in Bangladesh but having its principal place of
business in Bangladesh and having as its Chairman a citizen of Bangladesh;
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e) a foreign company that has secured business or a contract in Bangladesh from the
Government that such business or contract is not, in the opinion of the Chairman,
likely to be completed in less than 6 (six) months.
2.2. Registration Process
2.2.1. For registration of an aircraft, an application shall be made to the CAAB on Form CA-
27C. The form is available in this chapter as an appendix and also in CAAB website
under the caption “CA FORMS (Airworthiness)”.
2.2.2. Upon receipt of the application form and the respective documents, the concerned
airworthiness official(s) shall scrutinize / evaluate the form for its completeness and the
following documents.
2.2.3. The following enclosures shall be scrutinized along with the fully completed application
form;
a) Copy of Type Certificate for an aircraft to be registered for the first time;
b) Proof of foreign registration cancellation from the previous registering authority;
c) Bill of sale or conditional sales contract attested by Notary Public;
d) Insurance certificate vetted by legal wing of CAAB;
e) Import permit from by Ministry of Commerce;
f) Bangladesh Customs clearance certificate;
g) In case the aircraft is taken on dry lease, a copy of the lease agreement;
h) In case the aircraft is owned by a company or corporation, a document of
Registration of the company and the names, addresses and nationalities of the
Directors;
i) In cases where the aircraft has been mortgaged / hypothecated, the owner /
operator’s consent for the same and the papers to this effect. Such a mortgage /
hypothecation shall be endorsed on the Certificate of Registration;
k) Document of payment of Fee for registration as prescribed in ANO (AW) A.10 to
the Account No STD-16, Head of Account, CAAB, Sonali Bank, Kurmitola
Branch, Dhaka.
2.2.4. In case of any deficiency, the applicant shall be intimated in writing and failure to
provide the above documents will invalidate the application.
2.2.5. As per CAR 1984 Rule-176, the aircraft shall not be registered, if the aircraft is registered
in another State.
2.2.6. If the application form is complete and meets all the requirements laid down in ANO
(AW) A.5, then the Airworthiness Division shall issue a registration number and

Certificate of registration and the same shall be recorded in the aircraft register and the
records should be updated in CAAB website.
2.2.7. A register of civil aircraft is maintained at the Airworthiness Division of CAAB. The
register contains all the information contained in the individual C of R.
2.3. Certificate of Registration
2.3.1 The Certificate of Registration shall be issued in the standard format as CA-27A.
2.3.2 As per the Rule-178 of CAR 1984 the registration number shall be allocated as per order
in the register in the format, S2-XXX, where S2 is the designated Nationality Mark for
Bangladesh and for example XXX stands for letters of registration mark issued by CAAB
to a particular aircraft.
2.3.3 Registration markings shall not be allotted which might be confused with International
Code of Signals, especially:
a) Registration beginning with the letter ‘Q’
b) Registrations ‘SOS’, ‘XXX’, ‘PAN’ and ‘TTT’
2.3.4 A copy of C of R shall be filed appropriately in the aircraft file.
2.4. Validity and making changes to the Certificate of registration
2.4.1 As per ANO (AW) A.5, Section-5, a certificate of registration shall be of unlimited
period if the aircraft is out rightly purchased by the owner. In the case of leased aircraft,
the period of validity of Certificate of Registration shall be restricted to the date of expiry
of lease agreement.
2.4.2 A certificate of registration shall become void when there is a change of ownership of the
aircraft. The certificate should be changed accordingly to reflect the changes.
3. AIRCRAFT IMPORTED BY AIR
3.1. If an application is made for the registration of an aircraft before it is imported in

Bangladesh, for the purpose of bringing the aircraft by air, a temporary Certificate of
Registration may be granted under the provision of ANO (AW) A.5, Section 3.4 to the
new owner of the aircraft.
3.2. The temporary Certificate of Registration will be valid only until the first landing at a
Customs Airport in Bangladesh.

3.3. The temporary Certificate of Registration shall be surrendered by the owner or his
representative to the CAAB along with the application for registration of the aircraft.
4. RECOMMENDATION TO THE BTRC FOR ISSUE OF RADIO STATION

LICENSE
For the operation of an aircraft a radio station license shall be required for which an
application submitted by the operator / owner may be forwarded with the
recommendation to the Bangladesh Telecommunication & Regulatory Commission
(BTRC), if it is requested by BTRC/applicant.
5. INTIMATION OF REGISTRATION TO STATE OF DESIGN
If the registered aircraft is first of its type imported into the country, the CAAB shall
intimate the "State of Design" that it has registered this particular type of aircraft in
Bangladesh.
6. CHANGE OF OWNERSHIP
6.1. If an aircraft is sold to another person or company, or ceases to be owned by the owner
indicated on its Certificate of Registration, the registered owner shall forthwith notify this
fact to the CAAB in accordance with ANO (AW) A.5, Section-5.
6.2. The new owner of the aircraft previously registered in Bangladesh shall forthwith inform
the CAAB of the fact of this change of ownership and shall make an application on form
CA-27C for registration of the aircraft in their name.
6.3. In addition, the application shall be accompanied by an affidavit duly authenticated by a
Notary Public from the old owner confirming his ownership and also indicating that he
has sold it to the new owner and has received the sale proceeds in full.
7. DE-REGISTRATION / CANCELLATION OF AIRCRAFT REGISTRATION
7.1 Application for de-registration / cancellation of aircraft registration shall be made by the
registered owner of the aircraft.
7.2 The registration shall be cancelled if the aircraft has been permanently withdrawn from
service or in accordance with ANO (AW) A.5, Section 6.2 or when the registered owner

wish to cancel the registration for any of the reasons reflected in the Rule-174 of CAR
1984 and ANO (AW) A.5, Section 6.
7.3 The airworthiness section shall ensure that the registered owner return the Certificate of
registration before cancellation of the registration.
7.4 The de-registration / cancellation of the aircraft registration shall be informed to the
owner through a letter. A Copy shall also be forwarded to the Air transport division for
affecting necessary entries and action in case of the AOC and Flight Permit. Accordingly
CAAB website shall be updated.
8. ISSUE OF DUPLICATE CERTIFICATE OF REGISTRATION
At times, requests are received from Operators for issuance of duplicate Certificate of
Registration due to originals having been lost, misplaced or mutilated. When a certificate
is lost or misplaced, the owner / operator should apply to Airworthiness Office along
with:
(a) affidavit;
(b) FIR lodged with police; and
(c) applicable fees.
9. CHECK LIST
9.1 Check List for issue of C of R is placed as AWS-12 to this Chapter.
9.2 Application for registration of aircraft is placed as CA-27C to this Chapter.
________________

AWS-12
Issue-1
CHECKLIST FOR ISSUE OF CERTIFICATE OF REGISTRATION (C of R)
Applicant/ Operator :
Registration No.: Aircraft type : MSN :
Sl Documents to be submitted along with Submitted If No, the reason Signature
No application thereof.
1 Confirmation of type acceptance by CAAB Yes/No
Confirmation of technical clearance issued by
2 Yes/No
CAAB
3 Completely filled CA-27C Form Yes/No
4 Proof of foreign registration cancellation Yes/No
5 Bill of sale or conditional sales contract Yes/No
6 Insurance Certificate Yes/No
7 Import Permit from Ministry of Commerce Yes/No
8 A Bangladesh customs clearance certificate Yes/No
Document indicating the weight of the aircraft
9 Yes/No
(AFM pages etc)
10 Requisite Fee (as per ANO (AW) A.10) Yes/No
If the aircraft acquired on outright purchase an
Affidavit / Notarized document from previous
owner indicating that he has received full sale
proceeds and has No-objection in registering the
aircraft in the name of new owner.
11 OR Yes/No
If the aircraft is acquired under Lease agreement, a
copy of agreement along with “No binding
certificate” addressed to CAAB and signed by the
persons signing the lease document.
List of Board of Directors with their
12 Yes/No
names, nationality and address.
Certificate indicating Consent of
13 Bank/Owner/Lessor if hypothecation /mortgage of Yes/No
aircraft are requested.
Letter of authorization from owner for submission
14 of application. Yes/No
Note: (Write if necessary)
____________________
Airworthiness Official(s)

Form: CA-27C
Issue: 3

Airworthiness & Engineering Licensing Division
APPLICATION FOR REGISTRATION OF AIRCRAFT
The applicant is advised to refer thoroughly the ANO (Airworthiness) Chapter A.5 before
completing this form. When completed, shall be deposited in person to the CAAB
(Airworthiness & Engineering licensing Division) and must be accompanied with all the
relevant documents mentioned in the application form and ANO Chapter A.5.
1. Aircraft:
a) Aircraft Type and Model
b) Purpose of use (Passenger, Cargo or
Combi)
c) Maximum certified passenger capacity,
excluding crews
d) Maximum cargo capacity
2. Overall Dimension of the aircraft:
a) Height
b) Length
c) Wing span
3. Engine(s):
a) Make and Model
b) Total number of Engines
4. Propeller(s)/APU:
a) Make and Model
b) Total Number of Propellers
5. Maximum certified take off mass (kg)
6. Manufacturer : a) Name
b) Mailing Address
7. a) Aircraft Serial Number
b) Date of Manufacture
8. a) Has the Aircraft been previously registered
in Bangladesh?
b) If so, state Registration Mark.
9. a) Is the Aircraft already registered in any
foreign country?
b) If so, mention name of the Country,
Nationality & Registration marks of
Aircraft.
c) Copy of the Certificate of Registration and

Confirmation regarding de-registration by

the country is to be enclosed.
10. a) Reference number of the certificate of
airworthiness of the aircraft issued by the
country from whose register the aircraft
has been de-registered (copy to be
enclosed).
b) Validity of the certificate of airworthiness.
c) Reference number of the Export Certificate
of Airworthiness (copy to be enclosed if
applicable)
11. a) Is the aircraft free from all lien at the time
of application for registration in
Bangladesh?
b) If not, name and address of the person(s) to
whom the aircraft is on lien.
c) Brief details of lien (may be mentioned on
separate paper).
12. a) Name and address of the legal owner of the
aircraft or the party (as per Rule 171 of
CARs’1984) on whose favor name of the
aircraft should be registered in Bangladesh.
13. a) Is the aircraft subject to any mortgage
(Rule 182A of the CARs 1984) at the time
of application?
b) If so, the application for the registration of
mortgage is to be submitted.
c) Brief details of mortgage (may be
mentioned on separate paper).
14. a) Name of the Owner(s):
b) Nationality
c) Address
15. a) Name of the Lessee:
b) Nationality
c) Address
16. Is the Aircraft owned wholly by (cross out the (a) the Government of Bangladesh
non-application item) : (b) citizen(s) of Bangladesh
(c) body corporate established in Bangladesh
(d) a company registered in Bangladesh and
carrying on business in Bangladesh
(e) a company registered abroad but having
principal place of business in
Bangladesh, and having its Chairman a
citizen of Bangladesh.
(f) a foreign company that has secured

business or a contract in Bangladesh

from the Government that such business
or contract is not, in the opinion of the
Chairman, likely to be completed in less
than six months.
(g) others, to be stated
17. Attested copy of the Bill of Sale or legal
ownership of the aircraft is to be submitted (if
applicable) by the owner on shoes favor the
aircraft should be registered.
18. Classification of operations
(Rule 105 of the CAR 1984)
(a) Private, (b) Aerial Work, (c) Charter
(d) Scheduled public transport operations
(e) Others (to be specified)
19. Proposed main base of operation in Bangladesh
Understanding fully the rules and regulations including the relevant Air Navigation Orders
regarding the registration of aircraft in Bangladesh, I, being the owner/qualified person as per
the Rule 171 of the Civil Aviation Rules, 1984, hereby declare that above particulars are true in
every respect and enclosing the Bank Deposit Slip No.: _____________ dated _____________
amount ____________________ as the registration fee payable in accordance with Rule
56(3)(a)(i) of the CAR 1984.
Date of Application: (Signature of qualified person)

Name:
Designation:
FOR USE IN THE CIVIL AVIATION AUTHORITY

Fee received Yes/No
Date:
Registration Mark allocated S2-
Certificate of Registration No.
Date of Registration:
Particulars entered in the Register of Civil Aircraft Yes/No
Signature of the Registration Officer

Chapter 5: CERTIFICATE OF AIRWORTHINESS
CHAPTER 5
CERTIFICATE OF AIRWORTHINESS
1. INTRODUCTION
1.1 The Rule 186 of CAR 1984 and ANO (AW) A.2 requires that no aircraft shall be flown
unless the following conditions are complied with:
1.1.1 the aircraft shall be certified as airworthy and maintained in airworthy condition;
1.1.2 all terms and conditions on which Certificate of Airworthiness (C of A) was issued shall
be duly complied with;
1.1.3 the aircraft shall be fitted with and shall have in working order such instruments and
equipment as are prescribed for an aircraft of that class or description; and
1.1.4 the aircraft shall carry on board its certificates as prescribed by the Rule120 of CAR’84.
1.2 The rule and ANO provides that within the close vicinity of an aerodrome or the place of its
departure, the aircraft may be flown without a valid C of A for the purpose of test.
1.3 The Certificate of Airworthiness is issued to a complete aircraft indicating that the particular
aircraft meets the requirement of type design and is in a safe condition for flight. Inspection
of aircraft and issue of C of A ensures that the aircraft is airworthy and safe for flight.
2. REFERENCES
CAR 1984 The Rules 186, 187 and 188

ANO (AW) Chapter A.2
ICAO Annex 8, Chapter 3
Forms CA - 25 as application form for Issue of C of A
CA - 26 as application form for Renewal of C of A
Checklists C of A Issue AWS-9
C of A Renewal AWS-10
Fee Fee As per ANO (AW) A.10

3. PROCEDURE
3.1 The detailed requirements for issuing and renewal of C of A is explained in ANO (AW)
A.2. Once the aircraft has been registered in Bangladesh, prior to issue of C of A, the
application for C of A (form CA-25) should be carefully scrutinized by Airworthiness
official for the following:
3.1.1 Type certificate (TC) to confirm that the aircraft meets the design criteria/standard of
ANO (AW). A.1;
3.1.2 Type certificate data sheet (TCDS) to confirm that the aircraft meets the appropriate
engine, equipments, materials and other criteria;
3.1.3 Valid Certificate of Registration (C of R);
3.1.4 Receipt of fees, as applicable;
3.1.5 Availability of the Export C of A (or equivalent);
3.1.6 The Following technical literatures (two sets);
- Aircraft Flight Manual
- Aircraft and Engine maintenance manual
- Maintenance Review Board Report (MRBR) (if applicable)
- Maintenance Planning Document (MPD) (if applicable)
- Master Minimum Equipment List or equivalent (if applicable)
- Weight and Balance document
- Lay Out of Passengers Accommodation (LOPA).
Note: Relevant pages of Flight Manual / Pilot Operating Hand book shall be used for
ascertaining MTOW, flight crew composition and any operating limitations.
3.2 It is also necessary that corrected weight and CG of the aircraft is determined. ANO
(AW) B.6, Section 3, 4 and 5 requires that the weight schedule prepared should be either
displayed or carried on board. The weight schedule could be prepared on the basis of the
manufacturer’s document after computing the changed weight after fitting additional
equipment etc. However, where such information is not available, the aircraft will be
required to be weighed and the CG and empty weight will have to be determined.

3.3 The operator applying for issue of C of A has to submit an inspection report by appropriately
licensed AME / approved persons certifying that the aircraft is:
(i) airworthy and meets all the requirements currently in vogue for issue of C of A;
(ii) certify that all work carried out on the aircraft including major repairs, modifications etc.
have been carried out by licensed / approved persons and the various test reports /
certificates are available for inspection of the Airworthiness Official(s);
(iii) certify that the Airworthiness Directives (ADs), as applicable to the aircraft up to the date
of inspection, have been complied with;
(iv) certify that the checks / scheduled inspection associated with the C of A issue of the
particular aircraft have been carried out satisfactorily;
(v) the aircraft has been test flown where applicable, and the result of the test flight is
satisfactory;
(vi) that the Flight Manual is up-to-date; and
(vii) necessary documents to be carried on board in accordance with Rule 120 of CAR 1984.
3.4 Various log books, Flight Manual and other Maintenance documents shall be scrutinized to
ascertain the condition of the aircraft. Physical inspection of the aircraft should be carried out to
ensure that there was no damage during the flight, the aircraft flight was satisfactory and no major
defects were reported during the flight. A list of ADs, modifications and SBs as applicable to the
particular aircraft shall be scrutinized to ensure that all ADs, SBs, modifications/repairs and the
safety requirement for the aircraft have been complied with.
Note: Normally the compliance of Airworthiness Directives is ensured since last renewal of C of
A. However, where a change in owner, operator, or the MRO is involved, the AW official(s) may
ask for compliance of previous ADs, CPCP, SSIP etc.
[[
3.5 In case of an aircraft imported via fly way into the country under temporary / registration
in accordance with ANO (AW) A.5, Section 3.4, after satisfactory survey inspection for
Engineering Technical Clearance at the existing main maintenance base of aircraft by
Airworthiness officials the restricted C of A will be issued by AELD, CAAB for ferry
flight with validity till the first landing at a custom airport in Bangladesh.
4. DETAILED INSPECTION GUIDELINES

4.1 For large transport aircraft maintained on the basis of equalized checks, such aircraft are
inspected by Airworthiness Official(s) during routine maintenance, major checks etc., throughout
the year so that at the time of renewal of C of A, a detailed thoroughly inspection may not
required and the officer authorized can renew the C of A depending on the various certificates
issued by the appropriate/authorized person of the airline. For this purpose it will be necessary
that the Airworthiness official maintains a record of the observations made during routine
visits, spot checks and major inspection of the aircraft in the hangars etc. If this method is
followed, a sufficient number of checks could build up confidence in the officials for
renewing the C of A. Chief of AELD should ensure that sufficient number of inspections
were carried out and recorded.
4.2 Light aircraft could be inspected in two or three stages depending on convenience and
also the confidence built up by the AELD official(s) with the engineering set up of the
particular operator. Each aircraft should be inspected whenever it is under major
Inspection. During inspection it must be ensured, that no unauthorized modifications
have been carried out. Modifications which have been approved and have been carried
out must be in accordance with the appropriate manuals.
4.3 The Rate of Climb of the aircraft, where applicable, observed during test flight should be
compared with previous Rate of climb value. In case of deterioration in performance, the
causes should be investigated and if necessary, a reference should be made to the
manufacturer.
4.4 During C of A renewal, an applicable inspection as per the maintenance program
approved by the AELD is to be carried out on the aircraft. Additionally, a C of A renewal
schedule may be prepared to include items such as Retraction of Landing Gear,
functioning of flight controls / flaps, condition of placards, ELT check, generation of
warnings on various cockpit equipment, and condition of all safety equipment, operation
of emergency equipment and lights etc.
4.5 During C of A check, the annual inspection on CVR and FDR, where applicable, must be
carried out in accordance with the ANO (AW) on these equipments.
4.6 It must also be ensured that time expired components are not reinstalled on the aircraft
without having been overhauled / repaired. Operator’s store should be checked at regular
intervals to see that the components in the stores, particularly in the bonded area are only
approved, type certified and proper records are available of such components.

4.7 Log books should be thoroughly checked for any entry regarding damage to the aircraft
during the operation in the year. It is emphasized that any overwriting should clearly
indicate the previous entry.
4.8 Inspection should be carried out in the area of landing gear attachment, wing attachments
and tail area to see if there is any evidence of heavy landing or

accident. It should also be ensured from the records that the operator has been carrying
out regular checks of the aircraft during the year. All schedules due have been timely
carried out and certified. For reciprocating engine aircraft, records of engine overhaul,
compression check, oil consumption, fuel uplift, and aircraft defect register etc. shall be
scrutinized with a view to observe any abnormality.
4.9 Special care should be given to major repairs having been carried out on the aircraft to
ensure that the repairs are in accordance with the approved data have been carried out by
competent persons and in an approved manner using approved materials. Where repairs
have been carried out inspection panels should be opened and inside of the repairs
thoroughly inspection in case there is doubt.
4.10 During the course of inspection of an aircraft for issue / renewal of C of A there is a
probability that an operator is not able to comply with all the requirements applicable to
the aircraft at the time of issue / renewal of C of A. The C of A shall not be issued /
renewed in case an AD or modification / repairs affecting safety has not been complied
with. Any other item of emergency like first aid kit, fire extinguishers, life jackets, life
vests, escape slides have to be on board and no relaxations shall be granted in such cases.
However, certain requirements which may not affect the safety immediately for which
the operator has got a genuine difficulty in complying with due to non-availability of
spares, any special tool not available, the C of A may be renewed for which the operator
should be intimated in writing that these requirements must be complied with within a
definite time limit. Weighing of aircraft could also be deferred where the facility for
weighing is not readily available or the weighing scales are not calibrated or serviceable.
This requirement could also be given a time limit for compliance but should not exceed
three months. However, where there is a doubt that the CG has shifted appreciably due to
some major modification, replacement of part, change of engine etc., no relaxation should
be granted and the aircraft has to be weighed and CG determined before the C of A could
be issued.
5. VALIDITY OF C OF A
As per Rule 187 (1) of CAR 1984, the C of A shall be valid for period as indicated on the
C of A and shall be limited to a period of one year.

106. CONDITIONS FOR RENEWAL OF C OF A
6.1 The renewal of the C of A shall be subject to the aircraft maintenance organization
performing an annual review of airworthiness for the aircraft along with other
requirements stated previous wherein the following shall be ensured:
i) all due maintenance specified in the applicable maintenance program have been
completed;
ii) all Airworthiness Directives have been complied with; any modifications and
repairs carried out conform to the applicable regulations;
iii) each discrepancy recorded in the technical log has been actioned and certified;
iv) all applicable releases to service have been completed and certified;
v) all components’ lives are within the limits laid down in the applicable maintenance
program;
vi) weight and balance data in the aircraft logbook is accurate and within the
limitations of the aircraft type certificate;
vii) the flight manual is current version for the aircraft;
viii) all documents and safety equipment on board are updated and in proper condition;
ix) a general condition inspection of the aircraft is performed with satisfactory results.
x) all applicable Annual Review of Airworthiness (ARA) applicable since issue or last
renewal of C of A.
7. OFFICERS AUTHORIZED TO ISSUE / RENEW C OF A
7.1 An Airworthiness officer is empowered for Issue / Renewal of Certificate of

Airworthiness (C of A) subject to the approval given by the Chairman, CAAB or
authorized official of CAAB.
7.2 The office file on the Issue / renewal of C of A should be completed in all respect and
shall contain all necessary papers such as application for Issue / renewal, enclosures of
the work performed on the aircraft and certificates (Example: C of C, MR/CRS etc)
issued by the operator and the Maintenance Organization, filled up check lists etc. On
completion of the work, Chief of AELD is liable to produce the file of C of A on
respective aircraft to the Inquiry Official(s). Pages should be correctly marked and all the

receipts, issues placed in the correct order. Wherever any relaxation etc. has been granted
it should be communicated in writing.
Note: It must be ensured that C of A Issue / Renewal records are maintained on original
file and not on part file. It must be ensured that prior to renewal of C of A the file is
available in the office where C of A is being renewed.
7.3 Chief of Airworthiness Office should ensure that verbal concessions and permissions are
not be resorted to where the operator specifically requests for a dispensation from a
requirement, the same may be considered and if feasible, granted in writing and
acknowledgement obtained from the operators for record.
7.4 A report on the C of A issue / renewal shall be kept in the respective file of AELD
immediately after the C of A is issued / renewed.
8. SUSPENSION OF CERTIFICATE OF AIRWORTHINESS
8.1 Aircraft Rule 187 of CAR 1984 and ANO (AW) A.2, Section-10 lays down conditions
under which the C of A stands suspended or deemed to be suspended. The rule also
clearly indicates how to get the suspended C of A revalidated. In general, the certificate
stands suspended or cancelled when the aircraft suffers major damage, unapproved
modifications / repairs have been carried out and life expired components continue to
remain on the aircraft. In such cases the certificate is may be re-validated after the above
deficiencies are removed and certified by an AME.
8.2 After an accident it is a normal practice that the C of A is endorsed indicating that this
has been suspended as a result of the accident. Revalidation of the certificate in such
cases will be done only after the aircraft is properly repaired; required inspection for
renewal of C of A is carried out by an Airworthiness official(s) along with appropriately
experienced licensed AME.
8.3 In case an operator applies for a full term C of A, he will pay the required fees as per
ANO (AW) A.10 and comply with all the requirements of ANO (AW). However, the
operator may get the C of A re-validated for the remaining period which could be done
after a satisfactory inspection by an authorized official(s).
9. FERRY FLIGHT

Where the C of A is suspended or deemed to be suspended for any reason, ferry flight
permission may be granted to take the aircraft back where the repair facilities are
available. However, such ferry flight shall be permitted without any passengers with the
minimum crew required for the flight as mentioned in the Flight Manual and the
maintenance or repair which is considered essential has been carried out for the purpose
of ferry flight. Such permission can be granted by Chairman, CAAB. In cases where the
C of A has lapsed, the permission for ferry flight will be granted by the Chairman,
CAAB. Where the C of A is actually suspended or deemed to be suspended such
permission may be granted by Chairman, CAAB. Reference should be made to the ANO
(AW) E.9, Section-4 for special flight permits and the procedure given therein should be
followed.
10. REPLACEMENT/ISSUE OF DUPLICATE OF C OF A
10.1 Upon requests from Operators for issuance of a duplicate Certificate of Airworthiness
due to originals having been lost, misplaced or mutilated along with an (a) affidavit and
(b) FIR lodged with police (c) As per ANO (AW) A.10 applicable fees, the official(s)
empowered to renew the Certificate of Airworthiness may issue the duplicate Certificate
of Airworthiness. Whilst doing so, they will endorse the word “Duplicate” on the
respective C of A. A copy of the same should also be kept for record purposes stating the
reasons necessitating its issue.
Note : No fees shall be charged when the certificate is mutilated or no space is available
for making further entries.
11. CHECK LIST
Check Lists for Issue of Certificate of Airworthiness is placed as AWS-9 and Renewal of
Certificate of Airworthiness is placed as AWS-10.
________________________


AWS-9
CHECKLIST FOR ISSUE OF CERTIFICATE OF AIRWORTHINESS (C OF A)
Applicant/Operator:
Registration No: Aircraft type: MSN:
Sl. Documents to be submitted along with Submitted Remarks Signatur
No application e
1 CA-25 Yes/No
2 CA -182-C-1 Yes/No
3 Requisite Fee (as per ANO (AW) A.10) Yes/No
4 A copy of valid C of R Yes/No
5 A copy of current valid C of A Yes/No
(Not Applicable for unused aircraft)
6 Export C of A Yes/No
(Export C of A issued by the state of export not
earlier than 30 days and not more than 50 flight
hours prior to the date of submission of
application)
7 If the C of A is requested for a new type of Yes/No
aircraft (introduced in the country for the first
time) then the application should be made along
with following document:
• Design approval / Type Certificate issued
by FAA/EASA or any other regulatory
authority (Ref: ANO(AW) A.1, Section-3)
8 Type certificate Data sheet (TCDS) Yes/No
9 Noise Certificate (issued by the country of Yes/No
export) / Application for Noise certificate along
with necessary documents as required in ANO
(AW) A.9
10 A copy of valid Radio station license/certificate Yes/No
11 Erection certificate Yes/No
(if aircraft imported in dismantled condition)
12 Major alteration / major modification and STC (if Yes/No
applicable)
13 Documents indicating Weight of the aircraft Yes/No
(AFM pages etc) and Weight & Balance schedule
14 Details of equipments, systems and instruments Yes/No

installed on aircraft.
(EGPWS, TCAS, CVR, FDR , Weather Radar
System and ELT may be highlighted)

15 Calibration record of FDR. Yes/No
16 Conversion factor / algorithms required for Yes/No
readout of DFDR data.
17 CVR playback quality report. Yes/No
18 Compliance status of one time Airworthiness Yes/No
Directives (by AD no., AD amendment no., data
or time of compliance).
19 Compliance status of recurrent Airworthiness Yes/No
Directives (by AD no., AD amendment no., data
or time of compliance) stating the time and date
of last compliance, interval and next due time /
date.
20 List of non applicable AD’s and brief reason for Yes/No
non applicability.
21 Service Bulletin’s compliance status. Yes/No
22 List of outstanding defects (if any) and it’s Yes/No
acceptability.
23 Inspection of aircraft log books, engine log Yes/No
books, propeller log books, modification record
books.
24 Maintenance record of last 12 months Yes/No
25 Aircraft Routable components list. (life, serial Yes/No
no., location, operating hours / cycle)
26 List of components having retirement life. (life, Yes/No
serial no., location, operating hours / cycle)
27 Concessions or deviation from the design Yes/No
standard (if any) and acceptance by the purchaser
/ operator.
28 Compass Swing Report. (DR compass and RR Yes/No
compass).
29 Completion of CPCP / SSID task cards if Yes/No
applicable.
30 A certificate shall be given by the Quality Chief Yes/No
that all relevant ANOs, ADs and special
requirements have been complied with.
31 A certificate shall be given by the Quality Chief Yes/No
that all Major Repairs / Modifications, Alteration
records have been performed as per the
manufacturer / CAAB requirements.
32 Modification list Yes/No
33 In case of used aircraft and depending upon the Yes/No
AELD’s assessment of the adequacy of the

previous State of Registry’s airworthiness code,

the applicant may be required to submit a
statement from the airworthiness authority of the
State of Design certifying that deviation /
departures (if any) made by the previous
operator(s) are acceptable.
34 A copy of the flight manual or acceptable Yes/No
equivalent document
35 A copy each of the manufacturer’s maintenance, Yes/No
overhaul and repair manuals and illustrated parts
catalogues.
36 A complete set of all manufacturer’s service Yes/No
bulletins or equivalent documents issued in
respect of the aircraft.
37 A copy of the flight crew operating manual. Yes/No
38 A copy of the mass and balance report. Yes/No
39 A flight test report for the avionics systems. Yes/No
40 A flight test report for the aircraft. Yes/No
41 A copy of the maintenance review board (MRB) Yes/No
report for the aircraft type.
42 An electrical load analysis covering all services. Yes/No
43 A complete set of wiring diagrams covering all Yes/No
electrical and radio installations.
44 Customized Maintenance Program / Schedule as Yes/No
per ANO (AW) B.15.
45 A copy of MMEL Yes/No
46 Customized MEL Yes/No
47 Customized weight & balance manual Yes/No
48 Soft copies of mandatory modifications for new Yes/No
type of aircraft / engine / propeller is enclosed
PHYSICAL INSPECTION OF AIRCRAFT

GO AROUND INSPECTION
Remarks Signatur
e
1 Check for damages, dents/any extensive patch repairs
in the airframe / engine and quality of repair.
2 Check tires, brakes, landing gears.
3 Check engine inlet, fan blades, outlets, open the
cowling and check for oil leaks.
4 Check the condition of propeller (if installed) and also
condition of yellow paint on propeller tips.
5 Check fuel tanks for any leakage.
6 Check the condition of flaps / aileron / stabilizers or
any dent de lamination etc.

7 Check the condition of pitot / AOA probes and
cleanliness of static ports.
8 Check the condition of static dischargers / wicks.
9 Check condition of Radom.
10 Check evidence of over rotation.
11 Check any evidence of toilet fluid leakage.
12 Check for any hydraulic leakage.
13 Check for any evidence of deterioration of visible
seals on doors , windows etc.
14 Check APU (if installed) compartment for any leakage
of hydraulic fluid / oil leakage.
15 Check for any missing rivets, fasteners, peeling of
paint.
16 Check for any evidence of corrosion, hydraulic fluid
leak in wheel well area.
17 Check cleanliness of wheel well area.
18 Check the cleanliness of aircraft.
19 Painting of registration markings.
20 Installation of owner’s name plate.
21 Operations of various systems such as flaps, under-
carriage, ailerons, rudder etc.
22 Operations of external lights such as navigation, anti-
collision, landing / taxing, strobe lights etc.
23 Condition of de-icer boots and satisfactory operation
24 Check condition of cargo doors.
25 Check condition of cargo compartment floor.
26 Check pressure bulkheads for condition, corrosion etc.
27 Check pressure equalizer panels.
28 Condition of Radio / Navigation antennas.
AIRCRAFT INTERIOR
01 Check escapes slide-chute bottle pressure (if
applicable).
02 Check condition of cabin crew seat (if applicable).
03 Check seat belts for condition and seats for
satisfactory operation of inclination.
04 Check that “FASTEN SEAT BELT WHILE
SEATED” sign and “NO SMOKING” sign are
displayed in proper place.
05 Check life vests, as applicable.
06 Check that seats are provided with fire blocking
materials.
07 Check serviceability of emergency escape path
markings.
08 Check the condition of hat racks.

09 Check reclining mechanism of seats.
10 Check that emergency exit doors are properly
placarded.
11 Check that all passenger seats are provided with
“PASSENGER BRIEFING CARD”.
12 Check First aid / Physician kits.
13 Check portable oxygen / fire extinguisher bottles,
megaphone,
14 Check for satisfactory operation of cabin crew calling
system / PA system.
15 Check satisfactory operation of toilet motor, smoke
warning system, and display of “NO SMOKING”
placard.
16 Check for proper operation of toilet door.
COCKPIT
01 Check for satisfactory operation of sliding windows,
if applicable.
02 Check availability of crash axe, portable fire
extinguisher and portable oxygen bottle.
03 Check availability of the following documents:
Company operations manual, if applicable;
Fight Crew Operation Manual (FCOM);
Certificate of Airworthiness;
Certificate of Registration;
Radio Station license;
Approved weight schedule;
Air operator Certificate;
Noise Certificate
Valid Certificate of Release to Service (CRS)
Approved MEL;
Cockpit and Emergency check list as applicable;
04 Check windshields and windows for the followings:
Sign of discoloration;
Sign of over heating;
Presence of bubbles;
Any other abnormality;
05 Check satisfactory operation of the followings, if
installed:
Stall warning system;
Fire warning system;
Weather Radar ( in test mode),

Transponder;
GPWS;
ACAS / TCAS;
VHF communication;
ADF;
VOR;
Master Warning and Caution lights and System
annunciators;
ELT;
Electrical operation of cargo doors;
Extension / Retraction of landing gears ,as
applicable.
06 Check for free and full movements of flight & engine
controls.
07 Markings of instrument dials and placards
Readability
08 Display of compass correction card.
09 Operation of inertia reel.
10 Engine ground run performance.
Date: ___________ Signature: ___________________
Note-1: The above check list is for issue of Technical Clearance (TC) and Certificate of Airworthiness (C
of A).
Note-2: Following to be checked before submission of application:-
1. CA-25 form is duly filled and signed by the owner/authorized representative and name and
designation is clearly mentioned further no item shall be left unattended, if not applicable please
write NA.
2. Export C of A shall clearly indicate MSN, Type and Date of manufacture of aircraft.
3. Erection certificate shall be signed by licensed AME in relevant category.
4. Flight test report shall also give status of avionics systems installed on the aircraft.
5. Documents indicating the weight of the aircraft should also indicate serial no of the aircraft.
_________________

AWS-10
CHECK LIST FOR RENEWAL OF CERTIFICATE OF AIRWORTHINESS
Name of Owner/Operator :
Registration No:
Type of Aircraft:
Type & No. of Engines:
Type of Propeller (if applicable):
C of A valid till:
Last ARA dated:
Date & Place of Inspection:
Name & Designation of Officer:
S/N ITEMS OF INSPECTION REMARKS SIGNATURE
AIRCRAFT RELATED DOCUMENTS
1 Receipt of application as per Form CA-26 (Issue-3) of

ANO (AW) Chapter A.2, Appendix-4.
2 Receipt of requisite fees as per ANO (AW) Chapter
A.10.
3 Quantum of work approval, if required.
4 Number of spot checks carried out on the aircraft since
last renewal of C of A.
5 Number of major defects reported since last renewal of
C of A.
6 Number of major defect reports, if any, closed / open?
7 Whether any incident / accident recommendation is
pending for compliance?
8 Condition of C of A, C of R and validity of Radio
Station License and Air Operator's Certificate.
9 Scrutiny of Maintenance log.
10 Scrutiny of Aircraft, Engine, and Propeller log books
particularly for entering of AD compliance status.
11 Defect Register for proper rectification of major and
repetitive defects.
12 Fuel &Oil consumption register, as applicable.

13 Engine parameter register, as applicable

14 Certificate of engine performance review.
15 Status of AD compliance.
16 List of materials & spares used. Check for release notes
and proper documentation.
17 Inspection schedule since last C of A renewal.
18 Certificate of First Aid / Physician Kit.
19 Certificate from Operations / Quality Department that
the Flight Manual (if applicable) is current and up-to-
date. Latest amendment/revision number.
20 Record of Annual Review of Airworthiness (ARA) since
last C of A
21 Preservation records, if applicable
22 Record of compass swinging.
23 T.B.O. of components within limit.
24 Test flight report if applicable.
25 Certificate of maintenance review from QM / Chief of
Inspection / Engineer-in-Charge as per AWS-16.
26 Certificate regarding compliance of all other
requirements of applicable ANOs.
27 A Certificate that the Radio Communication, Navigation
and Radar equipment on board have been checked.
28 Certificate for use of approved materials and that the
work has been carried out as per approved procedures by
approved persons.
29 Report of fuel sample for microbiological test.
PHYSICAL INSPECTION OF AIRCRAFT

GO AROUND INSPECTION
Remarks Signature
1 Check for damages, dents / any extensive patch repairs in
the airframe / engine and quality of repair.
2 Check tires, brakes, landing gears.
3 Check engine inlet, fan blades, outlets, open the cowling
and check for oil leaks.
4 Check the condition of propeller (if installed) and also
condition of yellow paint on propeller tips.
5 Check fuel tanks for any leakage.
6 Check the condition of flaps / aileron / stabilizers or any
dent de lamination etc.
7 Check the condition of pitot / AOA probes and

cleanliness of static ports.

8 Check the condition of static dischargers / wicks.
9 Check condition of Radom.
10 Check evidence of over rotation.
11 Check any evidence of toilet fluid leakage.
12 Check for any hydraulic leakage.
13 Check for any evidence of deterioration of visible seals
on doors , windows etc.
14 Check APU (if installed) compartment for any leakage of
hydraulic fluid / oil leakage.
15 Check for any missing rivets, fasteners, peeling of paint.
16 Check for any evidence of corrosion, hydraulic fluid leak
in wheel well area.
17 Check cleanliness of wheel well area.
18 Check the cleanliness of aircraft.
19 Painting of registration markings.
20 Installation of owner’s name plate.
21 Operations of various systems such as flaps, under-
carriage, ailerons, rudder etc.
22 Operations of external lights such as navigation, anti-
collision, landing / taxing, strobe lights etc.
23 Condition of de-icer boots and satisfactory operation
24 Check condition of cargo doors.
25 Check condition of cargo compartment floor.
26 Check pressure bulkheads for condition, corrosion etc.
27 Check pressure equalizer panels.
28 Condition of Radio / Navigation antennas.
AIRCRAFT INTERIOR
01 Check escapes slide-chute bottle pressure (if applicable).
02 Check condition of cabin crew seat (if applicable).
03 Check seat belts for condition and seats for satisfactory
operation of inclination.
04 Check that “FASTEN SEAT BELT WHILE SEATED”
sign and “NO SMOKING” sign are displayed in proper
place.
05 Check life vests, as applicable.
06 Check that seats are provided with fire blocking
materials.
07 Check serviceability of emergency escape path markings.
08 Check the condition of hat racks.
09 Check reclining mechanism of seats.
10 Check that emergency exit doors are properly placarded.
11 Check that all passenger seats are provided with
“PASSENGER BRIEFING CARD”.
12 Check First aid / Physician kits.

13 Check portable oxygen / fire extinguisher bottles,
megaphone,
14 Check for satisfactory operation of cabin crew calling
system / PA system.
15 Check satisfactory operation of toilet motor, smoke
warning system, and display of “NO SMOKING”
placard.
16 Check for proper operation of toilet door.
COCKPIT
01 Check for satisfactory operation of sliding windows, if
applicable.
02 Check availability of crash axe, portable fire extinguisher
and portable oxygen bottle.
03 Check availability of the following documents:
Company operations manual, if applicable;
Flight Crew Operation Manual (FCOM);
Certificate of Airworthiness;
Certificate of Registration;
Radio Station license;
Approved weight schedule;
Air operator’s Permit;
Noise Certificate
Valid Certificate to Release to Service (CRS) or
Equivalent
Approved MEL;
Cockpit and Emergency check list as applicable;
04 Check windshields and windows for the followings:
Sign of discoloration;
Sign of over heating;
Presence of bubbles;
Any other abnormality;
05 Check satisfactory operation of the followings, if
installed:
Stall warning system;
Fire warning system;
Weather Radar ( in test mode),
Transponder;
GPWS;
ACAS / TCAS;
VHF communication;

ADF;
VOR;
Master Warning and Caution lights and System
annunciators;
ELT;
Electrical operation of cargo doors;
Extension / Retraction of landing gears ,as applicable.
06 Check for free and full movements of flight & engine
controls.
07 Markings of instrument dials and placards Readability
08 Display of compass correction card.
09 Operation of inertia reel.
10 Engine ground run performance (if facility available).
Write Notes (if necessary)
Name and Signature of the Airworthiness Official: ___________________
Date: ___________
Chapter 6: Approval of Aircraft Maintenance Organization
CHAPTER 6
APPROVAL OF AIRCRAFT MAINTENANCE ORGANIZATION

(AMO)
1. SCOPE
This chapter describes the administrative procedures which the AELD officials shall
follow when exercising their tasks and responsibilities regarding issuance, continuation,
change, suspension or revocation of Aircraft Maintenance Organization (AMO)
approvals.
2. REFERENCES
CAR 1984 190

ANO (AW) Chapter C.1 & C.2
ICAO Annex 8, Chapter 3
Forms CA 182B as application form,
AWS-1 for Airworthiness Inspection / Surveillance Report on
Aircraft During Maintenance
AWS-4 for Certificate of Approval
AWS-6 for General Surveillance Report Form
CAAB Form-6
Checklists ANO (AW) C.1 Compliance Check List
ANO (AW) C.2 Appendix-3 Compliance Check List -MPM
AMO Issue / Renewal Check List AWS-32
3. CAAB ROLE
3.1 General:
Rule 190 of CAR 1984 stipulates that organizations engaged in the maintenance of
aircraft and aircraft components shall be approved by Chairman, CAAB. The
Airworthiness Division has been vested with the responsibilities for the issuance,
renewal, suspension or revocation of a maintenance approval.
3.2 Resources:
The approval will be processed by Airworthiness official (s) for Bangladeshi
Organization. For Foreign organizations a team of at least two officials of Airworthiness
Division should associate with the approval / renewal of maintenance organization.

4. QUALIFICATION AND TRAINING
DFSR shall ensure that the officials involved in Aircraft Maintenance organization
approvals must:
(a) be appropriately qualified and have all necessary knowledge, experience and
training to perform their allocated tasks.
(b) have received training / continuation training on AMO requirements where relevant,
including its intended meaning and standard.
5. PROCEDURES
The following procedures shall be followed:
(a) For organization located inside or outside of Bangladesh, AELD is delegated with
the authority to process of approval to organizations. Finally the Chairman, CAAB
will approve the organizations.
(b) The steps involved in the approval of an organization are as follows:
The approval process should normally be completed within six months.
(i) Initial procedure:
 Receipt of application along with fees (refer ANO (AW) Chapter A.10 and
other Instructions).
 Introductory meeting with the applicant. The applicant may be asked to
give a presentation on his organization. Discussion and acceptance of
Accountable Manager and post holders.
 Record of discussions and intimation.
(ii) Detailed examination of the application (Approximately 2 months);
 Scrutiny of the MOE / MPCM and the Para wise compliance report as per
ANO (AW) Chapter C.2, Appendix-3.
 Intimation of deficiencies, if any.
 Inspection of the organization to confirm the facilities as per proposed
MOE and information provided in the compliance report in terms of
facility, personnel, planning and records etc as per ANO (AW).
 Airworthiness Inspector shall ensure that all the employees (applicant’s
organization) receive initial & recurrent training prior to take
responsibilities.
 Intimation of deficiencies and confirmation of corrected findings and re-
inspection, if required.
 Submission of report on file to Chief of AELD.
 Approval of MOE / MPCM and nominated post holders.

 Issue of approval and intimation to the Applicant.
6. ORGANIZATIONS LOCATED IN COUNTRIES OUTSIDE BANGLADESH

Applications of foreign firms seeking approval under CARs 1984 are dealt with by
AELD, CAAB. Such applications shall be accompanied by the following:
(i) Letter of Intent from the Bangladeshi operator desirous of using the facility.
(ii) FAA / EASA and Local Authority approval.
(iii) Recent audit findings from the above mentioned authorities and internal audit
report.
(iv) Resolution of the audit findings.
(v) Work done on similar scope in the last three years.
(vi) MOE & Capability List.
(vii) Fees.
Upon satisfactory scrutiny the case file shall be submitted by Airworthiness Inspector to
Chief of AELD. Where maintenance facilities are located outside Bangladesh the
inspection and continued oversight before the approval must be carried out by
Airworthiness official(s) appointed by the Chairman, CAAB. Check lists in this regard
may be used. It shall be the function of the airworthiness official(s), in course of his/her
(their) visit to satisfy himself/herself (themselves) that the organization can satisfactorily
accomplish the tasks relevant to the "scope of approval" applied for. Approvals of the
firm may be issued after the satisfactory inspection.
7. INITIAL APPROVAL
7.1 Provided the requirements of ANO (AW) B.7 Airworthiness official (s) shall formally
indicate its acceptance of the personnel, specified in ANO (AW) B.7, section 5 and 6 to
the applicant in writing after examining their knowledge, background and satisfactory
experience in relevant aviation field and working knowledge in AMO/airworthiness
inspectorate organization.
(i) The Chairman, CAAB may reject an accountable manager where there is clear
evidence that they previously held a senior position in any approved Organization
and abused that position by not complying with the particular Civil Aviation
requirements.
7.2 The officials of Airworthiness Division shall verify that the procedures specified in the
maintenance organization exposition comply with ANO (AW) C.1 and/or C.2/Part-145
requirements and verify that the accountable manager signs the commitment statement.
The review of the Exposition including verification of the procedures as detailed therein
shall be done as per ANO (AW) Chapter C.2, Appendix-3.

7.3 The officials of Airworthiness Division shall verify that the organization is in compliance
with the requirements of ANO (AW). For this purpose, the following procedure may be
adopted while auditing the organization for grant/ variation of approval:
(i) For a large organization, one large team audit or a short series of small team audits
may be carried out.
(ii) It is recommended that the audit is carried out on a product line type basis in that,
for example, in the case of an organization with Airbus A310 and A320 ratings, the
audit be concentrated on one type only for a full compliance check and dependant
upon the result, the second type may only require a sample check against those
activities seen to be weak on compliance for the first type.
(iii) The officials of AELD should always ensure that they are accompanied throughout
the audit by a senior technical member of the organization. Normally this is the
quality manager. The reason for being accompanied is to ensure the organization is
fully aware of any findings during the audit.
7.4 The officials of AELD shall inform the senior technical member of the organization at the
end of the audit visit on all findings made during the audit.
7.5 A meeting with the accountable manager shall be convened at least once during the initial
approval process to ensure that he / she fully understands the significance of the approval
and the reason for signing the exposition commitment of the organization to compliance
with the procedures specified in the exposition.
7.6 All findings must be confirmed in writing to the organization.
(i) The audit report should be submitted in the form AWS-1 or through a letter in letter
head paper of CAAB. The officials of AELD should inform the Chief of AELD
about findings made during the audit who shall in turn inform the same to the
Quality Manager for necessary corrective action.
(ii) A quality review of the AWS-1 audit report form should be carried out by the Chief
of AELD. The review should take into account the relevant paragraphs of ANO
(AW) Part B and C, the categorization of finding levels and the closure action
taken. Satisfactory review of the audit form should be indicated by a signature on
the audit form.
7.7 The officials of AELD shall record all findings, closure actions (actions required to close
a finding) and recommendations.
(i) The reports should include the date each finding was cleared together with
reference that confirmed the clearance.
(ii) There may be occasions when officials of AELD may find situations in the
applicant's organization on which he / she is unsure about compliance. In this case,

the organization should be informed about possible non-compliance at the time and
the fact that the situation will be reviewed within the Airworthiness Division before
a decision is made. If the decision is a finding of being in compliance then a verbal
confirmation to the organization will suffice.
(iii) Findings should be recorded on the audit report form. Subsequent to the audit visit
that identified the particular findings, Airworthiness officials should review the
provisional finding levels, adjusting them if necessary and change the
categorization from provisional to confirm.
(iv) All findings should be confirmed in writing to the applicant organization within 2
weeks of the audit visit.
7.8 For initial approval all findings must be corrected before the approval can be issued.
8. ISSUE OF APPROVAL
8.1 Airworthiness official shall formally approach the application which is (are) submitted by
applicant’s including relevant supporting documents/paper with own comments to the
Director Flight Safety & Regulation for approval of exposition and shall approach to the
Chairman through proper channel for issuing the Certificate of Approval in favor of
applicant’s Organization, which includes the approval ratings. The certificate of approval
shall only be issued when the organization is in compliance with ANO (AW) C.1 and
C.2.
(i) The approval will be based only upon the organizational capability (Excluding any
associated sub-contractors) relative to ANO (AW) Part B and C and not limited by
reference to FAA / EASA type certificated products. For example, if the
organization is capable of maintaining within the limitation of ANO (AW) Part B
and C the Boeing 737-200 series aircraft the approval schedule should state A1
Boeing 737-200 series and not Boeing 737-2H6 which is a particular airline
designator for one of many - 200 series.
(ii) The approval of the exposition shall be intimated in writing. The following pages
shall be stamped and signed:
(a) List of effective pages.
(b) Scope of activities (at each site if applicable).
(c) List of nominated persons (Including Accountable Manager).
(d) Facility details (at each site if applicable).
(e) Scope of Quality System.
(f) Authorization System
(g) Any other stated in ANO (AW) C.2 Appendix-3

8.2 The conditions of the approval shall be indicated on the form AWS-4, “certificate of
approval”. The validity of the certificate will be for a period not exceeding one year.
8.3 The reference number shall be included on the certificate.
8.4 For organizations having multiple locations, the approval shall be issued by the AW in
favor of main base. In such cases the airworthiness official(s) may carry out the
inspection at sub base locations. The periodic renewal also may be carried out by the
AELD on receipt of the recommendations of the previous inspection about the sub base
location.
8.5 Fees: For grant / renewal of approvals, or changes to the approval ratings by inclusion of
additional type of Aircraft (aircraft and engine combination) on the Certificate of
approval, fees shall be charged in accordance with ANO (AW) A.10. Enhancement of the
scope of maintenance of an aircraft already included in the certificate of approval will not
attract charging of additional fees. Concern Airworthiness official(s) must ensure that
correct fees is charged as required by ANO (AW) A.10.
9. CONTINUATION OF AN APPROVAL
The continuation of an approval shall be monitored in accordance with the applicable
initial approval’ process under ANO (AW) C.1, Section-10 In addition:
9.1 The office shall maintain and update a program listing the approved maintenance
organizations under its supervision, the dates when audit visits are due and when such
visits were carried out. Credit may be claimed by the officers of AWD for specific item
audits completed during the preceding 11 (eleven) months period (i.e., each item of
findings on AWS-6 form may be deferred by 11 (eleven) months from the due date of the
same item, if the previous results were satisfactory) subject to following four conditions:
(i) the specific item audit should be the same as that required by ANO (AW) Part B
and C latest amendment;
(ii) there should be satisfactory evidence on record that such specific item audits were
carried out and that all corrective actions have been taken;
(iii) the officials of AW should be satisfied that there is no reason to believe standards
have deteriorated in respect of those specific item audits being granted a back
credit; and
(iv) the specific item audit being granted a back credit should be audited not later than
23 months after the last audit of the item.
9.2 Each organization must be completely reviewed (audited) by Airworthiness official(s)
for compliance with ANO (AW) at periods not exceeding 12 (twelve) months.

(i) Where it has been decided that a series of audit visits are necessary to arrive at a
complete audit of an organization, the program will indicate which aspects of the
approval will be covered on each visit.
(ii) It is recommended that part of an audit concentrates on one ongoing aspects of the
AMO approval, namely the organizations internal self monitoring quality reports
produced by the quality monitoring personnel to determine if the organization is
identifying and correcting its problems.
(iii) At the successful conclusion of the audit including approval of the exposition, an
audit report form will be completed by the auditing officer including all recorded
findings, closure actions and recommendation. AWS-6 form should be used for this
activity.
(iv) In the case of line stations a sampling program based upon number of line stations
and complexity may be adopted.
9.3 A meeting with the accountable manager shall be convened at least once every 12 months
to ensure he / she remains informed of significant issues arising during audits and to
ensure he / she fully understands the significance of the approval.
10. CHANGES
10.1 Airworthiness official shall receive application from the organization of any proposed
change as per ANO (AW) C.1, Section-9.
10.2 AELD official(s) shall comply with the applicable elements of the initial process
paragraphs for any change to the organization.
10.3 AELD official(s) may prescribe the conditions under which organization may operate
during such changes unless it determines that the approval should be suspended.
10.4 To have adequate control over any changes to the management personnel specified in
ANO (AW) B.7 will require an amendment to the exposition.
 Changes to the AMO approvals include the following:
 Name change
 Address change
 Approval scope and rating
 New base facility
11. MAINTENANCE ORGANISATION EXPOSITION (MOE) / MPCM
AMENDEMENTS
11.1 The official(s) of Airworthiness Division shall verify that the procedures specified in the
exposition are in compliance with ANO (AW) C.2, Appendix-3 before formally notifying
the approved organization of the approval.

11.2 A simple exposition status sheet should be maintained which contains information on
when an amendment was received by AELD and when it was approved.
11.3 The organization should submit each exposition amendment to the AELD for approval.
On being satisfied that the amendment meets the requirement of AMO as per ANO
(AW), an approval to the same shall be indicated in writing.
12. ADMONITION, WARNING, REVOCATION, SUSPENSION AND LIMITATION

OF APPROVAL
The requirements as laid down in ANO (AW) C.1, Section-3 shall be followed in order
to:
(a) suspend an approval on reasonable grounds in the case of potential safety threat; or
(b) admonish, warn, suspend, revoke or limit the approval granted to a person or
organization pursuant to rule-190 of CAR 1984.
13. FINDINGS
(a) When during audits or by other means evidence is found showing non-compliance
with the requirements of ANO (AW) the following actions shall be taken:
(i) For level 1 findings immediate action shall be taken to revoke, limit or
suspend in whole or in part, depending upon the extent of the level 1 finding,
the maintenance organization approval, until successful corrective action has
been taken by the organization. In practical terms a level 1 finding is where a
significant non- compliance with Maintenance Direction is found. The
following are examples of level 1 finding:
− Failure to gain access to the organization during normal operating hours of
the organization after two written requests.
− If the calibration control of equipment as specified in ANO (AW) C.2,
Appendix-2 & 3 had previously broken down on a particular type product
line such that most “calibrated” equipment was suspect from that time then
that would be a level 1 finding.
Note: A complete product line is defined as all the aircraft, engine or component of a particular
type. For a level 1 finding it may be necessary for officials of Airworthiness Division to
ensure that further maintenance and re-certification of all affected products is
accomplished, dependent upon the nature of the finding.
(ii) For level 2 findings, the corrective action period granted must be appropriate
to the nature of the finding but in any case initially must not be more than
three months. In certain circumstances and subject to the nature of the finding
the three month period may be extended subject to a satisfactory corrective

action plan agreed. In practical terms where an official of AW finds a non-
compliance with rule 191 of CAR 1984 and / or Maintenance direction in
ANO (AW) Part B against one product, it is deemed to be a level 2 finding.
The following are example of level 2 findings:
− One time use of a component without any serviceable tag.
− The training documents of the certifying staff are not completed.
(b) Action shall be taken to suspend in whole or part the approval in case of failure to
comply within the time scale granted.
(i) Where the organization has not implemented the necessary corrective action
within that period it may be appropriate to grant a further period of up to three
months, subject to notifying the accountable manager. In exceptional
circumstances and subject to a realistic action plan being in place. However,
in granting such a change the past performance of the organization will be
considered.
(ii) It may be necessary to ensure that further maintenance and re-certification of
all affected products is accomplished, dependent upon the nature of the
finding.
14. RECORD-KEEPING
14.1 Records of approval of an organization shall be retained for an adequate period that
allows adequate traceability of the process to issue, continue, change, suspend or revoke
each individual organization approval.
(i) The records shall include as a minimum:
(a) the application for an organization approval, including the continuation
thereof.
(b) the continued oversight program including all audit records.
(c) the organization approval certificate including any change thereto.
(d) a copy of the audit program listing the dates when audits are due and when
audits were carried out.
(e) copies of all formal correspondence including AWS-6 or equivalent.
(f) details of any exemption and enforcement action(s).
(g) any other regulatory authority audit report forms.
(ii) Maintenance organization expositions.
(iii) The minimum retention period for the above records shall be 10 (ten) years except
(c) and (f), which should be retained permanently.

(iv) Either a paper or computer system or any combination of both may be used subject
to appropriate controls.
(v) The record-keeping system should ensure that all records are accessible whenever
needed within a reasonable time. These records should be organized in a consistent
way throughout (chronological, alphabetical order, etc.). Copies of policy letters
should also be retained in separate folders for future reference.
(vi) All records containing sensitive data regarding applicants or organizations should
be stored in a secure manner with controlled access to ensure confidentiality of this
kind of data.
(vii) All computer hardware used to ensure data backup should be stored in a different
location from that containing the working data in an environment that ensures they
remain in good condition. When hardware or software changes take place special
care should be taken to ensure that all necessary data continues to be accessible at
least through the full period as specified above.
15. EXEMPTIONS
All exemptions granted by the Chairman, CAAB under the provision of CAR 1984 and
ANO (AW) shall be recorded and retained by the Airworthiness Office.
16. RESPONSIBILITY OF RECORD-KEEPING
Most senior person among the staffs excluding AELD officers is solely responsible for
record keeping of all file mentioned in para-14 and 15 and second most senior is solely
responsible for record-keeping of all other documents related to AELD and both of them
will be supervised by DD (AELD). So, they should be maintained separate register
regarding the file / document movement even the movement within the AELD.
Responsibility will appear on the next junior person in absence of above mentioned
staffs.
________________________

AWS-32
ISSUE-1
AIRWORTHINESS & ENGINEERING LICENSING DIVISION
AIRCRAFT MAINTENANCE ORGANIZATION – ISSUE / RENEWAL CHECKLIST
Name of the Organization :
Address :
Date Audited :
Audited by :
1. Display of Certificate Ref: ANO (AW)

1.1 Valid and prominently displayed and accessible to the public Chapter C.1,
Section-8,
Para-8.4
1. Remarks :
2. Changes to the approved organization Ref: ANO (AW)

Confirm no changes have occurred to the following: Chapter C.1,
2.1 The name of the organization: Section-9,
2.2 The location of the organization: Para-9.1,
2.3 Additional locations of the organization: Section-5,
2.4 The chief executive/accountable manager: Para-5.1,
2.5 Any of the senior persons specified in Inspection Procedures Manual. Sub-para A to H
2.6 The facilities, equipment, tools, material, procedures, work scope and Section-6,
certifying staff that could affect the approval. Para-6.1 to 6.4
Appendix-1 of
ANO Chapter C.1
2. Remarks :

3. Facility requirements Ref: ANO (AW)

3.1 Facilities are appropriate for planned work; protection from the
weather element.
3.2 Specialized workshops and bay are segregated as appropriate to
ensure environmental and work area contamination is unlikely to Chapter C.2,
occur. Section-8,
3.3 Office accommodation is appropriate for management of planned Para-8.1 & 8.2,
work, e. g. quality, planning and technical records. Appendix-4,
3.4 Working environment is appropriate for the task carried out and in Section-10,
particular special requirement observed. Adequate lighting for all Para-10.3
works being done so that the quality of the work is not impaired.
3.5 Storage facilities must be provided for parts, equipment, tool and
material.
3.6 Storage conditions provide for security for serviceable parts,
segregation of serviceable from unserviceable parts and prevent
deterioration of and damage to stored items
Note: Applicable for shop approvals. To be filled in separately for each shop along with section 4,
Personnel requirements.
3. Remarks :

4. Personnel requirements Ref: ANO (AW)

4.1 Management personnel nominated and their responsibility defined
and understood at all level.
4.2 Adequate personnel to plan, perform, supervise and inspect the work
for which it is rated.
4.3 Supervisors and inspectors must understand maintenance Chapter C.2,
organization requirements, Airworthiness Directives and the Section-7,
maintenance and service instructions of the manufactures of the Para-7.1 to 7.3.5
articles to be worked on. Competence of personnel involved in
maintenance must be established in accordance with procedure and to
an acceptable standard.
4.4 Certifying staff must meet the qualification requirement specified in
current aviation requirement and receive initial and continuation
training in accordance with program acceptable to the Authority.
4. Remarks :
5. Record of supervisory and inspection personnel Ref: ANO (AW)

5.1 Maintain a record of all certifying staffs. Chapter C.2,
5.2 Certifying staffs must be provided with evidence of the scope of their Section-9
authorizations.
5. Remarks :

6. Maintenance procedures and quality system Ref: ANO (AW)

6.1 Inspection personnel must be familiar with all inspection methods,
techniques and equipment used during maintenance.
6.2 Satisfactory method of inspecting incoming material to ensure it is in Chapter C.2,
good state prior to use on aircraft. Appendix-1 & 2,
6.3 Organization must establish acceptable procedures to ensure good Section-10,
maintenance practices and compliance with all relevant requirements. Para-10.1.1 to
6.4 Organization must have an independent quality system to monitor 10.3
compliance with and adequacy of the procedures to ensure good
maintenance practice and airworthy.
Maintenance Procedure Manual (MPM)/Maintenance Organization Exposition
(MOE)
The approved organization must provide an MPM/MOE containing
the following information:
6.5 Statement signed by the accountable manager confirming that the

MPM /MOE and any associated manuals, define the approved
maintenance organization's compliance with relevant requirements
and will be complied with at all times.
6.6 The title(s) and name(s) of the senior person(s) accepted by the
Authority.
6.7 The duties and responsibilities of the senior person(s) specified in 6.6
and include matters on which they may deal directly with the
Authority on behalf of the organization.
6.8 Organization chart showing associated chains of responsibility of
senior person (s). Chapter C2,
6.9 A list of certifying staff. Section- 5
6.10 A general description of manpower resources.
6.11 A general description of the facilities located at each address
specified in the approval
6.12 A specification of the approved organization's scope of work
relevant to the approval
6.13 The notification procedure of regarding changes to the organization
6.14 The MPM/MOE amendment procedure
6.15 The approved organization procedures and quality systems.
6.16 A list of organization that is its sub-contractors.
6.17 A list of organization that is approved suppliers
6. Remarks:

7. Equipment, Tool and Material Ref: ANO (AW)

7.1 Must have the necessary equipment, tool and material to perform the
approved scope of work
7.2 Where necessary, tool, equipment and particularly test equipment must Chapter C.2,
be controlled and calibrated to standards acceptable to the Authority at Section-8,
a frequency to ensure serviceability and accuracy. Para-8.1,
7.3 Records of such calibration and the standard used must be kept. Appendix-3
7. Remarks :
8. Privileges of certificates Ref: ANO (AW)

8.1 Maintain or alter any aircraft or aircraft component for which it is Chapter C.2,
approved at the locations identified in the Certificate of Approval. Section-4 & 9
8.2 Arrange for maintenance of any aircraft or aircraft component for
which it is approved at another organization that is under the quality
control of the approved maintenance organization.
8.3 Maintain any aircraft for which it is approved at any location subject to
the need for such maintenance arising only from unserviceability of the
aircraft or from the necessity of supporting occasional line
maintenance subject to the condition specified in the procedures
acceptable to the authority and included in the approved maintenance
organization MPM/MOE
8.4 Maintain any aircraft for which it is approved at a location identified as
a line maintenance location capable of supporting minor maintenance
and only if the approved maintenance organization MPM/MOE
permits such activity and lists such locations.
8.5 Issue certificates of release to service or furnish reports in respect of
paragraph 8.1 to 8.4 on completion of maintenance.
8. Remarks :

9. Limitation of Certificates Ref: ANO (AW)

9.1 Organization may only maintain an aircraft or aircraft component for Chapter C.1,
which it is approved when all necessary facilities, equipment, tooling, Section-10
material, approved technical data and certifying staff are available.
9.2 Organization shall use aircraft components/parts materials only from
approved sources.
9. Remarks :
10. Performance Standards (Airworthiness Data) Ref: ANO (AW)

10.1 Organization must be in receipt of all necessary airworthiness data- Chapter C.2,
ADs, maintenance manuals, repair manuals, supplementary Appendix-1,
structural inspection documents, SB's, NDT manual, etc. Section-13,
10.2 Where organization produces its own airworthiness data, such Para-13.1,
additional data must be produced in accordance with a procedure Chapter C.2,
acceptable to the Authority. Section-8,
10.3 All airworthiness data must be kept up to date and made available to Para-8.1 (P)
all personnel who need access to such data to perform their duties.
10. Remarks :
11. Inspection of Work Performed (Certification of Maintenance) Ref: ANO AW)

11.1 An Authorized Release Certificate must be issued at the place where Chapter C.2,
maintenance was carried out by appropriately authorized/licensed Section-10
certifying staff on behalf of the organization when satisfied that all
required maintenance of the aircraft or component had been properly
carried out in accordance with procedures specified in the
MPM/MOE.
11.2 An Authorized Release Certificate must contain basic details of
maintenance carried out, the date such maintenance was completed,
the identity including approval reference of the approved
organization, the full signature and identity including authorization
reference of the certifying staff.

11. Remarks :
12. Performance Records and Reports (Maintenance Records) Ref: ANO

(AW)
12.1 Organization must records all details of work carried out in a form Chapter C.2,
acceptable to the Authority Section-9
12.2 Organization must provide a copy of each Release Note to the
aircraft operator, together with a copy of any specific airworthiness
data used for repair/modifications carried out
12.3 Organization must retain a copy of all detailed maintenance records
and any associated airworthiness data in a manner acceptable to the
Authority. (Records shall be kept for at least two years after the work
is done)
12.4 The records must be retrievable within a time acceptable to the
Authority
12. Remarks
13. Reports of Defects or Unairworthy Conditions (Reporting of Ref: ANO (AW)

Unairworthy Conditions )
13.1 Organization must report to the Authority and the aircraft design Chapter C.2,
organization any condition identified by the approved organization Appendix-1,
of aircraft or aircraft component that could seriously hazard the Section-10
aircraft
13.2 Report must be made on a form and in a manner prescribed by the
Authority and contain all pertinent information about the condition
known to the approved organization
13.3 Where the organization is contracted by an aircraft operator to
carry out maintenance, the approved organization must also report
to the aircraft operator any such condition affecting the aircraft

operator's aircraft or aircraft component
13.4 Report must be made as soon practicable within the specified time
13. Remarks :
14. Airworthiness Approval Tag/Release Note/Authorized Release Ref: ANO

Certificate (AW)
14.1 Check for proper usage and content and within scope of approval as Chapter C.2,
listed in the capability list. Section-11,
14.2 Completion of Airworthiness Approval Tag/Release Para-11.1
Note/Authorized Released Certificate as per relevant Appendix-3
instructions/orders Section- 7
14.3 Airworthiness Approval Tag/Release Note/Authorized Certificate -
Form must be traceable to relevant work packages
14.4 Where the Form are computer-generated, the computer system must
satisfy the following requirement:
 Security system via password, pin or equivalent.
 Amendment of data restricted to a small pool of persons under
the control of the Quality manager.
 Back-up procedures : minimum daily with back-discs stored in
separate location
 If serial number is also computer-generated, the system must be
provided that it can allow printing of only one set of certificate
and that there is no possibility of generating a blank certificate.
14. Remarks :
15. Has the SMS is in place Ref: ANO AW)

15.1 Safety Policy And Objectives Chapter C.2,
15.2 Safety Risk Management Section-11,
15.3 Safety Assurance Para-11 to 13
15.4 Safety Promotion
15. Remarks :

16. Product Audit (work process)

16.1 Carry out the following product audit to verify compliance of procedures
in accordance with MPM/MOE or relevant approved procedures.
16.2 Product selected.
16. Remarks :
17. Other requirements

17.1 Review of outstanding non-compliance findings
17. Remarks :
Write Notes (if necessary)
(Airworthiness Inspector)

Form: AWS-1 Page: 1 of 2

Issue: 2

AIRWORTHINESS INSPECTION / SURVEILLANCE REPORT ON
AIRCRAFT DURING MAINTENANCE
1. Type of Aircraft: ___________________ 2. Nationality &

Registration Marks: ______________________
2. Name of the Owner / Operator: _________________________________________________

3. Location: _________________________ 5. Date: ____________ 6. Time: _____________
7. Maintenance Check Cycle: ____________________________________________________
8. Adequacy of Quality Control Surveillance : _______________________________________
9. Name of the Engineer in-charge contacted : _______________________________________
10. Number of Maintenance personnel detailed during Maintenance Check:
CAT AF ENG ELECT INST RADIO CABIN SERV SHEET METAL

Approved
Inspector
Mechanics
11. Review of card on WORK CARD NO SKILL SUBJECT

sample basis and
inspection procedure
by AMEs
12. (a) Adequacy and SAT UN-SAT REMARKS

status of special
tools and test
equipments
12. (b) Manuals Status SAT UN-SAT REMARKS

13. Safety precautions observed: ____________________________________________________

Issue: 2
14. Status of the inspection

Card / Work Sheets _____________________________________________________________
15. OUT STANDING MEL/HIL MEL/HIL

W.E.F BRIEF DESCRIPTION
ITEM NO
16. Report of the Airworthiness Inspector
17. Signature of the Airworthiness Inspector ___________________________________________

Name ( )
18. ACTIONED BY CHIEF OF AELD
Distribution:
i. CAA/5532/11/AELD
ii. C of A File of the Aircraft (if necessary)
iii. Read File


Issue: 2

CERTIFICATE OF APPROVAL
Number: ……………………………
This certificate is issued in pursuant to the Rule 190 of the Civil Aviation
Rules 1984 to:
………………………………………………………………………………...
Whose business address is
……………………………………
……………………………………
……………………………………
Upon being satisfied that it’s organization complies with the requirements of the
Civil Aviation Authority of Bangladesh and is approved as: Aircraft Maintenance
Organization ………………………..
………………………………………………………………………………...
With the endorsements as mentioned on the attached schedule.
This certificate is valid upto ………………………………………..

Unless cancelled, suspended o notified otherwise.
__________ ___________________________________
Date of issue For: Chairman, Civil Aviation Authority


Issue: 2

Certificate of Approval
(Schedule)
No. _________________
LOCATION:
RATINGS LIMITATION
__________ ___________________________________
Date of issue For: Chairman, Civil Aviation Authority

Chapter 7: Air Operator Certification Procedure (Airworthiness Aspects)
CHAPTER 7
AIR OPERATOR CERTIFICATION PROCEDURE
(Airworthiness Aspects)
1. INTRODUCTION
In accordance with the provisions of Rules 107 of the Civil Aviation Rules, 1984 an aircraft
shall not be used to, within and from Bangladesh in any class of operations unless:
(1) The particular type of aircraft is authorized and approved for such use by the
Chairman; and
(2) It is fitted with or carries such equipment, including emergency equipment, as the
Chairman approves or directs.
The Chairman permits known as AOC for operating the following types of air transport
services are presently issued by CAAB to applicants who meet the laid down requirements
for the specific type of air transport service:
Category A: Schedule and / or non-schedule passenger & cargo, both in international and
domestic sectors.
Category B: Schedule and / or non-schedule passenger & cargo in domestic sectors.
Category C: Schedule and / or non-schedule passenger & cargo in domestic sectors by
Helicopter.
Category D: Schedule and / or non-schedule cargo both in international and domestic
sectors.
The Air Operator Certificate required to be granted by ICAO member States in accordance
with the provisions of Annex 6. Permits for any other special type of operation can be
granted subject to the applicant showing satisfactory capability to undertake the type of
operations.
2. REFERENCES
CAR 1984 The Rules 105, 106 and 107

ANO (AT) AT A-2
ICAO Annex 6
Forms Appendix- A and C of the
ANO (AT) A-2 as application form

CCL (12A, 20, 21, 22, 23, 24,

Total
AOC Issue Certification AELD 26, 28, 29, 30, 31, 32, 33, 34,
19 for AELD
Checklists (Appendix-M of 35 and 36) = Total 15
out of 36
ANO (AT) A-2) AELD CCL (7, 19, 25 and 27)
CCL
with OPS (Total 4)
AOC RENEWAL Check AWS-30
List
Fee Fee As per ANO (AT) A-2
3. PROCEDURES
The Air Navigation Order of Air Transport ANO (AT) A-2 explains the procedure followed
for grant of the permits and the various requirements which an applicant has to fulfill for
obtaining the Air Operator Certificate (AOC). The issuance of an AOC shall be dependent
upon the applicant demonstrating an adequate Organization, method of control and
supervision of flight operations, training program and maintenance arrangements consistent
with the nature and extent of the operations specified. On compliance of the requirements,
the applicant would be issued an AOC, setting forth the operational authorization and
limitations to carry out the specified commercial air transport and special operations. A
group of CAAB Inspectors appointed to carry out the inspections and assessments required
prior to certifying an applicant is suitable to hold an AOC. The size of the team will vary
according to the size and complexity of the task(s) involved. The CAAB Inspectors will be
using the relevant checklists to evaluate the applicant’s arrangements for the proposed
operations. After receiving the application from a prospective applicant, the project manager
(PM) will establish contacts through a meeting between CAAB team and the applicant to
brief about the procedures and requirements stated in this ANO. The CAAB team will be
comprised of Director, Flight Safety & Regulations, Deputy Director (Air Transport &
Regulations), Deputy Director (Airworthiness & Engineering Licensing), Deputy Director
(Flight Inspection), Project Manager and any other relevant officials as may be determined
on case by case. Entire process will be followed as per “Certification Flow Chart” which has
been detailed in the Appendix- F. The procedure for grant of Air Operator Certificate is
outlined in the following phases:
1. Pre-application Phase for No Objection Certificate (NOC) for establishment of Air
Transport Services.
2. Formal application Phase for issue of Air Operator Certificate (AOC).

3.1 PRE-APPLICATION PHASE FOR NOC:

An applicant shall submit application at least 9 (nine) months before the planned
commencement date of operation for issuance of NOC for establishment of Air Transport
Services along with the requisite fees, as mentioned in section 7 of ANO (AT) A-2 to the
Chairman in a prescribed Form (Appendix-A) indicating the above mentioned category of
AOC. The sequence of events starting from the submission of said application before
issuance of NOC shall be as follows:
(a) operator will require to establish contact with CAAB to understand procedure and
gather information relevant to AOC;
(b) Visit the webpage of CAAB to gather additional information;
(c) establish place(s) of business with adequate installation and equipment; and
(d) collect the application and other related documents/forms.
Involvements of AELD in this phase have clearly indicated in Appendix-G of ANO (AT) A-
2 as given below.
3.2 FOLLOWING INTERMEDIATE ACTIONS BETWEEN ABOVE MENTIONED

TWO PHASES HAS TO BE CARRIED OUT BY THE APPLICANT
After receiving No Objection Certificate (NOC) applicant must fulfill the following
requirements towards achieving a sound status as assessed by CAAB before the issuance of
AOC:
(a) recruit adequately qualified personnel commensurate with the type of operation
(administrative, maintenance, etc);
(b) prepare and obtain information on aircraft as well as aircraft purchase / lease
documents for onward submission to CAAB;
(c) Prepare the schedule of events as specified in Appendix-B of ANO (AT) A-2 for
demonstrating that the applicant’s organization has the capability and competency to
comply with all the requirements for issuance of AOC.
(d) initiate training of maintenance personnel as applicable;
(e) review and approval of lease / purchase agreement;
(f) arrange for inspection of aircraft for the issuance of technical clearance by CAAB
inspectors to fulfill the requirements of ANO (AW) A.2 at the main maintenance
base of aircraft;
(g) prepare for the formalities to be observed for the aircraft to be flown / brought to
Bangladesh;

(h) prepare for aircraft inspection, emergency equipment procedure at maintenance base
of applicant;
(i) inspection of all relevant facilities by Airworthiness Inspectors of CAAB.
(j) prepare for any other assignment as required by the Authority; and
3.3 FORMAL APPLICATION PHASE FOR ISSUANCE OF AOC:

The applicant must submit the schedule of event (enclosing two copies of each document)
along with the application for issuance of AOC. Project manager will distribute the
applicant’s submitted documents to relevant division of FSR directorate as mentioned below
for review, acceptance and / or approval by the Chairman:
(a) Airworthiness Requirement
1. Maintenance Control Manual (MCM) and Maintenance Organization Exposition
(MOE), Part-M ;
2. Minimum Equipment list-MEL (For aircraft to be registered in Bangladesh);
3. Master Minimum Equipment List-MMEL (For aircraft to be registered in
Bangladesh);
4. Maintenance Schedule/Program (For aircraft to be registered in Bangladesh);
5. Flight Manual (For aircraft to be registered in Bangladesh);
6. Maintenance Manual (For aircraft to be registered in Bangladesh);
7. Wiring Diagram (For aircraft to be registered in Bangladesh);
8. Illustrated Parts Catalogue (For aircraft to be registered in Bangladesh);
9. Such other manuals / documents / particulars relating to each aircraft as may be
required as per the ANO (Airworthiness Requirements) A.1, B.1, B.2, C.1 and
C.2 issued by the Chairman.
The criteria for a formal application for issue of an AOC shall depend upon the applicant
having been assessed by the Authority to have attained satisfactory standard as regards to
the sequence of events observed and the requirements mentioned in Para 3.2 duly complied
with.
4. DURING CERTIFICATION PROCEDURE THE FOLLOWINGS ARE TO
BE KEPT IN MIND BY AELD INSPECTORS
4.1 The applicant is required to ensure that before import of the aircraft, all the CAAB
mandatory modifications are complied with and that requirement of major checks
has to be fulfilled as stated in ANO (AW) A.2 including those applicable to aging
aircraft as stated in ANO (AW) B.21, if any. Operator must ensure that Component

history is obtained while acquiring the aircraft and the maximum age of the aircraft
does not exceed as per the permissible age stipulated in ANO (AW) B.21.
4.2 The applicant must ensure that the permission / technical clearance for import /
acquisition of the aircraft is valid till the date of arrival of aircraft in custom airport
of the country. In case the NOC expires, the applicant may apply for grant /
extension of the NOC to Chairman through AT division of FSR directorate.
4.3 A sound and effective management structure is essential and it is particularly
important that the operational management should be properly qualified and should
have proper status in the organization to ensure safety of operations. It is, therefore,
essential that the applicant has adequate management personnel in its operations and
that these personnel are competent and qualified in the respective areas and should
be employed on full time basis in the following or equivalent positions:
 Chief Executive Officer / Accountable Manger
 Director of Engineering / Chief Engineer / Maintenance Manager
 Quality Assurance Manager
 CAMO Manager
4.4 The duties and responsibilities of the managers and senior executives must be clearly
defined in writing and chains of responsibility firmly established. While the number
of persons required will vary with the size and the complexity of the operations, the
applicant must satisfy the CAAB that the organization structure is adequate and
properly matched to the operating network and commitments. The names,
qualifications and experience of the aforesaid management personnel shall be
submitted to CAAB. The positions held by these personnel in the Organization shall
be indicated in the applicant's MCM and MOE.
4.5 The rules and regulations promulgated by the CAAB provide a framework of
positive control and guidance. It should however, be recognized that it is not feasible
or desirable to cover every conceivable operational detail in the rules and regulations.
The operators should, therefore, develop their own instructions for the guidance of
personnel on the details essential for the conduct of the operation. This helps to
facilitate the development of operating standards and techniques best suited to
particular circumstances and conditions of operation. On these principles the
operator should lay down all its policies regarding operation, maintenance and
training in the following documents for the type of aircraft proposed:
a) MCM
b) MOE

c) Maintenance Schedules /Program.

d) Minimum Equipment List
e) Component Overhaul and Storage Limitations (COSL)
4.6 The applicant should recruit and start training (if required) of adequate number of
the following categories of personnel on the type of aircraft proposed to be acquired:
a) Aircraft Maintenance Engineers
b) Any other category of personnel required for the operations
4.7 The training program for each category of engineering personnel should be
developed by the operators based upon the background of the trainees. Prior CAAB
approval is required if the training is conducted at institutes is not approved /
accepted by CAAB.
4.8 On receipt of NOC, the applicant may set up the basic maintenance facilities for the
aircraft type to be operated in accordance with ANO (AW) Part-145. The salient
actions in this regard are as given below:
a) The operator shall ensure that the maintenance of his aircraft is done at a
CAAB approved maintenance organization. Or If required, the operator may
set up his own maintenance facility for approval of CAAB as Approved
Maintenance Organization (AMO) as Part-145.
b) The applicant/operator should nominate suitable persons as Quality Manager
as per ANO (AW) B.7 who shall be responsible for complying with the laid
down requirements and adhering to quality procedures as approved in these
manuals.
c) If the operator has his own approved maintenance facility, the maintenance
planning and technical services aspects shall be a part of the organization. In
case, however, the maintenance is outsourced, the operator still must have
adequate organization/ manpower to ensure that mandatory airworthiness
information and directives are complied with and proper maintenance
activities are undertaken when due.
d) The operator’s maintenance planning department should be adequately
staffed with technical officials to perform the following functions:
 Delay, defect and engineering incident investigation and analysis
 Reliability analysis, engine performance monitoring and component life
control
 Compliance of Service Bulletins, modifications, inspection schedules,
maintenance of technical records, issue of technical circulars and

distribution of technical data. The technical staff required to perform the

above functions should be trained adequately on the quality control
functions and on aircraft type.
e) The operator shall prepare a MCM and MOE for his organization. This
manual should describe the engineering quality procedures and the
maintenance system to be followed by the operator as per the guidelines
given in ANO (AW) Part-145. The manual should be submitted to the AELD
through Project Manager for approval. The MCM and MOE shall be
approved by Director (FSR) after scrutiny by AELD official and ensuring
that it meets the operator’s maintenance requirements.
f) The operator shall prepare maintenance program / schedule which will list
the periodic maintenance inspection schedules including special inspection
schedules for the aircraft, COSL and other checks on the aircraft not
specified by aircraft manufacturers but made mandatory by regulations. This
may include microbiological tests of fuels, annual inspections for C of A,
flight data recorders and other special equipment. The maintenance program
shall be scrutinized by the AELD official to confirm that it conforms to MPD
/ AMM. Where maintenance program / schedule has been already approved
for the operators of same type of aircraft, the same may be adopted with
necessary modifications, if required, for any differences in the aircraft
configuration with the approval of the AELD.
4.9 Readouts of Cockpit Voice Recorder (CVR) and Flight Data Recorder (FDR) are
extensively used for safety oversight and monitoring health of operations. The
operator may develop their own facilities or make arrangement with some CAAB
approved agency to prepare the readout as and when required.
4.10 The operator shall set up an environment controlled bonded store, which should be
equipped with suitable racks, stands and bins for storing aircraft spares and notables.
Suitable trained person(s) should be approved as Stores Inspectors. The operator
should demonstrate to AELD the system to ensure that the life limited items do not
remain in the stores on expiry of their fixed life. The store shall be equipped with
adequate quantity of spares, notables and consumables However, necessary
agreement with the manufacturer / supplier of aircraft may be made for supply of
spares.
4.11 The operator shall identify and procure all the tools and equipment required for each
maintenance inspection schedule to be performed on the aircraft and its engine.

Similarly, special tools required for inspection shall be identified and procurement
/loan action taken so that the tools are received by the time the aircraft is acquired.
4.12 The operator shall procure up-to-date copies of the specific aircraft related
maintenance documents including Aircraft Flight Manual, Maintenance Planning
Document, Maintenance Manual, Illustrated Parts Catalogue, Structural Repair
Manual, Wiring Diagram Manual and Weight and Balance Manual, MMEL and
other documents, as laid down in ANO (AW) Part-B. The operator shall have
arrangement to get of all applicable Airworthiness Directives, Service Bulletins and
CAAB mandatory modifications. The operator should also be
agreement/arrangement of the aircraft and engine manufacturers for prompt receipt
of modifications, Service Bulletins, Service Letters etc.
4.13 ENSURING SUITABILITY OF AIRCRAFT:
(a) The AELD official should examine the aircraft details to ascertain that the aircraft
meets the criteria in respect of:
 maximum permissible age,
 number of cycles / hours logged and
 Type Certification requirements as specified in ANO (AW) A.1 for import of
aircraft.
This requirement is not applicable to aircraft acquired from domestic sources and
which have been maintained in accordance with CAAB approved procedures unless
some special conditions are imposed on the aircraft. The aircraft imported for the
purpose shall be of the type design which is approved under Federal Aviation
Administration (FAA), European Aviation Safety Agency (EASA), any other
authority acceptable to CAAB.
(b) The aircraft shall be fitted with the equipment in accordance with ANO (AW)
Chapter-E.6. The AELD official should check the information about the compliance
of Airworthiness Directives, Modifications, and Service Bulletins. While entering in
any agreement for leasing the aircraft, the applicant must make it clear in the lease
agreement that the aircraft after entering in the registration of Bangladesh shall be
maintained in accordance with the CAR’84, ANOs, procedures and any conditions
specified by CAAB and there shall be no binding or limitation of any kind in this
regard in the lease agreement. A copy of the lease agreement duly signed shall also
be submitted to AELD.

(c) Before attending the review meeting for the assessment of state of preparedness of
the applicant to operate air transport services, the financial or operational lease of the
aircraft shall be examined by the AELD, particularly with regard to transfer /
delegation of any regulatory functions to Bangladesh as the state of operator.
(d) Wherever activities have been outsourced to other organizations, or where use of
facilities of other organizations is envisaged, the operator must be asked to provide
contractual documents. These contracts must be thoroughly scrutinized by AELD to
ensure that the all eventualities are covered and the basic responsibility of providing
proper maintenance remains with the operator.
4.14 Review Meeting to Assess State of Preparedness In order to examine the state of
preparedness to commence operations, the Air Transport Division organizes a review
meeting at FSR Directorate with the Chief Executive, senior managers in charge of
Engineering, Operations and Commercial and the concerned CAAB officers at headquarters.
Minutes of the meeting, summarizing the steps remaining to be taken by the operator are
circulated to the concerned offices.
4.15 Inspection of Applicant's Facilities and Compliance Report from AELD inspectors should
continuously monitor the progress made by the operator in fulfilling the requirements and
development of infrastructure facilities and systems by the applicant. It must be ensured that
for matters other than the maintenance of aircraft, all correspondence will be made with the
operator, and not with the AMO.
4.16 Proving Flights:
AELD officers may associate with the proving flights to confirm maintenance arrangements
at destination and in general, line maintenance procedures.
4.17 Demonstrations
The officers of AELD may be required to associate with any demonstrations which may be
required to complete the process of issuance of AOC. These include demonstration of flight
dispatch, load and trim preparation, emergency drills such as fire drill, evacuation drill, slide
chute deployment, ETOPS approval procedures etc.
4.18 ISSUE OF AIR OPERATOR CERTIFICATE
This is the final stage to ensure that the applicant has acquired the capability required to
operate the services proposed in the application. At this stage, all necessary maintenance
manpower, systems, infrastructure, equipment, tools, aircraft spares etc. shall be in place. In
case, any deficiencies are noted (such as depletion of manpower since the review when it
was found satisfactory), the same must be brought to the notice of AT Division.

4.19 ENHANCEMENT OF FACILITIES COMMENSURATE WITH ACTIVITIES
When the fleet size grows, the operator must demonstrate that the operator shall his
maintenance organization has sufficient number of engineers and other personnel to
maintain the additional aircraft. The operator shall also have to expand the Quality Control
and Flight Safety Cells as the fleet size grows so that these vital functions are discharged
satisfactorily. The AELD officers should make a comment on this capability of the AMO in
the periodic surveillance reports.
4.20 CONTINUING SURVEILLANCE OF THE OPERATOR
The AELD shall exercise continuing surveillance of the operators to ensure safety in
operations. The applicant is also required to conduct his own surveillance inspections and
safety audits.
a) The maintenance areas to be covered in surveillance activities shall include at least a
reevaluation of the operator's organization, facilities, equipment, aircraft maintenance,
safety precautions, checking of personal records, training, company manuals, and
compliance with the provisions of the Permit etc.
b) In the initial stages of operation, the operator shall be monitored for any irregular
procedures and evidence of inadequate facilities and equipment. The emphasis of the
surveillance and inspection program by AELD officers is to confirm that the methods or
systems the operator intended to use to ensure compliance with the applicable
regulations are being followed and are effective in achievement of safety objectives.
c) When in the course of operator's surveillance, deficiencies are observed, prompt
corrective action shall be initiated by the operator to correct the deficiencies within a
specified time. If the operator fails or is unable to meet or maintain the required
standards, the operator's privileges may be temporarily or permanently withdrawn or
restricted.
d) The AELD must ensure that the nominated post holders are available with the operator
and the AMO, and that internal audit / quality assurance system functions satisfactorily.
5. RENEWAL OF AOC:
5.1 The renewal of AOC on Airworthiness aspect will be done on the basis of
recommendations on the form AWS-30.
_______________________

SCHEDULE OF EVENTS
The following documents/ manuals are to be submitted to CAAB by the applicant as per the schedule
given below:
Sl. Submission/completion
Description of events
No. date
1 MOE and Maintenance Control Manual
Minimum Equipment List (For aircraft to be registered in

2
Bangladesh)
Master Minimum Equipment List-MMEL (For aircraft to be
3
registered in Bangladesh)
Maintenance Schedule /Program (For aircraft to be registered in
4
Bangladesh)
5 Flight Manual (For aircraft to be registered in Bangladesh)
6 Maintenance Manual (For aircraft to be registered in Bangladesh)
7 Wiring Diagram (For aircraft to be registered in Bangladesh)
Illustrated Parts Catalogue (For aircraft to be registered in

8
Bangladesh)
9 Aircraft Lease Agreement and/or Purchase Documents
10 Process for Airworthiness Certification of aircraft (if applicable)
Presentation of aircraft and its documents for CAAB's Inspection

11
for Technical Clearance and/or Registration
Applicant’s plan (Time schedule) for arranging aircraft training
12 of CAAB Inspectors (Airworthiness and Flight Operations), if
the aircraft is first of its kind to be registered in Bangladesh .
13 Aircraft Maintenance Engineer Readiness
14 Presentation of maintenance facilities for CAAB inspections
15 Compliance status of all Checklist as mentioned in Appendix-M

(Airworthiness)
16 Proposed start of revenue operations
Any other events and Documents/Manuals that may be

17
applicable

CERTIFICATION FLOW CHART
PRE-APPLICATION PHASE
AOC Enquiry
No Further Air Transport &

Action Statement of
Regulations Division Intent
Initial
Assessment Set Meeting by
FS & R
(AT, AELD, FI)
With the
Applicant
No Applicant likely to
proceed
Yes
Statement of Intent Pre-Application

Meeting
Yes Yes
No Applicant to proceed Applicant to proceed
Yes Yes
Formal Application
Phase Quotation

FORMAL APPLICATION PHASE
Formal
Application
Schedule of events
Compliance Statement
Qualifications of Key Personnel
Proving documents
Fee as quoted by CAAB
Certification Team Economic Not

Feasibility Acceptable Rejection
Not
Preliminary
Acceptable Evaluation
Acceptable
Not Formal Application
Acceptable Meeting
Acceptable
Document Evaluation Phase
DOCUMENT EVALUATION INSPECTION AND PROVING FLIGHT PHASE

Formal Application Phase
Applicant’s Certification
Representative Team
Disputes Resolving
Procedures Document
Evaluation
Document Evaluation
Phase Pre- Certification
Inspection of
Operating Ports
Proving Flights
Inspection and
Proving Flight Phase
Certification Phase Certification

Reports
CERTIFICATION PHASE

Inspection and Proving Flight Phase
Formal Certification
Application Team
Operations Specifications Final

Version of Compliance
Statement Certification by
Inspectors
Certification
Team Manager Report
AOC ISSUE Recommendation
Chairman
CAAB
AOC and Operations

Specifications Issue

Coordination Chart
Action
Steps Description In the event of satisfactory If not satisfied
Office
Examine the application for issue of NOC in Assess in coordination with AELD and FI and
01 PM / AT
the Pre-application phase initiate for meeting with the applicant
Coordinate with Director (FSR), DD (AT), DD
02 Arrangement of Meeting with applicant PM / AT (AELD), DD (FI) and the applicant and any
other relevant persons.
Advise to make available
03 Verification of Legal/Financial Information’s PM / AT Through Joint Stock Companies & Firms financial fund for the specific
type of operation.
Examine the feasibility report: Check with
In coordination with DD (AT), DD (AELD) & Advise to submit any other
04 the available Air Route and financial PM / AT
DD (FI) alternative Plan.
viability
05 Recommendation for issue of NOC PM / AT Initiate for the approval of Chairman
06 Issue of NOC PM / AT DFSR will issue the NOC
Examine application for extension the
PM / AT, Recommend for extension of validity of NOC
07 validity of NOC as per para-3.3.1 of ANO
AELD, FI subject to payment of required fees.
(AT) A2
PM / AT, Assess in coordination with AELD, FI and
08 Assessment of Formal Application for AOC
AELD, FI initiate for meeting with the applicant
Acceptance/Suitability of Management
09 Personnel Competence as per section 4 & 5 AELD & FI Recommend for acceptance Advise for review and submit
of ANO (AT) A2
Examine the Lease Agreement PM / AT
10 Recommend for acceptance Advise to review the
Legal
agreement and submit to
Examine the Lease Agreement follow step-8.
11 AELD Recommend for acceptance
Technical
Advise AELD for Technical evaluation of
12 Acceptance of the Lease Agreement DFS&R
aircraft
Advise to review/submit
Examination Technical documents &
Recommend for Inspection of aircraft and appropriate documents/
13 Airworthiness Manuals as per para 3.3.3.1 AELD
approval of manuals manuals and then follow step-
(a) of ANO (AT) A2
8.
Inspectors of Conduct physical inspection & recommend for
14 Inspection of Aircraft for TC Advise for corrective action.
AELD, Technical Clearance
Advise to review/ submit
Examine Operational documents and
Recommend for Inspection of aircraft and appropriate documents/
15 Operations Manuals as per para-3.3.3.1(b) of FI
approval of manuals manuals and then follow step-
ANO (AT) A2
10.
Demonstration of Emergency Evacuation, Advise for being capable of
16 FI, AELD Prepare the satisfactory report
Ditching & Proving/Test Flights demonstrating as required.
17 Training & Checking Organization FI, AELD Prepare the satisfactory report
Inspectors of
Inspection of facilities as per para-4.7 & 5.7 Advise to establish adequate
18 AT, FI & Recommend for apply for AOC
of ANO (AT) A2 facilities and follow step 12.
AELD
Examine the application for AOC as per Advise to review the Events
19 PM / AT Advise to submit fees for issue of AOC
Appendix-C of ANO (AT) A2 as per schedule.
20 Submission of AOC Fee PM / AT Deposit to CAAB’s Finance Division
21 Issuance of AOC Chairman Recommend for issuance of AOC to Chairman
PM / AT,
22 Assess the application for renewal of AOC Recommend for renewal of AOC Recommend not to renew.
AELD, FI
PM / AT,
23 Enforcement Recommend for enforcement action.
AELD, FI
Note: Dir. FS&R: Director, Flight Safety & Regulations.

PM: Project Manager.
DD/AELD: Deputy Director, Airworthiness & Engineering Licensing Division.
DD/AT: Deputy Director, Air Transport.
DD/FI: Deputy Director, Flight Inspection

Chapter 7: Air Operator Certification Renewal Audit Checklist
AWS-30 Issue-3

CHECKLIST FOR AIRWORTHINESS AUDIT

(Renewal of Air Operator Certificate)
Name of the AOC Holder :
Address :
Date Audited :
Audited by :
1. Display of Certificate Reference

1.1 Valid and prominently displayed and accessible to the public ANO (AT) A-2
1. Remarks :
2. Changes to the approved organization Ref: ANO (AW)

Confirm no changes have occurred to the following: Chapter C.1,
2.1 The name of the organization: Section-9,
2.2 The location of the organization: Para-9.1,
2.3 Additional locations of the organization: Section-5, Para-5.1,
2.4 The chief executive/accountable manager/Head of Engineering & Sub-para A to H
Head of Quality (necessary approval from CAAB) Section-6,
2.5 Any of the senior persons specified in Inspection Procedures Para-6.1 to 6.4
Manual. Appendix-1
2.6 The facilities, equipment, tools, material, procedures, work scope of Chapter C.1
and AMEs that could affect the approval. ANO (AW) B.7
2. Remarks :

3. Facility requirements Ref: ANO (AW)

3.1 Facilities are appropriate for planned work; protection from the Chapter C.2,
weather element. Section-8, Para-8.1
3.2 Office accommodation is appropriate for management of planned & 8.2, Appendix-4,
work, e. g. quality, planning and technical records. Section-10,
3.3 Working environment is appropriate for the task carried out and in Para-10.3
particular special requirement observed. Adequate lighting for all
works being done so that the quality of the work is not impaired.
3. Remarks :
4. Personnel requirements Ref: ANO (AW)

4.1 Management personnel nominated and their responsibility defined Chapter C.2,
and understood at all level of AOC holder Section-7,
4.2 Adequate personnel to plan, perform, supervise and inspect the Para-7.1 to 7.3.5
work for which it is rated.
4.3 Supervisors and inspectors must understand maintenance
organization requirements, Airworthiness Directives and the
maintenance and service instructions of the manufactures of the
articles to be worked on. Competence of personnel involved in
maintenance must be established in accordance with procedure and
to an acceptable standard.
4.4 AMEs must receive initial and continuation training in accordance
with program acceptable to the Authority.
4. Remarks :
5. Record of supervisory and inspection personnel Ref: ANO (AW)

5.1 Verify a record of all certifying staffs. Chapter C.2,
Section-9
5. Remarks :

6. Maintenance procedures and quality system Ref: ANO (AW)

6.1 Inspection personnel must be familiar with all inspection methods, Chapter C.2,
techniques and equipment used during maintenance. Appendix-1 & 2,
6.2 Organization must establish acceptable procedure to ensure good Section-10,
maintenance practices and compliance with all relevant Para-10.1.1 to 10.3
requirements
6.3 Organization must have an independent quality system to monitor
compliance with and adequacy of the procedures to ensure good
maintenance practice and airworthy.
The approved organization must provide a MCM containing the following information:
6.4 Statement signed by the accountable manager confirming that the Chapter C.2,
MCM and any associated manuals, define the approved Section- 5
maintenance organization's compliance with relevant requirements
and will be complied with at all times.
6.5 The title(s) and name(s) of the senior person(s) accepted by the
Authority.
6.6 The duties and responsibilities of the senior person(s) specified in
6.5 and include matters on which they may deal directly with the
Authority on behalf of the organization.
6.7 Organization chart showing associated chains of responsibility of
senior person (s).
6.8 A general description of manpower resources.
6.9 A general description of the facilities located at each address
specified in the approval
6.10 A specification of the approved organization's scope of work
relevant to the approval
6.11 The notification procedure of regarding changes to the organization
6.12 The MCM amendment procedure
6.13 The approved organization procedures and quality systems.
6.14 A list of maintenance organization that are sub-contractors.
6. Remarks:

7. Equipment, Tool and Material Ref: ANO (AW)
7.1 Must have the necessary equipment, tool and material to perform Chapter C.2,
the approved scope of work Section-8,
7.2 Where necessary, tool, equipment and particularly test equipment Para-8.1,
must be controlled and calibrated to standards acceptable to the Appendix-3
Authority at a frequency to ensure serviceability and accuracy.
7.3 Records of such calibration and the standard used must be kept.
7. Remarks :
8. AMO Facilities Ref: ANO (AW)

8.1 Maintain or alter any aircraft for which it is approved at the Chapter C.2,
locations identified in the Certificate of Approval. Section-4 & 9
8.2 Maintain any aircraft for which it is approved at any location subject
to the need for such maintenance arising only from un-serviceability
of the aircraft or from the necessity of supporting occasional line
maintenance subject to the condition specified in the procedures
acceptable to the authority and included in the approved
maintenance organization MCM
8.3 Maintain any aircraft for which it is approved at a location identified
as a line maintenance location capable of supporting minor
maintenance and only if the approved maintenance organization
MCM permits such activity and lists such locations.
8.4 Issue certificates of release to service or furnish reports in respect of
paragraph 8.1 to 8.3 on completion of maintenance.
8. Remarks :

9. Performance Standards (Airworthiness Data) Ref: ANO (AW)

9.1 Organization must be in receipt of all necessary airworthiness data- Chapter C.2,
ADs, maintenance manuals, repair manuals, supplementary Appendix-1,
structural inspection documents, SB's, NDT manual, etc. Section-13,
9.2 Where organization produces its own airworthiness data, such Para-13.1,
additional data must be produced in accordance with a procedure Chapter C.2,
acceptable to the Authority. Section-8,
9.3 All airworthiness data must be kept up to date and made available Para-8.1 (P)
to all personnel who need access to such data to perform their
duties.
9. Remarks :
10. Inspection of Work Performed (Certification of Maintenance) Ref: ANO (AW)

10.1 Maintenance Release/Certificate of Compliance must be issued at Chapter C.2,
the place where maintenance was carried out by appropriately Section-10
authorized/licensed certifying staff on behalf of the organization
when satisfied that all required maintenance of the aircraft had
been properly carried out in accordance with procedures specified
in the MCM.
10.2 Maintenance Release/Certificate of Compliance must contain
basic details of maintenance carried out, the date such
maintenance was completed, the identity including approval
reference of the approved organization, the full signature and
identity including authorization reference of the certifying staff.
10. Remarks :

11. Performance Records and Reports (Maintenance Records) Ref: ANO (AW)
11.1 Organization must records all details of work carried out in a Chapter C.2,
form acceptable to the Authority Section-9
11.2 Organization must provide a copy of each Maintenance Release
to the aircraft operator, together with a copy of any specific
airworthiness data used for repair/modifications carried out
11.3 Organization must retain a copy of all detailed maintenance
records and any associated airworthiness data in a manner
acceptable to the Authority. (Records shall be kept for at least
two years after the work is done)
11.4 The records must be retrievable within a time acceptable to the
Authority
11. Remarks
12. Minimum Equipment List(MEL)/Configuration Deviation Ref: ANO (AW)

List (CDL)
12.1 Organization must records all details of work carried out in a Chapter B.8,
form acceptable to the Authority Section-9
12.2 Does the operator have an approved MEL for each aircraft?
12.3 If so, is the MEL incorporated into the approved system of
maintenance for each aircraft?
12.4 Where the operator uses one document to include the MELs for a
number of aircraft, does the MEL refer to individual aircraft
differences, if any?
12.5 Is the procedure for using the MEL satisfactory?
12.6 Is the procedure for using the CDL satisfactory?
12.7 Is the procedure for acceptance of aircraft, with permissible un-
serviceability covered by the MEL, by the flight crew
satisfactory?
12.8 Is procedure for management of the MEL time limits
satisfactory?

12. Remarks
13. Aircraft weight and Balance Control Ref: ANO (AW)

13.1 Has the operator provided an appropriately qualified weight Chapter B.8
control authority (WCA) holder?
13.2 Are procedures for recording of aircraft mass alternation
satisfactory
13.3 Are procedures for aircraft mass control during modification
satisfactory?
13.4 Are procedures for preparation and approval of loading data
satisfactory?
13.5 Does the applicant has procedures for issue of aircraft’s load data
sheet each time:
13.6 The aircraft is re-weight or the weight and balance is validated
13.7 The weight and balance tolerances recorded in the weight and
balance record are exceeded
13.8 There is a change to the aircraft’s fixed equipment which affects
the aircraft’s weight and balance
13.9 Are procedures for ensuring that the current load data sheet to be
incorporated in the aircraft’s Flight Manual or alternative
approved document and aircraft’s logbook and is accessible to the
pilot in command to assist the correct loading of the aircraft
satisfactory?
13.10 Are procedures for conducting aircraft weighting in compliance
with ANO and satisfactory?
13. Remarks

14. Reports of defects or un-airworthy conditions Ref: ANO (AW)

14.1 Report must be made on a form and in a manner prescribed by Chapter B.5
the CAAB and contain all pertinent information about the
condition known to the approved organization
14..2 Report must be made as soon practicable within the specified
time
14..3 Are procedures for defect reporting satisfactory?
14.4 Are procedures and responsibilities for analysing the defect
reports satisfactory?
14.5 Does the operator have procedures for liaison with
manufacturers and CAA?
14.6 Has the operator defined a deferred defect policy?
14.7 Has the operator established a procedure to be followed in
order to be sure that the deferment of any defect will not lead
to any safety concern?
14.8 Are these procedures adequately documented and availability
to those who need to know?
14. Remarks :
15. Aircraft Maintenance Log/Maintenance Release Ref: ANO (AW)

15.1 Are the procedures for the following included in the MCM, Chapter B.16 &
including any persons overseas, for: B.3A
15..2 Issue and signing of the maintenance release within
Bangladesh and overseas, as applicable
15.3 Specify the persons who may sign it
15.4 Indicate by cross reference to the system of maintenance for
particular aircraft type, when it must be issued?
15.5 Specify what certification action must be taken before the
Maintenance Release is issued
15.6 Give instructions on the procedures for issuing the
Maintenance Release?
15.7 Recording and clearing of defects on the maintenance release –
do the procedures:
15.8 Procedures for amendment of the maintenance release

15.9 Is sample of the Maintenance Release / Aircraft Maintenance

Log included in the manual?
15. Remarks :
16. Ground Support Equipment Ref: ANO (AW)

16.1 Verify that the AOC holder has adequate ground support Chapter C.2
equipment.
16.2 Verify the system of maintenance of Ground Support
equipment including the procedures
16.3 Verify the system of training for the personnel involved in the
line maintenance activities
16.4 Verify the AOC has enough space for storage of the ground
support and operational equipment
16. Remarks :
17. Mandatory Modification & SBs Ref: ANO (AW)

17.1 Verify that the AOC holder holds up-to-date data for Chapter A.7 & B.9
modification
17.2 Check whether the AOC holder has listed out applicable and
not applicable modifications for the fleet.
17.3 Verify the AOC has procedures for analysis of ADs and SBs
and its applicability
17.4 Verify that the organization maintain the maintenance records
of all complied mandatory modification & SBs
17. Remarks :

18. Aircraft Maintenance programme Ref: ANO (AW)

18.1 Check the Aircraft Maintenance programme has been Chapter B.15
approved and annual review carried out.
18.2 Verify AMP is based upon the latest revision of MRB report,
the TC holder’s maintenance planning document or Chapter 5
of the maintenance manual
18.3 Verify that the AMP format covers essential items such as
frequency of maintenance/calendar period/hours/cycles
18.4 Check whether the AMP includes the national requirements.
18.5 Is the programme based upon the?
18.6 Check that the AMP has extension/exemption procedures in
place.
18. Remarks :
19. Reliability programme Ref: ANO (AW)

19.1 Has the AMP of the operator has a reliability Program? Chapter B.15
19.2 Is the AMP based upon MSG-3 logic Section 5
19.3 Does the AMP include condition monitored components?
19.4 Is the Reliability specified by the Manufacturer’s MPD or
MRB?
19.5 Collection date are adequate for the program; Pilot report;
maintenance experience;
19.6 Method of data analysis and application to maintenance
control is satisfactory.
19.7 How the performance standard is being monitored?
19.8 Does the operator monitor IFSD?
19.9 What is the measure taken by the operator in case of crossing
the alert level?
19.10 Was there any operational restriction by the operator on the
basis of reliability Program?
19.11 Personnel involved in reliability programs are adequately
trained.
19.12 Has the program been revised a timely manner?
19.13 Whether reliability analysis sent to CAAB periodically?
19. Remarks :

20. Has the SMS is in place Ref: ANO (AW)

20.1 Safety Policy And Objectives Chapter C.2,
20.2 Safety Risk Management Section-11,
20.3 Safety Assurance Para-11 to 13
20.4 Safety Promotion
20. Remarks :
21. Aircraft Inspection Ref:

21.1 Interior inspection Airworthiness
21.1.1 Inspectors handbook
Cockpit Chapter
21.1.2
Mandatory certificates on board
21.1.3
Mandatory Manuals on board
21.1.4 Cockpit emergency equipment
21.1.4 Serviceability of flight instrument, radio, navigation equipment
(very through log book)
21.2 Cabin
21.2.1 Sample check on seat belt, seat harness
21.2.2 Placards and markings,
21.2.3 Emergency equipment
21.1.4 Cabin register & up-keeping of galley equipment
21.2.5 Correct installation of role equipment i.e. the approved data for
the equipment
21.2.6 General condition of the aircraft
21.2.7 Aircraft configuration is in accordance with weight and balance

report(s)
21.2.8 Exits outlined externally
21.2.9 Operating instructions are placarded on door
21.2.11 Escape tape/rope and attachment points are secure
21.3 Exterior
21.3.1 Obvious dent / damage
21.3.2 General cleanliness of the aircraft
21.3.3 External placards & safety markings
21.3.4 Emergency equipment inspection points- oxygen & fire
extinguisher indicators
21.3.5 Inspection of RVSM sensitive areas
21.3.6 General inspection of nose main landing gear wheel well for
leakage and obvious damages.
21.3.8 Inspect external surfaces for missing fasteners and fuel leakage
21. Remarks :

22. Other requirements

22.1 Review of outstanding non-compliance findings
22. Remarks :
_________________________ _____________________________
(Airworthiness Inspector) (Airworthiness Inspector)

Civil Aviation Procedure Document on Chapter 8: Approval of Minimum Equipment List
SECTION A: INTRODUCTION
1. Background
Operational and airworthiness requirements, including the aircraft type design approval
requirements, require that every item of equipment installed in the aircraft must be operational at
the beginning of a flight. However, because of the various levels of redundancy designed
into aircraft, u n d e r c e r t a i n c o n d i t i o n s a n a c c e p t a b l e l e v e l o f s a f e t y c a n b e
m a i n t a i n e d with s p e c i f i c items of equipment inoperative for a limited period of time until
repairs can be made.
2. MEL Purpose
The MEL is a joint operations and airworthiness document prepared by an operator to:
a) Identify the minimum equipment and conditions for an aircraft to maintain the Certificate
of Airworthiness in force and to meet the operating rules for the type of operation;
b) Define operational procedures necessary to maintain the required level of safety and
to deal with inoperative equipment; and
c) Define maintenance procedures necessary to maintain the required level of safety and
procedures necessary to secure any inoperative equipment.
3. APPLICABILITY
a) Sub-rule (3) of rule 195 of CAR 1984 stipulates that an operator shall establish, for each
aeroplane, a Minimum Equipment List (MEL) listing permissible unserviceability
approved by the Chairman which shall be based upon, but not less restrictive than the
relevant Master Minimum Equipment List (MMEL), if such list exists and is accepted by
the Chairman.
b) Sub-rule (4) of rule 195 of CAR 1984 stipulates that, an operator shall not operate an
aeroplane other than in accordance with the MEL unless permitted by the Chairman, any
such permission will in no circumstances permit operation outside the constraints of the
MMEL.
c) ANO (AW) B.8, Section-3 requires approval of MEL for Scheduled, Non-scheduled and
General Aviation operators (i.e. all Bangladesh registered aircraft) on the basis of Master
Minimum Equipment List (MMEL) approved by State of Design.
4. CAAB Inspector’s Responsibility
a) Operations: Flight Operations Inspector (FOI) is responsible for scrutinizing operator's
MEL with respect to the operations functions and procedures, ensuring that all of the
operational procedures produced and published by the air operator are relevant to the
required task.
b) Airworthiness: Airworthiness Inspector (AI) is responsible for scrutinizing the operator's

MEL with respect to the maintenance functions and procedures, and ensuring that all of
the maintenance procedures produced and published by the air operator are relevant to the
required task.
Both Operations and Airworthiness inspectors must concur prior to an approval being granted to
operator's MEL.
Version 1.0, April 2017 Page 1 of 19 CPD-8
SECTION B: MEL APPROVAL PROCESS
1. Development & Acceptability

The MEL should be developed from the latest issue of the applicable MMEL on an item-
by-item basis and keeping in view the pertinent CAAB regulatory requirements. It should be clear
that the MEL is an operator’s document and not an AMO’s document. All correspondence for the
MEL approval should therefore be made by operator or her representative. The general criteria for
MEL acceptability are as follows:
a) Equally or More Restrictive: The operator's MEL must not be less restrictive than the
latest revision of the MMEL approved by the regulatory authority of the country of
manufacture / design., the CAR 1984, the operations specifications, the approved flight
manual limitations, certification maintenance procedures, or airworthiness directives.
b) Appropriate: The MEL must be appropriate to the individual aircraft make and model.
c) Specific: The operator's operations ("O") and maintenance ("M") procedures must be
specific to the aircraft and the operations conducted.
If an operator chooses to add items that are not found in the MMEL (due to its particular type of
operation, regulatory requirements etc.), an assessment of those items must be carried out. This
assessment is required to ensure that these items do not affect the design standards or safe
operation of the aircraft and are not in conflict with the flight manual and any regulatory
requirements.
In general, non-safety related equipment such as galley equipment, passenger convenience items
or optional items, should not be listed in the MEL. Operators should establish an effective decision
making process for failures that are not listed to determine if they are related to airworthiness and
required for safe operation. If the applicant’s MEL contains passenger convenience or optional
items such as galley equipment, audio/video equipment, overhead reading lamps etc. which are not
addressed in the MMEL, then an assessment of the MEL should be carried out as follows:
• Where passenger convenience items serve a second function, such as movie equipment being
used for cabin safety briefings, operators must develop and include operational
contingency procedures in case of an equipment malfunction; and
• Where passenger convenience items are part of another aircraft system, for example, the
electrical system, or interact with other system(s), procedures must be developed and
included in the MEL for deactivating and/or securing in case of malfunction.
A generic MMEL for single engine aircraft is normally developed and published by the State of
Manufacture. This MMEL is applicable to all single engine aero planes and helicopters for
which a specific MMEL has not been issued. When an operator is approved to use this generic
MMEL, and a specific MMEL for the individual aircraft type is subsequently issued, the
operator's MEL must be revised within the specified time frame to conform to the specific
MMEL.
Furthermore, if an aircraft moves from one AOC holder to another, the new AOC holder cannot
use the old AOC holder’s approved MEL for the aircraft.

2. MEL Format
a) Contents: ANO (AW) B.8, Section-4 stipulates the format and contents of a MEL. The
MEL must include a List of Effective Pages, a Table of Contents, the Minimum
Equipment List Preamble, Notes and Definitions, a section for each aircraft system
addressed, the letter of approval and amendment record page. Operators must specify the
MMEL revisions and any other documents such as a DDPG, used in the development of
their MEL.
b) Page Format: MEL page format is at the discretion of the operator, provided that it is
clear and unambiguous. However, it is recommended that the MEL page format follow
the MMEL page format of four columns (See Appendix A). The page numbering and
individual MEL items, however, must be in accordance with the ATA 100 code system
(See Appendix C). The MEL may incorporate only one item per page or as considered
appropriate by the operator when operations and/or maintenance procedures are
required. If no procedures are required, or the required action is simple, multiple items
may appear on a single page.
3. MEL Evaluation
CAAB Inspector should compare the operator's MEL changes against the corresponding items
in the current MMEL for the specific aircraft type. In addition, inspector should verify the
operator's MEL ensuring following sections:
a) Cover Page (Required): The MEL cover page contains the operator's name and the make
and model of the aircraft to which the MEL applies.
b) Table of Contents (Required): The table of contents contains a list of all of the pages
in the MEL by title and the corresponding page identification (usually a page
number). The Table of Contents page shall list the section for each aircraft system
utilizing the ATA 100 listing as found in the MMEL. Pages will be numbered with the
ATA system number followed by the item number for that system (e.g., the page
following 27-2-1 would be 27-2-2).
c) Records of Revisions (Required): The log contains the revision identification (usually
a number) and date of the revision. It may also contain a list of the revised pages, a
block for the initials of the person posting the change, and additional enhancements for
use by the operator.
d) Preamble (Required): The purpose of the MEL preamble is to provide direction to
company personnel on the philosophy and use of the MEL. Appendix B publishes a
MEL preamble which is acceptable for use by an operator. An operator may choose to
develop their own preamble keeping the standard MMEL intent word by word without
modification.
e) Notes & Definitions (Required): The standard MMEL notes & definitions section must
be reproduced word for word in each MEL, without modification. Notes and Definitions
are required to allow the user to interpret the MEL properly. Additions and deletions to
the notes and definitions may be applied to the operator's MEL as required.
f) List of Effective Pages (Required): List of Effective Pages (LEP) is used as a method
for keeping track of the status of the MEL and includes a record of the revision status or
date of the last amendment of each page of the operator's MEL. CAAB will stamp and
initial the LEPs to indicate the approval status of the contents of the MEL. The date and
revision status of each page of the MEL must correspond to that shown on the LEPs.
g) Air Transport Association of America (ATA) System Page Evaluation: These pages
contain a list of individual items of equipment in the aircraft together with provisions
for the operation of the aircraft when the items are inoperative. The reviewing
inspector should examine the individual ATA system pages, ensuring that the MEL is
at least as restrictive as the MMEL and that operator's p rocedures are adequate and
appropriate.
h) MMEL Items not listed on the Operator's MEL: If items listed on the MMEL are not
listed on the MEL there is no relief on that item.
i) MEL Items listed on the Operator's MEL: Each piece of equipment that is installed on
the aircraft and that is contained in the MMEL, for which the operator seeks relief and
that is appropriate for its operation, should be listed on the appropriate page of the
operator's MEL within the associated ATA system. The operator may be more
restrictive than permitted by the MMEL by not listing certain items in its MEL. Each
item title on the operator's MEL will generally be entered exactly as it is shown on the
MMEL.
j) Individual equipment items or systems: MEL must contain a list of the individual
equipment items or systems within that category that are actually installed on the
aircraft, such as "VHF Communications Transceivers." When items of this type consist
of several components of a system, the item may be listed as a complete system,
such as "VOR Navigation System," consisting of a VOR navigation receiver and its
associated indicator. The inspector should ensure that the operator has not listed
inappropriate items or items that are listed individually elsewhere in the MMEL.
k) Numbering/Renumbering: Individual items within an ATA category should be

numbered as necessary to provide proper continuity. (It should be noted that individual
item numbers on a page are not necessarily ATA code numbers, but are simply
sequential item numbers within an ATA category) If not installed, Number Installed
will be set as zero. In this case, the "Number Required for Dispatch" would also be
zero, and the remark "Not Installed" may be noted under "Remarks and Exceptions";
repair category designators should be omitted.
l) Triple Asterisk Symbol (***): The triple asterisk symbol is used for items that may
be installed on some aircraft models, but are not required for certification. This symbol
cannot appear in an MEL. Therefore, the “***” symbol must be removed from the item
denomination if the item is installed on the aircraft. If the item is not installed, the item
should be removed from the MEL. The "***" symbol may be considered equivalent to
the term “if installed”.
m) Repair Category: Each item of equipment listed in the operator's MEL, except for
Administrative Control Items and Passenger Convenience Items, must include the repair
category designator for that item as shown on the MMEL. These designators,
categorized as "A," "B," "C," or "D," indicate the maximum time that an item may
remain inoperative before repair is made. The actual repair categories corresponding
to these letters are provided in the "Notes and Definitions" section of the MMEL.
The operator may choose to adopt a more restrictive repair category than the one
shown on the MMEL, but may not relax the requirement. Components or subsystems of
items categorized in the MMEL, such as items of communications or navigation
equipment that are not listed individually in the MMEL, must retain the repair category
shown on the MMEL when listed as separate items on the MEL. In the event that more
items are installed than those that are required for normal operation, the "C" repair
category may be used, For example, if one altitude alerting system is required
and the associated repair category is "B," but there are two such systems installed,
failure of the first system could be deferred as specified for a "C" category item (10
days). Failure of the remaining system would limit at least one system to the repair
category for the "B" category item (3 days). Whenever the proviso in the “Remarks or
Exceptions” column of the MMEL states cycles or flight time, the time interval begins
with the next flight. Whenever the time interval is listed as flight days, the time interval
begins on the flight day following the day of discovery.
n) Operations (O) and Maintenance (M) procedures: The objective of (O) and (M)
procedures is to provide all people using the document with clear and concise
directions on how they are to proceed in case of permissible unserviceability.
Guidelines for (O) and (M) procedures contained in MMELs are not always
adequate procedures. Historically, operators have found difficulty in developing
procedures and identifying missing parts. They have often consulted manufacturers for
guidance in these areas and as a result, for large aircraft, detailed procedures are
normally contained in a manufacturer's attachment to the MMEL, or through a Dispatch
Deviation Procedure Guide (DDPG), or a Dispatch Deviation Guide (DDG) which
contain pre-approved maintenance and operational procedures, which may be used while
developing MEL. Maintenance and Operations Notes in DDG are advisory in nature and
should not be considered as required Maintenance or Operations procedures. The
MMEL and CDL take precedence in the event of conflicting information.
The operator should develop O and M procedures using guidance provided in the
manufacturer’s– (i) DDPG; (ii) aircraft flight and/or maintenance manuals; (iii)
recommendations; (iv) engineering specifications; or (v) other appropriate sources
including operator’s systems and type of operation. (M) Procedures for removal of
inoperative equipment must be based on approved maintenance data. The satisfactory
accomplishment of all procedures, regardless of who performs them, is the
responsibility of the operator.
For example, if the MMEL contains an "M" symbol with a provision that a valve
must be closed; the operator must include the appropriate procedures to close the valve
as part of the operator's manual or MEL. The actual written procedures may be
contained within the "Remarks or Exceptions" section of the MEL, in separate
documents, or attached as an appendix. Inspector should consult the Guidelines for "O"
and "M" Procedures of the MMEL when evaluating these procedures. If the "O" and
"M" procedures are not contained within the MEL, the MEL should include a
reference to the location of the procedures. The reviewing inspector must ensure that the
procedure addresses the following:
• How the procedure is accomplished.
• The order of accomplishing the elements of the procedure.

• The actions necessary to complete the procedure.
(O) & (M) procedures are not approved but rather are accepted when the technical
content is assessed as satisfactory.
o) Passenger Convenience Items: Passenger convenience items relate to the convenience,
comfort, and entertainment of passengers and must never affect the airworthiness of
the aircraft. These items do not carry a specific repair category; however, the operator
should make repairs to convenience items within a reasonable time frame. Normally,
the operator lists these items individually in ATA chapters 25 and 38. Passenger
convenience items may be included elsewhere in the MEL if clearly identified as
passenger convenience items. Inspector should review the proposed MEL to decide
which passenger convenience items are components of an item appearing in the MMEL.
When listing passenger convenience items on the MEL, the operator must list each item
for which the operator wishes relief. The operator may make a list of passenger
convenience items. Passenger convenience items also apply to cargo aeroplanes, as
appropriate.
p) Administrative Control Items: Some operators use their MEL as a comprehensive
document to control items for tracking and informational purposes. In such cases,
operators' MELs may include items not contained in the MMEL. These teams are
considered as "Administrative control item". It may be added to an operator's MEL
by concurrence from the inspector, provided no relief is granted, or provided
conditions and limitations are contained in an approved document (such as Structural
Repair Manual or airworthiness directive.) Examples of items that could be considered
administrative control items are cockpit procedure checklist, medical kits, first aid kits,
and life vests. These items should appear in the appropriate ATA chapter and would
not have a repair category. When the operator chooses this course of action, the
inspector must examine each proposed administrative control item on the operator’s
proposed MEL to ensure that the following conditions are met:
• No item is included as an administrative control item if it is included elsewhere in
the MMEL.
• Administrative items are not included as a subsystem of items listed in the MMEL.
• Administrative items are not granted relief in the MEL unless the release
conditions or limitations are contained in another approved document.
q) Number of Items Installed: The MEL will normally contain the actual number of items of
particular equipment installed on the aircraft. This number may be either greater or less
than the number shown on the MMEL. The MMEL shows the number of items installed
as the number of those items normally installed on a particular aircraft type. Individual
aircraft operated by an operator may have a different number of items. Frequently the
MMEL shows a dash in the "Number Installed" column. This dash indicates that
variable quantities of these items are usually installed on the aircraft. If the operator has
an MEL for a single aircraft or identical aircraft, the actual number of these items on the
particular aircraft must be listed in the MEL. If the operator has an MEL for multiple
aircraft, and the equipment is not installed on all aircraft or there is a variable quantity
between aircraft, the operator's MEL will not reference specific aircraft identifications;
the "Number Installed" column may contain a dash.

r) Number of Items Required for Dispatch: Normally the number of items required for
dispatch is determined by the FAA Flight Operations Evaluation Board (FOEB), or if
outside the U.S., by the State of aircraft design, and may be modified in the MEL in only
two cases:
• When the item is not installed on the aircraft, in which case a zero may be shown as
the number required for dispatch.
• When the item is shown in the MMEL as being a variable number required for
dispatch.
NOTE: In this case, the reviewing inspector should ascertain that the operator has made a determination
as to the number required for dispatch. There can be several factors that establish this number. In some
cases, it is determined by a reference to specific requirements listed in the "Remarks or Exceptions"
column of the MMEL. An example would be cabin lights. In this case, the MMEL may show a variable
number installed while the "Remarks or Exceptions" column might state that 50 percent of those items be
operable. The number required for dispatch would therefore be 50 percent of the number of lights
determined to be actually installed on the individual aircraft. Another case where the MMEL may show a
variable number required for dispatch is when the "Remarks or Exceptions" column of the MMEL
contains the statement, "As Required by regulation." In this case, the number is the minimum quantity of
these items that must be installed for operations under the least restrictive regulation under which the
operator conducts operations.
s) As Required by Regulations: The general term, “As Required by Regulations,” applies to

ATA chapters 23 (Communications), 31 (Instruments), 33 (Lights), and 34 (Navigation
Equipment). When this term appears in the "Remarks or Exceptions" column of an
MMEL, the operator’s MEL must contain the specific conditions that apply. The
operator usually must research the applicable regulations in detail to develop the
appropriate provisions that apply to that operator's particular operations. An
example of a typical distance measuring equipment (DME) remark could read, "Not
required for flights below FL 240."
t) Crew Notification: The operator should establish procedures for advising the pilot in
command (PIC) of inoperative items and required procedures such as affixing placards,
alternate operating procedures, and instructions for the isolation of malfunctions. The
PIC and the operator are both responsible for ensuring that flights are not dispatched or
released until all of the requirements of the "O" procedures and "M" procedures have
been met.
u) Flight Restrictions: The operator should establish procedures to ensure that dispatch or
other operational control personnel, as well as the flight crew, are notified of any flight
restrictions required when operating with an item of equipment that is inoperative. These
restrictions may involve maximum altitudes, limitations for the use of ground facilities,
weight limitations, or a number of other factors.
v) Training Program Material: Inspector should ensure that the operator's flight and
ground personnel training programs contain adequate instruction for MEL use.
w) MEL Item Repair Interval Extension Program (RIEP):
Under certain conditions, such as a shortage of parts from manufacturers, or other
unforeseen, situations, air operators may be unable to comply with specified rectification
intervals. This may result in the grounding of aircraft. To preclude that from happening, a
process has been instituted that will allow operators, subject to the approval of the
Authority, to grant extensions to MEL rectification interval categories.
Note: Certain items qualify for time-limited dispatch as specified in the Type Certificate
Data Sheets. These items should be allocated an „A‟ category rectification interval in
order to prohibit rectification interval extension. The notation “And no extensions are
authorized” will appear in the MEL for such items.
Administration of RIEPs: The core of this RIEP is to ensure that operators do not
substitute RIEPs as a means to reduce or eliminate the need to rectify MEL defects in
accordance with the established category limit. Operators are not to use the extension
process as a normal means of conducting MEL item rectification. RIEPs will only be
considered valid and justifiable when events beyond the operator’s control have
precluded rectification. It is recognized that while MEL item rectification interval
categories have been established, it may not be possible in every case to rectify aircraft
in the time allotted for each MEL item. Several factors may influence the operator's
ability to comply with the specified interval. These factors include:
• Parts shortages from manufacturers that affect all operators equally. Parts shortages
can result from material, labor, or shipping problems but must be clearly outside the
operator's control.
• Inability to obtain equipment necessary for proper troubleshooting and repair.
Operators should, to the maximum extent possible, have the necessary equipment
available to perform troubleshooting and rectification of MEL items. Equipment
shortages or unserviceability may be encountered that cannot be directly controlled by
the operator for the specified MEL item.
Unwillingness on the part of the operator to obtain parts or equipment to rectify the
defect in the timeliest manner possible will be grounds for review and could result in
the withdrawal of the operator’s privilege to use RIEPs. Operators are not allowed to
extend A & D items in the MEL.
Process Compliance: Airworthiness and Operational personnel should ensure that
operators establish and implement a sound programme to address this authority and that
ongoing surveillance ensures compliance with approved procedures. The number of
times this privilege is used is expected to be low. The actual number of RIEPs will vary
from one operator to another due to individual circumstances. Emphasis should not be
placed on how many RIEPs are used, but rather on the correct application of approved
procedures for the issue of the extension.
x) Deferral of Items:
Procedures for the deferral of MEL items should be included as part of the operator's
Maintenance Control Manual (MCM). The operator should ensure that the
aforementioned procedures in the MCM are referenced or copied in the MEL and/or
Operations Manual.
Requirements: These procedures comprise a method for:
• Deferral and/or rectification of inoperative equipment;
• Placarding requirements as per the MEL;

• Dispatching of aircraft with deferred MEL item(s);
• Using a remote deferral system;
• Controlling categorized times; and
• Training of company personnel who are responsible for MEL compliance
procedures.
Review of Deferred Items: The operator should establish procedures whereby the
Maintenance and Flight Departments periodically review the deferred items, in order to
ensure that any accumulation of deferred items neither conflict with each other nor
present an unacceptable increase in flight or cabin crew workload. Notwithstanding the
categorization of item rectification intervals, it should be the aim of each MEL
document holder to ensure that inoperative items are repaired as quickly as possible.
Optional inoperative equipment should be rectified or removed from an aircraft.
CAAB Inspector should check back the procedure.
y) MEL Management Program: The inspector should co-ordinate the operator on the MEL
management program. Operators must develop an MEL management program as a
comprehensive means of controlling the repair of items listed in the approved MEL.
Operators must include a description of the program in their maintenance manual,
maintenance control manual, or other documents. The MEL management plan must
include the following:
• A method for tracking the date and time of deferral and repair.
• A plan for coordinating parts, maintenance, personnel, and aircraft at a specific time
and place for repair
• A review of items deferred due to unavailability of parts.
• The specific duties and responsibilities of the managers of the MEL management
program, listed by job title.
z) Remarks or Exceptions: The "Remarks and Exceptions" column of the MMEL generally
contains provisos that include specific conditions under which an item of equipment
may be inoperative. These provisos must be carried over either verbatim into the
operator’s MEL or by using equivalent terminology. Provisos are distinct from "O"
and "M" procedures. A procedure is an action that must be performed. A proviso is
a condition that must exist. For a proviso that operations must be conducted under
VFR, an operation under an IFR flight plan is not permitted, regardless of the
weather conditions. When reference is made to visual meteorological conditions
(VMC), operations may be conducted under an IFR flight plan, but only in VMC.
aa) MEL for Leased Aircraft:
MEL for Wet Leased Aircraft: The MEL for a particular leased foreign registered
aircraft must not be less restrictive than the CAAB approved MEL for the same
type of aircraft operated by a Bangladeshi operator and must be accepted by
CAAB. The MEL must be available in English, appropriate to the personnel using
the MEL.

The foreign country of registration of the leased aircraft intend to operate in

Bangladesh may require that their aircraft be operated in accordance with their
approved MEL, in which case any less restrictive changes to this MEL must be
approved by the CAAB. CAAB may require more restrictive changes to the MEL
because of CAAB regulations and operating conditions. It is the responsibility of the
lessee to determine the requirements of the foreign authority and CAAB for the use
of a MEL on the leased aircraft
MEL for Dry Leased Aircraft: Each foreign leased Bangladeshi registered aircraft’s
correspondence for the MEL approval should therefore be made by operator or her
representative and CAAB inspector will follow the criteria set out in Section B of this
document.
4. MEL scrutiny Check list: MEL scrutiny Check list (AWS-72) is placed in the Appendix D.
The inspector should follow the check list.
5. CAAB MEL Administrative Procedures:
a. Upon receiving MEL from operator, if all requirements have been met
following the MEL review process, then the POI and PAI will sign the MEL
Cover page and stamp and initial the List of Effective Pages. The letter of
approval authorizing the operator's MEL is then signed by the CAAB Inspector.
b. One copy of the MEL will be returned to the operator along with the CAAB
approval letter. The other copy of the MEL shall be retained in the CAAB. If
changes to the MEL are required before approval, a copy is returned to the
operator along with the requested changes.
c. A copy of the approval letter will form part of the MEL, in accordance with the
operator's approved system.

6. Flow Chart - MEL Approval

Appendix A: Sample page of MEL

Appendix B: MEL Preamble Specimen
NOTE: This specimen Preamble is intended only as an example of what is required and operators may,
with the agreement of their Authority, vary the format and content of their MEL Preambles to suit their
own needs and agreements.
PREAMBLE OF MINIMUM EQUIPMENT LIST
1. MEL APPLICIBILITY
1.1 Aircraft type, model and serial number(s): [Insert aircraft type/model and
serial number(s)]
1.2 Aircraft Registration Mark(s): [Insert aircraft registration mark(s)]
1.3 Name of the C of R holder of the aircraft: [Insert name of the C of R holder of the
aircraft]
1.4 Under the provision of rule 195 of CAR 1984, CAAB hereby directs that:
“When using an aircraft in relation to which this MEL is in force, [insert the operator’s name]
must comply with this preamble and the conditions and limitations specified in the MEL.”
2. INTRODUCTION
This Minimum Equipment List (MEL) is based on the (Certificating Authority) Master
Minimum Equipment List (MMEL) (Revision, dated).
This MEL takes into consideration (the operator’s) particular aircraft equipment, configuration
and operational conditions, routes being flown and requirements set by the appropriate
Authority.
This MEL will not deviate from any applicable Airworthiness Directive or any other
Mandatory Requirements and will be no less restrictive than the MMEL.
The MEL is intended to permit operations with inoperative items of equipment for a period of
time until rectification can be accomplished.
Rectifications are to be accomplished at the earliest opportunity.
MEL conditions and Limitations do not relieve the Commander from determining that the
aircraft is in a fit condition for safe operation with specified unserviceability allowed by the
MEL.
The provisions of the MEL are applicable until the aircraft commences the flight.
Any decision to continue a flight following a failure or unserviceability which becomes apparent
after the commencement of the flight must be the subject of pilot judgment and good
airmanship. The Commander may continue to make reference to and use of the MEL as
appropriate. By approval of the MEL the Authority permits dispatch of the aircraft for revenue,
ferry or training flights with certain items or components inoperative provided an acceptable
level of safety is maintained by use of appropriate operational or maintenance procedures, by
transfer of the function to another operating component, or by reference to other instruments or

components providing the required information.

Note: For dispatch with airframe or engine parts missing, refer to the CONFIGURATION
DEVIATION LIST (CDL).
3. CONTENTS OF THE MEL
The MEL contains only those items required by Operating Regulations or those items of
airworthiness significance which may be inoperative prior to dispatch, provided that appropriate
limitations and procedures are observed. Equipment obviously basic to aircraft airworthiness
such as wings, rudders, flaps, engines, landing gear, etc. are not listed and must be operative
for all flights. It is important to note that:
ALL ITEMS WHICH ARE RELATED TO THE AIRWORTHINESS OF THE AIRCRAFT
AND NOT INCLUDED ON THE LIST ARE AUTOMATICALLY REQUIRED TO BE
OPERATIVE;
4. CRITERIA FOR DISPATCH
The decision of the Commander of the flight to have allowable inoperative items corrected prior
to flight will take precedence over the provisions contained in the MEL. The Commander may
request requirements above the minimum listed whenever in his judgment such added
equipment is essential to the safety of a particular flight under the special conditions prevailing
at the time.
The MEL cannot take into account all multiple unserviceabilities. Therefore, before dispatching
an aircraft with multiple MEL items inoperative, it must be assured that any interface or
inter-relationship between inoperative items will not result in a degradation in the level of
safety and/or an undue increase in crew workload. It is particularly in this area of multiple
discrepancies and especially discrepancies in related systems that good judgment – based on the
circumstances of the case, including climatic and en-route conditions – must be used.
5. MAINTENANCE ACTION
Every effort shall be made by Maintenance to correct all technical defects as early as practicable
and that the aircraft be released from a maintenance station in fully operational condition. The
Commander must be informed by Maintenance as soon as practicable, should it be impossible to
rectify the inoperative item prior to departure.
Whenever an aircraft is released by Maintenance for dispatch with items inoperative, the
following is required:
The technical log book aboard the aircraft must contain a detailed description of the
inoperative item(s), special advice to the flight crew, if necessary, and information about
corrective action taken.

When they are accessible to the crew in flight, the control(s), and/or indicator(s) related to
inoperative unit(s) or component(s) must be clearly placarded.
Note: To the extent practical, placards should be located adjacent to the control or indicator for
the item affected; however, unless otherwise specified, placard wording and location should be
determined by the operator.
If inadvertent operation could produce a hazard such equipment must be rendered inoperative
(physically) as given in the appropriate maintenance procedure.
The relevant operational and maintenance procedures are contained in (identify the
particular Manual, Section, Chapter or Part etc. authorized by the appropriate Authority).
6. RECTIFICATIONS INTERVALS
Inoperative items or components, deferred in accordance with the MEL, must be rectified at or
prior to the rectification intervals established by the following letter designators given in the
“Rectification Interval Category” column of the MEL.
Category A
No standard interval is specified, however, items in this category shall be rectified in
accordance with the conditions stated in the Remarks or Exceptions column (5) of the MEL.
Where a time period is specified in calendar days it shall start at 00:01 on the calendar day
following the day of discovery.
Category B
Items in this category shall be rectified within three (3) consecutive calendar days, excluding
the day of discovery.
Category C
Items in this category shall be rectified within ten (10) consecutive calendar days, excluding
the day of discovery.
Category D
Items in this category shall be rectified within one hundred and twenty (120) consecutive
calendar days, excluding the day of discovery.
7. DEFINITIONS
For the purpose of this MEL the following definitions shall apply:
a) “Visual Meteorological Conditions” (VMC) means the atmospheric environment is such
that would allow a flight to proceed under the Visual Flight Rules applicable to the
flight. This does not preclude operating under Instrument Flight Rules.
b) “Day” operation is any flight conducted from the point of take-off to landing between
30 minutes before sunrise and 30 minutes after sunset.
c) “Dash” (-) in columns 2 and 3 indicates a variable quantity.

d) “Icing Condition” – the atmospheric environment is such that ice can form on the
aircraft or in the engine(s).
e) “Commencement of the flight” The point when an aircraft begins to move under its
own power for the purpose of preparing for takeoff.
f) “Inoperative” means that the equipment malfunctions to the extent that it does not
accomplish its intended purpose or is not consistently functioning within its desired
operating limits or tolerances.
g) Some equipment has been designed to be fault tolerant and are monitored by
computers which transmit fault messages to a centralized computer for the purpose of
maintenance. The presence of this category of messages does not mean that the
equipment is inoperative.
h) “Combustible Materials” is material which is capable of catching fire and burning.
NOTE: This is not an exhaustive list and operators should include in their MELs any definition
which is considered to be relevant.
8. CENTRALISED MESSAGE SYSTEM (if appropriate)
This aircraft is equipped with a system (such as ECAM/EICAS) which provides different
level of systems information messages (Warning, Caution, Advisory, Status, Maintenance etc.).
Any aircraft discrepancy message that affects dispatch will normally at status message level or
higher. Therefore, systems conditions that result only in a Maintenance Message are not
normally addressed in the MEL as they, in themselves, do not prohibit dispatch of the aircraft.
However, maintenance discrepancy messages must be recorded and corrected in accordance
with the approved maintenance program.

Appendix C: Air Transport Association (ATA) 100 Aircraft System Specifications
Version 1.0, April 2017 Page 17 of 19

Appendix D: Checklist for Scrutiny of MEL
AWS 72: CHECKLIST FOR SCRUTINY OF MEL
AOC Number: Operators Name:
Type of Aircraft:
MMEL Revision & Date:
Observation
S/N Checklist item (SAT/ UNSAT/ N/A)
Remarks
1. Submission of request along with the following documents by AELD official
a) Draft MEL
b) MMEL (Latest Revision)
c) A certificate that the MEL has been prepared in
consultation with the Operations Department.
d) Justification for the items included in the MEL, which are
not part of MMEL (if applicable)
e) A list of MEL items which are referred to in the MMEL as
Regulatory Requirements such as TCAS, GPWS, CVR,
FDR, Emergency Equipment etc. (as applicable).
(Refer the relevant CAR/ANO provisions for the above)
Whether the MMEL/ Revision of MMEL are approved by the
2.
Regulatory Authority of the State of Design/ Manufacture?
Whether the MEL includes LEP and are correlated with the
3.
respective Chapter, page, and revision No & date?
Whether the cover page of the MEL indicates the revision No.
4.
& date of revision of the MMEL?
5. Whether the Revision Status Sheet reflects the revision records?
Whether the MEL is less restrictive than the MMEL
6.
requirements?
Whether the MEL includes all relevant definitions and
7.
abbreviations?
Whether the MEL includes all the maintenance and operational
8.
procedures given in the DDPG/ Operations procedure?
9. Whether the “Preamble” of the MEL contains at least the followings:
a) Philosophy for invoking MEL;

b) Personnel authorized to invoke MEL;
c) Procedure for acceptance of defects and the requirement of

making MEL after commencement of flight (Chocks off);

d) Explanation of “Special Operations” items and other

comments on the MEL items;
e) Carriage of MEL on board the aircraft;
f) Rectification intervals of the defects as per the
categorization i.e. Cat-A, B,C or D;
g) Consideration of IST or UTC for calculating of flight day
for invoking MEL;
h) Intimation to “Flight Dispatch” and “Flight Crew”
regarding invoking of MEL;
i) Procedure of acceptance of defects and the requirement of
making entries in the aircraft Technical Log;
j) Rectification of defects carried forward under MEL.
k) Customization of DDPG and Guidance on DDPG procedure
for release of Aircraft MEL.
10. Check whether the operator has used one document to include
the MELs for a number of aircraft, if so; does the MEL refer to
individual aircraft differences, if any?

Chapter 9: AIRWORTHINESS DIRECTIVES (AD)
CHAPTER 9
AIRWORTHINESS DIRECTIVES (AD)
1. INTRODUCTION
A primary safety function of the airworthiness department of the CAA is to ensure correction of
unsafe conditions found in an aircraft, aircraft engine, component, equipment or instrument or
when such conditions develop in other aeronautical products of the same design. The unsafe
conditions may be due to design deficiencies, manufacturing defects, maintenance programme
deficiencies, or other causes. Mandatory Continuing Airworthiness Information (MCAI) are the
means used to notify aircraft owners and other interested persons of unsafe conditions and to
prescribe the conditions under which the aeronautical product may continue to be operated. One
of the most commonly used types of MCAI issued by States is an Airworthiness Directive(AD).
ADs are generally divided into two categories:
a) Those of an urgent nature requiring immediate compliance upon receipt; and
b) Those of a less urgent nature requiring compliance within a relatively longer period.
The contents of ADs include the aircraft, engine, propeller, component, equipment or
instrument type, model and serial numbers affected. Also included are the compliance time or
period, a description of the difficulty experienced, and the necessary corrective action.
A large number of States operate aircraft that have been manufactured or certificated in another
State. In order to continue to maintain such aircraft at a level of airworthiness equivalent to that
achieved at type certification, the State in which such aircraft are currently registered needs to
regularly obtain all information, particularly ADs issued by the State of Design, by the type
design organization or, on rare occasions, by the airworthiness authority of any other State in
which the same type of aircraft are registered, particularly where such information pertains to
the continuing airworthiness and the prevention of recurring defects in aircraft and its
components and equipment. It is therefore necessary that each State receive all continuing
airworthiness information relating to aircraft on aircraft register, no matter what State originates
the information. It is equally necessary, to facilitate coordinated corrective measures, for
the State of Design to receive continuing airworthiness information originated in any
other State relating to aircraft it has certificated.
2. OBLIGATION
2.1 State Obligation
As a signatory to the Chicago Convention and, thereby, a member of ICAO, Bangladesh is
obligated to exchange continuing airworthiness information with ICAO Member States, as
required by Amendment 94 to Annex 8, Chapter 4 to the Convention. The Standards and
Recommended Practices contained in ICAO Annex 8, Airworthiness of Aircraft, are used as the
basis for ADs as part of the overall continuing airworthiness of Bangladesh registered aircraft.
When Bangladesh first enters on its register an aircraft of a particular type for which it is not
State of Design and issues or validates a Certificate of Airworthiness, it shall advise the State of
Design that Bangladesh has entered such an aircraft on its register. In respect of aeroplanes over

5700 kg and helicopters over 3175 kg maximum certificated take-off mass, there exists a system
whereby information on faults, malfunctions, defects and other occurrences that cause or might
cause adverse effects on the continuing airworthiness of the aircraft is transmitted to the
organization responsible for the type design of that aircraft. Where a continuing airworthienss
safety issue is associated with a modification, the state of registry shall ensure that there exists a
system whereby the above information transmitted to the organization responsible for the design
of the modification.
2.2 CAAB Rules & regulations
Rule 191, sub rule-7(e) and rule 193, sub rule-3 of CAR 1984 and ANO (AW) B.9, section-3
lays down the requirements of Airworthiness Directives issued by the State of Design as
mandatory for aircraft, engine, components and items of equipment for civil aircraft registered in
Bangladesh. CAAB receives ADs from ICAO Member States responsible for the Type
Certificate (TC), Supplemental Type Certificate (STC), Technical Standard Order (TSO) or
other aeronautical parts applicable to aircraft.
3. RESPONSIBILITY FOR AD
3.1 Responsibilities of the air operator
The manner in which the operator complies with AD issued by the State of Registry depends
upon the arrangements under which the operator had leased chartered or otherwise acquired
control of an aircraft. The operator may arrange with the aircraft owner for the latter to carry out
all actions arising out of AD, or the operator may carry out these actions.
The operator will determine by which means it will be kept informed on AD. However, the
operator must ensure that the AD have been implemented in the manner prescribed and refrain
from engaging in flight operations contrary to the provisions of the applicable AD.
3.2 The aircraft owner’s role
The owner should not use its aircraft, or knowingly allow it to be used by others, except in
compliance with AD issued up to date. If the owner leases the aircraft or allows another person
to maintain it the owner should take effective steps to assure compliance with AD. The owner
cannot assume that others will take over the burden of maintenance automatically. The situation
may call for a written agreement, or a verbal one, depending on circumstances. But there should
be no doubt as to who will take the necessary responsive action to AD.
In some cases, the owner may elect to also comply with AD issued by other than the State of
Registry in order to facilitate transfer of registration at the end of a lease.
3.3 The role of aircraft maintenance engineers or maintenance organizations
The responsibility of the aircraft maintenance engineer (AME) or AMO with regards to AD
compliance should also be clearly understood. The AMO or AME is responsible for the work
that has been contracted to him or requested of him. The responsibility for compliance with AD
rests with the air operator.
3.4 CAAB Inspector’s Responsibility

AELD officials shall visit the websites of regulatory authorities of the State of Design in respect
of all aircraft, engine, components, and items of equipment for aircraft registered in Bangladesh.
The ADs will be reviewed for its applicability and effectively. The Airworthiness official(s) will
in turn intimate the operators under their jurisdiction and ensure compliance of these ADs during
C of A issue/renewal and during routine spot check/surveillance/audits etc.
4. COMPLIANCE OF AD
4.1 All ADs issued by the respective regulatory bodies of the State of Design/manufacturer
shall be deemed to be mandatory. The compliance of routine Service Bulletins which are
mostly for product improvement are left to the operator.
4.2 The operator should have a mechanism whereby they should get all the continuing
airworthiness information for their aircraft, components and items of equipment. These
include all applicable ADs and Service Bulletins for the type of aircraft, engine or the
components and should review it at regular intervals to implement the same in service.
Such procedures should be reflected in the operators MCM/CAME. Though, it is not
mandatory for the Airworthiness Official(s) to attend such review meetings but it will
enhance their information about the problem faced by operator and will ensure that
procedures are followed in a regular manner.
4.3 Operator’s MCM/CAME should also indicate the line of responsibility for compliance of
the mandatory ADs. The procedure should include a proper intimation system to the
maintenance/line engineers for compliance and also a feedback of compliance. The system
should include action, if any task cards are to be revised, spares or kits to be ordered, any
call outs to be issued to maintenance personnel or crew, any amendments to AFM or other
documents is envisaged etc. The work of this analysis is performed by technical services
department and may include actions by stores, line/base maintenance, planning, records
sections etc. The feedback system should, after ensuring necessary actions have been
taken, enable the task to be completed and filed.
4.4 Airworthiness officials are required to scrutinize the major defects in an aircraft, engine
and its components. In cases of defects which may jeopardize the safety of the aircraft,
chief of AELD should be informed without delay so that the matter can be pursued with
the manufacturers/airworthiness authorities of the country of manufacture. At the same
time, operator should also be advised to take up the matter with the concerned
manufacturer. Based on the recommendations and findings, airworthiness
directive/inspection on the aircraft/engine/accessory will be issued.
4.5 Airworthiness Directives issued by FAA, EASA and any other authority of state of
design/country of origin, whose aircraft are registered in Bangladesh or in the process of
registration in Bangladesh is mandatory by CAAB.
4.6 In case of a new aircraft being introduced in the region, a current AD list for the aircraft
shall be obtained from the operator and this list will form the basis for declaring ADs for
new type of aircraft as mandatory.
4.7 Each operator should submit the compliance status of the ADs in respect of aircraft, engine
and component to the AELD within the time stipulated therein. In case of any difficulty

arising in complying with the ADs, the operator may consult/apply for an extension to the
AELD.
4.8 Each operator is required to submit a consolidated list of ADs at the time of Certificate of
Airworthiness renewal. Airworthiness Official(s) are required to inspect physically, as far
as practicable, the inspections performed during the C of A issue/renewal or any time for
ensuring compliance of the ADs. Airworthiness Official(s) should check compliance of all
continuing airworthiness information issued since last renewal of C of A, however, when
an old aircraft has been inducted into the country for operation, the airworthiness
official(s) may satisfy himself/themselves from the previous records that all previously
issued ADs have been complied with and appropriate records are available with the
operator.
4.9 In case inaccurate or incomplete entries have been made in the records for compliance of
various modifications, or where there is sufficient reason to believe that a false entry has
been made, the official carrying out the inspection should bring this to the notice of Head
of the AW office who may carry out verification of compliance by getting the
aircraft/engine/item of equipment dismantled, up to the extent possible, or any other action
as deemed fit. Such items which require periodic inspections should be included in the
applicable task cards or maintenance schedules.
4.10 It should be noted that non-compliance of an AD will render the C of A invalid. This fact
should be brought to the notice of the operator and in case of not receiving any request for
extension or the compliance status of a mandatory modification within the stipulated time;
the AELD should intimate the operator in writing that the C of A of the aircraft is deemed
to be suspended.
4.11 Airworthiness official(s) is(are) also required to carry out spot checks and, where possible,
physically check the aircraft during major checks for compliance of the modifications.
They should also ensure the compliance of various procedures laid down in the
MCM/CAME of the operator for the implementation of the continuing airworthiness
information system.

Chapter 10: AIRCRAFT NOISE CERTIFICATION
CHAPTER 10
AIRCRAFT NOISE CERTIFICATION
1. INTRODUCTION:
1.1 ANO (AW) A.9, Section-5 has laid down procedures for:
i. Issuance / validation of a noise certificate for aircraft registered and operated in the
country.
1.2 ANO (AW) A.2, Section-6.11 and A.9, Section-5 requires an application to be made for
issuance of a Noise Certificate along with the application of Certificate of Airworthiness.
1.3 Standards for noise certification of an aircraft are given in ICAO Annex 16 Volume I.
1.4 This chapter provides guidance and procedures for the issue of noise certificates for the
aircraft registered and operated in the country
2. REFERENCES:
CAR 1984 The Rules 276, 277, 278 and 279

ANO (AW) Chapter A.9
ICAO Annex 16 Volume I
Forms AWS-8, as Noise Certificate
AWS-18, as application for Issue of Noise Certificate
3. PROCEDURES FOR ISSUE OF NOISE CERTIFICATE FOR UNUSED

AIRCRAFT:
3.1 Prototype Aircraft
3.1.1 The basis for noise certification of the aircraft shall be in accordance with compliance
with Rule 276 and 277 of CAR 1984 and ICAO Annex 16 Volume I.
3.1.2 The noise certification for the unused (new) aircraft will be issued by CAAB (AELD)
which will be operating under the registry of Bangladesh.
3.1.3 Application received for issuance of a noise certificate as per AWS-18 shall be assessed
and shall include:

a) A statement of conformity of the requirements of Annex 16 Volume I as amended

from time to time is to be issued by the authorized person who holds position in
manufacturing organization.
b) Airworthiness official(s) will ensure and satisfy about the showing compliance of the
requirements of Annex 16 Volume I as amended from time to time.
c) The noise information determined in accordance with the applicable noise
requirements. This information shall be included in the flight manual, when a flight
manual is required by the applicable airworthiness code for the particular aircraft.
Note: The statements referred to in sub paragraphs (a) and (b) shall be issued not more
than 60 days before the presentation of aircraft for issue of noise certificate,
unless otherwise agreed.
3.1.4 The basis of noise certification shall be included in the Type Certificate Data Sheet
(TCDS) and the Airplane Flight Manual of the particular aircraft giving the following
details:
a) Information to be included in the Type Certificate Data Sheet (TCDS)
 Manufacturer and manufacturer’s designation of aircraft.
 Engine manufacturer, type and model.
 Propeller Manufacturer, type and model for propeller-driven aeroplanes.
 Maximum take-off mass in kilograms
 Maximum landing mass, in kilograms, for certificates issued under Chapters 2, 3, 4,
5 and 12 of Annex 16 Volume I.
 Additional modifications incorporated for the purpose of compliance with the
applicable noise certification Standards.
 Reference of the Chapter and Section of the Annex 16 Volume I, according to
which the aircraft was certificated and corresponding noise levels.
b) Information to be included in the Airplane Flight Manual (AFM)
 Information as included in the TCDS; and
 Manufacturer’s Serial Number of the aircraft
 The height above the runway at which thrust/power is reduced following full
thrust / power take-off.
Note: A note shall be added stating that the “thrust / power cutback height relates to the
noise certification procedures and is not intended for use in normal operation”.
3.2 Series Aircraft

3.2.1 The basis for noise certification of the unused aircraft shall be in accordance with
compliance with Rule 276 and 277 of CAR 1984 and ICAO Annex 16 Volume I.
3.2.2 Application received for issuance of a noise certificate (Form as per Appendix I) shall be
assessed and shall include:
a) A statement of conformity of the requirements of Annex 16 Volume I as amended
from time to time is to be issued by the authorized person who holds position in
manufacturing organization.
b) Airworthiness official(s) will be ensured and satisfied about the showing compliance
of the requirements of Annex 16 Volume I as amended from time to time.
c) The noise information determined in accordance with the applicable noise
requirements. This information shall be included in the flight manual, when a flight
manual is required by the applicable airworthiness code for the particular aircraft.
Note: The statements referred to in sub paragraphs (a) and (b) shall be issued not more than 60
(sixty) days before the presentation of aircraft for issue of noise certificate, unless
otherwise agreed.
3.2.3 AELD will issue noise certificate based on the noise certification given in the TCDS of
the aircraft without re-measurement of noise levels for the individual aircraft subject to
the condition that there is no change in the original configuration of the aircraft based on
which was initial noise certification was granted for the prototype aircraft.
3.2.4 In case of change of configuration or any modification / change, which may affect noise
characteristics of the aircraft would require re-certification of noise levels and the AELD
shall inform the applicant to apply for noise recertification. The procedure for noise re-
certification shall remain the same as for issue of noise certification.
3.2.5 The format of the Noise Certificate is given in AWS-5. The noise certificate will be
issued by an Airworthiness official delegated the authority of issue of Certificate of
Airworthiness for the type of aircraft.
4. PROCEDURE FOR ISSUE / REVALIDATION OF NOISE CERTIFICATE FOR

USED AIRCRAFT:
4.1 The basis for noise certification of the aircraft operated in Bangladesh shall be in
accordance with compliance with Rule 277 and 278 of CAR 1984, ANO (AW) A.9,
Section-5 and ICAO Annex 16 Volume I.
4.2 Application received for issuance of a noise certificate (Form as per Appendix I) shall be
assessed and shall include:
(i) Original copy of the Noise Certificate issued by the NAA responsible for issue of
type certificate of the aircraft type; or The noise information determined in

accordance with the applicable noise requirements. This information shall be

included in the flight manual, when a flight manual is required by the applicable
airworthiness code for the particular aircraft.
(ii) Historical records to establish the production, modification and maintenance
standard of the aircraft.
4.3 AELD will issue / revalidate noise certificate for used aircraft based on satisfactory
evidence that the aircraft complies with requirements which are at least equal to the
applicable standards specified in the ICAO Annex 16 Volume I. For this purpose, noise
certificate granted by other Contracting States may be accepted provided that the
requirements under which such certificate was issued are at least equal to the applicable
standards specified in the ICAO Annex 16 Volume I.
4.4 The format of the Noise Certificate is given in AWS-5. The noise certificate will be
issued by an Airworthiness official delegated the authority of issue/ renewal of Certificate
of Airworthiness for the type of aircraft.
5. DURATION AND CONTINUED VALIDITY OF NOISE CERTIFICATE
5.1 The noise certificate shall be for an unlimited duration and shall remain valid subject to:
a) the validity of Certificate of Airworthiness.
b) compliance with the applicable type-design, environmental protection and
continuing airworthiness requirements; and
b) aircraft remaining on the register; and
c) the type-certificate under which it is issued remains valid.
5.2 On change of ownership of the aircraft, the noise certificate shall be transferred together
with the aircraft.
6. INVESTIGATIONS BY AELD OFFICIAL(S)
6.1 Inspection of the aircraft may be performed to justify the issuance, maintenance,
amendments, suspension or revocation of the noise certificate.
6.2 The application and supporting documentation shall consist of:
a) Evaluation for eligibility
b) Evaluation of documents received with the application.
7. SUSPENSION AND REVOCATION OF A NOISE CERTIFICATE

7.1 Upon evidence that some of the condition specified in paragraph 4.1 are not met; the
noise certificate may be suspended or revoked.
7.2 A notice of suspension or revocation of a noise certificate shall be issued stating the
reasons for suspension and revocation.
8. RECORD KEEPING
8.1 AELD shall keep records that allow adequate traceability of the process to issue, maintain,
amend, suspend or revoke each individual noise certificate.
8.2 The records maintained shall include:
a) The documents provided by the applicant;
b) The documents established during the investigation, in which the activities and the
final results defined in Para 6 including inspection of aircraft are stated.
c) A copy of the certificate including amendments.
d) The records shall be archived for a minimum retention period of ten years after the
registration.

Form: AWS-18
Issue: 1
_ Page: 1 of 1
APPLICATION FOR ISSUE OF NOISE CERTIFICATE
1. PARTICULARS OF THE APPLICANT

1.1 Name 1.2 Address for correspondence
Phone: Cell: e-mail

2. PARTICULARS REGARDING THE AIRCRAFT
2.1 Aircraft Registration: 2.2 Aircraft manufacturer:
2.3 Aircraft model: 2.4 Aircraft Serial number:
2.5 Date of manufacture: 2.6 Flight Manual reference:
2.7 Maximum take-off mass: 2.8 Maximum landing mass:
2.9 Engine manufacturer: 2.10 Noise certification Standards:

2.11 Propeller type & model: 2.12 Engine type & model :
Serial number: Serial number:
2.13 Additional modification incorporated for the purpose of compliance with the applicable noise certification Standards:
2.15 Lateral/ full-power 2.16 Approach noise 2.17 Flyover noise level: 2.18 Over flight noise 2.19 Take-off noise
noise level: level: level: level:
2.20 ATTACHED DOCUMENTS (See the ANO - Airworthiness Requirements)
I hereby certify that the particulars provided in this application are true in every respect. It is further certified that the aircraft has been
maintained as per manufacturer’s recommendations and no modification has been carried out which may degrade the noise level while flying.
Page 2 of 2
Date: Signature:
Title:
Record of Action
For CAAB Use Only
3. REMARKS: (Examination of the application and the supporting documents for evaluation of eligibility)
Attach additional sheets, if required.
4. INSPECTION OF AIRCRAFT: (if carried out)

Date of Inspection: Inspecting Airworthiness Officer:
Noise Certificate No.:
(Issued)
(issued)

Noise Certificate
No.:
AWS-5
Issue-3
NOISE CERTIFICATE
Nationality and Manufacturer and Designation Aircraft Serial Number

Registration Marks of Aircraft
Engine make and model Maximum certified take-off mass Propeller make and model
Approved maximum noise levels EPNdB

Take off / Flyover Side line Approach
Additional modification incorporated to comply noise requirements
The conditions to be satisfied with the above-mentioned requirement, as well as the noise level data appear in the
following document
Document title and No.: Page:
Chapter/Section: Appendix:
Basis of issue of the noise certificate
Noise Certificate No.:
Issued by: Date:

The noise certificate is issued in pursuant to the Rule 277 of the Bangladesh Civil Aviation Rules 1984, in respect of
above-mentioned aircraft, which is considered to comply with the relevant noise requirements when maintained,
overhauled and repaired in accordance with the Civil Aviation Rules 1984, operated according to the approved Flight
Manual. The certificate is valid in conjunction with the Certificate of Airworthiness issued for the aircraft by CAAB.
The relevant noise requirements are those of the Annex 16 to the convention on International Civil Aviation
Organization (ICAO). Thus the above-mentioned aircraft complies with the standards of Part II, Chapter__, Volume
1, of the ICAO Annex 16. Unless suspended or cancelled in accordance with the ANO (Airworthiness) A.9, this
certificate shall remain in force continually from the date of issue.
Date ………………………….
for Chairman
Civil Aviation Authority of Bangladesh
This Certificate should be carried in the aircraft whenever it is in flight. No entries or endorsements may be made
on this Certificate except by the Civil Aviation Authority for the purpose. If this certificate is lost the Civil Aviation
Authority should be informed at once. Any person finding this certificate should forward it immediately to the Civil
Aviation Authority, Airworthiness & Engineering Licensing Division, CAAB Headquarters, Kurmitola, Dhaka-
1229.

Chapter 11: Airworthiness Surveillance Procedure
CHAPTER 11
AIRWORTHINESS SURVEILLANCE PROCEDURE
1. INTRODUCTION
1.1 CAAB has approved a number of organizations under various categories under Rule-190 of CAR
1984 and ANO (AW) Part C, ANO (AW)-Part 145, ANO (AW)-Part 147. These organizations
are engaged in maintenance, testing and training. It is CAAB’s responsibility that these
organizations, once approved, continue to function in compliance with the approval standards and
are not allowed to degrade from their initial level of approval. To fulfill this responsibility,
surveillance (i.e audit, inspection) of approved organizations is required to be carried out by
Airworthiness Offices at least once in a year. Surveillance activities is carried out in accordance
with CAAB’s ‘Surveillance Policy’.
1.2 Surveillance is inspection of an approved facility or part thereof, carried out at regular intervals
by the Airworthiness offices, to ensure adherence to the laid down requirements by approved
organizations for continued approval of CAAB. By definition, Surveillance is the monitoring of
behavior. Systems surveillance is the process of monitoring the behavior of people, objects or
processes within systems, for conformity to expected or desired norms. Although the word
surveillance in French literally means "watching over", the term is often used for all forms of
observation or monitoring. The word surveillance is commonly used to describe observation from
a distance. In the present context, surveillance may be defined as an oversight carried out by
CAAB and includes Planned Audits and Spot Checks. It is the examination and testing of systems
including sampling of products, and gathering of evidence, data, information and intelligence.
1.3 Special Audits are based on safety intelligence and are planned in addition to Scheduled Audits.
Special Audits do not necessarily mean that the Auditee is unfit to remain in the aviation industry;
however, there may be reasons for the additional scrutiny.
1.4 Spot Checks are product inspections carried out through random checks to observe processes,
and/or inspect aircraft, documents, and records. Spot Checks are designed to gather information
on particular facets of the aviation industry and are usually carried out independently of an audit.
If a spot check is likely to take more than half a day, then a special audit may be more appropriate.
2. REFERENCES:
CAR 1984 Part-VIII

ANO (AW) Part-A, Part-C, Part-145, Part-147, Part-F
Policy Civil Aviation Policy Document of Surveillance Policy
Procedure Doc.  Surveillance Procedure for AOC Holders: CPD-8, Chapter- 07.
 Surveillance Procedure for Ramp Checks: CPD-8, Chapter- 43.
 Surveillance Procedure for Spot Checks: CPD-8, Chapter- 42.
 Surveillance Procedure for Foreign Air Operator: CPD-40,
 Surveillance of AMO: CPD-8, Chapter-6, Chapter-39.
AWS-33: Route Station Airworthiness Surveillance Inspection Report (Domestic)
Forms
AWS-6: General Surveillance Report Form
AWS-27:Surveillance Checklist for En-Route Inspection

2. Surveillance Types
The primary objective of Airworthiness Surveillance activities is to provide the CAAB, through a
variety of inspections, with an accurate, real time, and comprehensive evaluation of the safety status
of the airworthiness aspects. Inspectors accomplish this by:
 Determining each Airworthiness certificate holders’ (both Local Org. & Foreign Org.)
compliance with national and/ or international regulatory requirements, safe operating
practices on a continuing basis.
 Detecting changes as they occur in the operational environment.
 Detecting the need for regulatory, managerial, and operational changes.
 Measuring the effectiveness of previous corrective actions.
The type of surveillance is determined by the circumstances under which the surveillance is
convened and includes the following:
 Approval or certification audit

 Additional Authority Audit/Inspection.
 Routine compliance audit/Inspection; and
 Special- purpose audit/Inspection
2.1 Approval or Certification Audit

Once an application for an approval or certification of a specific discipline is received, an
audit will be conducted to ensure that approval and certification requirements have been
met. Additionally, renewal of the certificate also requires the certificate holder org. to have a
thorough audit of each of its functions/areas to ensure compliance with requirements, as it
was during the initial certification audit.
2.2 Additional Authority Audit/Inspection
An additional authority audit/Inspection may be conducted prior to the granting of
additional authority, as per the request of the organization. i.e. Inclusion of engine rating in
the scope of the AMO.
2.3 Routine Compliance Audit/Inspection
A routine compliance audit/Inspection will be conducted for the purpose of determining

an organization’s overall level of compliance with regulatory requirements. All applicable
characteristics of the organization will be subject to review. This may include Ramp
Inspections, Spot Checks etc.
2.4 Special-Purpose Audit/Inspection
A special-purpose audit/inspection is one conducted to respond to circumstances other than

those requiring a post-approval or certification audit, or a routine compliance audit. For
example, a special-purpose audit may be convened with little or no notice arising from
safety concerns. A “no-notice” audit may preclude certain team-member activities and
responsibilities that would be normally associated with other types of audits.

**Surveillance Foreign Air Operators:

Aircraft of Foreign Air Operators, conducting scheduled flights in Bangladesh are also subjected to
Surveillance by CAAB Inspectors (Airworthiness & Operations). Procedure for surveillance of
Foreign Carrier is detailed in the ‘Civil Aviation Procedure Document on Surveillance of Foreign
Carrier (CPD-40)’.
3. Classification of Surveillance
Audits/inspections carried out by Airworthiness Inspectors can be classified as “combined” and
“specialty”. A combined audits are generally comprised of both Airworthiness & Operations
Inspectors.
Surveillance
Scope
Classification
All areas of Auditee’s operation

Combined (i.e. AOC issuance/renewal audit, Surveillance of Foreign Carrier are
carried out by Operations & Airworthiness Inspectors combinedly)
Specific to Airworthiness Only:

ATO, AMO, route station (issuance/renewal), Technical Clearance of
Specialist
Aircraft, C of A, C of R, Airworthiness aspects of the AOC,
Ram Inspections, Spot checks etc.
4. PROCEDURE
Generally, the process of surveillance will consist of the following elements:
a) pre-audit (i.e Planning, Preparation)
b) physical audit; (Conduction of Audit/inspection)
c) post-audit; (Report writing, informing discrepancies)
d) Audit follow-up (Monitoring and improvement)
4.1 PRE-AUDIT (PLANNING)

(i) It is desired that all the aviation activities of the approved organization are
subjected to surveillance inspection at least once a year. However, number of
audit/ inspection in an organization per year will depend upon the size, capability
and the amount of aviation activities of the organization. A comprehensive
surveillance program has been prepared by Airworthiness office. It has been
attempted that Rule-191 of CAR 1984, all areas of ANO (AW) Part B
“Maintenance Direction” and Part C “Certificate of Approval” are covered by
surveillance. Airworthiness Officials are required to keep a note of their
assignments and ensure that the assignments are fully discharged.
(ii) Office of the Airworthiness shall prepare an organization-wise calendar of
surveillance activity and provide the same to the organization through CAAB web
site. The surveillance program of the entire year may be intimated to the
respective organizations with the proposed dates advising them to carry out their
internal audits of the respective areas, prior to the proposed surveillance
inspections.

4.1.1 Frequency of Surveillance

As per CAAB’s Surveillance Policy, frequency of audits/inspections are determined considering
the following factors:
4.1.1.1 Resource Allocation
One objective of the Surveillance program is to target Organization (i.e. CAAB Certificate
Holder) with poor conformance or safety records for more frequent audits. Accordingly,
maximum resources will be directed at those companies where the risk of compromising
aviation safety is the greatest.
4.1.1.2 Criteria
Audit/Inspection targeting and frequency will consider the following factors:
a) Safety indicators;
b) scope;
c) depth;
d) personnel resources available;
e) flexibility;
f) time;
g) financing or budgets;
h) accountability; and
i) a poor conformance record.
(a) Safety Indicators

Although inspection and audit frequency will be determined by those factors outlined in
paragraph mentioned above, Safety indicators are very important when determining whether
a company (having CAAB’s Certificate of Approval) should be subject to additional special-
purpose or more frequent inspections. A list of these indicators, with an explanation of each,
follows. The ranking of each indicator may vary according to circumstances within the
company when it is evaluated.
(i) Financial Change
The effects of financial difficulties and the subsequent impact on maintenance actions are
potential indicators of operational safety. Examples could be “cash on delivery” demands
made by suppliers; delays by the company in meeting financial obligations such as rent,
payroll or fuel bills; spare-part shortages; and repossession of aircraft or other equipment.
(ii) Labour Difficulties

Labour unrest may occur during periods of seniority-list mergers, union contract negotiations,
strikes, or employer lockouts, and may warrant increased regulatory monitoring.
(iii) Management Practices
Management controls employment, salaries, equipment, training and operational/
maintenance processes. It can ensure that operations and maintenance functions are
performed in a controlled and disciplined manner, or it can adopt a less active approach.

Management can also determine how quickly problems are solved and weak processes
rectified. These factors all determine the extent of regulatory monitoring required.
(iv) Poor Internal Audit or Quality Assurance Program
Maintenance Organization have quality controls & assurance system. These may be in the
form of a Quality Assurance Program or formal internal audits. The absence of these
programs or inability to detect company discrepancies to meet regulatory requirements may
influence the frequency of monitoring, inspections or audits.
(v) Change in Operational Scope or Additional Authorities

Changes in the Operational Scope, such as a new level of aircraft maintenance, components,
and associated service will require increased regulatory monitoring.
(vi) Changes in Contracting for Services

Any changes to aircraft handling or maintenance contracts may require increased monitoring
to ensure that the company has conformed to regulatory requirements.
(vii) High Turnover in Personnel
A loss of experienced personnel or lack of employee stability may be the result of poor
working conditions or management attitudes that result in operational inconsistencies or the
inability to meet or maintain regulatory requirements. This situation will require increased
monitoring.
(viii) Loss of Key Personnel
The replacement of operations managers, maintenance managers, chief pilots or other key
personnel within a company will require increased regulatory monitoring to ensure a smooth
transition.
(ix) Additions or Changes to Product Line
Any changes to a product line may require increased monitoring to ensure that appropriate
regulatory requirements have been met.
(x) Poor Accident or Safety Record
Incidents or accidents that occur during company operations and/or maintenance, may be an
indicator of the company’s level of conformance and require additional monitoring,
inspection or audits.
(xi) Merger or Takeover
Any merger or change in controlling management may require additional regulatory
monitoring or inspection after initial recertification.
(xii) Regulatory Record
A company’s record of previous inspections and audits, the promptness with which the
company has completed its CAP, and its overall conformance history are indicators that will
influence the frequency of monitoring, inspections and audits.
(xiii) Periodic Cycle
While preparing a Surveillance (audit / inspection) program, it must be ensured that, each
area in the aviation certificate holder Company/ organization is properly audited/ inspected at
least once in a year. The Audit of an individual company/ organization may be planned for a
specific time of the year covering all areas together (i.e. before date of expiry/ Renewal of
any CAAB issued Certificate) and / or several audits/ inspections on individual area,
throughout the year, ultimately covering all areas. The promptness with which previous non-
conformances were corrected, should also be a factor in the timing of the next audit.
4.2 PRE-AUDIT (PREPARATION)

It is imperative that the surveillance is carried out by team consisting of at least two
members, the senior being the team leader. The team may comprise of Senior
Airworthiness Inspector and Airworthiness Inspector or two Airworthiness Inspectors.
(i) The team should start preparing for the surveillance activity a few days in
advance. The following should be studied:
‐ Internal audit report of the concerned activity;
‐ Relevant Part or Chapter of ANO (AW) or other applicable standards;
‐ MOE, relevant chapters;
‐ MCM, AMP, AMS etc. as required;
‐ A list of latest ADs;
‐ Previous surveillance findings and action taken information. This may be in the
form of completed / closed audit finding forms or file correspondence.
‐ Customized checklist etc.
(ii) The Chief of Quality / QM / Post holders of the approved organization may be
associated with the inspection. This is done to enable the organization to provide
any clarifications on the spot and to ensure that the findings are immediately
known to the organization.
(iii) During the preparation stage, the Lead Auditor and the Auditors should determine
the depth of sampling required to verify each system. For example where history
indicates that an Organization has adequate systems, a small sampling may be
sufficient to confirm that the situation has not changed. Where history indicates
recurring problems with a system, a greater level of sampling would be
appropriate.
Documentation Review:
Review the company files to gain an understanding of current and past

events/occurrences, making notes and flag items for further reference. Review the
auditee’s manuals against the applicable requirements of Maintenance and or
Quality Control Manual, AOC, etc., making notes and flagging items for further
reference. During the documentary review record anything and everything that
may be non-compliant, suspect or curious. Information gained through this period
can be used to add additional questions to the audit checklists. During the
‘Documentation Review’ the following questions will assist in assessing the
company’s documentation:

a) Scope: Is there a scope statement identifying what each
procedure/description covers? Does it include the purpose?
b) Completeness: Are all the activities described?
c) Language: Is the documentation written in language that can easily be
understood by the people who have to read it, follow it or implement it?
Is it simple and practical? Is it free of all ambiguity or ‘double talk’ and
conflicting statements?
d) Responsibilities: Does it clearly specify who is responsible for what?
e) References: Are the required documents and records identified and their
use explained?
f) Forms: Are sample forms included and referenced in the descriptions?
g) Review: Are there arrangements to ensure that the documentation is
reviewed by the appropriate people? Is there a mechanism for ensuring
the documentation is kept current, up to date and properly supported?
h) Access: Does it clearly identify all the areas and individuals that might
need access to the documentation and ensure that access?
i) Changes: Is there provision to ensure that all changes receive the same care
and authorisation as the original?
j) Obsolete Documents: Is there provision for removal of obsolete
documents?
Reference Material: The following legislative documents and manuals should be

readily available. Team members must ensure that all reference documents
include the latest amendments.
(i) aviation act;

(ii) civil aviation regulations;
(iii) advisory circulars issued by the Authority;
(iv) notices to operators;
(v) aircraft flight manuals & MELs;
(vi) aircraft maintenance/ overhaul and repair manuals;
(vii) type certificates and type certificate data sheets; and
(ix) airworthiness directives
Audit Plan: After the Audit Team is approved by the Authority, the team members in
consultation with Head of Airworthiness Division, discuss about the Audit plan and its
various aspects, which ensures that the audit will be conducted in an organized manner
and in accordance with predetermined criteria. Appropriate aspects of the plan will be
discussed to each member of the audit team to provide guidance and direction
throughout the audit. In addition to this, the Head of Airworthiness and/or DFSR may
wish to provide the auditee with portions of the plan.

*** Sample Audit Plan

A. INTRODUCTION
(i) General: An audit of _________ Airlines/AMO/ATO main base is

scheduled for the period ____ to ____. Audits of the Route Stations will
follow during the period ________ to __________. The audit will be
conducted by a team of (THE AUTHORITY) Inspectors.
(ii) Objectives: The objective of the audit is to conduct an analysis of _________

policies, standards, procedures, and facilities with respect to aircraft
operations and maintenance, in order to ensure that conformance with
_________ delegated authorities and legislative requirements are being met,
and that maximum provision for flight safety is practised.
(iii) Procedure: Standard audit procedures will be used throughout, and will
include interviews with management, supervisory and other __________
personnel, facility inspections and a review of the related policies, procedures,
standards and records utilised by the company.
4.3 PHYSICAL AUDIT (CONDUCTION OF SURVEILLANCE ACTIVITIES)
(i) The surveillance should be objective, without any bias, with a view to detect any
weakness and deficiency in the practice and procedure followed by the
organization in the light of the requirements laid down by CAAB / manufacturer
and should be used as a tool for enhancing airworthiness / safety standards.
(ii) Prior to commencement of the surveillance, a briefing meeting be held, explaining
the purpose and scope of the surveillance. Open issues of the previous audits,
organization’s internal audit findings and corrective actions may also be discussed
during the briefing.
(iii) Inspections will sample the organization’s activities. Investigation should be to a
depth that will enable a judgment to be made on the ability of the organization’s
systems to deliver a safe and compliant outcome. The method to follow is to
determine how well the organization accomplishes the process being assessed. To
do this, the team should seek to ascertain whether or not the organization’s
processes are:
‐ Managed by a suitable and qualified person and department;
‐ Supported by policies and procedures (written or informal) those are
sufficiently detailed, and are understood;
‐ Supported by adequate infrastructure;
‐ Compliant with legislation;
‐ Put into practice and achieve their objectives;
‐ Controlled;
‐ Measured, reviewed and improved;
‐ Interfaced effectively with other persons and departments.
(iv) As the officials are always in the public eye, they are expected to exercise good
judgment and professional behavior at all times while on and off duty. It is
imperative that all the officers be sensitive to the responsibilities and demands of
their positions and be objective and impartial while performing their duties.
Officers must conduct themselves while on-duty or off-duty in a manner that will
not cause the public to question their reliability and trustworthiness in carrying
out their responsibilities.
(v) To facilitate comprehensive surveillance / audit, a compilation of checklists
covering all engineering related aspects / areas of Organizations approved /
seeking approval in different Categories by CAAB have been supplied to all
officials of Airworthiness & Engineering Licensing Division. This checklist shall
be used while carrying out surveillance / audit, as per the program drawn out so
that the surveillance is comprehensive and meaningful. The contents of checklists
are to be treated as general guidance of CAAB requiring adherence by approved
organizations. The check lists may be suitably amended by the Airworthiness
Office to suit the requirements of individual organizations depending upon the
nature of aviation activity carried out by them.
(vi) The surveillance of all approved organizations should be carried out as per the
Annual Surveillance Program published on CAAB website. While carrying out
surveillance the procedure as specified in Procedures Manual should be followed.
4.3.1 Authorization Cards for Airworthiness Officials
Inspectors receive the authority to conduct inspections through delegation of authority issued
by the Chairman of Civil Aviation Authority, Bangladesh pursuant to Rule 3, sub-rule 2 of
Civil Aviation Rules 1984 Inspectors are provided with applicable “Inspector Credential
Card” (i.e Authorization Card) by the authority, authorizing them to exercise power delegated
by the Chairman, CAAB pursuant to rule 328 of Civil Aviation Rules, 1984.
4.4 POST AUDIT ACTIVIES

On completion of the surveillance, the deficiencies observed by the inspecting officials
should be listed and discussed in a debriefing meeting with Accountable Manager / QCM
/ his representative. After final discussion, deficiencies noticed shall be listed on
Surveillance Reporting Form.
4.4.1 SURVEILLANCE REPORTING FORM (SRF)

For every deficiency observed, the organization is required to submit target date for
making good the deficiency on the SRF. If the organization has already taken necessary
rectification action to the satisfaction of Airworthiness Officer before the de-briefing
meeting the same need not be listed in the SRF. The Airworthiness Officer may agree to
the time frame depending upon the gravity of the deficiency in relation to safety /
airworthiness and return the Form with necessary comments to the organization. It shall
be binding on the organization to adhere to the time frame fixed by the Airworthiness

Office. After completion of the corrective action the organization shall resubmit SRF
after filling up the relevant column.
4.4.2 FINDINGS
The findings may be classified as Level l (Major) and Level 2 (Minor).
 A level 1 finding is any significant non-compliance with applicable requirements which
lowers the safety standard and hazards seriously the flight safety.
 A level 2 finding is any non-compliance with the applicable requirements which could
lower the safety standard and possibly hazard the flight safety.
In case serious deficiencies (Critical) are noticed, the Airworthiness Office may initiate
disciplinary action against the organization. After compliance of corrective action the
organization shall be submitted the completed SRF to AELD along with Monthly News
Letter. In order to assure continued airworthiness of an operator’s fleet, special emphasis
has to be placed on maintenance surveillance when a strike or labor dispute is anticipated
and / or called by the maintenance personnel of an approved aircraft maintenance
organization.
4.4.3 COLLECTING EVIDENCE

Evidence is collected during the conduct of an audit with relevant information recorded
in the Audit Worksheet to support the final audit findings. It should be obtained with the
knowledge of the Auditee and verified for correctness and completeness. Evidence
includes:
• Oral evidence – record date, time, details of conversation on Audit Worksheet;
• Notes taken during an audit;
• Documents sighted during the audit – reference the document and page numbers;
• Copies of documents and records – verified where necessary for correctness and
completeness.
• Photographs (record time, date, place and photographer on worksheet) (If
necessary);
• Video recordings (record time, date, place and video operator on worksheet) (If
necessary); and
• Physical evidence such as original document, records or defective parts (If
necessary).
4.4.4 THE AUDIT REPORT: The ‘Audit Report’ is a complete report describing both
the organisation and the findings of the audit, it does not include the Team
recommendations as a result of the audit. Recommendations will be made
following agreement of the corrective actions and be in a supplementary
document to the report. The audit report should cover:
(a) An overview of the auditee.

(b) History and development of the company with detail of current operations,
bases and sub bases;
(i) details of fleet;
(ii) staffing
(iii) contracts for operations and maintenance.
(iv) auditee’s organisational structure.
(v) positions and names of key personnel, including charts where this is the
easiest format.
(vi) date of Audit and locations covered.
(vii) the Audit Team
(viii) purpose of the audit.
(ix) types of Findings.
(aa) audit findings of ‘Non Conformance’;
(bb) observations.
(x) the coverage of the audit.
(aa) list the areas audited and the references used in the Audit Findings.
(c) Approval and Distribution: The report will be agreed by the full team and
approved by the Audit Manager. Distribution will be to:
(i) the Auditee
(ii) team Members
(iii) Director Flight Safety and Regulations
(d) Auditee Corrective Action Proposals: Before the Team can make a final
recommendation as a conclusion of the audit the auditee’s proposals for
corrective actions must be received, reviewed and accepted. In the Post Audit
Meeting the company will have been requested to forward all corrective action
proposals through the Team Leaders who will then be responsible for prompt
review by the team members. Depending on the nature of the audit findings,
the company’s corrective action should involve:
(i) Immediate Corrective Action. This is action taken immediately upon

identification of the audit finding to remove the immediate threat to
aviation safety;
(ii) Short-Term Corrective Action. This is short-term action to correct a
non-conformance that does not pose an immediate threat to aviation
safety, which ensures that conformance is established quickly until
long-term action is completed to prevent recurrence of the problem.
Short-term corrective action will normally take place within 30 (thirty)
days; and
(iii) Long-Term Corrective Action. This is longer-term action and has two
components. The first will involve identifying the cause of the problem
and indicating the measures the company will take to prevent a recurrence.
These measures should focus on a system change. The second component
will include a timetable for company implementation of the long-term
corrective action. Long-term corrective action will normally take place
within twelve months. The Audit Manager will present the final
recommendations to the Director Flight Safety and Regulations for
Approval. Subject to approval by the Director Flight Safety and
Regulations the final result of the audit can then be forwarded to the
company.
4.4.5 Discontinuing an Audit

The decision to discontinue an audit must be made by the relevant Head of the Office.
However, in threatening situations, an individual Auditor may discontinue an audit. In

such an event, the Lead Auditor and Head of the Office must be informed at the earliest
opportunity. Events that may prevent an audit continuing include:
• The safety of the audit team is at risk;
• The objective of the audit becomes unattainable due to access limitations;
• Hindrance, harassment or aggressive behavior of the Auditee;
• Non-availability of Auditee’s key staff; or
• Enforcement action is assessed as being more appropriate.
Prior to discontinuing an audit, AW officials must draw the Auditee’s attention to the
delegation of powers under Rule-13 of CAR’84.
4.4.6 Finalization
While pointing out the deficiencies, it is important to note that the relevant Regulations /
Standards/Requirements / QC manual / MOE / should be clearly spelt out. Where
deficiencies are not covered by Regulations / Requirements / MPCM / MOE, the same
may be treated as suggestion for improvement. If such deficiencies are serious in nature
affecting safety/airworthiness it should be brought to the notice of Head of the AELD
immediately for laying down the standards / requirements if necessary. However, they
should be firm in their decision for upholding rules & regulations / requirements.
Surveillance records must be kept in a clear manner and provide a chronological history
of surveillance activities and events.
Audit teams must discuss the findings with the Chief of AELD before finalizing and
raising the Surveillance Reporting Forms. This will ensure that the advantage of
collective experience in the airworthiness office is taken and standardization between the
qualities of surveillance of various teams is achieved.
4.5 FOLLOW-UP (MONITORING)

The Team Leaders will control and monitor the follow-up to all corrective actions,
using the applicable team member for the corrective action to the Audit Finding that
he/she raised. When the necessary follow-up has been completed and is satisfactory the
result will be notified to the Director Flight Safety and Regulations and the audit file
retained for future audit reference.
(1) Once the audit report has been sent to the auditee, the necessity or extent of any
follow-up action will be determined by the Audit Team Leader after consulting with
the Audit Manager (DFSR). A decision record will highlight those audit findings that
are to be investigated by and followed-up by the Audit Manager. This record will form
part of the audit file.
(2) The co-ordination outlined in subsection (1) may take place as a discrete activity or,
alternatively, as a function of an audit review committee.

5. GENERAL
5.1 In case the maintenance activities of the organization is being performed in main/
contractor maintenance base of operator, AELD official(s) should be deployed for
effective surveillance as deemed necessary. It will be responsibility of the Head of the
AELD to determine to what extent and at which locations, additional surveillance will be
required and to make necessary arrangements to depute AELD official(s) accordingly to
ensure that all aircraft maintenance and inspection are accomplished.
5.2 AELD officials shall be alert for flight reports immediately following repairs or
modifications, which indicate inadequate ground testing and inspection and that such
reports are to be thoroughly investigated to establish the weaknesses. It would therefore
be necessary that their visits to the operator’s workshops / hangars are intensified during
the period. Wherever found necessary, operators should be advised to take immediate
corrective action on the deficiencies observed by AELD official(s).
6. SURVEILLANCE OF LEASED AIRCRAFT

6.1 Airworthiness Requirements ANO (AW), Part B, Chapter B.13, Section-1 lays down the
criteria for leasing of aircraft by Bangladeshi Operators. There are two scenarios in which
operators can lease their aircraft;
6.1.1 Bangladeshi operator takes a foreign registered aircraft on lease for schedule, Non-
schedule or chartered flights from a person / operator holding AOC issued by another
contracting State;
6.1.2 Bangladeshi operator gives a Bangladeshi registered aircraft on lease to an operator
outside Bangladesh;
6.2 The AELD shall carry out the surveillance of leased aircraft as long as the aircraft is
operated under the AOC issued by CAAB.
6.3 For leased aircraft as per Para 4.1.1 and 4.1.2, the surveillance will cover airworthiness
aspects in accordance with the ramp inspection check list. The bilateral agreement under
Article 83 bis of ICAO convention, if signed between the CAAB and State of Operator
may also be examined to define the scope of inspection in each case.
6.4 For aircraft on leased operations as per Para 4.1.2, Airworthiness officials will be deputed,
at least once in six month, for carrying out inspections of maintenance facilities where the
aircraft will normally be based in the State of Operator. The CAA of the State of
Operator shall be kept informed of such inspections and local CAA may also be co-opted
to participate in such inspections.

7. TEAM COMPOSITION, RESPONSIBILITIES AND ATTRIBUTES
7.1 Audit Manager: To maintain the integrity of the audit process the Audit Manager shall:
(a) ensure that all relevant sections within the authority as well as company officials
have been advised of the audit dates;
(b) ensure that non audit activities with the carrier are reduced to a minimum
throughout the audit period;
(c) ensure that any activities between the authority and the company are co-ordinated
through the Audit Manager during the audit period;
(d) maintain contact with the Director Flight Safety and Regulations as appropriate,
and report progress of the field work, potential problems, changes to the objectives
or scope of work and other significant matters arising during the audit.
(e) maintain ongoing communication with the senior management of the company;
(f) ensures that all decisions and approvals required from the Director Flight Safety
and Regulations are obtained on a timely basis.
(g) exercise line authority over assigned audit staff and observers and control time
and resource budgets;
(h) ensure that all functions of the audit team have been completed prior to releasing
the individual members;
(i) ensure that all non conformance items are based on specific regulations/standards
and supported by objective evidence and detailed analysis;
(j) prepare the draft audit report/post-audit letter and debrief the Head of
Airworthiness as applicable;
(k) co-ordinate the post audit meeting with senior company management and the
authority.
(l) brief the Director Flight Safety and Regulations of any non-conformance items
which may substantiate enforcement action in accordance with the relevant
sections of the Airworthiness Regulations.
7.2 Team Leader: The duties of the Team Leader are:
(a) to maintain ongoing communication with the Audit Manager;

(b) to plan and manage the audit activities of the team, where necessary assigning
Deputy Team Leaders;
(c) to de-brief management upon completion of the audit of his/her speciality area;
(d) to be familiar with the auditing procedure and the associated documentation;
(e) to become familiar with the company’s policies, instructions and procedures;
(f) to draft sections of the report as required by the Audit Manager.
7.3 Team Member: The duties of the team member are:

(a) to study and expand as necessary the audit checklists applicable to the functions
assigned;
(b) to become familiar with the company’s policies, instructions and procedures;
(c) to be familiar with the auditing procedures and associated documentation;
(d) to conduct and document audit field work through all phases of the audit;
(e) to ensure that all findings have supporting evidence.
(f) to maintain contact with the Team Leader and ensure that the audit progress is
reported and potential problems addressed.

7.4 Attributes of the Auditing Inspector
(a) sound knowledge of the aeronautical regulations and technical expertise;

(b) fundamental knowledge of the industry or activity being regulated;
(c) skills in communication;
(d) be able to anticipate problems and assess the seriousness of observed
weaknesses.
(e) is able to organise his/her work, to question, to look for objective evidence to
construct checklists and use them effectively without being limited by them, etc.
(f) has knowledge of the criteria against which the audited object is to be
evaluated.
7.5 In addition, inspectors involved in audit assignments require other skills and qualities
such as:
(a) Salesmanship - opening the job in a hostile environment, securing information,

the whole truth and selling new ideas or procedures.
(b) Ability to analyse - to break the whole into parts, and to determine validity.
(c) Creativity - to develop a clear picture of a situation and to produce a solution.
(d) Personal Suitability - courtesy, appearance, integrity and competence.
_________________

APPENDICES

Chapter 11: Airworthiness Surveillance Procedure (Appendix-A)
Appendix-A
SAMPLE SURVEILLANCE PROGRAMME FOR AIRWORTHINESS INSPECTORS
This is a sample Annual Surveillance programme for airworthiness inspection division (i.e AELD) of CAAB.
Assigned Inspectors are expected to develop surveillance programme for a calendar year, for their assigned AMOs /
AOC holders/ ATOs, covering all the areas at least once in a year, which are appended below. Each Inspector, after
developing his/her Annual Surveillance Programme, will submit to Head of Airworthiness Inspections Divison (i.e.
AELD), who will forward the Programme to DFSR for approval.
Months
Area of Surveillance for AOCs
January ……… December
Suspected Unapproved Parts Org. A
Ramp Inspection of Aircraft (min. 50 % of the total fleet,
Org. A Org. C
covering each type of aircraft)
Aircraft Record Inspection Org. A Org. B Org. C
Maintenance Programme Inspection Org. B Org. C
Inspection for AD Compliance Org. A
Inspect Manual/Procedure (MEL, MCM, CAME, MOE) Org. B
Inspect Personnel Training & Qualification Org. B Org. C
Inspect Route Station (Maint. & Fuel facilities) Org. B
Reliability Programme ECTM/EHM/Oil Consumption. Org. B
Months
Area of Surveillance for AMOs
Facility Requirements Org. A
Personnel requirements Org. A Org. C
Certifying Staff Org. A Org. B Org. C
Equipment, tools & Material Org. B Org. C
Acceptance of components Org. A
Maintenance Data Org. B
Production Planning Org. B Org. C
Certification of Maintenance Org. B Org. A
Maintenance Records. Org. B Org. A
Occurrence reporting Org. C Org. A
Safety & Quality System Org. C Org. B
Months
Area of Surveillance for ATOs
Facility Requirements Org. A
Personnel requirements Org. A Org. C
Records of Instructors, Examiners & Assessors Org. A Org. B Org. C
Instructional Equipment Org. B Org. C
Maintenance Training Material Org. A
Records Org. B
Training Procedures & Quality System Org. B Org. C
Examinations Org. B Org. A
*** An Inspector may include more areas and increase frequency of surveillance in their Surveillance programme, if
it is deemed to be necessary for ensuring the AOC/AMO/ATO’s compliance with regulatory requirements and
enhancement of safety.

Chapter 11: Airworthiness Surveillance Procedure (Appendix-B)
APPENDIX-B: Forms & Checklists
This document contains few sample forms and checklists to be used by Airworthiness Inspectors as a
guidance for their surveillance activities. However, for any other forms and checklists, Inspectors are
advised to look into the corresponding chapter of the CPD-8.

Chapter 11: Airworthiness Surveillance Procedure(Form: General Surveillance Report Form)
Form: AWS-6
Page: 1 of 2
Issue: 2

GENERAL SURVEILLANCE REPORT FORM
RAMP SHOP HANGAR OTHER INVESTIGATION
1. PURPOSE ____________________________________________________________
2. PREPARATION:
COMPANY MANUALS / FILES REVIEWED ANO ASI REVIEWED
AIRCRAFT MANUALS REVIEWED FAR / JAR, SPECS REVIEWED
AIRCRAFT FILE / DOCS REVIEWED OTHER (Specify)
3. COMPANY NAME ______________________________________________________

PERSON CONTACTED __________________________________________________
SHOP INSPECTED ______________________________________________________
4. AIRCRAFT TYPE _________________________ LOG BOOKS REVIEWED

REGISTRATION __________________________
SHOP INSPECTED ______________________________________________________
5. DATE OF SURVEILLANCE D M YEAR D M YEAR

FINDINGS (ON SITE)
_______________________________
CAAB INSPECTOR’S SIGNATURE
DISTRIBUTION: (4 copies to be raised)
1. CAA/5532/11 AELD
2.RELATED FILE
3.READ FILE

Civil Aviation Procedure Document on Page: 2 of 2
Chapter 11: Airworthiness Surveillance Procedure(Form: General Surveillance Report Form)
6. ACTION TAKEN ON THE SITE:
_______________ __________________________
DATE OF REPORT CAAB INSPECTOR’S SIGNATURE
7. CORRECTIVE ACTION(S) TAKEN BY THE OPERATOR:
SIGNATURE ___________________________
NAME ________________________________
DATE: DESIGNATION ________________________
8. FOLLOW UP:
DATE: CAAB INSPECTOR’S SIGNATURE

9. CLOSING ACTION: FOR CAAB’S USE
_______________ ______________
DATE OF CLOSING CHIEF OF AELD

Chapter 11: Airworthiness Surveillance Procedure (Checklist: Airworthiness Surveillance of Route Station )
Form: AWS-33
Issue: 1 Page: 1 of 3

ROUTE STATION AIRWORTHINESS SURVEILLANCE

INSPECTION REPORT (DOMESTIC)
(A) STN (B) FLT. No. (C) CAPTAIN (D) F/O (E) OPERATOR
(F) APM (G) BG. STN. MGR (H) AIRCRAFT REGN.
2. FHB/AFM Rev. Status :
3. MEL Rev. Status :
4 a. Riding Engineer AMEL No: ______________
b. Performance of Cabin Crew :
5. a. Availability of PDC Cards : With Captain ___________________________
b. Rev. Status : With AME _____________________________
6. Status of Emergency Equipment on Board Valid up-to
7. a. First aid kit : Sl. No. ___________________ ___________________
b. Fire Extinguisher : Sl. No. ___________________ ___________________
c. Oxy bottles : Sl. No. ___________________ ___________________
d. Life jackets : Sl. No. ___________________ ___________________
e. Escape slide : Sl. No. ___________________ ___________________
f. E.L.T. Beacon : Sl. No. ___________________ ___________________
8. a. Fire Extinguisher : On ground Valid up-to
b. Fire Extinguisher Operator :
9. Parking / Mooring facilities :

10. Marking :
a. Runway :
b. Taxiway :
c. Apron :
11 a. Station Fire Vehicle (Condition) :
b. Station Fire Operator :
c. Ambulance :
12. Wind Sock :
13. Clear view of Runway from tower :
14. Availability of CA-470C :
15. Technical Store of Biman :
a. Any spare wheel
b. Any tool available

:
c. POL ----------
16. Engine Servicing Trestle :
a. Condition :
b. G.P.U. Sl. No. :

Page: 3 of 3
17. AML page available on ground :
a. How AML slips are maintained :
b. Any Manual available :
18. Approved engineering manpower :
a. JIO :
b. JTO :

c. Mech. :
d. Cleaner :
e. Transit coverage done by :
19. Remarks of the inspector :
A. REGARDING CAAB :
B. REGARDING BIMAN
:
20. Any other point :
21. Name of Airworthiness Inspector :
Signature _________________ Date: _____________

Chapter 11: Airworthiness Surveillance Procedure (Checklist: Airworthiness En-Route Inspection)

Issue: 1

SURVEILLANCE CHECKLIST FOR EN-ROUTE INSPECTION
GENERAL INSPECTION
1. Name of the Route Station :

(Include name of the country)
2. Type of Aircraft operating :
3. Inspected by (AELD) Official :
4. Date of inspection Form :

To :
5. Accompanied by (Q.C.REP.) :
Name :
Designation :
6. Name of the Airline’s Station :

Manager
7. Name of the Transit Handling & :

Certification Organization
8. Name and Designation of the :

contact official of the transit
handling organization at the
en-route Station.
9. Name and address of the Chief of :

the Q.C. Division of the handling
agent at their Headquarters/Main
Base.
10. Number or AMEs/Approved persons and their scope of approval:
Category of AME Number of AMEs Scope / Privilege

or
Approved Person

GROUND SUPPORT EQUIPMENT

S/N Item N/A OK FDG
Date of last inspection.
1 Note: Check whether Discrepancies observed during last spot checks
are corrected.
Availability of ground support equipment’s against listing for the
2
particular aircraft handling.
Proper system for periodic maintenance/ daily maintenance/control
3
of usage.
Parking of equipment at designated area.
4
Condition or equipment including cleanliness, fluid leakage,
5
serviceability and calibration expiry date.
Availability of brakes / lights / beacon / flame arrestor / fire
6
extinguisher for motorized equipment.
Ground power unit:
Date last serviced (filters / oil change, lubrication,)
Date last electrical output calibrated / adjusted
Serviceability of all gauges.
7 All functions operations.
Serviceability of brakes, lights, beacon etc.
Condition of tires, batteries, flame arresters.
General condition and cleanliness.
Tow bars:
8.
Tow heads / couplings / locking mechanism etc. for condition.
High Pressure air Carts and Nitrogen trolley.

Cylinder last hydrostatic test date.
Proper color coding of cylinder.
Condition and security of pipes / flexible hose Serviceability of HP
9
regulators / SOVs
Condition, security, test, calibration validity of gauges.
General condition and cleanliness.
Air start Units:

- Operational (all functions)
10 - Condition of wheels, brakes, lights, beacons, flame arrestor.
- General condition.
-
Maintenance steps / ladders / stands:
- Adequate by number and type.

11
- Designated parking area and returned to particular area after
use.
- Condition of brakes and general condition.

Civil Aviation Procedure Document on Page 3 of 4
Passengers ladders properly padded and having proper brakes

12
EN-ROUTE STATIONS & LINE STATION INSPECTION

S/N Item N/A OK FDG
Does the company Manual define periodicity of inspection of Line
1
Stations?
2 Is the Inspection periodicity followed?
How do the earlier line station audit findings match the
3
requirements?
Do they have enough space for keeping tools, equipment stores,
4
literature etc.?
5 Is there a separate storing place for commercial item?
6 Is the bonded store environment controlled?

Are the manuals kept in CD or Hard Copies updated?
7
Note: Revision dates.
8 Is old CD or Hard copies removed from use?
9 Is CD reader serviceable?
10 Is there sufficient ground equipment at the station?
11 Are the ground equipment’s maintained periodically?

Are all the instruments on the ground equipment calibrated
12 periodically?
Who certifies them?
Is Test Pressure gauge available at station? When it was last
13 calibrated?
Check the condition of hose.
14 Is there a Nitrogen Trolley available at station?
Are gauges attached to Trolley, calibrated as per approved
15
periodicity?
Is there a relief valve in the system?
16
Is that calibrated at approved periodicity?
17
Check the Rev / amendment status of procedure sheets available at
18
station. Are they the latest versions?
19 Check condition of trestles for adequacy upkeep, locking etc.
20 Are the equipment parked in the designated area and locked?

Page 4 of 4
21 Check the condition of General Tools.
22 Check availability of Torches, lead lamps etc.
23 Check that work contracted by line station is as per document.
24 If pool item is used, what sort of acceptance is required document?
25 Are the numbers of staff sufficient, for the station workload?
Are the technicians trained initially and recurrently?

26 Note: It is advisable to send the mechanics to base when major
inspection are on.
If the operator is using hired technicians do they get trained?

27
Remarks of the inspector (if any)
Inspection carried by: ___________________ Inspection Carried by:_______________
Name: Name:
Designation: Designation:

Chapter 12: VERIFICATION OF OPERATIONS DERIVED EQUIPMENT WHICH ARE NOT PART THE TYPE
CERTIFICATION OF AIRCRAFT
CHAPTER 12
VERIFICATION OF OPERATIONS DERIVED EQUIPMENT WHICH

ARE NOT PART THE TYPE CERTIFICATION OF AIRCRAFT
1. INTRODUCTION
1.1 In addition to the minimum equipment necessary for the issuance of a

certificate of airworthiness, the instruments, equipment and flight documents
prescribed in the following paragraphs shall be installed or carried, as
appropriate, in the aeroplanes according to the aeroplanes used and to the
circumstances under which the flight is to be conducted. The prescribed
instruments and equipment, including their installation, shall be approved or
accepted by Bangladesh.
2. PROVISION IN THE A.N.O (AW) CHAPTER E.6
2.1 The minimum instruments and equipment shall be in accordance with

provision requirement as mentioned in the paragraph 4.1 of the ANO (AW)
E.6.
2.2 Verification of operations derived equipments which are not part of the type
certification of aircraft is to be demonstrated to the CAA of Bangladesh.

Chapter 13: CONDUCT OF EXAMINATIONS BY AELD
CHAPTER 13
CONDUCT OF EXAMINATIONS BY AELD

1. INTRODUCTION
1.1 The Chief of AELD is responsible for conducting written examinations and the Director
Flight Safety and Regulations is all responsible for issue and extension of AMEs
Licenses.
1.2 This chapter details the procedures required to be followed by officials working in the
AELD in receiving the applications, scrutiny of the applications processing the accepted
applications, issuing admit cards, preparation of question papers with utmost secrecy,
dispatch of question papers, receipt of question and answer papers after completion of the
examination, its evaluation and declaration of the results etc.
1.3 All above are required to be carried out in an efficient manner and within a time frame
for each examination at the same time maintaining the sanctity of examinations.
1.4 All of the officials working in the AELD should be fully aware of the procedures outlined
herein, which shall be strictly adhered to.
1.5 DD AELD may form a committee by the Airworthiness officials to accomplish all of the
related tasks of examination including announcement of examination, scrutiny of
application for examination, acceptance / rejection of application, selection of
examination centre, prepare the question paper, making necessary photocopy, conduct the
examination, publicize of result.
2. REFERENCES:
CAR 1984 The Rules 39

ANO (AW) ANO (AW) Part-66
ICAO Annex 1
Forms CA-9A Application For Initial Issue or Extension of
an Aircraft Maintenance Engineer‟s License
CA-9B Record of Practical Maintenance Experience
AWS-11 Work Schedule Duration Check List

3. SCHEDULE OF EXAMINATIONS
3.1 AME License examinations are normally held 2 (two) times in a year, generally in
February, July. The last date for receipt of these applications in the AELD shall be 30
(thirty) days prior to the date of commencement of the examination.
3.2 Special examinations will normally not be conducted by AELD. However, the same may
be considered purely on the merit of each individual case as well as genuine need of the
operators.
4. APPLICATION FOR AME LICENSE EXAMINATIONS
4.1 To include in the list of applicant for AME examination, the candidates are required to
submit the application as per the requirements of Rule -39 of CAR 1984 and ANO (AW)
Part-66.
4.2 List of candidates is to be published 2 (two) weeks prior to the starting date of written
examination.
4.3 Office of the AELD, category wise will finalize the timetable, date and fixing the time of
AME examinations and will initiate the commencement of the examinations of each
session. The timetable shall be published.
5. SCRUTINY OF THE APPLICATION OF AME LICENSE EXAMINATIONS
5.1 Candidates meeting the requirements laid down in ANO (AW) Part-66 shall apply to
AELD on the prescribed Form CA-9A, Form CA-9B and Form AWS-11 along with the
attested photocopies of supporting documents as per ANO (AW) Part-66 to attend in the
examination (written and viva voice) for the purpose of issuance of Part-66 License.
5.2 Candidates meeting the requirements laid down in ANO (AW) Part-66 shall apply to
AELD on the prescribed Form CA-9A, Form CA-9B and Form AWS-11 along with the
attested photocopies of supporting documents as per ANO (AW) Part-66 to attend in the
examination (written and viva voice) for the purpose of issuance of Type rating License.
5.3 Before publicize the illegible list the committee members must be ensured that the
candidate has completely met all the requirements and all the papers as above mentioned
requirements submitted correctly.

6. LIST OF ADMITTED CANDIDATES
The list of candidates admitted center wise and paper wise attendance sheet along with
copies of exam time table should be forwarded to the concerned official(s) who is / are
responsible for the conductance of examination hard copy. One copy of this list shall be
displayed by the mentioned AELD official on their notice board for information of the
candidates. The list of candidates admitted for each examination session will be
published in the CAAB notice board for information of the candidates. Also a list of
rejected candidates along with reasons for rejection of their application shall be published
in the same.
7. QUESTION BANK
7.1 A question bank has been created for each subject of AME examination from questions
made by subject matter experts in AELD officers and industry. The question bank is
periodically reviewed and updated. The following points should be kept in mind while
framing the questions:
(required to check with Part-66)
(a) The language must be simple and direct. There should not be any scope for
confusion or ambiguity.
(b) The questions must be practical in nature, which are helpful for the AMEs in
discharging their duties;
(c) The correct choice of answer for each question must be clearly marked;
(d) Each question in its data bank must include its source, i.e. the name of the book,
chapter, page number, paragraph etc. from where the answer has been taken along
with the author of question;
(e) The questions must be on the topics covered under the Syllabus for each paper;
(f) All efforts should be made to provide four choices for each question. If this is not
possible, choices may be limited to three. To the extent possible, choices such as
(1) and (2) are correct, none of the above is correct, should be avoided;
(g) Negative answers such as “Mark incorrect answer", should not find a place in the
Questions;

(h) Similarly, reference to the Rule numbering or Para or series of Civil Aviation
Requirements, should be avoided unless the information is part of „‟Memory
item”;
(i) Numerical values, which are not essential to be memorized, should not be asked;
(j) Efforts should be made to avoid giving questions from specific aircraft / engine /
other maintenance manuals in the specific system paper;
(k) List of subject matter experts should be maintained by the Director (FSR).
(l) The group of officials for one session should not select questions for the
immediate next session of the same paper.
7.2 In order to keep the question bank updated, fresh questions shall be obtained and added to
it regularly. The DD AELD should approach the experts within the department and the
industry for augmenting the Question bank. Similarly a quota should be prescribed for
AELD Officials to study the books regularly and contribute questions to the Question
bank.
7.3 All efforts should be made to vet the questions by selected officials / senior engineers
from the industry known for their integrity and expertise in the relevant areas.
7.4 Computerized Question Bank will enable questions to be retrieved at random basis for
making a balanced question paper.
7.5 There should be a standardized paper for each subject. The standardized paper will
specify broadly the number of questions to be given on each topic contained in the
syllabus. This will ensure coverage of the entire syllabus in each paper.
7.6 Each question paper will normally have three sets to prevent malpractices in the
examination hall. All the sets will contain the same questions but in different order
having different reference number for their identification. However each question paper
of all sets will have their own serial number. All efforts should be made to see that the
questions received from the Officials of AELD / other agencies mentioned above, do not
form part of the question paper in that particular Session.
8. PRINTING OF QUESTION PAPER
8.1 Official responsible for making a particular question paper may type the paper himself in
the computer or can get the paper typed by the staff. However the official assigned for
that duty is responsible for maintaining the secrecy. A register should be maintained
indicating the name(s) of the official(s) involved in preparing the question paper.

8.2 The officer(s) responsible for printing the Question Paper, will ascertain from the records
/ computer, the number of candidates appearing in that particular paper, determine the
number of copies of different pages of different sets to be printed depending upon the
number of candidates appearing in each paper.
8.3 While printing the question paper, utmost secrecy should be maintained and access to the
area of printing room shall be restricted. No staff / officer member shall have access to
this room while the printing is in progress. A register shall be kept for recording the
names of the persons involved in printing along with the name of the question paper and
preparation of the sets with date. The Register will give the details, the number of papers
printed along with the subject, date-wise. Only officers of AELD shall be involved in
preparation of the question paper, printing and making sets of question paper. Whenever
any page with poor quality of printing or excess in number is noticed, the officer
responsible for printing shall destroy the same immediately. The master roll wrapped in
drum of printing machine should be removed and destroyed.
9. PREPARATION OF SETS OF QUESTION PAPERS
9.1 From the printed pages, sets of question paper should be prepared for each subject, and
each set stapled appropriately. All the sets should be serially numbered. Normally, there
should be three different sets of Question Papers for each subject. Each set will have a
reference number for identification and making master answer paper subsequently.
Record will be kept of the reference number allotted subject wise. Access to the area
where the sets are made should be restricted.
9.2 After making different sets, the total number of question paper in each set should be
immediately recorded in the register.
9.3 Any additional paper noticed after making the sets should be destroyed immediately.
10. PREPARATION OF ENVELOPES FOR DISPATCH OF VARIOUS QUESTION

PAPERS TO EXAMINATION CENTERS
Print out of complete data from computer regarding number of required question papers
(based on total number of admitted candidates) in Category, Date, Time and Center
should be taken out and the same should be pasted in respective envelops (inner covers)
of all centers. It should be ensured that only good quality covers preferably cloth lined
and capable of withstanding rough handling should be used. Accordingly, all the inner
cover envelops should be segregated as per subject date and time for filling in question
papers inside the covers.
11. FILLING IN OF QUESTION PAPERS INSIDE THE ENVELOPES AND

SEALING OF ENVELOPES PRIOR TO DISPATCH.
11.1 All the inner cover envelops should be filled in by the respective question papers
(intermixed with sets) in accordance with date and time wise only. The envelops should
be closed stapled and sealed after which transparent tape is put on the top of all the seals
in length and breadth so as to ensure that they are intact and easy for identification. Each
inner cover should be marked as “Secret” and will contain instructions for opening of the
cover.
11.2 All the sealed inner cover envelops are now required to be segregated in accordance with
subject, center and time. After segregation, all inner covers of each center should be put
inside the cloth bags (outer cover) stitched and sealed. If the number of covers is small,
cloth-lined covers may be used as outer covers. After sealing the outer covers, transparent
tape should be put on top of all the seals lengthwise and breadth wise so as to ensure that
the seals are intact and they can be easily identified as the seal of the AELD only. Stapled
and signature of the AELD officials should also be put on the left bottom corner of each
inner and outer cover for its authenticity. Appropriate records and documentation should
be maintained in AELD for each envelope and their contents as per date, time, center and
paper for each of the center for identification in future in case of any untoward incident.
Each outer cover / cloth bag of a particular center may contain question papers of either
same subject or different subject of either same date or of different date and time of
examination of the particular centers of examination. This cloth bag will also contain the
covering letter and finalized attendance sheet for the respective paper and center.
12. DISPATCH OF QUESTION PAPERS
12.1 When all the sealed outer covers (cloth bags) have been segregated center wise, the name
of the officer in-charge of the examination center should be written on the top of these
covers along with their serial number. The serial numbers of all outer covers should be
recorded in the register against each center.
12.2 The names of the officers, who have carried the question papers to examination center,
will be recorded in a register. Such officer(s) will be responsible for safe custody of the
sealed outer covers / cloth bags and for prompt delivery to the addressee soon after
arrival at the destination. Such officer(s) may also associate with the invigilation. He will
also ensure that the seals of the inner covers are intact and the covers are not tampered
with at the time of opening the covers.
12.3 The Chief of AELD should ensure all the sealed outer covers / cloth bags have reached
their destination safely and the covers have not been tampered with. He should receive
acknowledgment from center for receiving the covers in safe condition.
13. CONDUCT OF EXAMINATION
Detailed instructions for conducting the written examinations by the AELD officials at
the center are given below.
13.1 Distribution of Question Papers
The invigilator before opening the inner cover containing question papers shall ensure
that the seals are not broken and are intact, the envelope containing question papers shall
be opened by cutting along the place marked on the envelope without breaking the
original seals. The covers must be cut open ten minutes prior to the examination provided
that the concerned candidates appear for taking the examination. The question papers
should be distributed to the candidates in the examination hall, just prior to the
commencement of the examinations. The original inner cover shall be returned to the
Chief of the Committee along with the other examination materials.
Note: The candidate must append his signature and roll number immediately on supply
of question paper before starting answering the question paper.
13.2 Reading of Admonition Note
Before commencement of each examination, invigilator shall read out the admonition
note to the candidates for their information and strict adherence. Candidates who have
used unfair means while answering question papers have been disqualified from time to
time. In some cases, they will also be debarred from taking further examination for the
same license or rating for a specified period. You are, therefore, advised not to adopt
unfair means in the examination hall. The following shall constitute unfair means:

Copying or attempting to copy other candidate's answers or helping others to copy

answers.
(i) Copying or attempting to copy from the unauthorized written materials possessed
by a candidate.
(ii) Contacting other candidates / individuals through speech or signs or sound in the
examination hall or outside the hall.
(iii) Reproducing question papers on a separate sheet.
(iv) Carrying Question Paper.
13.3 Starting of Answering Question Papers
At the appropriate time specified for start of the examinations, the candidates should be
told the 'START TIME‟ HRS / MIN'. As the duration of the examinations will vary with
the types of examinations / aircraft, invigilators should ensure that candidates are allowed
only the period stated on the question papers.
13.4 Stopping of Answering Question Papers
At the expiry of the time allotted for answering papers, the candidates be directed to stop
writing, submit papers and to leave the hall, if necessary. The candidates should not be
allowed to write after the time is up.
13.5 Extension of Time Allotted for the Question Paper
The time allotted for any paper should not be extended under any circumstances.
13.6 Collection of Question and Answer Papers
All question and answer papers should he collected immediately after the time specified
far the paper is over. No candidate should be allowed to continue writing while the
answer papers are being collected from other candidates.
14. RECEIPT OF QUESTION PAPERS / ANSWER SHEETS FROM

EXAMINATION CENTER
14.1 Earlier mentioned committee chief shall receive all question papers along with answer
sheets from the invigilators of different rooms of examination centre. In case of non-
receipt of papers / shortage of paper / any other inconsistency from any examination
room, within very quickest time chief of the committee, the matter should be taken up
immediately with the DFSR on telephone or any other mode of communication.
14.2 Committee chief will allocate individual officers for scrutiny of the covers, counting of
question papers (number of question papers received from the various examination rooms
should tally with the number of question papers dispatched as per the Dispatch Register),
answer sheets, attendance sheets, seating plan etc. It should be ensured that the answer
sheets and question papers and list of absentees tally with the records maintained therein.
A register shall be maintained to this effect. In case of any suspicion, the matter should be
reported preferably by committee chief in writing to the DFSR, who will take appropriate
action, as deemed fit and record his decision.
14.3 The answer sheets received after the examination shall remain under the custody of Chief
of the earlier mentioned examination conducting committee till the same are distributed
to the concerned official of AELD for evaluation.
14.4 The Question Papers should be arranged properly subject wise in an almirah under the
custody of designated officer till the same are shredded.
15. PROCEDURE FOR EVALUATION OF ANSWER SHEETS
15.1 Chief of the committee shall prepare a Master objective question paper marked as
MASTER, for each set of question paper / subject wise, which will contain the correct
answer for each question. The correct answer for each question should be circled. The
correct answer should have cross-reference to identify the source from where the answer
has been picked up. This Master paper shall be under his custody. This Master paper will
be prepared only after the particular examination is over. Also, this Master paper will be
preserved for posterity.
15.2 The objective answer sheets including the descriptive Papers of AME examination will
be evaluated within four weeks from the date of examination and results declared.
However, all endeavors shall be made to declare the results before the above deadline.
List of examiners for evaluation / correction of answer sheets has to be maintained. The
examiners may be called to the Chief of AELD for evaluation of answer sheets and the
selection of the examiners shall be decided by Director of FSR.
15.3 During evaluation of various papers and category of subjects, at least two officers should
be present. Print out of the marks scored by candidates should be taken out and

immediately signed by the officer present. This consolidated list of marks along with
Master paper sheets should be preserved by chief of the committee.
15.4 The objections raised by candidates may be reviewed by DFSR and decision will be
taken for as appropriate.
16. PERCENTAGE OF MARKS TO QUALIFY IN AME LICENSE EXAMINATION:
Pass marks to qualify examination shall be 75% for all AME license examinations.
17. DECLARATION OF RESULTS
17.1 Assigned officials will prepare the list of successful candidates based on which the results
will be declared and the prepared result will be placed and forward by a file to Chairman,
CAAB through proper channel. After getting the approval of result, examination
committee will publish the result in the CAAB website. The result card will give marks
or percentage of marks of obtained in each paper for “Pass” or Fail candidates.
17.2 The result of candidates, who have used unfair means during examination of any paper,
shall be withheld till finalization of their case for disciplinary action. Also, the result of
candidates who have not written their particulars correctly in the answer sheets shall be
withheld for that paper and his candidature shall be deemed to be cancelled for that
session.
17.3 The result cards only for pass candidates of organizational candidates shall be sent
through their organizations or as per mailing address of individuals for private
candidates.
17.4 The result of candidates will be displayed on the notice board of CAAB, and published
through letters.
18. PRESERVATION OF QUESTION AND ANSWER PAPERS
18.1 One specimen copy of each set of question paper used in the examination for each subject
shall be preserved for three sessions excluding the session in which the question paper
was given. However, the remaining question papers used in examination may be
destroyed at the earliest.

18.2 A Master Result Register of pass candidates for each session shall be maintained. Each
page of this Register will be authenticated by the DD AELD with his full signatures and
stamp.
19. NOTIFICATION FOR NEXT SESSION OF EXAMINATION
Soon after declaration of results, AELD should issue a fresh Notification for next
Examination. This information should be available on the CAAB Website.
20. RESPONSIBILITY
It is recognized that all the officers and staffs have the responsibility of maintaining the
sanctity of the examinations. All the personnel working in the process of examination are
expected to have impeccable character / integrity and strive utmost to maintain the
objective mentioned above. The DD AELD will put in his sincere efforts to ensure
appropriate standard of examination and uphold the level of secrecy at all times.
_____________________

Form: AWS-11
Issue:
ION 2
AUTHORITY

WORK SCHEDULE DURATION CHECK LIST
Category: Name:
Rating: AME/P. No.:
Note : Mark with a cross (X) against the date on which work was performed or actively
participated in.
Total Number of Days: …………………….. Signature of the applicant: …………………….

Form: CA-9A
Issue: 5

APPLICATION FOR INITIAL ISSUE OR EXTENSION OF

AN AIRCRAFT MAINTENANCE ENGINEER’S LICENSE
1. Full Name (in block capital) …………………………………………………………………

2. AME Lic. / P.No. (if applicable) ……………………………………………………………
3. Date of birth (day/month/year) ……………………. 4. Nationality ………………………...
5. Permanent Address …………………………………………………………………………..
………………………………………………………………………………………………..
6. Name and Address of present employer …………………………………………………….
………………………………………………………………………………………………..
7. Date of Joining ………………………………………………………………………………
8. Present place of employment ………………………………….…………………………….
9. Present Designation ………………………………………………………………………….
10. Academic Qualification ……………………………………………………………………...
11. a) Basic course ……………………………………………………………………………….
b) Date of completion ………………………………………………………………………..
c) Last refresher course done ………………………………………………………………...
12. a) Type course ……………………………………………………………………………….
b) Date of completion ………………………………………………………………………..
c) Last refresher course done ………………………………………………………………...
13. Particulars of AME License (if any) issued by CAAB:
a) Category ………………………Rating ………………. Date of endorsement ………….
b) Category ………………………Rating ………………. Date of endorsement ………….
c) Category ………………………Rating ………………. Date of endorsement ………….
d) Category ………………………Rating ………………. Date of endorsement ………….
e) Category ………………………Rating ………………. Date of endorsement ………….
f) Category ………………………Rating ………………. Date of endorsement ………….

14. If you are the holder of any Aircraft Maintenance Engineer‟s License by an Authority other
than the Bangladesh Licensing Authority then state the following:
a) Issuing Authority ………………………………………………………………………...

b) License No. …………………………… c) Type of License ……………………………
d) Date of issue …………………………... e) Date of Expiry ……………………………..
f) Category ………………… Rating ……………….. Date of endorsement …….………..
g) Category ………………… Rating ……………….. Date of endorsement …….………..
15. Give details of all applications made for the initial issue or extension of an AME license
during last 3 (three) years in chronological order:
Date of Category / Sub- Type Rating Was the Result of the Examination,
Application category Application mention the Subject
accepted? Passed Failed
16. Fill in below details of license for which application is being made:
Category Sub-Category (for Subject(s) to appear Specify Aircraft/Engine/System
LWTR) (for LWTR) (for Type rating only)

17. Aircraft Maintenance Experience (mention date in chronological order and for guidance
refer CAP-468 BCAR Section – L, Appendix-5):
Dates Nature of work done, give brief Type of Aircraft Confirmed by

From To description of the work Type of Engine C.E. / DCE (Q.C)
Type of System
18. Have you studied the following? (Yes / No)

a) Current C.A.R. 1984: ………...…….. b) Air Navigation Order (Airworthiness): ……….
19. I hereby declared that the above mentioned information‟s are true in every respect. (Ref.
ANO D.1 Section 10.5 and 10.6)
Signature of the Applicant ……………………………..

Place: ………………………………………………………… Date: ……………………….
Note: (i) When completed, this form along with relevant certificates, schedule of work (in form
9B) or in equivalent CAAB approved form should be forwarded to Airworthiness &
Engineering Licensing Division of the Civil Aviation Authority of Bangladesh. (refer
current ANO D.1)
(ii) No fee to be sent. Fee will be asked for, if the application is accepted.

FOR USE OF CIVIL AVIATION AUTHORITY
AA. Forms ………………………………………………………………………………………
BB. Certificates …………………………………………………………………………………
CC. Recommendation ………………………………………………………………………......
………………………………………………………………………………………………
………………………………………………………………………………………………
Signature of the vetting Officer ……………………………. Date ………………………..
DD. Comments of the supervising Officer ……………………………………………………...
………………………………………………………………………………………………
………………………………………………………………………………………………
EE. Signature of the Supervising Officer ……………………… Date ……………………….
FF. Accepted / Not Accepted …………………………………………………………………..
GG. Signature of D.D. (AELD) ………………………………… Date ……………………….

Form: CA-9B
Issue: 3

RECORD OF PRACTICAL MAINTENANCE EXPERIENCE
Name: ……………………………………………….. AME/P. No.: ……………………………..

License Category: …………………………………… Type Rating: ……………………………..
Note: (i) Information and guidance to fill in this form is mentioned in the Air Navigation
Orders (Airworthiness Requirements) published by the CAAB.
(ii) In the Column No. (2), Experience shall be shown under applicable ATA Chapters /
Systems related to the category. Refer to the BCAR (CAP-468), Section L,
Appendix-4 for guidance.
(iii) The supervising AME should certify Column No. 4 each item only when he is
satisfied that the applicant has participated or satisfactorily carried out the task
mentioned.
(iv) Refer to the ANO D.1, Para 10.5 and 10.6 regarding submission of information
relating to maintenance experience.
I hereby declare that the information given on this form is true in every respect.
Signature: …………………………….
(Applicant)

Aircraft Precise Nature and Details of Date Signature and

Registration and Work Undertaken (3) License No. of
Type of Aircraft (2) From To Supervising
(1) A.M.E.
(4)


RESERVED
Chapter 15 : Guidance for Following ICAO Annexes/ Guidance Material
Chapter 15
Guidance for Following ICAO Annexes/ Guidance Material
1. INTRODUCTION:
1.1 Air Navigation Orders (ANO) (AW) broadly gives the airworthiness regulation and
safety oversight of engineering activities of operators’ maintenance organization and
training organization and on personal licensing.
1.2 CAAB as a signatory to ICAO Convention 1944 is required to lay down standards and
procedures for ensuring compliance with various airworthiness/operational requirements
and carry out continuous monitoring of all approved organizations. These regulations are
primarily based on the Standards and recommended practices (SARPs) issued by ICAO
in its various Annexes but not limited to Annexes 1, 6 and 8. Where required, ICAO
guidance material contained in ICAO Documents Airworthiness Technical Manual (Doc
9051), Procedures Manual for an Airworthiness Organization (Doc 9389), Procedures
Manual for Operations Inspection, Certification and Continued Surveillance (Doc 8335),
Preparation of an Operations Manual (Doc 9376) etc. is also used in laying down these
regulations.
1.3 This Chapter gives the guideline to be followed by the Airworthiness officials at CAAB
on receipt of introduction/amendment to ICAO Annexes / documents for incorporating
the same in CAAB regulations / requirements.
2. PROCEDURE:
2.1 Whenever an introduction/amendment to an ICAO Annex is received by Chief of AELD

from Director of Flight Safety & Regulations, the same will be incorporated in AELD
copy of the Annex file. Similarly, introduction/amendment to ICAO guidance material /
documents shall be incorporated in the AELD copy of the document. Chief of AELD
shall be responsible for to keep up-to-date copies of all the ICAO Annexes / documents
related to airworthiness.
2.2 Chief of AELD will mark those (introduction/amendment to an ICAO Annex) to

airworthiness officer(s) for evaluation with a time frame not exceeding 15 days.
2.3 The Introduction/amendment proposal on ICAO Annex will be evaluated by nominated

airworthiness officer(s)in light of existing Rules of CAR 1984 / ANO (AW) requirements.
During evaluation airworthiness officer(s) will find out difference of proposed

introduction/amendment with existing Rules of CAR 1984 / ANO (AW) requirements, if

any necessity of new regulation to be developed or no action incase of existing
regulations being enough to comply. Special emphasis will be laid on Standards /
Recommended Practices which may warrant amendment in CAR 1984 / ANO (AW). The
amendment to the ANO (AW) shall be within the framework of the existing Rules.
2.4 After evaluation nominated airworthiness officer(s) will submit his written report to Chief
of AELD with the comments(draft copy of amendment, if applicable) whether any
introduction of a new Rules of CAR 1984 / ANO (AW) requirements /amendments is
required to existing Rules of CAR 1984 / ANO (AW) requirements or filing of difference
is required. His report will include draft copy of new/amended Rules of CAR 1984 /
ANO (AW) requirements, if applicable.
2.5 After receipt of report from nominated airworthiness officer(s), Chief of AELD will
review the newly Introduced/amendment proposal and will consider the implementation
methodology and possible impact of the proposed amendments. If required Chief of
AELD will consult Airlines, AMO or others government department like ministry or
industry partner etc, as appropriate.
2.6 Review of the amendment proposal by Chief of AELD will adhere to strict timelines so as
to ensure a response is given two weeks before the deadline stipulated on the state letter
for a response to reach ICAO to allow consolidation of the same before dispatch to ICAO.
2.7 After review of amendment proposal, Chief of AELD will submit the report to the office
of the Director Flight Safety & Regulations(DFSR) with the required comments
agreements or disagreements(with due justification).
2.8 SARPs which are not acceptable / feasible to comply with shall be submitted to Director
Flight Safety & Regulation to notify ICAO as “Differences”. Primary purpose of
reporting of differences is to promote safety and efficiency in civil aviation by ensuring
that those concerned are made aware of all national regulations and practice in so far as
they differ from those prescribed in the ICAO standard. At the time of filing difference
following should be consider:
a. the situation in which compliance with an amendment is not possible because of

non-conformity with national legislation, rules & regulations;
or

b. cannot be achieved before its applicable date due to time required to amend
legislation/regulations/ANOs/guidance materials.
2.9 Chief of AELD will initiate a notification of difference with details reasons for non-
compliance or for late implementation and the anticipated schedule for compliance where
applicable.
2.10 AELD will also periodically review previously filed difference and consider their
withdrawal in light of any changes on their implementation.
2.11 Chief of AELD will track the progress of the submitted draft on introduction/amendment
proposal of ICAO annex and he will keep an “Annex Amendment Implementation
Tracking Worksheet” (mentioned in General procedure document) to track the process of
implementation of the amendment through appropriate administrative and/or legislative
means of newly adopted SARP.
2.12 It shall be ensured that the effective date of the applicability of the amendment to the
Annex is adhered.
2.13 It shall be the endeavor of AELD to incorporate amendments to the Annexes and forward
the same to Director of Flight Safety & Regulation. There should be appropriate record
for revisions duly signed by an official.
2.14 Chief of AELD will take initiative to update the concerned ANO and all the applicable
technical guidance material/documents affected by the annex amendment so that the
same is circulated to the service providers and/or operator before the applicable date.
_________________

Chapter : 16, Compliance of Civil Aviation Requirements
CHAPTER 16
COMPLIANCE OF CIVIL AVIATION REQUIREMENTS
1. INTRODUCTION
Civil Aviation Authority Act 2016 and CAR 1984 Rule No. 4 empowered Chairman,
CAAB to issue Air Navigation Orders (ANO). This chapter details the procedures that
are to be followed by Airworthiness Officials to ensure the compliance with the Air
Navigation Orders (ANO) relating to airworthiness requirements, any other related Air
Navigation Orders and Advisory Circular by the approved organization, aircraft owners,
operators and aircraft related license engineers.
2. PROCEDURE
2.1 The Chief of AELD shall form a committee/team for any sort of amendments of ANO
(AW) or any types of publications relating of Airworthiness. Committee can be formed
by sufficient number of officials as the volume of amendment / publications. As seniority
basis an official will lead this committee/team and others will be treated as member.
After completion of the prescribed tasks, head of the committee will submit it to the head
of the office after the signing of all other members on the documents.
2.2 The Chief of AELD shall arrange a discussion meeting where all officials of the AELD
and related officials of any other divisions of CAAB shall be able to furnish their opinion
on the contents of the ANO / amendment / publications. The committee may be advised
to have any sort of change from this discussion. Finally head of the office will through
the Director (FSR) to submit the contents to the Chairman, CAAB through proper
channel for approval.
2.3 Airworthiness Officials shall routinely logon to CAAB website to download ANOs and
other regulatory material and their amendments issued by Chairman, CAAB. The Interval
between two successive visits to the CAAB website shall not be more than 15 (fifteen)
days at any point of time.
2.2 On downloading ANOs / amendment the designated official shall bring it to the notice of
the Chief of AELD and circulate a copy to all the officials through a Register. All
Version:1.0, April, 2017 Page 1 0f 5 CPD-8

officials are required to study the ANO / amendment and familiarize themselves with the
requirement. Such familiarization should be completed within a fortnight of issuance /
amendment of ANO by CAAB.
2.3 Again the Chief of AELD shall arrange for an in-house discussion on the contents of the
ANO / amendment and evolve modalities for the enforcement of the requirements. The
details of compliance action to be taken by the affected organization / operator along with
the officials responsible for implementing the requirement shall be recorded on AWS-35 /
AWS-36. The above process should be completed within 4 (four) weeks of issuance of
ANO / amendment.
2.4 To ensure uniform implementation of the new requirement / amendment meeting of the
organization / operators who are required to comply with the requirements shall be
organized on the 3rd weeks of issuance of the ANO / amendment by the Airworthiness
Office.
2.5 The operators / approved organizations concerned shall indicate the compliance action
intended to be taken by them with proposed date of compliance. The contents of AWS-48
submitted by the organization shall be reviewed by the dealing official of the
Airworthiness Office and returned to the organization with necessary certification.
2.6 Quality Assurance Manager of the organization/operator shall monitor & ensure the
implementation of the requirements of ANO within the organization.
2.7 The dealing Airworthiness Official (PAI) shall physically verify the compliance action
taken by the organization to verify intended compliance.
2.8 The implementation of a particular ANO / amendment to be issued by AELD shall be
verified through surveillance inspection at the operator’s facilities.
__________________

AWS-35
CAR 1984 / ANO (AW) COMPLAINCE
PART - I (FOR OFFICE USE )
Name of the Region:

1. DOCUMENT TITLE / ANO
(AW)
2. ISSUE 3. REVISION 4. PAGE No 5. DATE 6. SUBJECT
7. REQUIRED COMPLIANCE ACTON BY APPROVED ORGANISATIONS / OPERATORS

( The action shall include Development / Amendment of Policy / Procedures / Audit check list)
8. DELIBERATION ON APPLICABILITY / IMPLEMENTATION ACTION WITH DATE
NAME OF THE OFFICER DUE DATE SIGNATURE SIGNATURE OF

ORGANISATION RESPONSIBLE WITH THE OFFICER
TO DATE AFTER WITH DATE AFTER
IMPLEMENT DISCUSSIONS VERIFYING
IMPLEMENTATION
I
II
III
IV
V
VI
VII
9. AUDIT CHECK LIST REFERENCE AND ITEM NUMBER :

AWS-36
CIVIL AVIATION REQUIREMENTS COMPLAINCE
PART - II (FOR OPERATOR / APPROVED ORGANISATION'S USE)
NAME OF THE ORGANISATION :
1. DOCUMENT TITLE / ANO
2. ISSUE 3. REVISION 4. DATE 5. SUBJECT
6. REQUIRED COMPLIANCE ACTON BY APPROVED ORGANIZATIONS / OPERATORS

( The action shall include initiation / amendment of documented organization's / procedures / Audit check list)
7. DEPARTMENTS , LOCATION AND AIRCRAFT REQUIRING COMPLIANCE ( STRIKE

WHICHEVER IS NOT APPLICABLE):
8. PROPOSED DATE BY WHICH COMPLIANCE

WILL BE COMPLETED
9. QUALITY MANAGER'S SIGNATURE WITH DATE
10. ACCEPTANCE OF THE ORGANISATION'S PROPOSAL BY AIRWORTHINESS OFFICE
_______________________ ______
Officer's Name & Signature Date
11. CONFORMATION ON IMPLEMENTATION ACTION BY VARIOUS DEPARTMENTS AND

LOCATIONS
NAME OF THE DEPARTMENT AND SIGNATURE OF THE

EVIDENCE ATTACHED TO
LOCATION / AIRCRAFT OFFICER WITH NAME DATE
CONFIRM COMPLIANCE
( IF APPLICABLE TO MORE THAN ONE) CONFIRMING
THE COMPLIANCE

II
III
IV
VI
VII
VIII
12. CONFIRMATION OF THE QUALITY ASSURANCE MANAGER ON THE IMPLEMENTATION
STATUS OF THE REGULATION /CAR IN THE ENTIRE ORGANISATION:
_____________________ ___________________ _____________ NAME

SIGNATURE DATE
13. CONFIRMATION OF THE AIRWORTHINESS OFFICER ON THE IMPLEMENTATION STATUES

OF THE REGULATION /CAR BY THE ENTIRE ORGANISATION:
EVIDENCE OF PHYSICAL
NAME OF THE DEPARTMENT VERIFICATION OF SIGNATURE OF THE OFFICIAL
AND LOCATION / AIRCRAFT COMPLIANCE WITH NAME DATE
( if applicable to more than one) ( Provide file / check list CONFIRMING THE
reference with date) COMPLIANCE VERIFICATION
II
III
IV
VI
VII
VIII
_________________

Chapter 17: WEIGHT CONTROL OF AIRCRAFT
CHAPTER 17
WEIGHT CONTROL OF AIRCRAFT
1. INTRODUCTION
1.1 This Chapter lays down the procedure to be followed for the purpose of weighing of
aircraft prior to issue of Certificate of Airworthiness or at any time when it is considered
necessary.
1.2 This Airworthiness Instruction shall be read in conjunction with ANO (AW) Chapter B.6.
2. DEFINITIONS:
Empty Weight. The measured or computed weight of aircraft excluding all removable
equipment and other items of disposable load, but including all items of fixed equipment
which is mandatory for all operations.
Weight Schedule. The document prepared in respect of an individual aircraft to provide
basic weight and center of gravity information for loading that aircraft.
Loading system. The system for ensuring that an aircraft is loading within approved
limits at all times during flight.
Operating Weight. The empty weight of an aircraft plus those items of removable
equipment and disposable load which remains constant for the type of operation being
conducted.
Removable Equipment. The items of equipment which are carried on some of the
operations but which are not included in the empty weight and which are not mandatory
for the type of operation being conducted.
3. WEIGHING PROCEDURES
3.1 Initial Weighing :
(a) All aircraft shall be weighed prior to the initial issue of a Certificate of
Airworthiness.
(b) All aircraft shall be weighed when, as a result of a modification or series of
modifications incorporated since the last recorded weighing, the following
changes have occurred in the empty weight or empty center of gravity position:
i) the empty weight has changed by more than ½ percent of the maximum all
up weight; or

ii) The empty center of gravity position has changed by more than ½ per cent
of the mean aerodynamic chord.
(c) Notwithstanding the provisions of paragraph (b) above if the Chairman, CAAB is
satisfied that adequate weight control has been maintained over an aircraft
throughout a modification or series of modifications of any magnitude, the aircraft
need not be re-weighed.
(d) Aircraft shall be weighed when in the opinion of the Chairman’s accredited
representative weighing is necessary as a result of changes in empty weight or
empty center of gravity position or for any other reason.
(e) Each aircraft shall be re-weighted at the interval specified in its CAAB approved
maintenance schedule but in no case that the interval exceeds 5 (five) years.
(f) Aircraft shall be re-weighed when it has undergone major repair / modification.
(g) Each aircraft shall be re-weighted if the calculated weight changes is greater than
± 2% of the empty weight.
4. GENERAL
4.1 Weighing of aircraft shall be carried out by the person duly approved by CAAB
authorized for the purpose. Airworthiness officials may supervise the weighing, if
considered necessary.
4.2 Aircraft shall be weighed on weighing equipment of range and accuracy acceptable to the
Airworthiness office concerned.
4.3 The owner or operator shall provide personnel and sufficient equipment to complete the
weighing satisfactorily and shall be responsible for the safety of the aircraft and
personnel during weighing.
4.4 2 (two) independent weighing shall be performed and the longitudinal datum line of the
aircraft shall be horizontal in at least one of these weighing.
4.5 Any discrepancy between the total weights as determined by the two weighing shall be
performed and the longitudinal datum line of the aircraft shall be horizontal in at least
one of these weighing.
4.6 Any discrepancy between the total weights as determined by the two weighing shall
exceed 0.2 per cent or 12 (twelve) Kg, whichever is greater. If this tolerance is exceeded
further weighing shall be performed until the total weights, as determined by two
consecutive and independent weighing, agree within that tolerance.
4.7 An ‘Aircraft Weighing Summary’ shall be completed and, after having been certified by
the person supervising the weighing, a copy submitted to the AELD for approval.

4.8 If there is any doubt regarding the accuracy of a weighing, the Airworthiness officials
may require the aircraft to be re-weighed.
5. PERSONS AUTHORIZED TO WEIGH AND PREPARE WEIGHT SCHEDULE
5.1 Authorized Person holding authorization from the CAAB on the type of aircraft having
maximum takeoff weight above 5700 kg to be weighed is permitted to weigh the aircraft
and prepare the weight schedule.
5.2 AME holding Category ‘A’ license on the type of aircraft having maximum takeoff
weight up to 5700 kg to be weighed is permitted to weigh the aircraft and prepare the
weight schedule.
6. PREPARATION AND APPROVAL OF LOADING DATA
6.1 After an aircraft has been weighed, the operator shall calculate the empty weight and
corresponding position of the center of gravity and prepare load sheet.
6.2 The Operator shall submit one copy of the load sheet to the AELD.
6.3 The approved weight schedule shall be displayed in or at permanent place in the
cabin/cockpit of aircraft.
7. FORM OF WEIGHT SCHEDULE

After the aircraft has been weighed as required, an appropriately licensed AME in
Category "Airframe" or a person approved for the purpose shall prepare a Weight
Schedule which will contain at least the following information :-
(i) Type of Aircraft;
(ii) Registration Marks and Serial No. of aircraft;
(iii) Empty weight including weight of unusable quantity of fuel and oil (Kg);
(iv) Item wise Weight and details of removable equipment (Kg) including wireless
equipment;
(v) Maximum fuel capacity (Usable) in liters and Kg;
(vi) Maximum oil capacity (Usable) in liters and Kg;
(vii) Maximum commercial weight with fuel and oil tanks full;
(viii) Maximum All up weight (as per Certificate of Airworthiness / Flight Manual);
(ix) Empty weight Centre of Gravity;

(x) Centre of Gravity Range and datum;

(xi) Maximum number of passengers;
(xii) Signature of appropriately licensed AME / Approved person;
(xiii) Date of weighing
A sample format of the Weight Schedule is enclosed as Annexure of this procedure.
8. APPROVAL BY AELD
The weight schedule after being prepared and duly signed shall be submitted to AELD
for approval the same by affixing signature and stamp of AELD officer after satisfying
himself of the procedure followed and correctness of the figures of the weight schedule.
An approved person like Accountable Manager / Quality Manager or his representative
shall be present and take the responsibility of weighing. AELD should be intimated at
least 7 (seven) days prior to the due date of weighing and may associate with the
weighing process.
9. DISPLAY IN THE AIRCRAFT AND PRESERVATION OF RECORD
A copy of the approved weight schedule must be kept in the aircraft at a suitable and
prominent place. All persons concerned directly with the loading of the aircraft shall be
duly informed of the various weight figures for exercising proper weight and balance
control of the aircraft. A copy of the weight schedule must be retained along with other
documents of the aircraft or in the aircraft logbook, till it is replaced by a fresh schedule.
10. COMPUTATION OF CENTRE OF GRAVITY

10.1 For all flights, it shall be the responsibility of the Pilot-in-Command to ensure that the
aircraft is satisfactorily loaded with respect to the total load, the distribution of the load
and proper securing of the load in aircraft (lashing of the load). The distribution of the
load shall be such that the Centre of Gravity (C.G.) position will remain within the
specified limits at the time of take off, during the progress of the flight and at the time of
landing.
10.2 In the case of scheduled operator, the responsibility for loading, lashing and computing
C.G. position, for take-off and landing phases of flight as stated in the previous paragraph
may be delegated to a person nominated by the operator, who is specifically trained and
authorized (by the operator) for the purpose. However, Centre of Gravity position
computed by the nominated person shall be signed and dated by him and the same shall
be submitted to the Pilot-in-Command of the aircraft for his scrutiny and acceptance; the
acceptance would be denoted by the pilot by affixing the dated signature.

10.3 In case a method other than the "direct calculating method" for the purpose of computing
C.G. is employed, the same shall be submitted to the Airworthiness Office for approval
before adoption.
10.4 One copy of the load sheet shall be carried on board the aircraft and one copy shall be
retained by the operator for record purposes for a period of at least 4 (four) months from
the date of issue.
11. CALIBRATION OF WEIGHING SCALES
12.1 The weighing scales used for the purpose of weighing of passenger baggage, goods etc.
shall be calibrated and certified within previous twelve months by a test facility
acceptable to the Chairman. The QCM is required to bring this requirement to the notice
of the concerned persons for compliance.
11.2 The weighing scales used for the purpose of weighing the aircraft shall be calibrated at
twelve months intervals to the satisfaction of CAAB. This requirement may be reflected
in the MCM.
13. OBSERVANCE OF SAFETY INSTRUCTIONS

13.1 The safety instructions required to be observed, as detailed in paragraph 9, 10 and 12
above, shall be observed by Pilot-in-Command of non-scheduled operators, aerial work
aircraft operators and private aircraft operators.
13.2 In the case of scheduled operators, a comprehensive manual (weight and balance) shall be
prepared which may detail the safety requirements of paragraphs 9, 10 and 12 for
compliance by the concerned staff.
_______________________

AWS-37
Issue-1
WEIGHT SCHEDULE
A/C TYPE : A/C REGN: A/C MSN :
A AIRCRAFT EMPTY WEIGHT
The above weight includes:- ( Alternately the weighing configuration
document reference may be provided)
a) Electronic compartment: Battery & radar (......kg)+ Electronic
equipment (Specify identification / Zone)(…… kg) + Flight
recorders & RA transceivers (…….kg) = ….. kg
b) Flight deck : Emergency equipment (… kg) + Seats (……kg)

= …… kg
…………kg
c) Cabin : Attendant seats (…..kg) + Passenger seats (…….kg) +
Passenger life vests (…… kg)+Partitions & carpets
(……kg)+Galley structure and fixed equipment(…… kg) +
Emergency equipment(…… kg) + Ancillary part like literature
pocket (…… kg) = …... kg
d) Additional Items: Unusable fuel (…..kg) + Oil for Engines , IDG

, and MGB / APU at normal level (…….kg )+Waste tank pre-
charge (…… kg) + Cargo nets (…… kg) = ……. kg
B WEIGHT OF REMOVABLE EQUIPMENT (Includes following items) (items that are
required to conduct any flight / mandatory equipment need not be included. Aircraft items
that may be removed for certain type of operation may be specified. )
1 Aircraft documents & toolkit ………..kg
2 Potable Water ………..kg
3 Catering removable equipment ………..kg
4 Catering Allowance …...……kg
C Weight of wireless equipment that are not included in the empty …...……kg
weight at ‘A’
D SUMMARY OFWEIGHT AND C.G
1 Maximum All Up Weight / Maximum take off weight ( MTOW) …...……kg
( Refer to………………..)
2 Weight of Crew members + Baggage (85 Kg per crew) (…. …...……kg
Crew + … Cabin attendants)
3 Dry Operating Empty Weight ( A+B+C+D2) …...……kg
4 Maximum Usable Fuel Quantity ( ………. Ltrs) (Sp. Gravity = …...……kg
……………kg/l)

5 Maximum Pay Load with fuel tanks full [D1-(D3+D4)] …...……kg

6 Maxim um Zero Fuel Weight (MZFW) …...……kg
7 Maximum Aircraft Landing Weight (MLW) …...……kg
8 Maximum Number of Passengers
9 Datum is located at ………. meters forward of ……………..
10 Empty Weight CG ………….. meters aft of datum.(C G =
………. % MAC)
11 Dry Operating weight CG …………… meters aft of datum. (
CG = …………. % MAC)
12 Dry Operating weight Index =
13 C G range :
FWD CG Limit for flight: ……..% MAC ; As per FM section
………………
AFT CG Limit for flight : % MAC ; As per FM section
…………….
14 Aircraft was weighed on ………………… at ……………..…
Prepared _________________________ Approved ________________________

by ( ) by ( )
Name & Designation Name & Designation
Approval No:
____________________

Chapter : 18, Approval of Special Operation
CHAPTER 18
APPROVAL OF SPECIAL OPERATIONS
1. INTRODUCTION
1.1 To give effect to the Rule-107 and 161 of CAR 1984 the operator has to acquire CAAB
approval prior to operating its aircraft in conjunction with special operations such as
ETOPS, MNPS, RVSM, RNAV, RNP, and Cat I / II / IIIA / IIIB / IIIC. The different
Chapters of ANO (AW) which lay down the requirements and procedures to be followed
for approval of these special operations are given below:
(a) ANO (AW) Chapter E.5: Airworthiness, Maintenance and Operational
requirements for Extended Range with Twin Engine Operations (ETOPS)
Aeroplane for Commercial Air Transport Operations.
(b) ANO (AW) Chapter E.10: Requirements for Airworthiness approval of
Navigation equipment for operation of aircraft in Minimum Navigation
Performance Specification (MNPS ) airspace.
(c) ANO (AW) Chapter E.11: Implementation of Reduced Vertical Separation
Minimum (RVSM).
(d) ANO (AW) Chapter E.12: Aircraft Airworthiness, Operational and Flight Crew
Training Requirements for Required Navigation Performance (RNP) / Area
Navigation (RNAV).
1.2 This chapter should be read in conjunction with the above Chapter of ANO (AW) as the
airworthiness / operations requirements and procedure for grant of approval for above
operations are detailed in these Chapters.
2. PROCEDURE
2.1 Application for approval for special operations shall be submitted to the AELD along
with paragraph wise compliance of the ANO (AW) related to the Airworthiness and
Operation. The supporting documents confirming compliance with requirements of ANO
(AW) shall also be enclosed by the concerned operator seeking approval.
2.2 AELD shall scrutinize the application from airworthiness point of view and after having
satisfied with the ANO (AW) compliance shall submit the application to the assigned
FOI on file for scrutiny of the documents from operational angle.
2.3 Any deficiency noticed during scrutiny either by Airworthiness or FOI shall be referred
to the operator through Quality Assurance Division of operator for corrective action.

Chapter : 18, Approval of Special Operation
2.4 Final approval after satisfactory scrutiny both by Airworthiness officers and the assigned
FOI shall be issued by the Chairman, under intimation to AOC section of FSR for
endorsement in the AOC and to Airworthiness Division.
3. RESPONSIBILITIES
3.1 The following Division of FSR will be involved in the certification/approval of special
operations:
Process Division of FSR

Scrutiny of application from Airworthiness Airworthiness & Engineering Licensing
aspects including continued airworthiness Division (AELD)
as per the ANO (AW).
Scrutiny of application from Operational Assigned Flight Operations Inspection

aspects as per the ANO (OPS). Division.
Conveying approval to the operator. AELD
Endorsement in Operations specification of AOC Section
the Air Operators’ Certificate (AOC).
Advising the Monitoring Agency for Asia AELD
Region (MAAR) and applicant when
approval is granted or withdrawn (Only for
RVSM approvals).
4. EXCEPTIONS FOR SCRUTINY BY FOI FOR RNAV / RNP1 / RNP5 / RNP10 /

RVSM APPROVAL
4.1 Whenever an additional aircraft is added by an operator to their fleet that already has
such approvals, the same may be granted for the additional aircraft by the AELD without
referring to FOI for comments from operational aspects. AELD will however scrutinize
the documents from airworthiness aspects before grant of approval.
5. REQUIRED QUALIFICATION FOR AELD INSPECTORS APPROVING

SPECIAL OPERATIONS
5.1 As prerequisite, Airworthiness Inspector is required to be received required specialized
training on special operation of specific type of aircraft for approving the special
operation such as ETOPS, MNPS, RVSM, RNAV, RNP, CAT I / II / IIIA / IIIB / IIIC
etc. Operator shall arrange of specialized training for Airworthiness Inspectors prior to
applying for the approval of special operations.
______________________

Chapter 19 : Scrutiny of Manuals Related To Mainance
CHAPTER 19
SCRUTINY OF MANUALS RELATED TO MAINTENANCE
1. INTRODUCTION
1.1 This chapter provides guidelines with regard to scrutiny for approval of Operator’s /
AMO’s Quality Manual / Maintenance Organization Exposition / Maintenance
Procedures Manual / Maintenance System Manual of an organization seeking approval
from CAAB. These guidelines provide an acceptable means of preparing Manuals
keeping in view the applicable Civil Aviation Rules and Airworthiness Requirements.
1.2 These guidelines and procedures are promulgated in the interest of standardization of
contents of manuals prepared and submitted by the operators / aircraft maintenance
organizations seeking CAAB approval for maintenance of aircraft, aircraft components
and items of equipment. Rule 192 (1), (2) and (3) of CAR 1984, Section-3.3.3 of ANO
(AT) A-2, Section-1.1 and 1.2 of Chapter B.15, Section-8 of Chapter B.8 and Section-4
of chapter C.2 of ANO (AW) stipulate requirements for having approved manuals, as
referred above, which will be necessary for the guidance of the individual working in an
organization and for proper functioning of the Quality system.
1.3 This chapter shall be read in conjunction with the ANOs (AW) referred above.
2. PROCEDURE
2.1 It is the responsibility of the Accountable Manager of the organization and the Quality
Manager, to ensure that the Manuals describing the working of Quality System are
submitted to the AELD for scrutiny and approval. Preparation of these manuals shall be
taken up along with setting up of the facilities to avoid any delay in complying with the
requirements. Preferably, these manuals shall be submitted, well in advance, as AELD
will need at least 30 (thirty) days to review the documents / manuals to enable the AELD
to offer their comments and suggestions for improvement of the Manuals. It will be the
responsibility of the
Accountable Manager to nominate suitably qualified and experienced person as per
CAAB requirements, who may be approved to function as Quality Manager and to liaise
with the AELD for finalizing the Manuals.
2.2 The wordings of the Manuals shall be in an unambiguous language to obviate any chance
for misinterpretation. The contents of the manual shall be consistent with the Civil
Aviation Rules, ANOs, other requirements issued by CAAB from time to time and shall
also contain each and every aspect of the procedures adopted for inspection, and
certification and maintenance related activities. These manuals once approved by CAAB,

will be binding on the organization to adopt the procedures given in the manuals and no
deviation is permissible unless approved by CAAB and incorporated in the manuals
referred above.
2.3 The manuals shall have preamble, describing the purpose and use of the manuals.
Amendments and review procedures of the manuals also shall be reflected along with
amendment record sheet, duly attached at the beginning of the manual.
2.4 The contents of manuals should be as per Appendix ‘1’ of Chapter C.1, Appendix ‘1’ and
‘2’ of Chapter C.2, Appendix ‘2’ of Chapter C.3 and section-8 and Appendix ‘2’ of
Chapter B.15 of ANO (AW) in respect of organizations seeking approval under Rule 190
of CAR 1984 and Section 1.1 of Chapter C.2 of ANO (AW).
2.5 Officers scrutinizing the manuals MCM and MPM / MOE should ensure that the contents
and information is complete, clear and concise as complied with Checklists for MCM &
MPM / MOE which are recognized documents of Operator and AMO respectively.
3. FORM OF MANUAL
3.1 The manuals may consist of one or more volume and should be of “loose leaflet form”
with each page bearing the page number, the number of part, chapter or section and date
of latest issue.
3.2 The manuals shall contain a satisfactory method of identifying revisions and amendments
since last issue of the page concerned (List of effective pages).
3.3 The manuals shall have provision for indexing the contents and for recording revisions,
amendments etc.
3.4 As these manuals are termed controlled documents, there should be a distribution list
bearing controlling copy number of each copy holder, method of distributing
amendments to the manual and ensuring that individual copy holder received the
amendment and duly incorporated in the manual.
4. APPROVAL OF MANUALS
4.1 The Director (Flight Safety and Regulations) shall approve these manuals or subsequent
revisions / amendments.
4.2 Approval of manuals is signified by stamping the List of Effective Pages along with the
approving officer’s signature and date.
5. TECHNICAL LIBRARY
Airworthiness & Engineering Licensing Division (AELD) has a Technical Library which
is under the responsibility of Deputy Director (AELD).

5.1 For approval of the manuals of operator, AELD will maintain the latest copies of the
manufacturer’s manuals. AELD will collect the manuals from the manufacturers’ either
in soft copies or Hard copies as mentioned in the Appendix-1 of ANO (AW)
Chapter-A.1.
5.2 AELD has web access of the manufacturers’. If the manufacturers’ have the
system of providing technical manuals through web based system, AELD
collects the manuals from there. AELD will contact with manufacturer for the
accessibility, if there is no access for the same. Web site access is distributed
to the concerned airworthiness officials of AELD.
5.3 As per ANO(AW) Chapter A.1, the operators have the responsibilities to
provide with the updated copies of the manufacturers’ technical manuals.
During induction of new aircraft to operator’s fleet, AELD will ensure that the
operator submit latest copies of the manuals mentioned in Appendix -1 of ANO
(AW) Chapter A.1.
5.4 Moreover, to keep the manuals updated of the technical library of AELD, an
Airworthiness Official is assigned by DD(AELD). Accordingly the assigned official will
perform the followings:
(a) Access to the manufacturer’s web site for update / revision of manuals on weekly
basis which will be recorded in a register and the related manuals will be updated.
(b) Inform the operator to provide / update copy of the latest revision of the manuals
of her fleet available with AELD on quarterly basis which will be cross cheeked
with item (a) above;
(c) Maintain a register of all the manuals including location of the manuals and
inform the update to all Airworthiness officials;
(d) Look for the latest status of the ADs applicable to the Bangladesh registered
aircraft from FAA / EASA website on weekly basis and take a print out.
Applicable ADs are to be printed and communicated to the concerned operator
for compliances. ADs / SBs compliances are to be checked through surveillance
of operator by Concerned AELD Officials.
5.5 Manuals will be kept in the different rooms of AELD section in secured arrangements. It
will be ensured that all Airworthiness officials have access to these technical manuals at
all times.

AWS-38
Issue-1
Appendix-1
gh54654646541111
CIVIL AVIATION AUTHORITY OF BANGLADESH1CL-AW-07
MAINTENANCE PROCEDURE MANUAL CHECKLIST
Company Name:
Instructions for use:
This document is used by Airworthiness inspector as a checklist to assist with the MPM review
prior to approval.
Sl. Checklist Item Yes No Remark

No
1. Table of Contents
• Sections
• Descriptions
• Page number
2. AMO name and identity

• Legal
• “Doing Business As” (D.B.A.)
3. AMO description
• Corporate office location
• Size
• Number of employees
• Facilities (general description)
4. Scope of work
• Ratings (Aircraft, Engine, Structures, etc)
• Scope (All non-specialized work, PT6
series, sheet metal structures, etc)

5. Compliance Statement (Manual certification)

Appropriate certification statement confirming that
the MPM and any incorporated document identified
there in reflect the AMO certificate holder's means
of compliance with BCAR
• Signed by certificate holder
• Provision for Transport Canada approval signature
6. Amendment distribution and control

• Amendment procedures
• Distribution
• Method to ensure that each copy of the
MPM is amended within 30 days of approval
7. List of Effective Pages

• Identify each page of the MPM
• Identify the amendment status of each page by date
and/or revision number
8. Manual Distribution
• Name or title of each person who holds a copy
• Method of control (i.e. serial number)
9. Assignment of Responsibility
• Name and title of person (i.e. Org chart)
• Details of assigned functions
10. Maintenance standards

• Details of any standards other than manufactures
recommendations
11. Regulatory and Technical Information

• List of regulatory and technical data available
• Description of how the company ensures
that appropriate information is available when and
where needed

12. Technical records

• Maintenance record keeping method
• Recording of defects
13. Maintenance and retention of technical records

• Description of record keeping system
• Types of records kept
• Records must be retained for at least 2years
• Security of electronic recording keeping system, if
used
14. Maintenance process control

• Description of task tracking to ensure that
all work is completed before the maintenance release
is signed
• List of company forms, if used
15. Quality Assurance Program

• Description of QA program
• Internal and external audit frequency
• Recording findings and corrective actions
• Implementing corrective actions
• Follow-up actions to ensure effective corrective
action
• Carry over results to the training program for
employee update training
16. Parts and Materials

• Receiving inspection
• Storage of parts and materials
• Documentation verification
• Description of undocumented parts program, if
applicable
17. Authorized signatures

• List of authorized persons

• Method of controlling signatures (ACA number,
sample signatures, electronic signatures, etc)
• List of personal authorizations (ratings, limitations,
etc)
• Authorization effectivity dates for each person
18. Non-destructive testing

• NDT methods
• Persons trained and authorized
• Personal qualifications
19. Organization overview

• Details of the scope of work listed on the AMO
certificate
20. Aircraft Certification Authority and/or Shop

Certification Authority (ACA/SCA)
• Description of required training
• Personal qualification assessment
21. Training and training records

• Initial training
• Update training
• Additional training
• Human factors training
• Method of evaluating the training for each
individual (written or oral examinations, practical
tests, etc)
• Training cycle
• Record keeping for training
22. Personal records

• What records are kept
• Must be retained for two years
• A copy must be given to each employee

23. Level of work

• Breakdown of work done at each facility
• Contractual arrangements for external facilities
such as hangers, etc
• Provisions for work carried out at locations where
facilities are not available
24. Maintenance arrangements

• Method of controlling work performed by sub-
contractors
• Supervision of work
• Certification of work
• QA procedures
25. Service difficulty reporting

• Description of what is to be reported
• Reporting method
• Person responsible for reporting system
26. Calibration of tools and equipment

• List of calibrated tools
• Method of controlling calibration schedule

AWS-39
Issue-1
CHECK LIST FOR APPROVAL OF MCM
Sl. No. Description Remarks

Section 1 - Table of Contents
1. A concise breakdown of the contents of each section
shall be provided, including:
(a) Foreword by CEO;
(b) Title of each Section and sub-section;
(c) Appendices and their contents; and
(d) List of effective pages.
Section 2 – Introduction
2. (a) Amendment procedures for the manual.
(b) Copy of the Air Operator Certificate issued by the
CAAB.
(c) A general description of the scope of work authorized
under the organization’s terms of approval.
(d) Location of main operational base(s) mentioning
specific type of Checks and/or maintenance carried at
outstations.
Section 3 – Structure of the Organization
3.1 A statement signed by the CEO confirming that the manual
defines the organization’s procedures and associated personnel
responsibilities and will be complied with at all times.
3.2 A brief description shall be given of the organizational structure,
including a management organization chart depicting the lines of
responsibility. The names and terms of reference of the
Engineering Executives and the supervisory engineering
personnel including the nominated senior person(s)
responsible for ensuring compliance with the requirements of this
order.
3.3 Notification procedures to the Chairman regarding changes to the
organization’s activities / approval / location / personnel.
3.4 Liaison or contractual arrangements with other organizations

which provide services associated with the approval.

Section 4 – Personnel and Training

4.1 Personnel: The total number of engineering staff for each
separate facility shall be provided, including Line Maintenance,
Central Engineering (engineering development), Technical
Library, Quality Assurance/Control, Engineering Planning &
Records and Stores etc.
4.2 Training: Details of training provided by the organization to
the staffs after initial induction including recurrent training to
ensure the continued competence of maintenance personnel,
particularly to account for any changes in equipment, maintenance
techniques and procedures.
4.2.1. A description of the procedures used to establish the competence
of maintenance personnel to the level acceptable to the Chairman
for granting Inspection Authorization under the ANO (AW) C.8.
Section 5 -Maintenance & Engineering Control and Support
5.1 Control and Support Procedures- A description of the
organization’s procedures such as those given below shall be
included:
(a) Completion of worksheets, including the transfer of defects to
additional worksheets, the control of additional worksheets,
the final collection of the worksheet package, its return to the
records section and action to be taken in respect of carry
forward tasks not completed during the particular inspection,
check or other maintenance task.
(b) Procedures to be adopted during shift change over to ensure
continuity of inspection.
(c) Labeling procedures, including the use of serviceable,
unserviceable and repairable labels, and their certification and
final disposal after installation. Also, labeling procedures for
components which are serviceable but have "Part Life" only.
(d) Clearance of defects in aircraft maintenance logs
(AML), certification, recording of batch numbers of the items
replaced and for which worksheets are raised, cross referencing to
AML entries to the worksheet, and procedures for transferring
a c o m p o n e n t from one aircraft to another.
(e) Guidance relating to the procedure for carrying forward of
reported defects under the approved MEL and their subsequent
clearance, including notification of aircraft serviceability s t a t u s
f r o m l i n e s t a t i o n s t o m a i n b a s e (where applicable).
(f) Availability of manufacturers’ service b u l l e t i n s a n d
service letters to staff including updating procedures.
(g) Repair procedure.
(h) Procedures for compliance with an operator’s aircraft
maintenance program / schedule.

(i) A description of the procedure for preparing the maintenance

release and the circumstances under which the release is to be
signed.
(j) Airworthiness directives compliance procedure.
(k) Maintenance documentation i n use and completion of the

same.
(l) The system used for highlighting repetitive defects and the
system for mandatory occurrence/defects reporting.
(m) Procedures for g r a n t i n g e n g i n e e r i n g c o n c e s s i o n
a n d exemption.
(n) Precautions to ensure that all aircraft are checked on completion
of any work or maintenance checks for loose tools,
miscellaneous items such as split pins, rivets, nuts, bolts, and
foreign objects in general.
(o) Acceptance of tools and equipment.
(p) Calibration of tools and equipment
(q) Use of tooling and equipment by staff (including alternate
tools).
(r) Return of defective aircraft components to store.
(s) Reference to specific maintenance procedures such as:
(i) Engine running procedures;
(ii) Aircraft pressurization checks procedures;
(iii) Aircraft towing procedures;
(iv) Aircraft taxing procedures.
(t) Sub-contract procedures.
Section 6 - Technical Records
6.1 Procedures for the following shall be described:
(a) A description of the method used for the completion, retention
and control of t h e maintenance/ technical records.
(b) The records shall show that all requirements for signing of the
maintenance release required under the ANO (AW) B.3/B.3A
have been met.
(c) Compliance with the requirements of the approved Maintenance
Schedule, e.g. maintenance check periods, component overhaul
life control, calibration checks and record of landings.
(d) Ensuring that only Work Cards or equivalent systems reflecting
the latest amendment standard are issued. (If necessary, an
explanation of the Work Cards system or equivalent system in
use should be included. Where Continuation Sheets are used as

an extension of Work Cards, an explanation of that system shall

be provided).
(e) The compilation of Technical Log pages and the necessary action
to be taken in respect of defect pages and carry forward sheets.
(f) Maintaining current entries in log books.
(g) Control a n d calling u p o f A i r w o r t h i n e s s Directives,
Mandatory Modifications and Inspections.
(h) Procedures for handling of defects arising during line
maintenance.
(i) Control of computerized maintenance record systems
(j) Housekeeping o f records f o r t h e m i n i m u m p e r i o d a s
required under the ANO (AW) B.4.
Section 7 - Technical Publications
7.1 The person(s) responsible for the general administration and
periodic supervision of technical publications shall be specified
and named.
7.2 The system for maintaining a register of the required or
otherwise important manuals within the
organiz at ion , their locations and current amendment status
shall be described.
7.3 The system for notification of the receipt, and for the
dissemination of information contained i n service bulletins,
technical bulletins etc. within the concerned department/section
of the Operator /AMO shall be described with particular
reference to route stations.
7.4 A description of the procedure for receiving, amending and
distributing within the organization, all necessary
a i r w o r t h i n e s s d a t a from t h e t yp e cert i fi cat e holder or
type design organization as required under the ANO (AW) A.1.
Section 8 – Storage Procedures
8.1 The responsibility f o r running st ores on a day-to-day basis
shall be described, including provision for periodic supervisory
checks on storage conditions and procedures.
8.2 Supplier evaluation procedure
8.3 Stores procedures shall be described and shall include:
(a) The procedures for checking incoming components, materials
and items for conformity with the Purchase Order, release
documentation and to ensure that the shipments are received
from approved outside source/contractors.
(b) Storage, labeling/tagging and release of aircraft
components and material for aircraft maintenance.
(c) The batching of goods and identification of raw materials. The
acceptance of spares having limited allowable shelf life

including materials and consumable products must be identified

and controlled.
(d) The internal release procedure to be used when components

are to be forwarded to other locations within the
organization.
(e) The procedure to be adopted for the release of goods or
overhauled items to other organizations, which shall also include
items being sent to other local or foreign organizations for
rectification or calibration.
(f) The procedure for requisitioning tools and the system for
ensuring that the location of tools is known at all times.
(g) Control of defective components sent to outside contractors
for overhaul etc.
Section 9- Mandatory Occurrence Reporting
9.1 A description of the procedures in respect of aircraft of over
5700 kg maximum certificated take-off mass (MCTM), whereby
information on faults, malfunctions, defects and other
occurrences which cause or might cause adverse effects on
the continuing airworthiness of the aircraft is transmitted to the
organization responsible for the type design of that aircraft
and to the operator’s airworthiness authority as required under
the ANO (AW) B.5 shall be described.
Section 10 - Authorized Maintenance Signatories
10.1 This section shall contain a list of the authorized signatories
for each of the followings:
(a) Maintenance Release.
(b) Certificate of Fitness for Flight.
(c) Application for issue of C of R and C of A.
(e) Application for renewal C of A.
(d) Application for engineering dispensation/ concession.
(f) Approval of aircraft weighing report and weight &
balance schedule.
(g) Any other subjects as may be necessary.
10.2 The procedures whereby a signatory gains access to
maintenance records, technical logs and, if applicable, the
aircraft, shall also be detailed.
Section 11 - Operational Bases and Route Stations
11.1 In respect of the operational base and each route stations, the
following details shall be provided:

(a) Name and address of operational base, which must be in

Bangladesh and where the aircraft will generally be
available for inspection by CAAB.
(b) Name and address of each route stations.
(c) Name of Aircraft Maintenance Engineers,
endorsements by category, type rating or other approval,
posted in the Operational base and route stations.
(d) Name of personnel holding Inspection

Authorization who are authorized to perform or certify
engineering functions on airframe, engine, electrical,
instrument, or avionics systems, listing specific
authorization by type.
(e) Name of other engineering personnel.
(f) List of facilities available such as stores,
offices.
(g) A list of test equipment, special tools and equipment
by aircraft type.
(h) A l i st of manuals and technical information available
by aircraft type and regulatory documents.
(i) The scale of spares and aircraft ground servicing equipment
available at each location.
(j) The identity of the department or person responsible for
making periodic checks from the main base to ensure that
requirements for the operational base or route station are
maintained.
(k) Details of procedures for the line stations (if applicable) for
guidance of the technical personnel and compliance with
airworthiness requirements in respect of the followings:
(i) Control of aircraft components, tools, equipment,
etc.
(ii) Procedures r e l a t e d t o servicing/ f u e l l i n g /de-
icing etc.
(iii) Control of defects and repetitive defects.
(iv) Procedures for pooled parts and loan parts.
(v) Procedures for return of defective parts

removed from aircraft.

(vi) Procedures for the care and maintenance of
cargo containers.
Section 12 – Quality Control and Assurance Systems
12.1 The quality control and assurance systems of the Organization
shall be described in accordance with the guidelines given in the
Appendix-2 of this Order.
12.2 Organization of the Quality Control and Assurance
Department.
12.3 Terms of reference and responsibility of the QC & QA Staffs.
12.4 Quality audit procedures of the organization.
12.5 Qualification r e q u i r e m e n t s a n d t r a i n i n g procedures o f
personnel of the AMO including the QA personnel.
12.6 Records of the delegated appropriate person(s) and
Authorized Signatories which includes:
(a) Quality audit personnel.
(b) Type rated AME license holders
12.7 Aircraft or aircraft component maintenance tasks exemption
process control.
12.8 Concession c o n t r o l f o r d e v i a t i o n f r o m
o r g a n i z a t i o n s ’ procedures.
12.9 Quality audit remedial action procedure.
Section 13 Checks on airworthiness data for :
13.1 Adequacy of aircraft manuals and other technical information
appropriate to each aircraft type, including engines, propellers
and other equipment, and the continuing receipt of revisions and
amendments. Availability of continuing airworthiness data, e.g.
airworthiness directives, life limits etc;
13.2 Assessment of manufacturer’s service information, determining
its application to aircraft types maintained and the recording of
compliance or embodiment;
13.3 Maintenance of a register of manuals and technical literature
held within the organization, their locations and current
amendment status;
13.4 Assurance that all the organization’s manuals and documents,
both technical and procedural, are kept up to date
13.5 The adequacy of stores and storage conditions for rotatable
components, small parts, perishable items, flammable fluids,
engines and bulky assemblies in accordance with the
specifications adopted by the organization;

13.6 The procedure for examining incoming components, materials

and items for conformity with purchase/ work order, release
documentation and procurement from sources approved by the
organization;
13.7 The “batch recording” of goods received and
identification of raw materials, the acceptance of “Part Life”
items into stores, requisition procedures for issue of items from
stores;
13.8 Labeling procedures, including the use of serviceable/
unserviceable/repairable labels and their certification and
final disposal after installation, and labeling procedures for
components which are serviceable but “Part Life” only;
13.9 The internal release procedure to be used when components are
to be forwarded to other locations within the organization;
13.10 The procedure to be adopted for the release of goods or
overhauled items to other organizations (this procedure should
also cover items being sent away for rectification or
calibration);
13.11 The procedure for the requisitioning of tools together with
the system for ensuring that the location of tools, and their
calibration and maintenance status, is known at all times;
13.12 Control of shelf life and storage conditions in the stores;
13.13 Control of the dispensing of standard parts, identification and

segregation
Section 14-Checks on maintenance facilities for:
14.1 Cleanliness, state of repair and correct functioning of hangars,
hangar facilities and special equipment and the maintenance of
mobile equipment;
14.2 The calibration and maintenance of tools and measuring
equipment; and
14.3 Environmental controls and Ergonomics aspects of the shops,
stores and other facilities.
14.4 Checks on the organization’s general airworthiness
control procedures for:
14.5 Implementing the requirements of airworthiness directives,
modifications and inspections and special aircraft fleet checks
instituted in response to service difficulties, occurrences etc.;
14.6 Monitoring the practices of the organization in respect of
scheduling or pre-planning maintenance tasks to be carried out
in the open air and adequacy of the facilities provided;
14.7 Operation of the system for service difficulty reporting required
by the Chairman;

14.8 Authorization of personnel to issue maintenance releases in

respect of inspections and maintenance tasks; the
effectiveness and adequacy of training, including continuation
training and the recording of personnel experience, training
and qualifications for grant of authorization;
14.9 The effectiveness of technical instructions issued to

maintenance personnel;
14.10 The adequacy of personnel in terms of qualifications, numbers

and ability in all areas required to support the activities
included in the approval granted by the Chairman;
14.11 The efficacy and completeness of the quality audit
program;
14.12 Maintaining logbooks and other required records and ensuring
that these documents are assessed and preserved in
accordance with the requirements of the Chairman;
14.13 Ensuring that major and minor repairs are only carried out in
accordance with approved repair schemes and practices;
14.14 Compliance with the requirements of the approved Maintenance
Schedule/ Program, including maintenance / inspection periods,
component overhaul/ test/ calibration control, records of cycles/
landings etc. and for granting concession and exemption.
14.15 Control of sub-contractors;
14.16 Control of activities sub-contracted to it, such as management of

the operator’s maintenance program.
Section 15-Checks on SMS system
15.1 QA system to monitor compliance with adequacy of
maintenance procedures and implementation of SMS.
(a) Safety Policy And Objectives
(b) Safety Risk Management
(c) Safety Assurance
(d) Safety Promotion
Section 16-Quality System
16.1 Established Quality system, Quality manager and feedback
system to accountable manager
16.2 Quality system includes at least
1. Monitoring of activities as per the approved procedure in this
Sub-part.
2. Monitoring contracted maintenance is carried out IAW with
the contract.
3. Monitoring continued compliance with this Part
16.3 Records are kept for 2 years
16.4 Quality system could be combined with that of another Part (Eg.
Part 145)
16.5 The quality system in this part be an integral part of operators
quality system
16.6 If the Organization does not have the privilege to issue or
recommend ARC, quality system may be replaced by regular
organizational reviews
Section 17-Quality System Procedures
Continuing airworthiness quality policy, Plan and audit procedure
17.1
Monitoring of continuing airworthiness management activities
17.2
Monitoring of the effectiveness of the maintenance programs
17..3
Monitoring that all maintenance is carried out by an appropriate
17..4
maintenance organization
Monitoring that all contracted maintenance is carried out in
17..5 accordance with the contract including sub contractors used by
the maintenance contractor
17..6 Quality audit personnel.
Section 18 - Appendices to the Manual
18.1 The following shall be included as an Appendix to the
Manual:
(a) A list of senior engineering personnel and specialists, and

their qualifications.
(b) A list of Aircraft Maintenance Engineers, including details
of their endorsements in respect of the aircraft type(s)
included in the company approval.
(c) A list of special tools and test equipment appropriate to
each aircraft type, including engines and propellers.
(d) A list of aircraft manuals and other significant
technical data appropriate to each aircraft type.
(e) Specimens of maintenance documentation including,
but not limited to the followings.
(i) Work Order including content list;
(ii) Routine task card;
(iii) Non-routine card (NRC);
(iv) Supplementary (Continuation) work sheet;

(v) Serviceable Tag;

(vi) Un-Serviceable Tag;
(vii) Component Hold Tag;
(viii) AD Evaluation form;
(ix) SB Evaluation form;
(x) Inspection Order;
(xi) Modification Order;
(xii) Repair Order;
(xiii) Aircraft Maintenance Log page;
(xiv) Acceptable Deferred Defect Page;
(xv) Quality Surveillance report;
(xvi) Technical Delay report (Scheduled operator only);
(xvii) Quality control audit check lists (various); (xviii)
Component History Card;
(xix) Scheduled Line Maintenance Check (Inspection)
control card;
(xx) AD Compliance control card;
(xxi) Index for all control cards;
(xxii) Bonded store receipt register;
(xxiii) Calibration sticker;
(xxiv) Calibration control card;
(xxv) Task feasibility assessment report; and
(xxvi) Any other forms as may be applicable
________________________________
Signature of the Airworthiness Inspector

Chapter 20: ISSUE / VALIDATION / ACCEPTANCE OF TYPE CERTIFICATES
CHAPTER-20
ISSUE / VALIDATION / ACCEPTANCE OF TYPE CERTIFICATES
1. INTRODUCTION
1.1 The certification process begins when the organization responsible for the type design of
a new aircraft or component design submits an application (along with required drawings)
to the Airworthiness & Engineering Licensing Division (AELD). In the case of
Bangladesh, no Type Certificates are issued by the Civil Aviation Authority of
Bangladesh.
2. VALIDATION/ACCEPTANCE OF A TYPE CERTIFICATE
If an aircraft has been designed, constructed and type-certificated in another State, the
certification process generally reduces to one of examination of the type design record and
the certification documents held by the State which initially certificated the aircraft (State
of Design). The examination normally includes:
(a) an assessment of the adequacy of the code of design standards applied and their
amendment status to ensure that no hazardous characteristics exists in the design and
construction of the aircraft;
(b) an assessment of acceptability of any waivers or variations granted by the State of

Design;
(c) an assessment of suitability of any special conditions specified and certified by the State of
Design; and
(d) an assessment of adequacy of type design in regard to specified requirements, operating

conditions and airworthiness philosophies of the importing State.
3. THE RESPONSIBILITIES OF THE AELD.
3.1 In full recognition of all of the above matters, the AELD should ensure should ensure that:
(a) the applicant has received proper notification of any special conditions to be met (and the
assessment of their compliance) and the airworthiness documents (design data, flight manual,
etc.) to be lodged for acceptance of the aircraft type in the importing State;
(b) the State of Design has certified that the product has been examined, tested and found to meet
the applicable aircraft noise and engine emissions requirements including any other
requirements the CAA has prescribed for that type of aircraft;

Chapter 20: ISSUE / VALIDATION / ACCEPTANCE OF TYPE CERTIFICATES
(c) the applicable airworthiness requirements of the State of import or the applicable
airworthiness requirements of the State in which the product was designed and any other
special requirements the CAA may prescribe has been complied with;
(d) the applicant has submitted the Type Design Record (see paragraph 2.4 of the ICAO
document 9760) and the Type Certificate Data Sheet (see paragraph 2.7 of the ICAO
document 9760 ) concerning aircraft in the form prescribed by the CAA;
(e) the manuals, placards listing and instrument markings required by the applicable
airworthiness and noise requirements are presented in the language prescribed by the CAA;
and
(f) where applicable, a copy of the master minimum equipment list (MMEL) is included.

Chapter 21: ENFORCEMENT ACTIONS
CHAPTER 21
ENFORCEMENT ACTIONS
1. INTRODUCTION
1.1 Section-5 of The Civil Aviation Ordinance, 1960 empowers CAAB to grant license /
approvals / authorizations for inspection and certification to such persons who are
engaged in maintenance of aircraft / engine / aircraft components or item of equipment.
The Airworthiness Division of CAAB is vested with the responsibility of carrying out
spot checks / surveillance / investigation of incidents to ensure that the maintenance is
carried out in accordance with Civil Aviation Rules’ 1984, Civil Aviation Requirements,
various directives issued by CAAB from time to time and manufacturer's requirements so
that safety is not compromised. While carrying out surveillance, spot checks and
investigation of incidents, if violation of any requirements which could affect safety is
observed, necessary action is required to be taken by CAAB against the erring personnel
as a deterrent to obviate recurrence of similar violation.
1.2 As per Rule-10 of CAR 1984 Chairman may cancel, suspend or endorse any license,
approval or certificate of competency granted under this rule where it is satisfied that –
(a) the holder has performed work or granted a certificate in respect of work which
has not been performed in a careful and competent manner or;
(b) the holder has signed a certificate in respect of any matter which he is not licensed
to deal with; or
(c) it is undesirable for any other reason that the holder should continue to exercise
his privileges granted under this rule.
1.3 Without prejudice to the provisions of any rules, Chairman may, after giving a show
cause notice to an organization or a person and after making such inquiry as he may deem
fit, cancel, suspend or endorse any authorization or approval or issue a warning, or an
admonition to the Organization or the person, where he is satisfied that:-
(a) the conditions stipulated by the Chairman under the airworthiness requirements
are not being complied with;
(b) the organization or the person has performed work or granted a certificate in
respect of work which has not been performed in a careful or competent manner
or has performed work beyond the scope of it or his approval or failed to make
proper entries and log books thereof or for any other reason considered by the

Chairman as sufficient to cancel, suspend or endorse an authorization or approval

granted under the foregoing rule or to issue a warning or an admonition.
1.4 This chapter details the procedure to be followed for taking disciplinary action so as to
ensure that proper legal procedure is followed and CAAB actions stand the scrutiny of
any Court of Law.
2. PROCEDURE
2.1 Any prima-facie violation of CAAB requirements / manufacturer’s instructions
committed by a licensed Aircraft Maintenance Engineer authorized or approved person
detected during spot checks / surveillance / investigation of incidents shall be investigated
by the Airworthiness office. Usually the operators also investigate the lapses and takes
action against their erring employees. Notwithstanding such investigation by the operator,
independent investigation should also be carried out by Airworthiness official(s). The
officer is required to carry out the investigation in a careful and diligent manner so that
his views are not influenced by any means such as investigation report of the operator,
personal relationship etc.
2.2 Upon completion, the investigating officer shall prepare and submit a detailed
investigation report along with supporting evidence / documents. The report submitted by
the investigation officer should be examined by senior officers and submitted to the Chief
of AELD. The report should always be submitted on specific file with proper file noting
and the senior officers should record their views on file. The Head of office should decide
whether punitive action is warranted against erring person, depending on the nature of
lapses / violation of rules etc.
2.3 If punitive action is required for the lapses in accordance with Rule-333 of CAR 1984,
the concerned person shall be issued with a show cause notice. A copy of the
investigation report seeking his explanation for which he has been considered
blameworthy may be enclosed along with the show cause notice. While issuing, the same,
a reasonable period of time of not less than three days shall be given to the erring, person
to forward his explanation. Upon receipt of the explanation of the erring person the Chief
of AELD shall forward the case to the Chairman through proper channel. While
forwarding the case to Chairman, the complete details of the case including the
circumstances of the event, the lapses of the AME, details of rules, requirement,
procedures which have been violated should be furnished and should clearly bring, out
that the investigation report has been provided to the erring person and a show cause
notice was issued. The comments of the office on the reply to show-cause notice and the

final recommendation with regard to the nature and quantum of action proposed against
the person should also be stated.
2.4 Finally, a decision will be taken by the Chairman on the action to be taken against the
erring person in the light of recommendation from the AELD. This decision will be
communicated to the AELD for necessary action.
3. CONTENTS OF SHOW-CAUSE NOTICE
The following information shall be reflected in the show-cause notice:
a) Background of the occurrence in which the erring person is found blameworthy
detected during spot check, surveillance or routine inspection and may relate to
inadequate / improper maintenance action, improper certification or any action
resulting in accidents, incidents including ground incidents, delays / cancellation
attributable to the concerned person's actions.
b) Brief reason for blaming the erring person and the details of rules, regulations or
procedures which have been violated.
c) Time period to offer comments to the show-cause notice by the erring personnel
and also action of AELD in case the erring person fails to offer his comments.
4. ENFORCEMENT MANUAL
Notwithstanding the above all enforcement actions shall be in compliment to the CAAB
Enforcement Manual.
_______________________

Chapter 22: EXPORT CERTIFICATE OF AIRWORTHINESS
CHAPTER 22
EXPORT CERTIFICATE OF AIRWORTHINESS
1. PURPOSE
1.1 This procedure provides information regarding issue of export certificate of airworthiness.
The procedures describe here is not mandatory and does not constitute a regulation.
However, while following the requirements for issue of export certificate of airworthiness
you must follow it in all important respects.
1.2 Annex 8, Part II, 3.2.4 contains the following note:

“ Some Contracting States facilitate the transfer of aircraft onto the register of another
State by the issue of an “ Export Certificate of Airworthiness” or similarly titled
document. While not valid for the purpose of flight such a document provides
confirmation by the exporting State of a recent satisfactory review of the airworthiness
status of the aircraft.”
1.3 In establishing procedures for facilitating the export of aircraft or other aeronautical
products, States have adopted various titles for the export document, e.g. “export
certificate of airworthiness” or “certificate of airworthiness for export” While differing in
its title, all such certifications are intended to achieve the same goal which is a statement
by the exporting State confirming to the importing State the airworthiness status of the
aircraft. In the case of a complete aircraft, the export certificate of airworthiness confirms
the aircraft’s conformity with the approved type design and its acceptable airworthiness
status of the State of Manufacture and that it is in a condition for safe operation.
2. REFERENCES:

ANO (AW) Chapter, ANO (AW) A.3
Forms AWS-15, AWS-23, CA-23B and CA-1
3. PROCEDURE OF ISSUANCE
3.1 The State of Manufacture issuing an export certificate of airworthiness should closely
follow the procedures for the issuance of certificate of airworthiness described in this
manual and contacts the CAA of Bangladesh in order to identify any additional
requirements for importation that may be required by Bangladesh.

4. TYPES OF EXPORT CERTIFICATE OF AIRWORTHINESS

4.1 The CAAB issues export certificate of airworthiness approvals for aircraft only. The
requirements are described below:
4.2 Export Certificate of Airworthiness for an Aircraft. CAAB Form CA-23B, for Export
Certificate of Airworthiness of aircraft, is used to issue an export certificate of
airworthiness for an aircraft. It represents a certifying statement from the CAAB that a
given aircraft:
(1) Conforms to its CAAB type design or properly altered condition, and
(2) Is in a condition for safe operation at the time of examination and issuance of the
certificate. When required by the importing country, the export certificate of
airworthiness also includes a supplemental statement attesting to the aircraft’s
conformity to the importing country’s type design.
(3) It is very important to recognize that an export certificate of airworthiness is not a
certificate of airworthiness as defined by Article 31 of the Chicago Convention,
and therefore does not confer the right of international flight and cannot be
validated in accordance with Annex 8, Part II, Chapter 3, 3.2.4. To be eligible for
an international flight, an aircraft having an export certificate of airworthiness
should carry a valid certificate of airworthiness issued by Bangladesh, or any
equivalent document mutually acceptable to the State of Manufacture and to
Bangladesh, as well as any State over which the aircraft will fly on its delivery
flight.
5. INDIVIDUALS WHO MAY APPLY FOR AN EXPORT AIRWORTHINESS
APPROVAL.
5.1 Any person may apply for an export certificate of airworthiness approval. Each applicant
will apply in a form and manner prescribed by the CAAB.
6. HOW TO APPLY FOR AN EXPORT CERTIFICATE OF AIRWORTHINESS
FOR AIRCRAFT.
6.1 For an issue of Export Certificate of Airworthiness of an Aircraft, the applicant will
submit an application on CAAB Form AWS-15.
7. THE ROLE OF AIRWORTHINESS INSPECTORS
7.1 To check that the aircraft meets the current status with the Airworthiness Directives and
ensure compliance;
7.2 To check the aircraft meets current status of the required Service Bulletins and all
modifications (if any) are duly approved by the CAAB;
7.3 To check all historical records are provided in the log books (aircraft / Engine / Propeller)
for correct entry;
7.4 To check that the aircraft meets the current status with the Approved Maintenance
Schedule;
7.5 To check that each Aircraft is provided with maintenance manual;

7.6 To check the Aircraft Flight Manual is provided with the Aircraft;
7.7 To check that the aircraft meets (if required) Flight Test condition;
7.8 To check the data required by the special requirements of the importing country;
7.9 To check the Weight and Balance schedule.
8. HOW TO ADDRESS THE REQUIREMENTS OF IMPORTING COUNTRIES
8.1 An exporter will satisfy each requirement of the importing country before the CAAB will
issue an export certificate of airworthiness for aircraft. It is the exporter’s responsibility
to review the specific importing requirements associated with a particular country. It is
also the exporter’s responsibility, with the assistance of the CAAB if needed, to
determine whether an importing country’s special requirements have been met before
export.
9. RESPONSIBILITIES OF EXPORTERS
9.1 The exporter will provide to the CAAB that the importing county is willing to accept the
aircraft.
10. PRESERVE THE AIRCRAFT
10.1 An exporter will preserve the aircraft as necessary to protect them against corrosion and
damage during transit or storage. Specifically, an exporter should provide the following:
(a) A statement on the duration of effectiveness of such preservation and packaging.
This statement would normally be found in the aircraft logbook.
(b) A statement regarding any special preservation of an aircraft.
(c) Any necessary instructions for the importer on returning the product or article to a
condition for safe operation (de-preservation).
11. REMOVE TEMPORARY INSTALLATION AND RESTORE THE AIRCRAFT.
(a) An exporter will remove or cause to be removed any temporary installation
incorporated on an aircraft for the purpose of export delivery.
(b) An exporter, or someone acting on behalf of the exporter, will restore the aircraft
to the approved configuration upon completion of the delivery flight. Restoring
the aircraft to the approved configuration includes ensuring the aircraft conforms
to its approved type design or properly altered condition, and is in a condition for
safe operation.
12. SECURE FOREIGN ENTRY CLEARENCE
(a) An exporter will secure all proper foreign entry clearances from all the countries
or jurisdictions involved when conducting sales demonstrations or delivery flights.
13. CONTACT THE CAAB AELD FOR DE-REGISTRATION OF AN AIRCRAFT.
(a) When title to an aircraft passes or has passed to a foreign purchaser, an exporter
will contact the CAAB Aircraft Registry section:

(b) Request cancellation of the Bangladesh registration and airworthiness certificates

from the CAAB, giving the date of transfer of title, and the name and address of
the foreign owner.
(c) Return the registration and airworthiness certificates to the CAAB Aircraft
Registry section.
(d) Provide a statement to the CAAB Aircraft Registry Office certifying that the
Bangladesh identification and registration numbers have been removed from the
aircraft.
14. PROCEDUES TO FOLLOW WHEN AN EXPORTER CANNOT COMPLY WITH
REQUIREMENTS OF THE ANO (AW) A.1
14.1 If an exporter cannot meet the requirements of the ANO (AW) A.1 the exporter will
provide the CAAB a written declaration stating which requirements cannot be complied
with.
14.2 The CAAB shall require a written request statement from the CAA of the importing
country, signifying its agreement an acceptance that the exporter has not met one or more
of the requirements.
14.3 If the CAAB receives a written statement of acceptance from the CAA of the importing
country, the CAAB will list any exception in the Exception / Additional Conditions block.
Reference should also be made in the same block to the importing CAA’s written
statement of acceptance.
15. EXPORT CERTIFICATATIO OF AERONAUTCAL PRODUCTS OTHER THAN
A COMPLETE AIRCRAFT
15.1 A State of Manufacture may have adopted more detailed export airworthiness approval
procedures, encompassing not only the issue of an export certificate of airworthiness for a
complete aircraft, but also the issue of export certifications for engines, propellers and
other aeronautical products or parts. For the purpose of such procedures, the item being
exported may be placed within a particular “Class”:
(a) Class I product- a complete aircraft, engine or propeller which has been
certificated in accordance with the appropriate airworthiness requirements and for
which the necessary type certificate data sheets or equivalent have been issued.
(b) Class II product- a major component of a Class I product such as a wing, fuselage
and empennage surface, the failure of which would jeopardize the safety of a
Class I product or any part, material or system thereof.
(c) Class III product- any part or component which is not a Class I or Class II product
or a standard part.
15.2 For aeronautical products other than a Class I product, the export airworthiness
certification may be issued in the form of certificates or identification tags. These
certificates or tags confirm that the aeronautical product in question meets the approved
design data, is in a condition for safe operation and complies with any special
requirements as notified by Bangladesh.

Note- A sample Export Certificate of Airworthiness for Class 1 products is shown in attachment
A to this Chapter. A sample of a release certificate is also shown in attachment B.
____________________

AWS-23
Issue-1
CHECKLIST FOR ISSUANCE OF EXPORT CERTIFICATE OF AIRWORTHINESS
AOC Number: Owner / Operators Name:

Type of Aircraft: TCDS Number & Issue Date:
Importing country:
Sl.
ITEM YES NO REMARKS
No.
Has the application on CAAB Form AWS-15 is
1.
submitted?
Consult current Flight Manual
2.
Does the aircraft conform to its type design or
3.
properly altered condition?
Does the aircraft meet the current status with
4. the Airworthiness Directives and Service
Bulletins?
Check that the aircraft meet the current status
5.
with the Approved Maintenance Schedule.
Description of Temporary installation and
6. assurance of removal from the aircraft on
completion of delivery flight.
A mass & balance Report (If applicable)
7.
Check all the log books
8.
(aircraft/Engine/Propeller) for correct entry.
When title to an aircraft passes or has passed to
a foreign purchaser, an exporter will contact the
9.
CAAB for change of the registration of the
aircraft and comply ANO (AW) Chapter A.5.
10. Have the original copies of the Certificate of
Airworthiness and Certificate of Registration
received?
11. Has the exporter submitted the evidence to the
CAAB that the importing country is willing to
accept this aircraft?
12. Has the exporter preserved the aircraft as

necessary to protect against corrosion and

damage during transit or storage?
13. Has the CAAB received a written statement of

acceptance from the CAA of the importing
country, the CAAB will list any exception in
the Exception / Additional Conditions block.
Reference should also be made in the same
block to the importing CAA’s written statement
of acceptance.
Note/Observation:
______________________
Airworthiness Inspector
____________________

Attachment-A
Form: CA-23B
Issue: 2

EXPORT CERTIFICATE OF AIRWORTHINESS
No…………………………..
Manufacturer Manufacturer’s Designation of Aircraft

Aircraft Serial Number
TCDS No.
Place and Year of Construction Category
Type and Serial No. of Engine (s) Type and Serial No. of Propellers (s)
TCDS No.
TCDS No.
This certificate that the complete aircraft identified above, and more particularly described by the corresponding
Type Certificate Data Sheet (TCDS) numbers for the Aircraft, Engine and Propeller has been examined and as of the
date of this certificate, is considered airworthy in accordance with the Design Standards and Issue of Certificate of
Type approval as laid down in the Air Navigation Order (Airworthiness) No. A.1 of the Bangladesh. The aircraft is
in compliance with the Special Requirements of the Importing State as filed with the Civil Aviation Authority of
Bangladesh, except as noted below. This Certificate no way attests to compliance with any agreements or contracts
between the Exporter/ Vendor and the Purchaser, nor does it constitute authority to operate the aircraft described
above.
State to which exported:
Condition of the Aircraft: Used Aircraft / Others (to be mentioned):

EXCEPTIONS / ADDITIONAL CONDITIONS:
Date of Issue For Chairman, Civil Aviation Authority

Attachment-B
CA Form-1
1. CIVIL AVIATION AUTHORITY OF BANGLADESH

2. AUTHORISED RELEASE CERTIFICATE
3. From Tracking Number
4. Approved Organization Name and Address: 5. Work Order / Contract / Invoice
6. Item 7.Description 8. Part No 9. Eligibility 10. Qty. 11. Serial/ Batch No 12. Status / Works
13. Remarks
14. Certifies that the items identified above were 19 (a) ANO 145.A.50 Release (b) Other regulation
manufactured in conformity: to Service Specified in block 13
(a) Approved design data and are in condition for safe operation
(b) Non approved design data specified in block 13 Certifies that unless otherwise specified in block 13, the
work identified in block 12 and described in block 13, was
accomplished in accordance with the ANO B.3A/ Part 145
of the items are considered airworthy for release to service
15. Authorized Signature 16. Approval/ Authorization Number 20. Authorized Signature 21. Certificate/ Approval Ref No.
17. Name 18. Date (d/m/y) 22. Name 23. Date (d/m/y)
CA FORM 1 – ISSUE 1 * Installer must cross-check eligibility with applicable technical data.

Chapter : 23, Airworthiness Approval of RVSM / MNPS
CHAPTER 23
AIRWORTHINESS APPROVAL OF RVSM / MNPS
1. PURPOSE
1.1 This document provides a Minimum Aircraft Systems Performance Specification

(MASPS) for altimetry to support the use of a 300m (1,000 ft) vertical separation above
FL 290. It establishes an acceptable means, but not the only means, that can be used in
the approval of aircraft and operators to conduct flights in airspace or on routes where
Reduced Vertical Separation Minimum (RVSM) is applied. The document contains
guidance on airworthiness and continued airworthiness and procedures for RVSM
airspace. RVSM airspace is any airspace or route between FL 290 and FL 410 inclusive
where aircraft are separated vertically by 300m (1,000 ft).
1.2 The concept of MNPS was introduced on a world wise basis in 1977 after establishing
criteria for MNPS in the North Atlantic Air Navigation Meeting. The objective of MNPS
airspace is to enable operators to drive maximum economic benefit from the
improvement in capabilities of latest Navigation Equipment while ensuring safety
performance.
2. REFERENCES:

ANO (AW) Chapter E.11
ICAO Annex 6
Forms AWS-40 RVSM AND MNPS Approval Application Form
AWS-41 RVSM AND MNPS Approval Check List
3. AIRCRAFT SYSTEMS
3.1 Equipment for RVSM Operations: The minimum equipment fit is:
3.1.1 Two independent altitude measurement systems. Each system will need to be composed
of the following elements:
(a) Cross-coupled static source/system, with ice protection if located in areas subject to
ice accretion;
(b) Equipment for measuring static pressure sensed by the static source, converting it to
pressure altitude and displaying the pressure altitude to the flight crew;
(c) Equipment for providing a digitally encoded signal corresponding to the displayed
pressure altitude, for automatic altitude reporting purposes;

(d) Static source error correction (SSEC), if needed to meet the performance criteria of
sub-paragraphs in 7.5 of the ANO (AW) E.11 as appropriate; and
(e) Signals referenced to a pilot selected altitude for automatic control and alerting.
These signals will need to be derived from an altitude measurement system meeting
the criteria of this document, and in all cases, enabling the criteria of the Section 7 of
the ANO (AW) E.11.
3.1.2 One secondary surveillance radar transponder with an altitude reporting system that can
be connected to the altitude measurement system in use for altitude keeping.
3.1.3 An altitude alerting system.
3.1.4 An automatic altitude control system.
4. SYSTEM LIMITATIONS
4.1 The Aircraft Flight Manual should include a statement of compliance against the Section
6 of the ANO (AW) E.11 quoting the applicable Service Bulletin or build standard of the
aircraft. In addition the following statement should be included:
“Airworthiness Approval alone does not authorize flight into airspace for which an
RVSM Operational Approval is required by an ICAO Regional Navigation
Agreement”.
5. RVSM AIRWORTHINESS APPROVAL
5.1 Obtaining RVSM airworthiness approval a two step process which may involve more
than authority.
5.1.1 For the first step:
 In the case of a newly built aircraft, the aircraft constructor develops and submits
to the responsible authority of the State of Manufacturer, the performance and
analytical data that supports RVSM airworthiness approval of a defined build
standard. The data will be supplemented with maintenance and repair manuals
giving associated continued airworthiness instructions. Compliance with RVSM
criteria will be stated in the Aircraft Flight Manual including reference to the
applicable build standard, related conditions and limitations. Approval by the
responsible authority, and, where applicable validation that approval by other
authorities , indicates acceptance of newly built aircraft, conforming to that type
and build standard, as complying with the RVSM airworthiness criteria.
 In the case of an aircraft already in service, the aircraft constructor (or an
approved design organization). Submits to the responsible authority, either in the
state of manufacture or the state in which the aircraft is registered the
performance and analytical data that supports RVSM airworthiness approval of a
defined build standard. The data will be supplemented with a Service Bulletin, or
its equivalent, that identifies the work to be done to achieve the build standard,
continued airworthiness instructions, and an amendment to the Aircraft Flight
Manual stating related conditions and limitations. Approval by the responsible
authority, and where applicable, validation of that approval by other authorities,

indicates acceptance of that aircraft type and build standard as complying with the
RVSM airworthiness criteria.
5.1.2 In fact the Operator is required to comply with Section 6 of the ANO (AW) E11.
6. AIRCRAFT GROUPINGS
6.1 For aircraft to be considered as members of a group for the purposes of RVSM approval,
the following conditions should be satisfied:
Aircraft should have been constructed to a nominally identical design and be approved on
the same Type Certificate (TC), TC amendment, or Supplemental TC, as applicable.
Note: For derivative aircraft it may be possible to use the data from the parent
configuration to minimize the amount of additional data required to show
compliance. The extent of additional data required will depend on the nature of
the differences between the parent aircraft and the derivative aircraft.
(a) The static system of each aircraft should be nominally identical. The SSE corrections
should be the same for all aircraft of the group.
(b) The avionics units installed on each aircraft to meet the minimum RVSM equipment
criteria of the Section 7 of the ANO (AW) E.11 and should comply with the
manufacturer's same specification and have the same part number.
Note: Aircraft that have avionic units that are of a different manufacturer or part number
may be considered part of the group, if it can be demonstrated that this standard
of avionic equipment provides equivalent system performance.
6.2 If an airframe does not meet the conditions of sub-paragraphs 8.3.1 to 8.3.2 of the ANO
(AW) E.11 to qualify as a member of a group, or is presented as an individual airframe
for approval, then it will need to be considered as a non-group aircraft for the purposes of
RVSM approval.
7. COMPLIANCE PROCEDURES
7.1 The data package will need to define the procedures, inspections and tests, and the limits
that will be used to ensure that all aircraft approved against the data package 'conform to
type'; that is all future approvals, whether of new build or in-service aircraft, meet the
budget allowances developed.
8. CONTINUED AIRWORTHINESS
8.1 The following items should be reviewed and updated as applicable to RVSM:
(a) The Structural Repair Manual with special attention to the areas around each static
source, angle of attack sensors, and doors if their rigging can affect airflow around the
previously mentioned sensors.
(b) The Master Minimum Equipment List (MMEL).
8.2 The data package should include details of any special procedures that are not covered in
subparagraph 7.1, but may be needed to ensure continued compliance with RVSM
approval criteria. Examples follow:

(a) For non-group aircraft, where airworthiness approval has been based on flight test,
the continuing integrity and accuracy of the altimetry system will need to be
demonstrated by ground and flight tests of the aircraft and its altimetry system at
periods to be agreed with the responsible authority. However, alleviation of the flight
test requirement may be given if it can be demonstrated that the relationship between
any subsequent airframe/system degradation and its effects on altimetry system
accuracy is understood and that it can be compensated or corrected.
(b) In-flight defect reporting procedures should be defined to aid identification of
altimetry system error sources. Such procedures could cover acceptable differences
between primary and alternate static sources, and others as appropriate.
(c) For groups of aircraft where approval is based on geometric inspection, there may be
a need for periodic re-inspection, and the interval required should be specified.
9. POST APPROVAL MODIFICATION
9.1 Any variation/modification from the initial installation that affects RVSM approval
should referred to the aircraft constructor or approved design organization, and accepted
by the responsible authority.
10. RVSM CONTINUED AIRWORTHINESS (MAINTENANCE PROCEDURES)
10.1 General
(a) The integrity of the design features necessary to ensure that altimetry systems
continue to meet RVSM approval criteria should be verified by scheduled tests
and inspections in conjunction with an approved maintenance program. The
operator should review its maintenance procedures and address all aspects of
continued airworthiness that may be relevant.
(b) Adequate maintenance facilities will need to be available to enable compliance
with the RVSM maintenance procedures.
10.2 Maintenance Program
10.2.1 Each operator requesting RVSM operational approval should establish RVSM
maintenance and inspection practices acceptable to, and as required by, the responsible
authority, that include any required maintenance specified in the data package. Operators
of aircraft subject to maintenance program approval will need to incorporate these
practices in their maintenance program.
10.3 Maintenance Documents
10.3.1 The following items should be reviewed, as appropriate:

(a) Maintenance Manuals.
(b) Structural Repair Manuals.
(c) Standard Practices Manuals.

(d) Illustrated Parts Catalogues.
(e) Maintenance Schedule.
(f) MMEL.
10.4 Maintenance Practices
10.4.1 If the operator is subject to an approved maintenance program, that program should
include, for each aircraft type, the maintenance practices stated in the applicable aircraft
and component manufacturers' maintenance manuals. In addition, for all aircraft,
including those not subject to an approved maintenance program, attention should be
given to the following items:
(a) All RVSM equipment should be maintained in accordance with the component
manufacturers' maintenance instructions and the performance criteria of the RVSM
approval data package.
(b) Any modification or design change which in any way affects the initial RVSM
approval should be subject to a design review acceptable to the responsible
authority.
(c) Any repairs, not covered by approved maintenance documents that may affect the
integrity of the continuing RVSM approval, e.g. those affecting the alignment of
pitot / static probes, repairs to dents or deformation around static plates should be
subject to a design review acceptable to the responsible authority.
(d) Built-in Test Equipment (BITE) testing should not be used for system calibration
unless it is shown to be acceptable by the aircraft constructor or an approved design
organization, and with the agreement of the responsible authority.
(e) An appropriate system leak check (or visual inspection where permitted) should be
accomplished following reconnection of a quick-disconnect static line.
(f) Airframe and static systems should be maintained in accordance with the aircraft
constructor's inspection standards and procedures.
(g) To ensure the proper maintenance of airframe geometry for proper surface contours
and the mitigation of altimetry system error, surface measurements or skin waviness
checks will need to be made, as specified by the aircraft constructor, to ensure
adherence to RVSM tolerances. These checks should be performed following
repairs, or alterations having an effect on airframe surface and airflow.
(h) The maintenance and inspection program for the autopilot will need to ensure
continued accuracy and integrity of the automatic altitude control system to meet the
height keeping standards for RVSM operations. This requirement will typically be
satisfied with equipment inspections and serviceability checks.
(i) Whenever the performance of installed equipment has been demonstrated to be
satisfactory for RVSM approval, the associated maintenance practices should be
verified to be consistent with continued RVSM approval. Examples of equipment to
be considered are:
(i) Altitude alerting.
(ii) Automatic altitude control system.
(iii) Secondary surveillance radar altitude reporting equipment.

(iv) Altimetry systems.
10.5 Action for Non-compliant Aircraft: Those aircraft positively identified as exhibiting
height keeping performance errors that require investigation, as discussed in the Section
12 of the ANO (AW) E.11, should not be operated in RVSM airspace until the following
actions have been taken:
(a) The failure or malfunction is confirmed and isolated; and,
(b) Corrective action is taken as necessary to comply and verified to support RVSM
approval.
10.6 Maintenance Training: New training may be necessary to support RVSM approval.
Areas that may need to be highlighted for initial and recurrent training of relevant
personnel are:
(a) Aircraft geometric inspection techniques.
(b) Test equipment calibration and use of that equipment.
(c) Any special instructions or procedures introduced for RVSM approval.
10.7 Test Equipment
(a) The test equipment should have the capability to demonstrate continuing compliance with
all the parameters established in the data package for RVSM approval or as approved by
the responsible authority.
(b) Test equipment should be calibrated at periodic intervals as agreed by the responsible
authority using reference standards whose calibration is certified as being traceable to
national standards acceptable to that authority. The approved maintenance program
should include an effective quality control program with attention to the following:
(i) Definition of required test equipment accuracy.
(ii) Regular calibrations of test equipment traceable to a master standard.
Determination of the calibration interval should be a function of the stability of
the test equipment. The calibration interval should be established using historical
data so that degradation is small in relation to the required accuracy.
(iii) Regular audits of calibration facilities both in-house and outside.
(iv) Adherence to approved maintenance practices.
(v) Procedures for controlling operator errors and unusual environmental conditions
which may affect calibration accuracy.
10.8 Content of Operator RVSM Application
10.8.1 The following material should be made available to the responsible authority, in
sufficient time to permit evaluation, before the intended start of RVSM operations.
(a) Airworthiness Documents: Documentation that shows that the aircraft has
RVSM airworthiness approval. This should include an Approved Flight Manual
amendment or supplement.
(b) Description of Aircraft Equipment: A description of the aircraft appropriate to
operations in an RVSM environment.
(c) Training Programs and Operating Practices and Procedures: Holders of Air
Operators Certificates (AOC) may need to submit training syllabi for initial, and
where appropriate, recurrent training programs together with other appropriate
material to the responsible authority.

(d) Minimum Equipment List: Where applicable, a minimum equipment list
(MEL), adapted from the master minimum equipment list (MMEL) and relevant
operational regulations, should include items pertinent to operating in RVSM
airspace.
(e) Maintenance: When application is made for operational approval, the operator
should establish a maintenance program acceptable to the responsible authority.
(f) Plan for Participation in Verification / Monitoring Programs: The operator
should establish a plan acceptable to the responsible authority, for participation in
any applicable verification / monitoring program.. This plan will need to include,
as a minimum, a check on a sample of the operator's fleet by an independent
height monitoring system.
10.9 Demonstration Flight(s): The content of the RVSM application may be sufficient to
verify the aircraft performance and procedures. However, the final step of the approval
process may require a demonstration flight. The responsible authority may appoint an
inspector for a flight in RVSM airspace to verify that all relevant procedures are applied
effectively. If the performance is satisfactory, operation in RVSM airspace may be
permitted.
10.10: Form of Approval Documents
10.10.1 Holders of an Air Operator's Certificate: Approval to operate in designated RVSM
airspace areas will be granted by an Approval issued by the responsible authority in
accordance with ANO (AW) E.11 where operational approval is required by an ICAO
Regional Agreement. Each aircraft group for which the operator is granted approval will
be listed in the Approval.
11. AIRWORTHINESS MNPS APPROVAL REQUIREMENT

11.1 The aircraft should have the required mention in the section 4 of the ANO (AW) E.10 of
the Air Navigation Orders.
11.2 All the required installed equipment and systems shall be maintained in accordance with
the manufacturers approved maintenance program.
11.3 Aircraft Maintenance Engineers (AME) shall scrutinize the Flight Reports for pilot
reported Inertial Navigation System radial errors or failures and ensure that such defects
are promptly rectified.
11.4 Each operator shall reflect requirements of minimum navigation systems for operation in
the MNPSA in their customized MEL for approval of the Chairman.
12. FOR MONITORING OF OPERATORS AIRCRAFT

12.1 The addresses of the regions are mentioned in the appropriate sections of the ANO (AW)
E.11 along with a program to establish a requirement which ensures that a minimum of 2
(two) aeroplanes of each aircraft type grouping of the operator have their height-keeping
performance monitored, at least once every 2 (two) years or within intervals of 1000 (one
thousand) flight hours per aeroplane, whichever period is longer.
13. CONTENT OF RVSM / MNPS FORMS

13.1 RVSM / MNPS Approval Application Form AWS-40.
13.2 RVSM / MNPS Approval Check List AWS-41.
13.3 MAAR FORM F2 Record of approval to operate in Asia region RVSM Airspace.

_________________
AWS-40
Issue-1
RVSM/MNPS APPROVAL APPLICATION FORM
PART-1 Operator Details

1. Operator 2. Aircraft Registration 3. Aircraft Type 4. Date
5. Operator’s Address;
6. Is the aircraft approved for RVSM operation by the manufacturer?

If yes attach manufacture’s comments (for issue only)
7. Whether any component change required for RVSM approval?

If this change is not covered in SB then Engineering Change Order has been raised or not
(for issue only)
8. Whether new task cards or any other additional maintenance added in the MPD for continued
Airworthiness? Attach list and statement that these cards have been carried out.
9. Attach the following:
(a) SB, SIL or any other guidelines from manufacturer for RVSM.
(b) MEL amended pages.

10. Are Flight crew initial & recurrent syllabi approved?
11. Is the Dispatch training syllabus approved?
12. Any other detail.
13. Applicants Name: 14. Position: 15. Signature & date

AWS-41
Issue-1
Civil Aviation Authority, Bangladesh.

RVSM AND MNPS APPROVAL CHECK LIST
Ref. ANO (OPS) A-8 and ANO (AW) E-10
RVSM & MNPS INITIAL ISSUE RENEWAL AMENDMENT

A. OPERATOR :
AOC No: Type of A/C: Date:
B. TRAINING AND MANUAL S/US D. VALIDATION FLIGHT S/US
EVALUATION
1. Flight Crew initial & recurrent training 1. Location *
syllabus
2. Dispatcher training syllabus 2. Flight planning
3. Training program should include: 3. Pre flight activities
3.1 Standard ATC Phraseology/CRM 4. Prior to RVSM entry*
3.2 Aircraft equipment limitations 5. In-flight and post flight
3.3 Visual perception 6. Altimeter comparison
3.4 Characteristics of altitude capture system 7. Result of over flight assessment
3.5 Altimetry, altitude control and transponder* E. MAINTENANCE
4. Airframe operating restriction 1. Maintenance program
5. ACAS in RVSM airspace* 2. Trained Personnel
6. MNPS procedures for NAT** 3. Aircraft equipment as required by the
regulation
7. Changes of charting and documents to reflect 4. Documentation, MEL, TC and STC
MNPS**
8. Effect of wake turbulence 5. Operator’s oversight procedures
9. Training approval 6. Airworthiness procedures
C. OPERATING PROCEDURES 7. AFM Approval
1. Flight planning
2. Pre flight procedures
3. In-flight procedures/procedures prior to
airspace entry
4. Contingency procedures
5. Post flight procedures/Regional procedures
(if any)
6. MNPS Nav performance, time limit and
availability**
Comment:
Airworthiness Inspector Recommended Flight Operation Inspector: Recommended

Not recommended Not recommended
Signature: Signature:
Name: Date: Name: Date
Note: *RVSM related, ** MNPS related.

Chapter 24: AIRWORTHINESS APPROVAL OF RNAV / RNP
CHAPTER 24
AIRWORTHINESS APPROVAL OF RNAV / RNP

1. PURPOSE
1.1 This document provides a guideline of Airworthiness Approval Process of RNAV/RNP.

Currently the CAAB neither approves Design organizations nor do issues aircraft type
certificates (only validates type certificate). Therefore, the Airworthiness approval
process assures that each item of the RNAV equipment installed on Bangladesh
registered aircraft is of approved design appropriate to its intended function and that the
installation functions properly under foreseeable operating conditions. Additionally, the
airworthiness approval process identifies any installation limitations that need to be
considered for operational approval.
2. REFERENCES:

ANO (AW) Chapter E.12
ICAO Annex 6
Forms AWS 42 RNAV / RNP Approval Application Form
AWS-43 RNAV / RNP Check List
3. BASIS OF CERTIFICATION
3.1 The basis for certification, limitation (if any) and other information shall be stated in the
Aircraft Flight Manual (AFM) or AFM Supplement as applicable. Information may also
be repeated and expanded upon in other documents such as Pilot Operation Handbooks
(POHs) or Flight Crew Operating Manuals (FCOMs).
3.2 The AFM may also provide appropriate RNAV system operation and abnormal
procedures applicable to the equipments installed, including, where applicable, reference
to required modes and systems configuration necessary to support an RNP capability.
3.3 The MMEL and the customized MEL should identify the minimum equipment necessary
to satisfy the criteria for operation in the particular RNAV types.
4. AIRWORTHINESS APPROVAL.
4.1 For airworthiness approval, the following information shall be submitted along with the
application:

(a) A Sufficient data for assessment of the equipment / system regarding its acceptability
for intended use.
(b) Evidence of testing carried out of to demonstrate the navigation performance
accuracy appropriate to the RNP type.
(c) Where the system is intended for use in designated areas for which airworthiness
approval would be required, the information must adequately reflect the relevant
airworthiness considerations that would affect the aircraft's ability to comply with the
operational requirements for flight within such designated airspace.
4.2 Appropriate RNAV equipment certified for use in all required phases of flight shall be
installed.
5. ACCEPTABLE MEANS OF COMPLIANCE
5.1 Where reference is made in the AFM/ manufacturer regarding installation of RNAV
system or specific level of required navigation performance (RNP), it is acceptable for
issuance of airworthiness approval for RNAV-X operation provided the aircraft
eligibility was determined through demonstration of compliance against the relevant
airworthiness criteria (e.g. TGL No. 10 or FAA AC 90-100A for RNAV1 and RNAV 2).
6. CONTENT OF RNAV/RNP FORMS
6.1 RNAV / RNP Approval Application Form AWS-42.
6.2 RNAV / RNP Approval Check List AWS-43.
__________________

AWS-42
Issue-1
RNAV / RNP APPROVAL APPLICATION FORM
Operator Details
1. Operator 2. Aircraft Registration 3. Aircraft Type 4. Date
5. Operator’s Address;
6. Is the aircraft approved for RNAV/RNP operation by the manufacturer?

If yes attach manufacture’s comments (for issue only)
7. Whether any component change required for RNAV/RNP approval?

If this change is not covered in SB then Engineering Change Order has been raised or not
(for issue only)
8. Whether new task cards or any other additional maintenance added in the MPD for continued
Airworthiness? Attach list and statement that these cards have been carried out.
9. Attach the following:

(a) SB, SIL or any other guidelines from manufacturer for RNAV/RNP.
(b) MEL amended pages.
10. Has the crew fulfilled the training requirements as per ANO (Ops) A-9?
11. Any other detail.
12. Applicants Name 13. Position 14. Signature & Date

AWS-43
Issue-1
RNAV/ RNP CHECK LIST
RNAV/ RNP INITIAL ISSUE/ RENEWAL/ AMENDMENT APPROVAL CHECKLIST
A. APPLICANT DETAILS (OPERATOR / ORGANIZATION):

Operator: Date:
Name:
B. TRAINING AND MANUAL S/US OPERATING PROCEDURES S/US
CONTENTS EVALUATION (FOI)
(FOI)
1. Evidence of aircraft eligibility 2. Assessment of the operating
(Airworthiness approval has procedures for the navigation systems
been granted) to be used
3. Control of those procedures 4. Identification of flight crew training

through acceptable entries in the requirements
Operations Manual
5. Where required, control of 6. Approval is required to be obtained by

navigation database process each individual operator, as well as
for each individual aircraft type
group/ equipment (manufacturer/
model) utilized by an operator
7. Each aircraft type/ group utilized 8. Each aircraft carrying RNAV/ flight
by an operator shall be shown to management systems shall receive
be capable of maintaining airworthiness approval prior to being
navigation performance accuracy reviewed for operational approval.
relevant to the level of RNAV The Chairman shall evaluate the
approval being sought airworthiness documents for each
aircraft type/group equipment
(manufacturer/ model)
9. The operational approval should
be documented in the Air
Operators certificate (AOC) and
amendment to the operations
manual

C. MAINTENANCE (Airworthiness)
1. VOR/DME 2. DME/DME MEL
3. INS or IRS 4. LORAN C
5. GPS/GNSS 6. Evidence of testing carried out of to

demonstrate the navigation
performance accuracy appropriate to
the RNP type.
7. A Sufficient data for assessment 8. AFM

of the equipment/system
regarding its acceptability for
intended use.
9. Where the system is intended for 10. Maintenance program

use in designated areas for which
airworthiness approval would be
required, the information must
adequately reflect the relevant
airworthiness considerations that
would affect the aircraft's ability
to comply with the operational
requirements for flight within
such designated airspace.
A. CAAB USE
CAAB inspector have evaluated the applicant details and confirm that the applicant meet the
minimum requirement.
Airworthiness Inspector: Flight Operation Inspector:

Approved Approved
Disapproved Disapproved
Name: Name:
Signature: Date: Signature: Date:

Intentionally Kept Blank

Chapter 25: SAFETY ASSESSMENT OF FOREIGN AIRCRAFT (SAFA )
CHAPTER 25
SAFETY ASSESSMENT OF FOREIGN AIRCRAFT (SAFA)

1. GENERAL
1.1 This Order prescribes requirements for conducting the Safety Assessment of Foreign
Aircraft (SAFA) through visual inspection of the aircraft exterior, the inspection on the
flight deck and the inspection of the passenger cabin and/or cargo compartments.
1.2 The instructions outlined in this procedure shall be applicable for both Operations and
Airworthiness requirements on SAFA.
1.3 Inspectors are authorized to perform a SAFA inspection according to the ICAO convention
article 16 (search of aircraft), wherein it says, “The appropriate authorities of each of the
contracting States shall have the right, without unreasonable delay, to search aircraft of
other contracting States on landing or departure, and to inspect the certificates and other
documents prescribed by this Convention”.
2. SAFA RAMP ACTION
2.1 General instruction
(a) Should an operator refuse to permit the performance of a SAFA inspection without a
valid reason, CAAB shall consider the grounding of the aircraft in accordance with
the provision laid down by Bangladesh. In such a case CAAB will immediately
inform the State of Registry.
(b) In order to be able to inspect foreign aircraft, CAAB shall arrange direct access to the
ramp or other relevant areas for their inspectors or have made an arrangement with
the applicable airport authorities on how to get such access. A valid credentials issued
to CAAB inspectors shall be honored by any individuals (operators personnel,
security personnel or any other) to provide unhindered access for the inspectors to
perform their duties. CAAB shall provide the inspectors, in addition to the inspectors‟
credentials, with the necessary tools (e.g. flashlights, digital camera, mobiles) and
protective clothing suitable for the environmental circumstances (e.g. fluorescent
vests, ear protection, anti-static clothing)
(c) Inspectors must show tact and diplomacy when performing a SAFA Ramp Inspection.
Any unnecessary contact with passengers should be avoided; however, to be able to
inspect certain elements in the cabin this may be justified, for example:
(i) Proper stowage of cabin baggage under the seat;
(ii) Excessive overweight in overhead luggage bins;
(iii)Baggage in front of emergency exit;
(iv) Infants / children over the minimum age determined by the State of Registry
should have their own seat;
(v) Passengers seating arrangement in the cabin, compared to the load sheet data; and
(vi) Sufficient number of seats commensurate with the number of passengers.
(d) Departure delay of an aircraft should be avoided. However, when an inspector
discovers an issue such may have a major effect on flight safety or requires further
investigation to clarify the issue, a delay may be justified, for example:
(i) The tires appear to be worn beyond the limits (central groove no longer visible),
however reference must be made to the applicable AMM to determine the actual
limit.

(ii) An oil leakage (e.g.5 drops / minute) must be checked against the applicable
AMM to determine the actual limit.
(iii)A flight crew member cannot produce his / her license. Clarification must be
sought from the operator to confirm the flight crew member has a valid license by
requesting, for instance, a copy of the license to be sent to the inspectors for
verification.
NOTE: The limitations quoted in the examples are here for illustration purposes and should
not be applied during a ramp inspection, knowing that the defects raised must be
studied in respect of the limitations enacted in the applicable documentation of the
inspected airline.
(e) A certain amount of inconvenience to flight and cabin crews, handling agents and
other personnel involved in ground handling activities may arise, but inspectors must
do everything possible to reduce hindrance to the minimum, for example;
(i) They should try to be as precise and complete as possible when asking for aircraft
documents from flight crew. This should result in a minimum of discussion time
allowing the fight crew to deal with their primary task of flight preparation or
flight termination.
(ii) They may ask the senior cabin crew member to dedicate 1 (one) crew member to
assist them with the inspection tasks;
(iii)They should debrief the commander of the aircraft after the inspection task is
completed;
(iv) They should inform cargo loading staff of possible hindrance due to inspection
task in cargo compartment; and
(v) When carrying out inspections on the flight deck, the flight crew should be
allowed to give priority to staff directly involved in the flight preparation (e.g.
fuel master, load-planning agent, handling agent passenger information etc.)
(f) SAFA inspectors should try to perform all of the SAFA Procedures items as per the
Chapter 6 of the ICAO No. 8335 AN/879 titled “Manual of Procedures for Operations
Inspection, Certification and Continued Surveillance”. When circumstances prevent
this (time, manpower, etc.), the inspector should try to inspect those elements which,
according to inspectors preparation and experience, are likely to be more safety
critical, for example; a noise certificate has far less impact on safety than an
incorrectly filled in Mass & Balance calculation/graph.
(g) Nothing should be done in the course of a SAFA Ramp Inspection that hinders the
crew / passengers that could just as well be inspected on another aircraft of the same
operator without causing delay / hindrance.
(h) Whenever possible it is advised to contact the Operator‟s representative at the airport
so that he / she can be present during the SAFA Ramp Inspection. Experience shows
that the Operator‟s representative may be helpful in providing support especially in
facilitating communication with the crew or operator home base.
3. INSPECTION PREPARATION
3.1 The inspection preparation procedure includes three main elements:
 Selection of the aircraft / operator to be inspected;
 Information gathering about the aircraft and the operator; and
 Preparation of the inspection itself.

3.2 The inspection preparation procedure described above is designed primarily to cater for
preplanned inspection, however for non-planned inspections (e.g. spot-check, focused
and follow-up inspections) the same procedure should be followed as far as practical.
4. SELECTION CRITERIA
4.1 CAAB inspector shall plan their activities by establishing a schedule for the performance
of SAFA inspection. The aircraft / operator selection should be done based on a non-
discriminatory basis.
4.2 Notwithstanding the above, the CAAB shall prioritize their ramp inspection on the
subjects included in the schedule. The schedule may consist of:
(a) Long term planned inspections: Operators performing scheduled operations could
be selected on a long term basis for inspection since their schedule is known to the
competent authority. In the absence of any specific suspicion of non-compliance with
the international safety standards those inspections could be seen as planned “spot-
check” inspections. Long term selection should be done considering the following:
 Repeated inspections should be avoided on those operators on which previous
inspections have not revealed safety deficiencies and
 No discrimination based on the nationality of the operator, the type of operation
or type of aircraft shall be made.
4.3 Short term /Ad-hoc planning / Short-term: Ad-hoc planning of SAFA shall be used
when information is received on suspected or verified non-compliance with the
International safety standards. Such information might be originating from, but not
limited to:
 The list of prioritized ramp inspections under the SAFA Program;
 Previous inspections done by the CAAB;
 The department granting traffic rights (e.g. when any new type of operations or new
type of aircraft being introduced);
 Passenger complaints;
 Air Navigation Services Providers (reports that an aircraft has performed abnormal
maneuvers giving rise to safety concerns since entering the airspace of the
Bangladesh);
 “whistleblowers” (ground handling or maintenance personnel) regarding poor
maintenance, obvious damage or defects, incorrect loading, etc.;
 Evidence that the State in which an aircraft is registered may not be exercising proper
safety oversight; and
 Concerns about the operator of the aircraft which have arisen from occurrence
reporting information.
5. SPOT CHECKS
5.1 A certain amount of the total number of scheduled inspections may be reserved for
performing inspections on a random check basis. These inspections typically are not
initiated by any suspected or verified non-compliance; selection is very often done
shortly before the arrival of the aircraft or even when the aircraft is on blocks. The
considerations mentioned in the paragraph 4.2(a) should be taken into account as far as
practical.
6. DATA COLLECTION
6.1 Using the information sources in 4.3, the CAAB shall build SAFA database knowledge
file on the operator. Such Data would enable the inspector to:

 Verify the rectification of previously found non-compliances; and

 Select the items to be inspected if time available does not permit a full inspection.
6.2 The SAFA database has a special “preparation of inspections” module to allow for a
comparison between operators in a given span of time as well as a quick determination of
the number and type of findings on a specific operator over a specific time. This might be
useful when the inspector has to choose between several operators arriving at the same
time.
7. PREPARATION OF THE INSPECTION: After the aircraft / operator have been
selected and all the available information is collected, the next step is the preparation of
the inspection itself. The following steps should be taken shortly before the planned
inspection:
 Last update of the operating schedule for the selected operator should be obtained
from airport, operators, or ground handling officials (see Note 1);
 Distribute the tasks between the SAFA inspectors involved, especially in the case of a
limited inspection time and / or the size and the complexity of the aircraft
 Select the Procedures items to focus on and take into account the data from previous
inspections collected from the database;
 There should be co-operation with security, ground and all other officials involved in
airport activities, to enable the SAFA team to reach the aircraft to be inspected (see
Note 2); and
 For planning purposes, Air Traffic Area Control will have a special module for the
Inspector to find relevant flight information concerning any targeted operators.
NOTE: 1 In general, the operators issue operation schedules twice per year. However, there
might be “last minute changes” to these; Therefore, SAFA team Inspectors should
ensure that they have the latest update of the schedule. A valuable source can be the
internet; most airports have a website displaying information on arrival and
departure times of schedule flight. Schedule information on special flights such as
cargo, unscheduled or private flights, may need to be specifically requested from the
applicable department.
NOTE: 2 Where officials from different organization (i.e. customs, security, DG inspectorate)
need to work in co-operation during the inspection, the relevant agencies shall be
conducted well in advance for their involvements.
8. SAFA INSPECTION ITEMS
8.1 The SAFA Ramp Inspection Limits contain a total of 56 items. Of these Procedures
items, 3 relate to Flight deck – general, 18 relate Flight deck–Documentation, 5 relate to
Flight deck safety equipment, 14 relate to Cabin/Safety, 12 relate to Aircraft external
condition, 3 relate to Cargo and 3 relate to General condition.
8.2 The inspection findings and subsequent categorization have to be reported on the SAFA
Ramp Inspection Report AWS-88 of this Procedures Manual. After completion of the
inspection, even if there are no findings raised. The instructions on the completion of the
Ramp Inspection Report can be found in the Appendix–1 of this Procedures Manual.
8.3 Depending on the time available for the SAFA Ramp Inspection not all items but a
limited number of items may be checked.
8.4 Depending on the items to be inspected, a SAFA Ramp Inspection may be performed on
landing or on departure of the aircraft. Fuel remaining and cargo area (overloading,
restraining segregation, etc.), are examples of items that could be checked on landing.

Flight preparation and storage of baggage in the cabin could be checked on departure.
However, inspectors should be aware of the following constraints; and inspection after
landing should not jeopardize the total resting time of the flight crew and an inspection
prior to departure should not lead to a departure delay unless there is a good reason (see
paragraph 2.1(c).
8.5 For each inspection item of the SAFA Ramp inspection report detailed guidance has been
established. This guidance specifies in more detail what to inspect and how to categorize
it.
9. STANDARDS
9.1 The purpose of a SAFA inspection is to check the compliance with international
standards (i.e. Chicago convention, its Annexes and ICAO regional standards) which are
the minimum standards to be observed by any aircraft engaged in international
navigation. In addition, when inspection the technical condition of an aircraft, it should
be checked against the aircraft certification and manufacturer‟s standards. Furthermore,
Compliance with national standards that are declared applicable to all operators flying to
that state may be checked.
9.2 The SAFA database has the possibility to incorporate findings not (yet) contained within
the SAFA. When making a new description mention should be made of the applicable
standard and its correct reference.
9.3 For findings, the applicable standard reference (when not already specified) should be
entered as precisely as possible.
10. SAFA Findings
10.1 General
10.1.1 A finding will be a non-compliance with an applicable standard Inspectors, when raising
a finding, shall be international safety standards.
10.1.2 When a deviation from a standard has been determined, the inspector should be certain
that the finding is applicable to the specifics of the inbound and/or outbound flight. For
instance, having no electric torch on board is only a finding during night-flight operation
and not enough life-vests only when flight over water on a distance greater than 50 (fifty)
NM from the coastline. Nevertheless, such kind of information should be reported as a
General Remark.
10.1.3 As a rule a finding can only be noted one time, example: if several seats are missing a life
vests it shall be reported as “Insufficient number available as required for the type of
light”.
10.2 Detection / reporting / assessment of obvious technical defects
10.2.1 Some (obvious) defects should be known to the operator since they should have been
detected during the pre-flight inspection. Since such defects might have appeared during
the inbound flight, the inspector must give the operator the opportunity to identify and
assess a defect during the preflight inspection before he raises a finding. However, this
does not mean that the inspector should wait with his inspection of the aircraft condition
until the operator performed/completed the preflight inspection.
10.2.2 A “defect within limits but not recorded” should not be raised as a technical finding. If
the defect appeared to be within limits, the safety focuses changes from the defect itself
to the concern that the defect was not detected / assessed by the operator.
10.2.3 The following procedure should be used when inspecting the Aircraft Condition:

(a) Preferably, the inspector should inspect the aircraft condition after the operator
has completed the preflight inspection.
(b) The inspector may perform the aircraft condition inspection (C-Items) in advance
of the operator in order to prevent / limit any delay of the aircraft. In that case the
inspector should wait with reporting the defects identified by him until the
operator completed the preflight inspection.
(c) The inspector should subsequently check if the operator detected the obvious
defects found by the inspector. “Obvious” means in this case that the defect is
visible to the SAFA inspector, and that therefore it should have been identified by
the operator.
(d) If the operator detected the defect, but did not properly report and / or assess it,
the operator should be required to assess the defect. If the defect appears to be
within limits, a finding should be raised mentioning “Known defect not reported /
assessed”. The inspector should however, when collecting the evidence for this
finding, take into account the reporting system used by the operator. For instance,
if the operator uses a maintenance log and / or damage chart, a finding could be
raised if the defect was not entered. If the defect is outside limits, a category 3
finding should be raised under the respective inspection item.
(e) If the operator did not detect the defect, the inspector should inform the crew on
the non-identified defects. Subsequently, the operator should assess the defect in
order to determine if the defect is within or outside dispatch limits. If the defect is
within limits, a category 2 finding mentioning “Pre-flight inspection performed
but without noticing obvious defects “should be raised” if the defect is outside
limits, a category 3 finding should be raised under the respective inspection item.
(f) An unnecessary delay of the aircraft should be avoided. However, if the aircraft
suffers a delay caused by the assessment of not properly assessed / not identified
findings, such a delay is justified according to where it is mentioned that possible
causes for delay could be “(…) doubts regarding the (…) airworthiness of the
aircraft (…)”.
NOTE 1: In exceptional cases a single fault may give rise to more than 1 (one) finding
under different inspection items, for example: a tire worn beyond limits and the
commander refuses to enter the defect in the Aircraft Maintenance Log (or
equivalent) would give rise to findings.
NOTE 2: On manufacturer standards, a finding to this standard always should be
demonstrated in relation with aircraft technical documentation (AMM, SRM,
CDL, etc.) and MEL references. If the inspectors suspect a deviation and such
documentation is not available to the inspector, the operator should be asked to
demonstrate compliance with the standards. Deviations from these standards can
only be acceptable if the State of oversight has issued a statement that the aircraft
can be allowed for a certain amount of time or specific condition to operate
before final repair. In case the deviation leads to a temporary invalidation of the
Certificate of Airworthiness, a permit to fly will be required from the affected
States (departure, arrival and every over flown States).
NOTE 3: Certain States may have national standards applicable only on their territory.
Deviations from such standards should be reported as findings only if:

 The national standards have been published (e.g. AIP) and apply without
discrimination to all operators flying into their territory;
 a deviation from those standards has an impact on safety.
10.2.4 For such findings the report should indicate „N‟ in the column STD and the appropriate
reference should be included in the column Ref. Any other deviation from national
standards which does not have an impact on safety (e.g. insurance certificate in USD)
should be recorded as General Remark. The Director Flight Safety & Regulation should
issue guidance material for the use of its inspectors on what national standards and how
compliance with those standards should be checked, and how any eventual findings
should be categorized.
11. SAFA – Categorization
11.1 If during the inspection it is established that a certain situation is not in compliance with
the relevant standards, this is then considered a finding.
(a) For each inspection item, 3 categories of possible deviations from the standards have
been defined. The findings are categorized according to the perceived influence on
flight safety. This means that a category 1 finding is considered to have a minor
influence on safety. Category 2 finding may have a significant influence and a
category 3 finding may have a major influence on safety.
NOTE: Any other safety relevant issues identified during a SAFA inspection, although not
constituting a finding, can be reported as a General Remark under each inspection
item, for example: an electrical torch missing or unserviceable during a flight
conducted entirely in daylight.
(b) The finding should be categorized according to the list of examples of findings and
level of seriousness is given in the Table 6-2 of the Chapter 6 of the ICAO document
no. 8335 AN/879. In the description, item number, item description and Seriousness
to the applicable standard is given.
(c) The SAFA list is intended to be used by the inspector to guarantee a common
description and categorization of findings. The inspector should make use of this list
in the majority of situations. In those cases where there is no appropriate item
description is mentioned, the inspector should, based upon his proficiency and impact
on aviation safety, make a sound judgment into which category the finding needs to
be placed. The SAFA database allows for findings to be entered by the user. These
user-described findings will be monitored by the CAAB periodically and after
evaluation may become part of the existing SAFA list. Therefore the SAFA list will
be updated periodically. Notice of updates will be given via the appropriate channels
to the SAFA community.
(d) Findings on arrival flights should lead to the same categorization as the same findings
made for departure flights, although the corrective action might not be possible when
the flight has been completed. An example of this is, an incorrect mass and balance
sheet (outside operational limits) found on arrival should be categorized as a category
3.Obviously this cannot be corrected; however the appropriate class 3 action could be
to confirm that the mass and balance calculations are within operational limits for the
outbound flight.
(e) In exceptional cases, where multiple findings have such an interrelation that the
impaction safety is higher, the category of such findings may be increased to reflect

the impact. The increase in category should be explained in the detailed description of
the finding.
12. SAFA – FOLLOW –UP- ACTIONS
12.1 The follow-up actions may be distinguished in 2 (two) stages. The first stage is the
follow-up action directly resulting from the findings; the second stage is the monitoring
and follow-up of any correspondence, sent out to the operator and the State of Registry,
which should result in closure of the findings.
12.2 Actions resulting from an inspection
12.2.1 Based on the results of the inspection and on how the findings have been categorized,
common follow-up actions shall be defined. Proof of Inspection shall be handed over to
the flight crew and a written communication with the operator and its competent
authority shall be obtained. As the crews, operators and authorities become more and
more familiar with the SAFA program, it might be necessary to explain them what is
expected from their side when an inspection has been performed. The Proof of Inspection
e.g. handed out to the flight crew, may be attached to the written communication sent to
the operator.
12.3 Class 1 action: information to the captain
12.3.1 A class 1 action is to be taken after each inspection, and consists of providing
information about the results of that SAFA inspection, regardless of whether findings
have been identified or not. This is achieved by handing over the Proof of Inspection
(POI) to the aircraft commander or the representative of the operator. When completing
the POI, the following should be taken into account:
 The POI does not require the category of the finding to be mentioned. However,
the CAAB may decide to include more information to be shown on the POI than
the minimum required (e.g. the delay incurred as a result of the inspection).
 When handing over the POI to the commander / operator representative, the
inspector should ask him / her to sign the POI whilst explaining that the signature
does not mean that he / she agrees with the findings. The signature only confirms
that the POI has been received by the commander / operator representative.
12.4 Class 2 action: Information to the authority and the operator
12.4.1 Category 2 and 3 findings are considered to have a significant and major influence on
safety. Therefore, when category 2 and / or 3 findings have been raised, written
communications must be made to both:
 The operator: The communication should request that corrective actions are
taken (or alternatively the provision of a corrective action plan) and evidence
supporting the corrective actions taken;
 The state of Registry: The communication should contain, where appropriate, a
request for confirmation that they are satisfied with the corrective actions taken or
proposed by the operator. This might be appropriate, for example but, not limited
to:
(i) In the case of a high number of findings,
(ii) Repetitive findings,
(iii) Lack of appropriate response from the operator,
(iv) Where there is evidence of consistently poor standards demonstrated by operators
from that state

(v) Where certain findings indicate possible shortcomings at state level (e.g. medical
certificate does not indicate the medical class)
(vi) Where action by the State of Registry may be required given the seriousness of
the findings
12.4.2 The primary source of information to enable an operator to take swift action to address
safety deficiencies is the POI. In order to inform the states of oversight in sufficient time
to permit appropriate action to be taken and to confirm to the operator the findings made,
these communications should be made not later than 30 (thirty) working days after the
inspection. In the case where the operator has already replied, to the satisfaction of the
competent inspecting authority, based on the information contained in the POI, the
written communication to the operator might not be sent.
12.5 Class 3 actions: Restrictions or corrective actions
12.5.1 A class 3 actions follow a category 3 finding which are considered to have a major effect
on the safe operation of the aircraft. For that reason, action(s) need to be taken before the
departure of the aircraft. On the ramp inspection report only the actions required /
imposed by the inspector should be mentioned.
12.5.2 If the operator voluntary corrected a cat 1 or 2 finding before the flight, such voluntary
action should be mentioned in the Additional information box”.
12.5.3 If the category 3 (major) findings that have been established during the SAFA Ramp
Check concern damage of a nature such that the aircraft is no longer airworthy, this has
to be communicated immediately to the responsible State of Registry. Although the first
contact may be, as a matter of urgency, accomplished by telephone, it is advisable to use
written communication procedures.
12.6 Class 3a. Restriction on the aircraft flight operation: The inspector(s) performing the
ramp inspection have concluded that, as a result of some deficiencies identified during
the inspection, the aircraft may depart only under certain restrictions. Some examples of
class 3a actions are:
 Restrictions on flight altitudes if oxygen system deficiencies have been
found,
 A non revenue flight to the home base if allowed for by the MEL,
 Some seats that may not be used by passengers,
 A cargo area that may not be used.
12.7 Class 3b. Corrective actions before flight: The ramp inspector(s) have
identified some deficiencies that require corrective action(s) before the intended flight.
Such corrective actions may be:
 (temporary) repairs to defects according to the AMM,
 Recalculation of mass and balance, performance calculations and/or fuel

figures,
 A copy of a missing license/document to be sent by fax or other electronic
means,
 Proper restraining of cargo.
12.8 Class 3c. Aircraft detained by inspecting CAAB: An aircraft is grounded in a
situation where the category 3 (major) findings are not corrected by the operator before
flight. Because the safety of the aircraft and its occupants is at stake, the aircraft has to be

prevented from resuming its flight and has to be „grounded‟ until the safety hazard is
removed. This class of action should be imposed only if the crew refused to take the
necessary corrective actions or to respect the restrictions on the aircraft flight operation.
A class 3c action would also be appropriate when an operator refuses to permit the
performance of a SAFA inspection without a valid reason (see paragraph 3.1.
12.9 Class 3d. Immediate operating ban: In case of an immediate and obvious safety hazard
CAAB will react by imposing an operating ban on an operator or an aircraft.
12.10 Further follow-up: In the case where category 2 or 3 findings have been found, the
related action(s) should have been taken. The follow-up however does not end there,
further follow-up and / or monitoring is required.
12.11 Class 2 action: The class 2 actions comprise of communications to be made to the
operator and to the CAAB responsible for the oversight.
 Communication to operators: This communication always need further follow-
up since they should contain a request for corrective actions taken or planned. The
CAAB should monitor if a reply is received and if it gives sufficient reason to
close the finding(s) or prompts the need to request further information. In order to
close the finding, the reply of the operator does not necessarily need to contain
evidence that the deficiency has been corrected; the “corrective action taken” by
the operator might also be the implementation of a corrective action plan. It is up
to the CAAB to decide, based on the related risk and impact, whether or not a
finding may be closed based on future actions.
 Communication to authorities: The communication is primarily meant to
inform the CAAB; no reply is expected to these communications. Only where
appropriate, the CAAB should be asked for “confirmation that they are satisfied
with the corrective actions taken” by the operator. In this case, the CAAB should
monitor if such a reply is received and if the content is satisfactory.
12.12 Class 3 actions: Depending on which class 3 of action has been taken when a cat 3
finding has been found, certain further follow-up actions may be deemed necessary to
verify if the restrictions are respected or if corrective actions have been taken. Although it
is preferred to perform such verification this might not always be required (e.g. if the
operator is trusted) or possible (e.g. for flight segments outside the Air Traffic Control
area). It is up to the CAAB to determine if verification is feasible and needs to be done.
 Class 3a (restrictions on the aircraft operation): Restrictions have been agreed /
imposed. Adherence to the restrictions might be considered. E.g. adherence to a
restricted flight altitude may be checked by checking the ATC flight plans and / or the
actual altitude flown as reported by the Air Traffic Area Control system. If some seats
were to be blocked for their usage by passengers, it might be checked just before
departure to confirm that the seats are not occupied;
 Class 3b (Corrective actions before flight): A corrective action is required from the
operator before the flight is commenced, therefore it should be possible to verify the
corrective actions taken (e.g. if the tire has been changed, if the recalculation of mass
and balance has been done [correctly], etc.)
 Class 3c (Aircraft grounded by inspecting CAAB): At first, CAAB will ensure that
the aircraft will not depart as long as the reasons for the grounding remain. Secondly,
the grounding needs to be communicated immediately to the state of Registry and the

Operator home base. Any records of communication and other evidence should be
gathered as evidential material.
 Class 3d (Immediate operating ban): When class 3d action is imposed it is usually
in addition to a Class 3a, 3b or 3c action. Therefore, the further follow-up for the
SAFA program is considered to be covered by the follow-up of those actions.
13. INSPECTORS
13.1 All Inspectors who conduct inspection of foreign aircraft are to be experienced inspectors
who understand the difference between ramp inspection, conducted on their own
operators as part of their AOC management responsibilities, and surveillance inspection
conducted on aircraft of foreign operators. These inspectors will specifically trained and
authorized to conduct such inspection and possess appropriate credential identifying them
as inspectors by the CAAB.
14. MONTHLY REPORT
14.1 The monthly report should be submitted to the Chairman of the CAAB. The report will
contain an overview of all correspondence related to follow-up action, sent out or
received by the Flight Safety and Regulation Division during the previous calendar
month.

AWS-44
Issue-1
SAFA / RAMP INSPECTION REPORT

Date: Local start time: Place:
Operator: State: AOC No. CAA of Bangladesh

Director
Arr. From: Flt. No. ICAO Annex 8,Type of Operation Flt. Safety & Regulation
(tick one) Tel. +880-2-8901406
Route Dep. to: Flt. No. Pt. I, Pt, II Pt.III Fax. +880-2-8913322
CAT G.A. Heli. Top copy: CAAB
Carbon copy: Operator
Chartered by Operator: Charterer State: Registration State:
Aircraft type: Registration marks: MSN.
Aircraft configuration: Pax. Freight Combi

(tick one)
Flight Crew State of licensing: 1: 2: If different from 1:
CREW DETAILS
Pilot in Command: PMS ID. No./ Lic No. MS
:
First Officer: PMS Crew I/C Total No.
:
Others: PMS
PMS: PPC, Medical validity & Safety Certificate Currency.

BY SAT NOT BY SAT NOT SAT
SAT
A. Flight Deck – general
1. General Condition OPS A.1 Flight deck – documentation
2. Emergency Exit OPS 9. Operation flight plan OPS
3. Equipment OPS 10. Mass and balance sheet and data OPS
GPWS 11. Aircraft performance limitations OPS

FMC using current route, airport
ACAS obstacles and runway analysis
CVR data
FDR 12. Cargo manifest and, if applicable, OPS
ELT passenger manifest
13. Preflight inspection OPS
14. Weather reports and forecast
5. Checklists OPS 15. NOTAM
6. Route guide (navigation OPS A.2 Fight deck – safety equipment
charts)
7 MEL OPS 16. Portable fire extinguishers OPS
AW AW
8a Certificate of registration AW 17. Life jackets / flotation device OPS
AW
8b Identification plate AW 18. Harness OPS

AW
8c Certificate of airworthiness AW 19. Oxygen equipment(if required) OPS
AW
8d Crew member licenses OPS 20. Electric flashlight OPS
(night operations conducted
operator)
8e Journey log book or OPS B. Cabin safety
equivalent technical log
8f Radio station licensee AW 1. General condition

8g Noise certificate AW 2. Cabin crew seats

(where applicable)
8h Air Operator Certificate OPS 3. First aid kit/emergency medical
kit
BY SAT NOT BY SAT NOT
SAT SAT
B. Cabin safety C. Aircraft External Condition
4. Portable fire extinguishers OPS 6. Wheel well AW
AW
5. Life jackets / Flotation devices OPS 7. Intake and exhaust nozzle AW
AW
6. Seat belts (passenger seats) AW 8. Fan blades AW
7. Emergency exit, lighting AW 9. Propellers, rotors (main/tail) AW
and marking, Torches
8. Slides / Life-rafts / ELT OPS 10. Previous structural repairs AW
(as required) AW
9. Oxygen Supply OPS 11. Obvious unrepaired damage AW
AW
10. Safety Instructions OPS 12. Leakage AW
11. Cabin crew members OPS D. Cargo
12. Access to emergency exits OPS 1. General condition of cargo DGR
AW compartments and containers
13. Safety of passenger baggage OPS 2. Dangerous Goods DGR
AW
14. Seating capacity OPS 3. Safety of Cargo on Board DGR
AW
C. Aircraft External Condition E. General
1. General external condition 1. Additional remarks
2. Doors and Hatches AW 2. Refueling AW
3. Flight Controls AW 3. Language for communications OPS
4. Wheels, tires and brakes AW
5. Undercarriage, skids / floats AW
Remarks:
Overall assessment with exception of the above remarks: SAT UN SAT
Inspectors Designation
1 Name: Signature:
2 Name: Signature:
3 Name: Signature:
4 Name: Signature:
5 Name: Signature:

Operators Representative:
Name: Signature
1. Signature by any member of the crew or other representative of the Refusal to sign?
inspected operator does in no way imply acceptance of the listed
findings but simply a confirmation that the aircraft has been inspected Tick box =
on the date and at the place indicated on this documents.
2. This report represents an Indication of what was found on this occasion

and must not be construed as a determination that the aircraft is fit for
the intended flight.
3. Flight Crew Member or Operators Senior Representative
Write notes (if necessary):
Items Certified - Completed by: ________________________ Date: ___________________

APPENDIX-1
INSTRUCTIONS FOR THE COMPLETION OF THE SAFA/RAMP INSPECTION

REPORT
General instructions:
 If any airport code, operator code or aircraft type is missing, do not use temporary codes
or existing but incorrect Codes.
 In the column “Checked” of the checklist, only mark those items which are inspected. Be
careful not to mark e.g. C 9 (propellers) on aircraft with jet engines.
 In the column “remark” those items should be marked where there is either a finding or a
(category G) remark.
Please find below detailed instructions for each information field to be completed by the
inspector:
No.: Report identification number generated by the centralized database, consisting of:
 Identification of the CAAB .
 Year (4 digits e.g. 2001).
 Sequence number (4 digits maximum, starts at 1 every year).
Date: date of the inspection (format: DD-MM-YYYY)
Place: Place of the inspection.
 use the 4 digit coding from ICAO Doc. 7910 or/and the locations full
name).
 If the location does not have an ICAO indicator, use ZZZZ and specify
in the “Additional information box” the location.
Local Time: Local time when the inspection started (format: 17:45).
Operator: Operators identification.
 Use the 3 digit ICAO coding from ICAO Doc. 8585 and/or the
operator‟s full name).
 If the operator does not have an ICAO code yet, the Agency will
allocate a temporary code.
 For a private flight, use ZZZ and specify (if necessary) in the
“Additional comment box” further details (e.g. the name of the
operator/private pilot). The State of operator (registry) has to be
selected manually.
AOC number: The number as shown on the AOC.
State: State of the Operator.
 Use the 1 or 2 digit coding from the ICAO Doc. 7910 and/or the
State‟s full name).
Type of operation: The type of operation (Part I, II, III as defined by ICAO Annex 6,
or national operations).
Route from/Route to: Airport of departure (for the inbound flight)/destination (for the
outbound flight).

use the 4 digit coding from ICAO Doc. 7910 or/and the
locations full name).
 If the location does not have an ICAO indicator, use ZZZZ and
specify in the “Additional information box” the location.
 If the aerodrome code is not yet in the database, ask the agency
to include the appropriate code.
Flight Number: Flight numbers assigned to the inbound/outbound flight .
Chartered by Operator: The identification of the operator who chartered this flight.
 Use the same identification method as for the operator.
 if not applicable, state NR (not relevant).
Aircraft Type: Use the 3 or 4 digit coding from the ICAO Doc. 8643.
Registration marks: The registration marks of the aircraft.
 Pay attention to the correct position of the “dash” (-)
Aircraft configuration: Configuration of the aircraft (Pax, Freight or Combi).
MSN: The construction number as shown on the official documents.
State of licensing: The State which issued the flight crew licenses.
 use the 1 or 2 digit coding from the ICAO Doc. 7910 and/or the
State‟s full name.
 In case the State of Registry of the aircraft is different from the
State of licensing, the “Additional comment box” should be
used to record if a validation has been issued.
2nd State of licensing: In cases where the flight crew members are licensed by different
States, the second State shall be recorded here.
 In case of more than 2 States, use the “Additional comments
box”.
Where during the SAFA Ramp Inspection some findings were established, specify:
Code: Item code reference (e.g. B06 for Seat belts, C06 for wheel well).
Std: Standard against which the observation was made (one digit):
 I for ICAO standard,
 N for national standard,
 M for manufacturer‟s standard,
 O for others.
Ref: The reference to the used standard (e.g.A6-I-4.3.1 for Annex 6 part
1 article 4.3.1, AMM 32-05-01 for the Aircraft maintenance
manual chapter 32-05-01, CC29 for Chicago Convention, article
29).
Category of the remark:
 1, 2 or 3 if it is a finding.
 G if the remark only is a general remark, not a finding.
Finding: Description of the finding.
 The text cannot be amended in the database. Further details can
be entered in the “Detailed description” box.
 The finding shall be described here. No further details are to be
given in the “Detailed description box”.

 If the users enter a cat G remark, no description shall be

entered here. The remark needs to be described in the “Detailed
description” box.
Detailed description: Detailed description of the finding/remark.
 Details can be entered here.
 If the users enter a cat G remark, the remark needs to be
described here.
The class of actions taken: This block should indicate the actions required by/imposed by the
inspector related to the findings of the Ramp inspection.
 Since the proof of inspection form shall be handed over to the
pilot in command after each inspection, the class 1 action
should always be marked.
Additional information: Free text box for any information additional to what has already
been provided.
The names and /or numbers of the inspectors who performed the
Inspection.
______________________

RESERVED
Chapter: 27, Aircraft Maintenance Licensing, ANO(AW) Part-66
CHAPTER 27 – AIRCRAFT MAINTENANCE LICENSING, ANO (AW) PART-66

Table of Contents
1. GENERAL ............................................................................................................................ 2
1.1 INTRODUCTION ................................................................................................................ 2

1.2 ABBREVIATIONS / TERMINOLOGY ..................................................................................... 2
1.3 REFERENCES ................................................................................................................... 3
1.4 RESOURCES ..................................................................................................................... 3
2. APPLICATION FOR INITIAL ISSUE OF ANO (AW) PART-66 LICENSE........................ 3
2.1 INITIATION PROCESS ........................................................................................................ 3

2.2 ACTIONS REQUIRED ......................................................................................................... 4
2.3 ISSUANCE OF LICENSE...................................................................................................... 6
3. CONVERTING A ANO (AW) PART D LICENSE TO A ANO (AW) PART-66 LICENSE .. 7
3.1 QUALIFICATIONS GIVING PROTECTED RIGHTS .................................................................... 7

3.2 CONVERSION OF ANO (AW) PART D LWTR TO ANO (AW) PART-66 BASIC LICENSE......... 7
3.3 CONVERSION OF ANO (AW) PART D TYPE RATINGS TO ANO (AW) PART-66 LICENSE ....... 7
3.4 PROTECTED RIGHTS TO CATEGORY C ................................................................................ 8
3.5 LIMITATIONS ON A CONVERTED LICENSE ........................................................................... 8
4. REMOVAL OF LIMITATIONS ........................................................................................... 8
4.1 REMOVING LIMITATIONS FROM A BASIC LICENSE ............................................................... 8

4.2 CONVERTING TO A NON-RESTRICTED (WITHOUT LIMITATIONS) BASIC CATEGORY LICENSE ... 8
4.3 REMOVING LIMITATIONS FROM A TYPE RATING ................................................................. 8
5. EXTENSION OF LICENCE PRIVILEDGES TO INCLUDE ANOTHER CATEGORY ..... 8
5.1 EXAMINATION REQUIREMENTS ......................................................................................... 8

5.2 EXPERIENCE REQUIREMENTS ............................................................................................ 8
6. RENEWAL OF LICENSES .................................................................................................. 9
6.1 RENEWAL OF ANO (AW) PART D LICENSE ........................................................................ 9

6.2 RENEWAL OF ANO (AW) PART-66 LICENSE ...................................................................... 9
7. REVOCATION, SUSPENSION OR LIMITATION OF THE AIRCRAFT MAINTENANCE

LICENCE............................................................................................................................ 10
8. ISSUING DUPLICATE LICENSE FOR LOST/STOLEN/DAMAGED LICENSES ........... 10
9. ISSUING LICENSE FOR NAME/ADDRESS/NATIONALITY CHANGE ......................... 11
9.1 CHANGE OF ADDRESS ..................................................................................................... 11

9.2 CHANGE OF NAME.......................................................................................................... 11
9.3 CHANGE OF NATIONALITY .............................................................................................. 11
10. CAAB AUTHORISED LOGBOOK ASSESSOR APPLICATION .................................... 11
10.1 ANO (AW) PART-145 & ANO (AW) PART-147 LOGBOOK ASSESSOR ............................ 11
10.2 CAAB AUTHORISED ASSESSOR ...................................................................................... 11
11. RECORD-KEEPING ........................................................................................................ 12
12. EXEMPTIONS .................................................................................................................. 12
APPENDIX I - AIRCRAFT TYPE RATINGS FOR ANO (AW) PART-66 AML .................... 13
APPENDIX II - ANO (AW) PART-66 LICENSE APPLICATION TRACKING FORM ......... 13
APPENDIX III – LICENCE RENEWAL APPLICATION TRACKING FORM .................... 15
APPENDIX IV - CAAB AUTHORISED LOGBOOK ASSESSOR APPLICATION TRACKING

FORM ................................................................................................................................. 16
APPENDIX V – Change of address/Name/Nationality Tracking form …………………………18
APPENDIX VI --Aircraft Rating requirements …………………………………………………...19
1. GENERAL
1.1 Introduction
The objective of this PROCEDURE is to establish the general principles to be followed by CAAB:
a) for initial issue of an aircraft maintenance license in accordance with ANO (AW) PART-66
b) to renew aircraft maintenance license in accordance with PART-66
c) to extend an existing ANO (AW) PART-66 license to include additional basic category or
additional type ratings
d) to convert a ANO(AW) PART D license to ANO(AW) PART-66 license
e) to remove limitations from a ANO (AW) PART-66 license
f) to issue duplicate license for lost/stolen/damaged licenses
g) to issue license for name/address/nationality change
h) Revocation, suspension or limitation of the aircraft maintenance licence
i) upon application to do ANO (AW) PART-66 examination
j) upon application to become a CAAB authorized logbook assessor
For all cases from paras (a) to (g), CAAB Form 19 should be used by the applicant, which is
available at CAAB website.
For para (i), CAAB Form 19E should be used by the applicant, which is available at CAAB
website.
For para (j), CAAB Form 19A should be used by the applicant, which is available at CAAB
website.
When an application is made using the above three forms it shall be accompanied by an attested
copy of National ID card (Bangladeshi only) or passport. Originals should be brought with the
applicant for verification if the copies are not attested. Originals shall be handed over to the
applicant immediately after verification.
In all cases except initial issue and duplicate license issue for lost and stolen licenses the applicant
shall submit his/her current original aircraft maintenance license
This PROCEDURE should be read in conjunction with ANO (AW) Part-66 Guidance Document
and ANO (AW) PART-66.
This PROCEDURE has been accepted by the Chairman, CAAB.
1.2 Abbreviations/Terminology
AI Airworthiness Inspector
ICAO International Civil Aviation Organisation
CAAB Civil Aviation Authority, Bangladesh
CAR’84 Civil Aviation Requirement’s 1984
GD ANO (AW) Part-66 Guidance Document
LWTR License Without Type Rating
CAAB website www.caab.gov.bd

1.3 References
PART-145 Approved Maintenance Organisations

PART-M Continuing Airworthiness
ANO (AW) PART-66 Maintenance Personnel Licensing
PART-147 Approved Maintenance Training Organisations
ICAO Annex 1 – Chapter 4.2
ANO(AW) Chapter-A.10 – Fees/Charges for Airworthiness Services
ANO (AW) Part-66 Guidance Document
1.4 Resources
a) The number of staff must be appropriate to carry out the requirements as detailed in this
procedure.
b) AI involved in ANO (AW) PART-66 must have:
i. practical experience and expertise in the application of aviation safety standards
ii. comprehensive knowledge of
 • relevant parts of CAR’84, ANOs 

• ANO (AW) PART-66, ANO (AW) Part-66 Guidance Document, and CAAB Form 19,
 CAAB Form 26 
• Airworthiness Procedure Manual 
• the rights and obligations of an AI 

iii. received training on ANO (AW) PART-66 where relevant, including its intended
meaning and standard
iv. three years relevant work experience to work as an AI independently. This may include
experience gained during training to obtain the qualification under (v)
v. knowledge of maintenance standards.
c) In addition to technical competency, AI’s should have a high degree of integrity, be impartial in
carrying out their tasks, be tactful, and have a good understanding of human nature.
d) AI’s should undergo continuation training that ensures the AI’s remain competent to perform
their allocated tasks.
2. APPLICATION FOR INITIAL ISSUE OF ANO (AW) PART-66 LICENSE
2.1 Initiation Process

a) Interested applicants seeking Aircraft Maintenance Engineer’s Licence (AME) shall submit
their application via the form CAAB Form 19. Along with the application, the applicant shall
pay the respective fees specified in ANO(AW) Chapter-A.10 in the designated account of Civil
Aviation Authority, Bangladesh.
Note: For foreigners, the application can only be accepted if employed by a Bangladeshi AMO,
maintaining Bangladeshi Registered aircraft.
Along with the fully completed application form, the applicant should supply the following
documents to proceed with the application (Ref: Guidance Document for CAAB Form 19).

➢ 
A copy of AME Licence if held by any Regulatory Authorities
➢

The log book/other acceptable document (AMC-66.20(b)) showing details of practical experience. The log
 book is available on our website.
➢

Details of Type training and their certificates (PART-147 Format as specified in PART-147 Appendix III),
 on the type of aircraft requested to be endorsed.
➢

Details of any PART-147 training or other technical training completed with the transcript (PART-147
format). Refer ANO (AW) Part-66 Guidance Document Chapter 11.
➢ 
 Air Law (ANO (AW) Part-66 Module 10 or Part Module 10– Aviation Legislation) pass.
➢
 National ID or Passport (foreigners only). If copy is not attested verify by comparing with
Copy of attested
the original.
The Summary of supporting documents required with the application.
Certified copies of worksheetsorlogbook

Change of Name/Nationalitydeed
Copy of Exam Module Results
Air Law (Module 10/PartModule–

CourseCompletionCertificates(Part-147)
ANO (AW)ExistingPart-D/PART-
66Licence(s)/Foreignlicense
andNationalIDforBangladeshi
Application
Certified Copies of
Passport for foreigners
AirLeg)
Initial Issue ✓ ✓ ✓ ✓ ✓
Part- D to ANO (AW) PART-66 ✓ ✓ ✓
Conversion
Inclusion of another Category ✓ ✓ ✓ ✓ ✓
Type Rating ✓ ✓ ✓ ✓
Removal of Limitation (Type) ✓ ✓ ✓ ✓
Removal of Limitation (Basic) ✓ ✓ ✓ ✓
Change of Name/Nationality ✓ ✓ ✓
Duplicate Licence Request ✓
Renewal of Licence ✓ ✓
c) Failure to provide the above documents will invalidate their application.
d) The respective Airworthiness Inspector should inform the applicant about incomplete
application and its justification via a letter.
2.2 Actions Required
a) Upon receipt of the application form, fee and the respective documents, the airworthiness
inspector should evaluate the form for completeness. If the application was found to be
incomplete, return the application. Or if it is a minor incompleteness ask the applicant to make
the application complete before a given date if not return the full application.
b) Complete the tracking form in Appendix II as the following steps are carried out. For log book
assessor applications use the tracking form in Appendix IV.
c) Knowledge requirement: The AI shall verify an applicant's examination status and/or confirm
the validity of any credits to ensure that all required modules of ANO (AW) PART-66
_
Chapter 3, Appendix 1 have been met. A candidate must complete all required written and/or
oral examinations within 10 years of their first pass. Passes falling outside that time limit will
lapse. The papers can be attempted in any order (Ref: ANO (AW) PART-66 Appendix II, 1.11
& 1.12). ANO (AW) PART D Airworthiness Legislation does not have an expiry date and
hence recognized as a protected right.
d) Check whether the applicant meets the requirements of the category applied for as given below:
ANO (AW) PART-66.30 & AMC 66.30 or following sections of ANO (AW) Part-66 Guidance
Document
a) For category A see Chapter 3
b) For category B1 see Chapter 4
c) For category B3 see Chapter 5
d) For category B2 see Chapter 6
e) For category C see Chapter 7
Training A, B1.2, B1.4 & B3 B2, B1.1 & B1.3
No Training 3 Years 5 Years
Skilled Worker 2 Years 3 Years
(ANO(AW) PART-147 1 Year 2 Years
C category
Large Aircraft 3 years experience exercising B1.1, B1.3 or B2 privileges on large
aircraft or as ANO(AW) PART -145 B1.1, B1.3 or B2 support
staff, or a combination of both.
5 years experience exercising B1.2 or B1.4 privileges on large
aircraft or as ANO(AW) PART -145 B1.2 or B1.4 support staff, or
a combination of both.
Non-Large 3 years experience exercising B1 or B2 privileges on non- large
Aircraft aircraft or as ANO(AW) PART -145 B1 or B2 support staff, or a
combination of both.
Academic Route 3 years of maintenance experience including 6 months of
observation of base maintenance
Note: A list of tasks required for the issuance of basic licence is given in the AME’s log book
section.
e) Non-Civil Experience: Applicants claiming credit against the ANO (AW) PART-66.30(a) total
experience requirement by virtue of ANO (AW) PART-66.30(d) non-civil aircraft maintenance
experience may only be granted such credit where the CAAB has recognised such non-civil
aircraft maintenance experience. The CAAB in recognising non-civil aircraft maintenance
experience will have specified who within the non-civil environment may make a statement that
the applicant has met relevant maintenance experience. The applicant should include a detailed
statement of such maintenance experience signed by the non-civil maintenance authority in
accordance with the conditions specified in the CAAB’s letter of recognition.
f) Additional experience: For category A the additional experience of civil aircraft maintenance
should be a minimum of 6 months. For category B1 or B2 the additional experience of civil
aircraft maintenance should be a minimum of 12 months. (Ref: ANO (AW) PART-66.30(e) and
AMC 66.30(e))

g) Recent Experience: For all applicants, at least one year of the required experience must be
recent maintenance experience on aircraft of the category/subcategory for which the initial
aircraft maintenance licence is sought. For subsequent category/subcategory additions to an
existing aircraft maintenance licence, the additional recent maintenance experience required
may be less than one year, but must be at least three months. The required experience must be
dependent upon the difference between the licence category/subcategory held and applied for.
Such additional experience must be typical of the new licence category/subcategory sought.
(Ref: ANO (AW) PART-66.30)
h) To be considered as recent experience; at least 50% of the required 12 month experience should
be gained within the 12 month period prior to the date of application for the PART- 66 aircraft
maintenance licence. The remainder of the experience should have been gained within the 7
year period prior to application. It must be noted that the rest of the basic experience required
by 66.A.30 must be obtained within the 10 years prior to the application as required by
66.A.30(f).
i) The AI should check that the experience record satisfies above paragraphs in terms of content
and the countersigning signature.
j) For inclusion of type ratings see ANO (AW) PART-66.45 & ANO (AW) Part-66 Guidance
Document Chapter 9. Aircraft type practical experience list of tasks are given in ANO (AW)
PART-66 appendix II of AMC and also in AME log book.
k) Manufacturer Sub-Group Ratings may be granted after complying with the type rating
requirement of two aircraft types representative of the group from the same manufacturer. (Ref:
ANO (AW) PART-66.45, AMC-66.45, GM-66.45 & ANO (AW) Part-66 Guidance Document
Chapter 9)
l) Full Group Ratings may be granted after complying with the type rating requirement of three
aircraft representative of the group from different manufacturers. (Ref: ANO (AW) PART-
66.45, AMC-66.45, GM-66.45 & ANO (AW) Part-66 Guidance Document Chapter 9). No full
group rating may be granted to B1 multiple turbine engine aeroplanes, where only manufacturer
group rating applies.
Appendix VI summarises the type training requirement for each category.
m) Where the maintenance organisation approved under PART-145 conducts the practical training,
it must confirm to the CAAB that the trainee has been assessed and has successfully completed
the practical elements of type training course to satisfy the requirements of ANO (AW) PART-
66.45. The CAAB is required to agree how the practical elements are assessed, for example
under a procedure as agreed by the CAAB or on a case by case basis.
n) The CAAB present policy does not intend to authorise any ANO (AW) PART-145 approved
maintenance organisation to carryout licensing activity on behalf of CAAB.
o) For foreign license holders see ANO(AW) Chapter D.6.
2.3 Issuance of License

a) Once the application is approved after checking compliance with the regulatory requirements in
accordance with the 2.2 of this PROCEDURE, the applicant may be issued with a ANO (AW)
PART-66 Licence for a period of five years.

b) Update the applicants file with the personal and licence details of the applicant and endorse
inspector stamp on the relevant portion of the file. AME licence number, for initial issuance,
will be numerical number available in the AELD file register unless in the case of a licence
converted from ANO (AW) PART D licence, in which case the original number shall be used.
c) The License format is available to each AI. The licence format shall not be altered without
approval of the Chairman, CAAB. Aircraft type endorsement shall be used according to the
standard codes contained in Appendix I of Chapter 4 of ANO (AW) Part.
d) Prior to issuing AME Licence, the AI should make sure that the applicant signs of the licence
book. The license holder should sign the license in ink. A copy of this signed licence shall be
filed in the applicant’s folder.
e) Any document regarding the Licence of the applicant, for example, Signed licence copies,
application form, NID/PP copy, CV, Logbook copy, certificates/transcripts, employer
letters…etc should be filed in the applicant’s file. Any documents received pertaining to the
applicant after the AME Licence issued shall be filed in the applicant’s file.
3. CONVERTING A PART-D LICENSE TO A ANO (AW) PART-66 LICENSE
An ANO (AW) PART D license will be converted to a ANO (AW) PART-66 license with or
without limitations reflecting the scope of the ANO (AW) PART D license held. This is known as
conversion of Protected Rights. There are two instances where there will be a conversion. They are:
➢ 
 Renewal of a ANO (AW) PART D license after the effective date of ANO (AW) PART-66
➢
Applicant request to convert a ANO (AW) PART D license  to a ANO (AW) PART-66 license even
though the existing license is not close to expiry date.
In all cases of conversion the original license number will be retained and used as the license
number for the new ANO (AW) PART-66 license issued. This is for license history tracking
purpose.
See ANO (AW) Part-66 Guidance Document Chapter 2, Appendix A for conversion tables with
limitations.
Refer to the table in Para 2.1 (b) to check the completeness of the application.
Payment should be made as per 2.1 (a)
Repeat steps in paras 2.3 (b)2 to 2.3 (e) before issue of a converted license
For all cases, complete the checklist (tracking form) specified in 2.2 (b).
3.1 Qualifications giving protected rights
See ANO (AW) Part-66 Guidance Document Chapter 2.1
3.2 Conversion of ANO (AW) PART D LWTR to PART-66 basic license

3.3 Conversion of ANO (AW) PART D type ratings to PART-66 license


3.4 Protected rights to category C

Note: Category C will not have limitations.
3.5 Limitations on a converted license

4. REMOVAL OF LIMITATIONS
Limitations maybe removed from a basic license or a license with type ratings. Limitations maybe
removed during conversion to a PART-66 license or after conversion to a ANO (AW) PART-66
license.
Payment should be made as per 2.1 (a).
Repeat steps in paras 2.3 (b) to 2.3 (e) before issue of a license after removal of limitations
4.1 Removing limitations from a basic license

4.2 Converting to a non-restricted (without limitations) basic category license

4.3 Removing limitations from a type rating

5. EXTENSION OF LICENCE PRIVILEDGES TO INCLUDE ANOTHER CATEGORY
ANO (AW) PART-66 often requires different levels of knowledge for the different category and
sub-category licences. In order to extend a licence to include another category or sub-category,
additional training and/or examinations may be required.
5.1 Examination requirements

See ANO (AW) Part-66 Guidance Document Chapter 8
5.2 Experience requirements


6. RENEWAL OF LICENSES
Refer to the table in Para 2.1 (c) to check the completeness of the
application. Payment should be made as per 2.1 (a).
For all cases, complete the checklist (tracking form) in Appendix III.
6.1 Renewal of ANO (AW) PART D license
An application for renewal of ANO (AW) PART D license shall be taken as a conversion to ANO
(AW) PART-66 license. See section 3 of this PROCEDURE for conversion.
If the application was made after the expiry of ANO (AW) PART D licence refer Appendix B to
Chapter 10 of ANO (AW) Part-66 Guidance Document.
6.2 Renewal of ANO (AW) PART-66 license

a) The holder of an aircraft maintenance licence shall complete the relevant parts of CAAB Form
19 and submit it with the holder's copy of the licence to the CAAB not more than 60 days
before the expiry, unless the Approved Maintenance Organisation has a procedure in its
exposition whereby such organisation may submit the necessary documentation on behalf of the
aircraft maintenance licence holder (Refer ANO (AW) Part-66 Guidance Document Chapter 1).
b) The AI shall compare the holder's aircraft maintenance licence with the applicants file at the
CAAB and verify any pending revocation, suspension or variation action pursuant to Chapter 7
of this PROCEDURE. If the documents are identical and no action is pending pursuant to
Chapter 7 of this PROCEDURE, the holder's copy shall be renewed for five years and the file
endorsed accordingly.
c) If the application for renewal of ANO (AW) PART-66 was made after the expiry the same
renewal procedure applies since the licence alone does not grant the certification privileges and
it is the responsibility of the maintenance organisation to check if the applicant has recent
experience before issuing certification privileges.
d) If the applicant’s file is different from the aircraft maintenance licence held by the licence
holder:
➢
 the reasons for such differences and may choose not to renew the aircraft
the AI shall investigate
 maintenance licence.
➢
the AI shall inform both the licence holder and any known PART-145 or PART-M
approved maintenance organisation affected of such fact and shall, if necessary, take action
 Chapter 7 of this PROCEDURE to revoke, suspend or amend the licence in
under paragraph
 question.
e) The AI will not be carrying out any investigation to ensure that the licence holder is in current
maintenance practice as this is a matter for the maintenance organisation approved under
PART-145 in ensuring validity of the PART-145 certification authorisation. For the purpose of
ensuring the continued validity of the certification privileges the AI may, when periodically
reviewing the organizations in accordance with PART-145 PROCEDURE, or during on the

spot checks, request the licence holder for documentary evidence of compliance with ANO
(AW) PART-66.20(b) when exercising certification privileges
7. REVOCATION, SUSPENSION OR LIMITATION OF THE AIRCRAFT
MAINTENANCE LICENCE
The CAAB shall suspend, limit or revoke the aircraft maintenance licence where it has identified a
safety issue or if it has clear evidence that the person has carried out or been involved in one or
more of the following activities:
1. obtaining the aircraft maintenance licence and/or the certification privileges by falsification
of submitted documentary evidence.
2. failing to carry out requested maintenance combined with failure to report such fact to the
organisation or person who requested the maintenance.
3. failing to carry out required maintenance resulting from own inspection combined with
failure to report such fact to the organisation or person for whom the maintenance was
intended to be carried out.
4. negligent maintenance.
5. falsification of the maintenance record.
6. issuing a certificate of release to service knowing that the maintenance specified on the
certificate of release to service has not been carried out or without verifying that such
maintenance has been carried out.
7. carrying out maintenance or issuing a certificate of release to service when adversely

affected by alcohol or drugs.
8. issuing certificate of release to service while not in compliance with ANO (AW) PART-66
Update the applicants file at CAAB, endorse inspector stamp on the relevant portion of the file after
an action is taken.
8. ISSUING DUPLICATE LICENSE FOR LOST/STOLEN/DAMAGED LICENSES
Refer to the table in Para 2.1 (c) to check the completeness of the
application. Payment should be made as per 2.1 (a).
Repeat steps in paras 2.3 (b) to 2.3 (e) before issue of a license after removal of
limitations For all cases, complete the checklist (tracking form) specified in 2.2 (b).
a) The application form should be accompanied with a letter stating whether the renewal is due to
a lost, stolen or damaged license and it should explain the incident. In case of lost or stolen
licenses, a police report should be submitted depending on the circumstances. The damaged
license should be submitted if the renewal is to replace a damaged license.
b) The inspector should review the application and history of the applicant to check for similar
incidents (lost, stolen or damaged) and the expiry of the said license.

c) If the application was made before the expiry date of the previous license issued then it may be
renewed with same expiry date.
9. ISSUING LICENSE FOR NAME/ADDRESS/NATIONALITY CHANGE
9.1 Change of address

9.2 Change of name
9.3 Change of nationality

See ANO (AW) Part-66 Guidance Document Chapter 1.
Refer to the table in Para 2.1 (c) to check the completeness of the application.
10. CAAB AUTHORISED LOGBOOK ASSESSOR APPLICATION

There are two type of logbook assessor;
10.1 ANO (AW) PART-145 & ANO (AW) PART-147 logbook assessor
The Assessor will be nominated by the ANO (AW) PART-145 or ANO (AW) PART-147
organisation by virtue of holding a supervisory or management position within the approved
organisation. In this case the CAAB would expect the nominated person or persons to be included
in that organisation’s exposition. This will allow the person or persons of that organisation to act as
an Assessor for that organisation for the duration of that organisation’s ANO (AW) PART-145 or
ANO (AW) PART-147 approval or whilst they remain in the employ of that organisation.
10.2 CAAB Authorised Assessor

The Assessor will be a senior licensed aircraft maintenance engineer whose licence coverage
encompasses that for which the application is being made or the Assessor will be a person with
acceptable experience who holds or who has held a senior position in an approved aircraft
maintenance organisation. In this case an application will need to be made to the CAAB on CAAB
Form 19A, which can be downloaded from CAAB web site. A letter of approval will be issued to
the CAAB Authorised Assessor and will be valid for two years. After this period the Assessor must
re-apply.

A file should be made on the applicants name and all his details should be kept up-to-date on his
file. This includes the application, supporting documents and all correspondences.
Complete the checklist given in Appendix IV.

See ANO (AW) Part-66 Guidance Document Section 1.11
11. RECORD-KEEPING
a) The CAAB shall establish a system of record-keeping that allows adequate traceability of the
process to issue, revalidate, amend, suspend or revoke each aircraft maintenance licence.
b) The records for the oversight of the ANO (AW) PART-66 shall include:
1. the application for an aircraft maintenance licence or change to that licence, including all
supporting documentation;
2. a copy of the aircraft maintenance licence including any changes;
3. copies of all relevant correspondence;
4. details of any exemption and enforcement actions;
5. any report from other competent authorities relating to the aircraft maintenance licence
holder;
6. records of examinations conducted by the CAAB;
7. aircraft maintenance licence conversion reports;
8. examination credit reports.
9. the application for a CAAB authorised logbook assessor, including all supporting
documentation;
10. the application for AME written examination, including all supporting documentation;
c) All the above records shall be kept in the applicant’s file at CAAB. Whenever a license is
issued, renewed, varied or converted, relevant portion of the individual AME file shall be
updated signed by respective AI. All the file shall be secure and password protected.
d) Records referred to in paragraph (b), 1. to 5. shall be kept at least five years after the end of the
licence validity.
e) Records referred to in paragraph (b), 6. shall be kept at least five years.
f) Records referred to in paragraph (b), 7. and 8. shall be kept for an unlimited period.
g) Records flagged for destruction must be shredded or burned. They must not be thrown out in
the general rubbish.
h) All documents and information received and held by CAAB related to the licensing, AME
written examination and CAAB authorized assessor application which originates from the
License Holder/Applicant or a third party are subject to protection from disclosure in
accordance with CAR and these internal working procedures. Access to the files must be
restricted to AELD personnel.
12. EXEMPTIONS
All exemptions granted in accordance shall be recorded and retained by the CAAB. This record
shall be recorded in the Exemption register and filled in the relevant file (personal file &
exemption file).
APPENDIX I - AIRCRAFT TYPE RATINGS FOR ANO (AW) PART-66 AML

Refer to the list in Appendix 1 of Chapter 4 of ANO (AW) Part-66.
APPENDIX II - ANO (AW) PART-66 License Application Tracking form
Name of Applicant’s
Applicant: Organisation
Address of
Nationality Date
Applicant:
Basic: Yes/No Type Rating:

1 Is CAAB Form 19 completed and correct? Yes No N/A
2 Have the fees been paid as per ANO(AW) CHAPTER A.10? Yes No N/A
3a Does the applicant hold a valid licence ? An attested copy submitted? Yes No N/A
3b Does the AMEL expire for a period less than 24 months? Yes No N/A
Does the AMEL expire for a period more than 24 months but less than
3c Yes No N/A
48 months?
3d Does the AMEL expire for a period more than 48 months? Yes No N/A
4 Category of Licence_____________, Type Rating________________? Yes No N/A

Copy of passport/National ID card submitted and verified (if not
5 Yes No N/A
attested)?
If the applicant is a foreigner, is he/she employed by an AMO? Was the
6 Yes No N/A
application made by the AMO on behalf of the applicant? (GD:1.7)
Is there NO pending revocation, suspension or variation action pursuant
7 Yes No N/A
to chapter 7 of this PROCEDURE?
Knowledge Requirements
Has the applicant met the knowledge requirements given in 2.2 of
8 Yes No N/A
PROCEDURE?
Has the applicant submitted the Modules or Part Modules completion
9 certificates (ANO(AW) PART-147 format) ? Verified (if required)? Yes No N/A
Refer GD 11.12.1
If examination credits claimed, has applicant submitted the
10 Yes No N/A
Degree/Master’s course completion certificate and transcript?
Qualification assessed before giving examination credit (accredited
11 Yes No N/A
certificate?)?
Has the applicant submitted type training certificates (theoretical
element)? Are they attested or verified? Refer GD 11.12.1
12 Yes No N/A
Or
Has the applicant pass in the type examination?
Has the applicant submitted type training certificates (Practical element)?
13 Yes No N/A
Are they attested or verified? Refer GD 11.12.1
Has the applicant met the OJT requirements for the issue of type?
14 Refer to OJT compliance report (Type Rating) as mentioned in section 3 Yes No N/A
of AME Logbook

Experience
Has the applicant submitted the logbook to check for experience
15 Yes No N/A
requirements?
Has the applicant met the practical experience requirements as given in
16 Yes No N/A
2.2 of PROCEDURE?
Are the maintenance experience are broad based?
17 Refer to section 3 of AME Logbook Summary of Experience (Basic Yes No N/A
category)
Has the experience been completed within last 10 years from the date of
18 Yes No N/A
application?
Has the recency of experience been met? 50% of the 12 month
19 experience are completed 1 year from the date of application? Yes No N/A
20 Remaining 50% of the 12m experience are completed within the last 7 Yes No N/A
years
Has the applicant met the experience requirements for the issue of type?
21 Circle the % of task completed as per Appendix II of AMC 50%, 30%, 20% Yes No N/A
Has the applicant met the demonstration of practical experience for the
22 Yes No N/A
issue of type on ____________________________________?
23 Item 14 to 22 has been verified by another inspector. Yes No N/A
24 No exemptions given. If, yes, follow exemption issuing PROCEDURE? Yes No N/A
25 Has the applicant passed Module 10 – Aviation Legislation? Yes No N/A
26 Has the applicant met the Group Rating Qualification? Yes No N/A
27 Is the application successful? Licence prepared? Yes No N/A

Category: Type: Limitation:
Withdraw of Limitation:
Manufacturer Group Rating:
Sub Group Rating :
Full Group Rating:
28 Is the licence verified by another inspector? Yes No N/A
29 Has a file been opened in applicant’s name . If not a new file is opened? Yes No N/A
Copies of all licensing docs including the licence copy kept the
30 Yes No N/A
applicant’s file?
31 AME file updated and inspector stamped endorsed on the file? Yes No N/A
32 Has the License been signed in ink by the applicant? Yes No N/A
33 Has a copy of signed licence been filed? Yes No N/A
Has the applicant signed in the “Licence”? Licence issued to the
34 Yes No N/A
applicant?
35 All the documents filed in the applicant’s file? Yes No N/A
Reviewing Sign
Inspector:
Verified by: Sign

APPENDIX III – Licence Renewal Application Tracking form
Address of
Nationality Date
Applicant:
1 CAAB Form 19 completed and correct Yes No N/A
2 Fees paid with application as per ANO(AW) A.10 Yes No N/A
3 Original current AME licenses submitted Yes No N/A
4 Attested copy of passport/National ID card submitted Yes No N/A
If not attested, passport/National ID card originals submitted for
5 verification by CAAB, then after verification the originals returned Yes No N/A
immediately
The submitted license compared with the applicants file at the CAAB to
check whether both are identical and to verify any pending revocation,
6 Yes No N/A
suspension or variation action pursuant to Chapter 7 of this
PROCEDURE
When checked as in para 6 of this checklist, there is no pending
7 revocation, suspension or variation action pursuant to chapter 7 of this Yes No N/A
PROCEDURE?
When checked as in para 6 of this checklist, is the applicant’s file at
8 Yes No N/A
CAAB same as the AML held (submitted) by the license holder?
When checked as in para 6 of this checklist, if the applicant’s file is
9 different from the aircraft maintenance licence held by the licence Yes No N/A
holder, then 6.2.3 of this PROCEDURE followed?
10 No exemptions given? If, yes, follow exemption issuing PROCEDURE Yes No N/A
If the application failed, applicant informed regarding reason for

11 Yes No N/A
application failure
Copies of all licensing docs including the licence copy kept the
12 Yes No N/A
applicant’s file?
13 Update and AME file Yes No N/A
14 Applicant/recipient signed on “ LICENSE ” book Yes No N/A

15 License handed over to the applicant Yes No N/A
License signed in ink by the applicant at the time of issue and file a copy
16 Yes No N/A
of signed licence.
17 Filed all the documents in the applicants personal file Yes No N/A
18 Hole punched on the old licence Yes No N/A
19 All the pages on old licence stamped “CANCELLED” Yes No N/A
Reviewing Sign
Inspector:
Sign
Verified by:

APPENDIX IV - CAAB Authorised Logbook Assessor Application Tracking form

Address of
Nationality Date
Applicant:
1 CAAB Form 19A completed and correct Yes No N/A
2 Attested copy of passport/National ID card submitted Yes No N/A

3 verification by CAAB, then after verification the originals Yes No N/A
returned immediately
Attested copy of the foreign AME licenses, if held from other
4 Yes No N/A
regulatory authorities, submitted
5 Copy of the foreign AME licenses, if submitted, verified Yes No N/A
6 Copy of the CAAB AME licenses held submitted Yes No N/A
7 Sufficient work experience and responsibilities held Yes No N/A
If successful, letter of CAAB authorisation as logbook assessor

8 Yes No N/A
handed over/sent to the applicant or his organisation
File all the documents (if a new applicant, a file should be
9 Yes No N/A
opened)
Reviewing Inspector: Sign
Verified by: Sign

APPENDIX V – Change of address/Name/Nationality Tracking form

Address of
Nationality Date
Applicant:
CAAB Form 19 submitted and all required information
1 Yes No N/A
included? For change of address a letter/fax should be submitted.
2 New Permanent address/Name/Nationality included? Yes No N/A
3 Documents to support the change submitted? Yes No N/A
4 Verify the supporting documents submitted. Yes No N/A
5 Attested copy of passport/National ID card submitted. Yes No N/A

6 verification by CAAB, then after verification the originals Yes No N/A
returned immediately
7 Original AME Licence submitted. Yes No N/A
The submitted license compared with the applicants file at the
8 CAAB to check whether both are identical and to verify any Yes No N/A
pending revocation, suspension or variation action.
If the application failed, applicant informed regarding reason for
9 Yes No N/A
application failure
10 If the application is acceptable, amend the licence as required. Yes No N/A
11 AME Licence File updated. Yes No N/A
12 Licence signed by the applicant and file a signed copy. Yes No N/A
Applicant/recipient signed on “ Aircraft Maintenance Engineer
13 Yes No N/A
Licence” book and Licence handed over to the applicant.
14 File all the documents in the applicant’s personal file. Yes No N/A
15 Hole punched on the old licence Yes No N/A
16 All the pages on old licence stamped “CANCELLED” Yes No N/A
Reviewing Inspector: Sign
Verified by: Sign

APPENDIX VI: Aircraft Rating requirements

Aircraft Groups B1/B3 licence B2 licence C licence
Group1 (For B1)
• Complex motorpowered
aircraft. Individual TYPE RATING Individual TYPE RATING Individual TYPE RATING
• Multiple engine helicopters. Type training: Type training:
• Aeroplanes certified - Theory + examination - Theory + examination Type training:- Theory +
above FL290. - Practical + assessment - Practical + assessment examination
• Aircraft equipped with fly-
by-wire. PLUS PLUS
• Other aircraft defined by OJT (for first aircraft in OJT (for first aircraft in
CAAB licence subcategory) licence subcategory)
Group 2 (For B1.1, B1.3, B1.4)
Subgroups: Individual TYPE RATING Individual TYPE RATING Individual TYPE RATING
(type training + OJT) or (type training + OJT) or type training or type
2a: single turboprop (type examination + practical (type examination + practical examination
aeroplanes (*) experience) experience)
Full SUBGROUP RATING
2b: single turbine-engine Full SUBGROUP RATING Full SUBGROUP RATING type training or type
helicopters (*) (type training + OJT) or based on demonstration examination on at least
(type examination + practical of practical experience 3 aircraft representative
2c: single piston-engine experience) on at of that subgroup
helicopters (*) least 3 aircraft representative
(*) Except those of that subgroup
classified in Group 1.
Manufacturer Manufacturer Manufacturer
SUBGROUP RATING SUBGROUP RATING SUBGROUP RATING
(type training + OJT) based on demonstration type training or type
or (type examination + of practical experience examination on at least
practical experience) on 2 aircraft representative
at least 2 aircraft of that manufacturer
representative of that subgroup
manufacturer subgroup
Group3 (For B1.2)
Piston engine aeroplanes Individual TYPE RATING Individual TYPE RATING Individual TYPE RATING
(except those classified (type training + OJT) or (type training + OJT) or type training or type
in Group 1) (type examination + practical (type examination + practical examination
experience) experience)
Full GROUP 3 RATING Full GROUP 3 RATING Full GROUP 3 RATING

based on demonstration of based on demonstration based on demonstration
practical experience of appropriate experience of practical experience
Limitations:
• Pressurized aeroplanes
• Metal aeroplanes
• Composite aeroplanes
• Wooden aeroplanes
• Metal tubing & fabric
aeroplanes
Piston engine (For B3)
non-pressurized FULL RATING
Aeroplanes of 2000 kg "Piston engine
MTOM and below non-pressurized aeroplanes
of 2000 kg MTOM & below"
based on demonstration
of practical experience Not applicable Not applicable
Limitations:
• Metal aeroplanes
• Composite aeroplanes
• Wooden aeroplanes
• Metal tubing & fabric

Chapter: 28, Approved Maintenance Training Organisations, ANO(AW) Part-147
APPROVED MAINTENANCE TRAINING ORGANISATIONS, ANO(AW) PART-147
Table of Contents
1. GENERAL……………………………………………………………………………………. 02
1.1 Introduction ……………………………………………………………………………… 02
1.2 Scope of Procedure ……………………………………………………………………… 02
1.3 Abbreviations/terminology..……………………………………………………………… 02
1.4 References ………………………………………………………………………………… 02
1.5 Resources ………………………………………………………………………………… 03
1. APPLICATION FOR INITIAL APPROVAL …………………………………………….. 03
2. FORMATION OF THE AUDIT TEAM ……………………………………………………. 04
3. CERTIFICATION PROCEDURE …………………………………………………………. 04
4.1 Investigation for Initial Organisation Approval ………………………………………….. 04
4.2 Issuing the Organisation Approval Certificate ……………………………………………. 06
4.3 Changes within the Approved Maintenance Training Organisation ……………………… 07
4.3.1 MTOE Amendments …………………………………………………………………. 08
4.3.2 Continued surveillance ……………………………………………………………… 08
4.3.3 Findings ………………………………………………………………………………... 09
4.3.4 Record-keeping ………………………………………………………………………… 09
4.3.5 Exemptions 10
4. RENEWAL OF MAINTENANCE ORGANISATION APPROVAL …………………… 10
5.1 Acceptance of application .………………………………………………………………. 10
5.2 Procedure for renewal ……………………………………………………………………. 10
5.3 Issue of renewed certificate ……………………………………………………………… 10
5. ADDITIONAL PROVISIONS ……………………………………………………………… 11
6.1 Reporting System ………………………………………………………………………… 11
6.2 Panel of Experts ………………………………………………………………………….. 11
6.3 Resolution of Disagreements ……………………………………………………………. 11
6.4 Involvement of the Legal Service ……………………………………………………….. 12
6.5 Limitation, Suspension and Revocation ………………………………………………… 12
6.6 Communication and Publication ………………………………………………………… 12
6.7 Confidentiality of Documents …………………………………………………………… 12
6.8 Payment Instructions ……………………………………………………………………. 12
7. APPOVAL OF FOREIGN TRAINING ORGANIZATION………………………………… 13
8. ONE-OFF TYPE COURSE APPROVAL………………………………………………….. 14
APPENDIX I: Checklist for ANO(AW) Part-147 Approval Certificate Issuance …………..
APPENDIX II: Checklist for Renewal of ANO(AW) Part-147 Approval Certificate ……….
APPENDIX III: Checklist for Issuance/Renewal of ANO(AW) Part-147 Approval Certificate for
Foreign Organization
APPENDIX IV: Checklist for Approval/change of MTOE ………………………………………..
APPENDIX V: ANO(AW) Part-147 Detailed Audit Checklist …………………………………
APPENDIX VI: CAAB Form 22 – Approval Recommendation Report ………………………….
APPENDIX VII: Acceptance of Basic Course
APPENDIX VIII: Acceptance of Type Course
1. GENERAL
1.1 Introduction
The describes the general principles to be followed by CAAB to issue maintenance training
organisation approvals in accordance ANO(AW) Part-147.
This procedure on Maintenance Training Organisation Approval has been accepted by the
Chairman.
CAAB should retain effective control of important surveillance functions and not delegate them in
such a way that ANO(AW)-147 organisations, in effect, regulate themselves in airworthiness
matters.
The set-up of the organisational structure should ensure that the various tasks and obligations of
CAAB are not relying on individuals. That means that a continuing and undisturbed fulfilment of
these tasks and obligations of CAAB should also be guaranteed in case of illness, accident or leave
of individual employees.
1.2 Scope of Procedure

This procedure describes how CAAB will internally handle the approval of ANO(AW) Part-147
maintenance training organisations.
This approval shall be performed in accordance with the provisions of ANO(AW) Part -147.
This procedure also describes how CAAB will handle the initial, continuation, change, renewal,
limitation, suspension or revocation of the approvals of aforementioned organisations according to
ANO(AW) Part -147.
1. 3 Abbreviations / terminology
AI Airworthiness Inspector/Airworthiness Engineer
CAAB Civil Aviation Authority, Bangldesh
ANO(AW) Air Navigation Orders
MTOA Maintenance Training Organisation Approval
MTOE Maintenance Training Organisation Exposition
PE Penal of Experts
TL Investigation Team Leader
HA Head of Airworthiness Section
1.4 References
ANO(AW) Part -145 Approved Maintenance Organisations
ANO(AW) Part -M Continuing Airworthiness
ANO(AW) Part -66 Maintenance Personnel Licensing
ANO(AW) Part -147 Approved Maintenance Training Organisations
ICAO Annex 6 - Volume 1

1.5 Resources
1.5.1 The number of staff must be appropriate to carry out the requirements as detailed in this
procedure.
1.5.2 AI involved in ANO(AW) Part -147 approvals must have:

a) practical experience and expertise in the application of aviation safety standards
b) comprehensive knowledge of
(i) relevant parts of ANO’s
(ii) procedures of Airworthiness Section
(iii) the rights and obligations of an AI
(iv) quality systems
c) received training on auditing techniques
d) received training/continuation training on ANO(AW) Part -147 where relevant,

including its intended meaning and standard
e) five years relevant work experience to work as an AI independently. This may include
experience gained during training to obtain the qualification under (f)
f) a relevant engineering degree or an aircraft maintenance engineering qualification with

additional qualification. ‘relevant engineering degree means an engineering degree from
aeronautical, mechanical, electrical, electronic, avionic or other studies relevant to the
maintenance and continuing airworthiness of aircraft/aircraft components.
g) knowledge of training and examination standards.
1.5.3 In addition to technical competency, AI’s should have a high degree of integrity, be
impartial in carrying out their tasks, be tactful, and have a good understanding of human
nature.
1.5.4 AI’s should undergo continuation training that ensures the AI’s remain competent to
perform their allocated tasks.
2 APPLICATION FOR INITIAL APPROVAL
2.1 Acceptance of Application

An applicant intending to obtain ANO(AW) Part-147 may show express of interest via a letter
addressed to the Chairman CAAB. In any case, Head of Airworthiness shall inform the applicant a
letter regarding the ANO(AW) Part-147 requirements, application form, AMTO application
process, and any other application guidelines that may help the applicant in completing the
application.
Applications for ANO(AW) Part -147 Maintenance Training Organisation Approval shall be
received on CAAB Form 12. To initiate the application process, the applicant shall submit two
copies of the Maintenance Training organisation Exposition, along with a completed ANO(AW)
Part -147 compliance checklist, to the CAAB addressed to Chairman. He shall handover the
application to Head of Airworthiness. Head of Airworthiness will assign a TL to process the
application. HA may assign himself as the TL, when required

TL will acknowledge receipt of applications within three working days following the date of
receipt by CAAB.
The TL will check the applications. Where incorrect or incomplete information is supplied, the TL
shall notify the applicant as soon as possible by a letter or email detailing the omissions and errors.
For any technical issue, the TL will consult the Head of Airworthiness.
The TL together with the HA shall make a first check on eligibility according to ANO(AW) Part -
147 and determine how it will proceed with the application. When eligibility has been fully
assessed, the TL will inform the applicant of the following within the month following receipt of
the correct application:
a) Whether its application is accepted or not. If so:
b) Which AI will perform the technical investigation tasks. If no selection has been made
yet, the HA will notify the applicant the projected time frames for when resources are
expected to be available. This notification will be followed as soon as possible, by the
communication of either HA or the selected AI.
c) In case of local organisations, projected date for meeting with senior officials of the
organisation to explain how CAAB will carry out the technical investigation tasks.
d) Receipt of any fees associated with the application.
3 FORMATION OF THE AUDIT TEAM

The composition and size of the basic investigation team can consist of only the TL but may vary
and is dependent upon:
a) Size of the applicants organisation
b) Complexity of the organisation approval applied for,
c) Number of sites covered by the approval,
d) Nature of the services to be covered by the Maintenance Training Organization and its
direct impact to aviation safety
Trainees may participate in Audit. For specific technical Audits the basic team can call for
assistance from appropriate technical experts. The technical experts shall follow all applicable
provisions detailed in this procedure.
4 CERTIFICATION PROCEDURE
4.1 Investigation for Initial Organisation Approval
4.1. The investigation process will be performed according to this procedure.
a) A meeting should be arranged between the applicant and CAAB to determine if the
applicant's training activities justify the investigation for issue of ANO(AW) Part -147
approval and to ensure that the applicant understands what needs to be done for ANO(AW)
Part -147 approval. This meeting is not intended to establish compliance but rather to see if
the activity is an ANO(AW) Part -147 activity. During this meeting HA/TL may discuss
the ANO(AW) Part-147 compliance checklist with the applicant.

b) Provided the requirements of ANO(AW) Part-147.105(a) and (b) are complied with; TL
shall formally indicate its acceptance of the personnel, specified in ANO(AW) Part-
147.105(a) and (b), to the applicant in writing via HA.
Formally indicated in writing; means that the CAAB Form 4 should be used for this
activity. With the exception of the Accountable Manager, a CAAB Form 4 should be
completed for each person nominated to hold a position as required by ANO(AW) Part-
147.105(b).
Formal indication of acceptance should be by use of the CAAB Form 4 or in the case of the
Accountable Manager via approval of the MTOE containing the Accountable Managers
commitment statement.
HA may reject an Accountable Manager where there is clear evidence that they previously
held a senior position in any CAR/ANO approved organisation and abused that position by
not complying with the particular CAR/ANO requirements. In this case, the HA shall
notify the Chairman, CAAB.
c) TL shall verify that the procedures specified in the MTOE comply with ANO(AW) Part -
147 and verify that the Accountable Manager signs the commitment statement. Verification
that the organisation complies with the exposition procedures may be established through
the ANO(AW) Part-147 Compliance Check list. While verifying compliance, the TL shall
ensure they are in accordance (or equivalent) with ANO(AW) Part-147 AMC and GM.
d) A meeting with the Accountable Manager shall be convened at least once during the
investigation for approval to ensure that he/she fully understands the significance of the
approval and the reason for signing the exposition commitment of the organisation to
compliance with the procedures specified in the exposition. If required the Accountable
Manager, may be tested by a written examinations on the relevant regulations. This
examination may be an open book examination held at the Accountable Manager office. In
such a case, the Accountable Manager shall sign a declaration that the examination was
done by himself.
e) The TL shall verify that the organisation is in compliance with the requirements of
ANO(AW) Part -147.
The TL should determine by whom, and how the audit shall be conducted. For example, for
a large organisation, it will be necessary to determine whether one large team audit or a
short series of small team audits or long series of single man audits are most appropriate for
the particular situation.
It is not necessary to sample all basic and type training courses that will be approved, but it is
necessary to sample, as appropriate, one basic and one type training course for as long as is
necessary to establish that training is conducted in an appropriate manner, except that the
minimum sampling time for the course being sampled should not be less than 3 hours. Where no
training course is being conducted during the audit, arrangements
Where it is intended that the maintenance training organisation may conduct training and
examinations away from the maintenance training organisation address(es) in accordance with
ANO(AW) Part-147.145(c), then a sample audit should be carried out by CAAB from time to
time of the process to ensure that procedures are followed. For practical reasons such sample
audits will need to be carried out when training is being conducted away from the maintenance
training organisation address(es).
It is not necessary to sample all examinations associated with a training course, but it is necessary
to sample, as appropriate, one basic and one type training course examination
The CAAB auditing AI should always ensure that he/she is accompanied throughout the audit by a
senior technical member of the organisation. Normally this is the quality manager. The reason for
being accompanied is to ensure the organisation is fully aware of any findings during the audit.
The auditing AI should inform the senior technical member of the organisation at the end of the
audit visit on all findings made during the audit.
The audit report (approval recommendation report) form should be the CAAB Form 22. The AI
may use the ANO(AW) Part -147 Compliance Checklist, ANO(AW) Part-147 Audit Checklist and
MTOE to assist in the audit and to prepare the Audit Report CAAB Form 22.
All findings, closure actions (actions required to close a finding) and recommendations must be
recorded. The reports should include the date each finding was cleared together with reference to
the CAAB report or letter that confirmed the clearance.
Findings should be recorded on the audit report form with a provisional categorisation as a level 1
or level 2. Subsequent to the audit visit that identified the particular findings, the TL should review
the provisional finding levels, adjusting them if necessary and change the categorisation from
provisional to confirmed.
There may be occasions when the CAAB AI may find situations in the applicant’s organisation
on which he/she is unsure about compliance. In this case, the organisation should be informed
about possible non-compliance at the time and the fact that the situation will be reviewed within
the CAAB before a decision is made. If the decision is a finding of being in compliance then a
verbal confirmation to the organisation will suffice.
All findings should be confirmed in writing to the applicant organisation within 2 weeks of the
audit visit.
f) For initial approval all findings must be rectified/corrected before the approval can be issued.
When the full investigation for compliance of the applicant with ANO(AW) Part-147 has been
satisfactorily determined, the HA shall carry out a quality review of the following
documentation:
1. The completed CAAB Form 22 (all 5 parts). Wherever possible the phone number, fax
number and e-mail address of the organisation should be provided. (Completed and
signed by the TL and all the Team Members)
2. The Approved MTOE (Reviewed by the TL)

3. Approved CAAB Form 4s (Reviewed by the TL)
4. Consistency of the Form 12 with the Form 22 and the MTOE
5. The continued surveillance plan. The HA shall verify that the continued surveillance
plan covers all elements required by this SOP part 4.4.
The HA shall countersign the Form 22 when satisfied with the review of Para 4.1 a) to f).
4.2 Issuing the Organisation Approval Certificate:

Prepare CAAB Form 11 with Approval reference. Indicate the conditions of the approval on
the Form 11 approval certificate.
The HA/TL shall forward to the Chairman the proposal for the CAAB Form 11 approval
certificate, the countersigned Form 22 and the current accepted continued surveillance plan.
The Chairman shall contact the HA/TL regarding any issues with the proposal for the CAAB
Form 11 approval certificate, the countersigned Form 22 or the current accepted continued
surveillance plan.
When satisfied with the above recommendation package the Chairman / HA shall sign the
CAAB Form 11 approval certificate.
The HA/TL should indicate the approval of the exposition in writing to the applicant.
The TL should forward the original of the signed CAAB Form 11 to the applicant once the
receipt of fees has been confirmed.
Update the register on Maintenance Training Organisation Approval data base of all
Organisation Approvals issued by CAAB, giving the following details.
a) Approval number
b) Name of organisation
c) Address
d) Scope of approval
e) Contact Details (Phone Number, Fax Number and E-mail address)
f) Date of initial issue of approval
g) Date of expiry of approval
The HA/TL will establish a system to maintain records of all documents generated and
received during the approval process and the subsequent continued surveillance process.
CAAB form 22, copy of the form 11 and the continued surveillance plan shall be retained
under the allocated CAAB approval number and the records filed in accordance with CAAB
filing system. Specific reference will be made to the next date that the form 22
recommendation is due.
4.3 Changes within the Approved Maintenance Training Organisation

Any proposed changes covered by ANO(AW) Part -147.150 shall be processed by the TL
The TL will determine the extent of any subsequent review according to the impact of the proposed
changes to the Organisation and/or its Exposition and shall carry out all necessary actions.
A change of name of the maintenance training organisation requires the organisation to submit a
new application as a matter of urgency stating that only the name of the organisation has changed
including a copy of the organisation exposition with the new name. On receipt of the application
and the organisation exposition, CAAB should reissue the approval certificate valid only up to the
current expiry date
A name change alone does not require CAAB to audit the organisation, unless there is evidence that
other aspects of the maintenance training organisation have changed
A change of Accountable Manager requires the maintenance training organisation to submit such
fact to CAAB as a matter of urgency together with the amendment to the Accountable Manager
exposition statement.
A change of any of the senior personnel specified in ANO(AW) Part -147.105(b) or the
examination staff in ANO(AW) Part -147.105 (e) requires the maintenance training organisation to
submit a Form 4 in respect of the particular person to the competent authority. If satisfied that the
qualifications and experience meet the standard required by ANO(AW) Part-147, CAAB should
indicate acceptance in writing to the maintenance training organisation.
A change in the maintenance training organisation's exposition requires the CAAB to establish that
the procedures specified in the exposition are in compliance with the intent of ANO(AW) Part -147
and then to establish if these are the same procedures intended for use within the training facility.
Any change of location of the maintenance training organisation requires the organisation to make
a new application to CAAB together with the submission of an amended exposition. CAAB will
follow the procedure specified under this SOP (a) and (b) in so far as the change affects such
procedure before issuing a new ANO(AW) Part -147 approval certificate valid for a new
recommended 2 year period or with a new issue date for continuous approvals.
The complete or partial re-organisation of a training organisation will require the re-audit of those
elements that have changed.
Any additional basic or aircraft type training courses requires the maintenance training organisation
to make a new application to CAAB together with the submission of an amended exposition. For
basic training extensions, an additional sample of new examination questions relevant to the
modules associated with the extension being sought will be required to be submitted. CAAB will
follow the procedure of paragraph 4 in so far as the change affects such procedures unless CAAB is
satisfied that the maintenance training organisation has a well-controlled procedure to qualify such
change when it is not necessary to conduct the audit elements of the paragraph 4 procedure.
When the investigation for the change has been satisfactorily completed, the HA/TL shall carry out
a review of any applicable documents detailed in paragraph 4.1 and 4.2 appertaining to the change.
When a change to the certificate is required then paragraph 4.3 shall be used.

4.3.1 MTOE amendments

In the case of direct approval of the amendments of the exposition, CAAB shall verify that the
procedures specified in the exposition are in compliance with ANO(AW) Part-147 before formally
notifying the approved organisation of the approval.
In the case of indirect approval of amendments of the exposition, CAAB shall ensure that it has an
adequate control over the approval of all exposition amendments. A procedure should be stated in
the amendment section of the MTOE and it should define the amendments to the exposition which
may be incorporated without prior CAAB approval. The MTOE chapter dealing with scope of
work/approval should not be subject to this procedure.
The organisation should submit each MTOE amendment to CAAB whether it is an amendment for
approval or a delegated approval amendment. Where the amendment requires approval by CAAB,
CAAB when satisfied, should indicate its approval in writing. Where the amendment has been
submitted under the delegated approval procedure, CAAB should acknowledge receipt in writing.
A simple exposition status sheet should be maintained which contains information on when an
amendment was received by CAAB and when it was approved.
4.3.2 Continued surveillance

The continuation of an approval shall be monitored in accordance with the applicable ‘initial
approval’ process under Paragraph 4.1.
A continued surveillance plan shall be developed by the HA/TL taking into consideration follow up
of corrective actions and accepted by the Chairman. The continued surveillance plan shall be
communicated to the organisation by the HA/TL.
The CAAB form 22 (sections 1-5) recommendation must be completed every 12 months. The
HA/TL must carry out a quality review of the form 22 and countersign the form. The TL shall
forward the form 22 to the HA for continuation of the approval every 12 months along with the
continued surveillance plan.
Where continued validity of the certificate is accepted the HA shall notify the approved
maintenance training organisation and Chairman of CAAB. The TL shall ensure update of the
approvals database with all relevant information.
The TL shall forward details of all form 22 due dates to the HA. In case of a negative decision by
CAAB, the HA will notify the approval holder by letter and copy the TL, detailing the suspension
or revocation of the MTOA. This letter will make reference to the possibility for appeal by the
MTOA holder.
The TL assigned to perform the continued surveillance on behalf of CAAB will process all
findings.

The TL shall notify HA any Level 1 finding made against the MTOA holder together with any
actions it has taken. In case of a Level 1 finding, the HA will review the finding and take
appropriate action.
In extenuating circumstances the 12 month audit cycle period may be extended by the HA. This is
subject to verification by other means that the systems are functioning within the Maintenance
Training Organisation.
4.3.3 Findings
(a) When during audits or by other means evidence is found showing non-compliance with the
requirements of ANO(AW) Part -147, CAAB shall take the following actions:
1. For level 1 findings, immediate action shall be taken by CAAB to revoke, limit or suspend
in whole or in part, depending upon the extent of the level 1 finding, the maintenance
organisation approval, until successful corrective action has been taken by the
organisation.
A level 1 finding is where an AI finds a significant non-compliance with ANO(AW) Part-

147. The following is an example level 1 findings:
 Failure to gain access to the organisation during normal operating hours of the
organisation in accordance with ANO(AW) 147.A.155(A)(2) after two written
requests.
 A significant non-compliance with the training process.
2. For level 2 findings, the corrective action period granted by CAAB must be appropriate to
the nature of the finding but in any case initially must not be more than three months. In
certain circumstances and subject to the nature of the finding CAAB may extend the three
month period subject to a satisfactory corrective action plan agreed by CAAB.
(b) Action shall be taken by CAAB to suspend in whole or part the approval in case of failure to
comply within the timescale granted by CAAB.
Where the organisation has not implemented the necessary corrective action within that period
it may be appropriate to grant a further period of up to three months, subject to the competent
authority notifying the Accountable Manager. In exceptional circumstances and subject to a
realistic action plan being in place, CAAB may specifically vary the maximum 6 month
corrective action period. However, in granting such a change the past performance of the
organisation should be considered.
4.3.4 Record Keeping

a) The CAAB shall establish a system of record-keeping that allows adequate traceability of
the process to issue, renew, continue, vary, suspend or revoke each approval.
b) The records for the oversight of maintenance training organisations shall include as a
minimum:
1. The application for an organisation approval.

2. The organisation approval certificate including any changes.
3. A copy of the audit program listing the dates when audits are due and when audits were
carried out.
4. Continued oversight records including all audit records.
5. Copies of all relevant correspondence.
6. Details of any exemption and enforcement actions.
7. Any report from other competent authorities relating to the oversight of the
organisation.
8. Organisation exposition and amendments.
c) The minimum retention period for the paragraph (b) records shall be four years.
d) CAAB may elect to use either a paper or computer system or any combination of both
subject to appropriate controls.
e) The record-keeping system should ensure that all records are accessible whenever needed
within a reasonable time. These records should be organised in a consistent way through
out the competent authority (chronological, alphabetical order, etc.).
f) All records containing sensitive data regarding applicants or organizations should be
stored in a secure manner with controlled access to ensure confidentiality of this kind of
data.
g) All computer hardware used to ensure data backup should be stored in a different location
from that containing the working data in an environment that ensures they remain in good
condition. When hardware or software changes take place special care should be taken to
ensure that all necessary data continues to be accessible at least through the full period
specified in para (c’)
4.3.5 Exemptions
All exemptions granted with ANO(AW) Part-147 shall be recorded and retained by CAAB.
5. RENEWAL OF MAINTENANCE ORGANISATION APPROVAL

5.1 Acceptance of application
The application form for renewal of organisation approval shall be sent to the Chairman, CAAB
attention to Director Flight Safety and Regulations (DFSR) on a completed CAAB Form 12.
DFSR will handover the application to Airworthiness (HA). HA will assign a TL to process the
application. HA may assign himself as the TL, when required.
TL will acknowledge receipt of applications within three working days following the receipt by
CAAB.
The TL will check the application. Where incorrect or incomplete information is supplied, the TL
must notify the applicant as soon as possible by a letter detailing the omissions and errors. For any
technical issue, the TL will consult the HA.
5.2 Procedure for renewal

On application in Form 12 by the approved organization, CAAB will perform an audit of the
organization. Auditors may take credit of the surveillance inspection performed within the validity
period. Findings will be notified to the auditee.
Compare the application with the CAAB file and verify any pending revocation, suspension or
variation action pursuant to ANO(AW) 147. If the documents are identical, Corrective Action Plan
submitted or Corrective Action taken against the findings of the renewal audit are accepted and no
action is pending, the Maintenance Training Organisation shall be renewed for a period of one year.
If the details on CAAB file are different from the application and the organization fail to take
Corrective Action against the findings within the stipulated time, CAAB shall investigate the
reasons and may choose not to renew the approval of Maintenance Training Organisation.
5.3 Issue of renewed certificate

Prepare CAAB Form 11 and indicate the conditions of the approval on the Form 11 approval
certificate.
The approval shall be renewed for a period of one year.
The HA/TL shall forward to the Chairman the renewed certificate and the application form.
The Chairman shall contact the HA/TL regarding any issues with the renewal of the certificate.
When satisfied with the above process, Chairman shall sign the renewed CAAB Form 11 approval
certificate. In the absence of Chairman, the HA shall sign the certificate.
The TL should forward the original of the signed CAAB Form 11 to the applicant once the receipt
of fees has been confirmed.
Update the register of Maintenance Training Organisation Approvals issued by CAAB, giving the
following details:
a) Date of Renewal of Approval

b) Date of Expiry of Approval
c) Update other fields, if there are changes
File the records in accordance with CAAB filing system.
6 ADDITIONAL PROVISIONS
6.1 Reporting Systems
.
ANO(AW) Part -147 detail the Maintenance Training Organisation Approval holders
responsibilities regarding reporting to CAAB. CAAB will process the reports in accordance with
their internal procedure. The form and manner for such reports need to be made following the
approved company procedures as contained in the MTOA holder

6.2 Panel of Experts

CAAB may liaise and request assistance from a Panel of Experts (PE) which comprises
specialists with extensive technical knowledge and experience necessary for approval of
Maintenance Training Organisations as and when required.
The PE specialists are available for advice on technical certification principles and technical
interpretation of the implementing rules of the basic regulation, technical standardization and
technical training ensuring appropriate technical certification knowledge within COSCAP-SA
and other affiliated regulatory authorities. They may also act as team members, however
respecting then that their roles do not conflict.
The experts shall notify any possible conflict of interest. In such cases they shall abstain from
participating in the deliberations of the PE.
The CAAB rules concerning the public access to documents are applicable to the PE.
6.3 Resolution of Disagreements

Every effort shall be made to resolve all kind of disagreements concerning issues between
CAAB and the Approval Holder/Applicant at the lowest possible level.
The investigation team will be the primary decision maker in the process under the supervision
of its team leader. The CAAB Team shall have the ability and power to take the first decisions
to the large possible extent.
If the Approval Holder/Applicant does not agree with the CAAB Team decision, the
Maintenance Training Organisation Manager as a first step, and the responsible HA afterwards,
will try to reach a mutually acceptable resolution.
If further escalation is necessary the final decision will be made by the Chairman of CAAB,
following consultation with experts.
6.4 Involvement of the Legal Service

The HA shall consult CAAB legal service at the earliest possible stage.
a) Before the adoption of a negative decision taken during the certification process which is
subject to appeal according to Civil Aviation Regulations (CAR) or this internal working
procedures.
b) When an applicant or certificate holder requests that a disagreement shall be formally
handled according to current Maldivian regulations.
c) When there is a disagreement with the applicant or certificate holder on a significant
decision affecting the result of the certification process outside the scope of MTOE and
this SOP.
d) In any other case when deemed necessary.
6.5 Limitation, Suspension and Revocation

A Maintenance Training Organisation Approval shall be limited, suspended or revoked by
CAAB if the:
a) Certificate becomes invalid under the conditions specified in ANO(AW) Part-147;

b) Organisation fails to comply with ANO(AW) A.10 Fees/Charges for Airworthiness

Services.
c) Approval is suspended an on reasonable grounds in the case of potential safety threat; or
d) Organisation fails to comply with the ANO(AW) Part -147.155 Findings, depending on the
nature of finding.
6.6 Communication and Publication

Significant decisions affecting the result of the certification procedure shall be communicated
by CAAB to the applicant in writing.
CAAB decisions related to the issuing, modification, limitation, suspension or revocation of

certificates shall be published in its Official Publication. The HA shall make provisions in
order that relevant information is published. CAAB website is considered as official
publication.
6.7 Confidentiality of Documents

All documents and information received and held by CAAB related to the certification
procedure which originates from the Approval Holder/Applicant or a third party are subject to
protection from disclosure in accordance with CAR and these internal working procedures.
6.8 Payment Instructions

Respective fees as specified in ANO(AW) Chapter-A.10, shall be paid in accordance with the
following procedure. Fees specified can be paid in US Dollars, converted based on prevailing
exchange rates at the time when application is submitted.
For local organisations, the following methods of payments shall be accepted.
 Cash.
 Cheque/pay order made payable to the Chairman, Civil Aviation Authority, Bangladesh.
The cheque/pay order should be from a Bank, established in Bangladesh.
For foreign organisations, the following methods of payments shall be accepted.
 Cash.
 Bank transaction to be made with the following bank details:
Bank name: Sonali Bank, Bangladesh
Kurmitola, Dhaka-1229
ABA/Account number: 2400000247 (US Dollar Account)
Account name: Chairman, Civil Aviation Authority, Bangladesh
Swift Code: BSONBDDHLOD
Beneficiary: Civil Aviation Authority, Bangladesh

The receipt of fees shall be confirmed by the finance section, prior to the issuance of the approval
certificate.

7. APPOVAL OF FOREIGN TRAINING ORGANIZATION
An applicant wishing to obtain ANO(AW) Part-147 may show express of interest via a letter
addressed to the Chairman CAAB along with the followings:
a) Filled in Form 12;
b) ANO(AW) Part-147 Compliance Checklist;
c) Detail qualification of the nominated personnel for the approval/acceptance by CAAB.
CAAB Form-4 is required for the organization not having any AMO approval from any
authority;
d) Two copies of MTOE or Copy of existing company manual or MOE along with MOE
supplement in compliance with ANO (AW) Part-147 regulation of Bangladesh.
On receipt of the application, TL will follow the procedure mentioned in the above section(s)
applicable for local organization. However, for the organization having AMTO approval from any
authority may not be required to approve CAAB Form-4 holders and MTOE separately. For each
case TL in consultation with team member(s) and/or HA will inform the organization regarding the
exact requirements and process to be complied with.
Normally two auditors will be selected for a period of 04 days for initial approval and 03 days for
renewal approval. However, if the organization is large and multiple locations are to be audited this
period may be extended for a period of maximum 02 days for each location.
8. ONE-OFF TYPE COURSE APPROVAL
Foreign Training Organization or Bangladesh operator/AMO on behalf of foreign organization may

show express of interest via a letter addressed to the Chairman CAAB for one-off type course
approval. The following documents are required for assessment of the course before approving it:
a) MTOE of the organization;
b) Details of the Instructor imparting the training;
c) Type Course Syllabus;
d) Course material
e) Format of the Certificate to be issued on completion of the course;
f) Sample question for the examination;
g) Layout of the classroom
h) Training Aids to be used for conduction of the course;
TL will make necessary correspondence with the organization and/or local operator for collecting
the above documents. On receipt of the documents and fees, TL will assess whether the course
meets the syllabus requirements of ANO (AW) Part-66 and training standard of ANO (AW) Part-
147.
TL shall fill up the relevant portion of the Appendix-VIII of this procedure and keep in the relevant
office file for future reference. This One-off approval will remain valid until MTOE of the
organization and Syllabus are not changed. For such changes, a fresh application may be required.
APPENDIX 1
Checklist for ANO(AW) Part-147 Approval Certificate Issuance

Team Leader: Date:
Name of
Organisation:
2 Copy of MTOE submitted Yes No N/A
3 CAAB Form 4’s submitted Yes No N/A
4 Receipt of Fees Yes No N/A
5 Acknowledge receipt of application with in three working days Yes No N/A
6 Completed CAAB Form 4’s Yes No N/A
Maintenance Organization informed regarding approval of nominated

7 Yes No N/A
personnel
8 Meeting with Accountable Manager Yes No N/A
9 CAAB Form 22 completed Yes No N/A
10 MTOE approved Yes No N/A
11 All findings corrected Yes No N/A
12 Continued surveillance plan prepared Yes No N/A
13 Quality review of documents Yes No N/A
14 Organization informed regarding approval of MTOE Yes No N/A
16 Update Maintenance Training Organization register Yes No N/A
17 Dispatch the Certificate Yes No N/A
18 File all the documents Yes No N/A

APPENDIX 2
Checklist for Renewal of ANO(AW) Part-147 Approval Certificate

Team Leader: Date:
Name of
Organisation:
4 Verify any pending revocation, suspension or variation action Yes No N/A
Details on submitted application are identical to details kept on CAAB

5 Yes No N/A
file
6 Meeting with Accountable Manager (if required) Yes No N/A
7 Audit findings were notified to the organization Yes No N/A
8 Acceptance of CAP and CA on the findings Yes No N/A
9 Level 1 findings were closed Yes No N/A
10 Completed CAAB Form 22 Yes No N/A
11 Continued surveillance plan updated Yes No N/A

APPENDIX 3
Checklist for Issuance/Renewal of ANO(AW) Part-147 Approval Certificate for Foreign Organization
Team Leader: Date:
Name of
Organisation:
Copy of the Approval Certificates, if held from other regulatory

2 Yes No N/A
authorities, submitted
3 Details of nominated post holders submitted Yes No N/A
5 Acknowledge receipt of application within three working days Yes No N/A
Verify any pending revocation, suspension or variation action if

6 Yes No N/A
applicable
7 Yes No N/A
file if applicable
8 Meeting with Accountable Manager/post holders Yes No N/A
10 All the findings corrected (for Issuance) Yes No N/A
11 Acceptance of CAP and CA on the findings (for Renewal) Yes No N/A
12 Level 1 findings were closed (for Renewal) Yes No N/A
14 Quality review of documents performed Yes No N/A

RESERVED
Chapter 30: APPROVAL OF ORGANIZATIONS UNDER ANO (AW) C.1 AND C.2.
CHAPTER 30
APPROVAL OF ORGANIZATIONS UNDER ANO (AW) C.1 AND C.2.
1. INTRODUCTION:
1.1 Air Navigation Orders (AW) C.1 and C.2, specify the requirements for grant of
approval to firms/organizations desirous of seeking approval in one or more of the
aviation activities mentioned therein.
1.2 This chapter provides the guidelines to Airworthiness Officers to execute the
approval process in a manner as required and ensure that the firm seeking approval
is in compliance of all applicable requirements before grant of approval. This
chapter should be read in conjunction with the ANO (AW) referred at Para 1.1
above.
2. PROCEDURE:
2.1 The Bangladeshi / Foreign firms seeking approval from CAAB may apply in
application form CA-182 / CA-182A / CA-182B along with the requisite fee as
per ANO (AW) A.10. While the approvals in respect of foreign firms are
processed and effected at Airworthiness Division, a Bangladeshi organization may
apply, where their base is proposed to be established.
2.2 On receipt of application, the Authorized Officer(s) assigned the job of processing
the approval should carefully scrutinize the details provided in the application
with regard to its location, Scope of approval, Suitability of proposed Quality
Assurance / Control Managers / Chief Instructor submission of necessary manuals
and provision of equipment etc.
2.3 To begin with, a firm seeking approval shall nominate an Accountable Manager
and forward his name for acceptance by CAAB. The Officer before accepting the
proposal of firm, should satisfy himself that the individual has corporate
authority to ensure smooth functioning of firm as per the scope of approval
accorded and standards required by CAAB by the way of financing the same.
2.4 The names sponsored by the Accountable Manager for approval to function
as head of Quality Assurance, maintenance, Instructors etc. depending on the
scope of approval are to be carefully examined with regard to their suitability in

terms of Qualifications and experience. The personnel proposed to function as

Quality Assurance Managers / Chief Instructors must have held responsible
positions in the past in the area of specialization. After necessary scrutiny the
individuals shall be subjected to an examination by a duly constituted a board (DD
(AELD) & PAI) in order to assess the capability of the personnel in compliance of
all applicable requirements and to ensure that they are fully conversant with the
procedures.
2.5 The above approved personnel shall prepare and submit their activities related
manuals for approval. The Manuals are to be carefully scrutinized by the PAI to
ensure that the system laid in the manuals is consistent with all regulatory
requirements. PAI is also advised to refer to the guidelines provided in related
ANOs (AW) for approval of manuals in respect of activities other than
maintenance / manufacturing.
3. APPROVAL OF ORGANIZATION:
3.1 PAI has to exhaust the following five step process during approval process of
organization:
 PRE-APPLICATION PHASE
 The Pre-Application Phase begins when the prospective applicant
makes an initial inquiry.
 FORMAL APPLICATION PHASE
 To resolve questions or issues concerning the applicant’s package
 To resolve scheduling date conflicts
 To respond to questions from the applicant
 To reinforce the certification process
 To reinforce open communication and working relationships
 To determine acceptability of the package based on meeting results
 DOCUMENT EVALUATION PHASE
 During the document evaluation phase of the certification process, the
inspector must evaluate the applicants Statement of Compliance for
acceptability.
 The purpose of this phase to do an in-depth evaluation of the Statement
of Compliance. The Statement of Compliance is used to show how the
applicant intends to comply with each applicable regulation.
 DEMONSTRATION AND INSPECTION PHASE

 In this phase, the PAI shall conduct physical inspection of the

applicant's main base & line facilities.
 CERTIFICATION PHASE
 The inspector must ensure all CAA requirements have been met.
 Prepare final operations specifications and certificate
One step shall not be started before ending of previous step. Having satisfied in all
five phases with the standard of personnel and manuals, facilities etc, PAI has to
process the organization’s approval.
3.2 in formal application phase, the firm/organization shall give details of the
contracts if the work is sub-contracted/contracted to another organization
indicating the responsibilities of each and scope of work agreed to. Also the firm
will submit a report of the inspection items for which facilities of other agencies
are used.
3.3 The PAI will inspect the firm with a view to verifying its claim in regard to
suitability to seek approval. The inspecting officers should carefully assess the
capabilities demonstrated by the firm taking into consideration every aspect / area
and record their observations in the column provided in the application form CA-
182 / CA-182A / CA-182B or any other relevant form. The officers should use the
specific checklists developed for the purpose to ensure that all areas of the
organizations are inspected in detail.
3.4 Similarly, the officers should use the other checklists depending on the scope
applied for. Such organized inspection with usage of designed standard
checklists will facilitate proper assessment of the firm’s capabilities and will also
detect the discrepancies / non-compliance of requirements in each area. The
observations made during inspection may be communicated to the firm to make
good the pending requirements. On compliance of confirmation from the firm, the
same may be verified. The inspecting officers should fully satisfy themselves that
the firm possesses the capabilities to commensurate the scope of approval.
3.5 The officers shall submit a final inspection report, in case they observed
any discrepancies / non-compliance in their earlier inspection. Based on the report
submitted, the Head of the Airworthiness Division shall effect the approval in
respect of Bangladeshi. Similar procedures shall be followed for approval of

foreign firms which, however, will be affected by Head of the Airworthiness

Division.
3.6 For grant of approval of Training school, representative(s) from the Airworthiness
Division shall be deputed in inspection of organization.
4. CERTIFICATE OF APPROVAL:
4.1 The firms meeting the requirements shall be given approval certificate containing
the following details.
(a) Organization’s name and location; and
(b) Date of issue and period of validity Scope of approval including limitations.
5. VALIDITY:
5.1 The approval granted to a firm should be valid up to 31 December of the calendar
year and revalidated annually till 31 December of the next year. Whenever a new
firm is approved, its approval details shall be maintained for record.
5.2 To maintain continuity of the approval, the same should be validated before expiry
of the approval. The Bangladeshi / Foreign firms interested in renewal shall apply
in CA-182 / CA-182A / CA-182B. At the time of renewal of the firm, internal
audit report and Surveillance inspection report will be reviewed.
5.3 The approval granted to the firm may be revalidated by an officer not below rank
of Deputy Head of Airworthiness or Senior Inspector of Aircraft (Assistant
Director). .
6. EXTENSION TO THE SCOPE OF APPROVAL:
6.1 Whenever a firm intends to enhance its scope of approval, the same inspection
procedure as detailed above should be followed.
__________________

Chapter 31: MANDATORY CONTINUING AIRWORTHINESS INFORMATION
CHAPTER 31
MANDATORY CONTINUING AIRWORTHINESS INFORMATION
1. INTRODUCTION
1.1 Continuing airworthiness covers the process that requires all aircraft to comply with
requirements in their type certification basis or imposed as part of the State of Registry‘s
requirements and are in a condition for safe operation, at any time during the operating life
of the aircraft or component thereof.
1.2 Under the control of the respective CAAs of the State of Design, the State of Registry and,
when appropriate, the State of the Operator, continuing airworthiness includes the
following:
(a) design criteria including instructions for continuing airworthiness which provide the
necessary accessibility for inspection and permit the use of established process and
practices for the accomplishment of maintenance;
(b) information that identifies the specifications, methods, and procedures necessary to
perform the continuing airworthiness tasks identified for the aircraft and the tasks
necessary to maintain the aircraft, as developed, by the type design organization; and
publication of this information in a format that can be readily adapted for use by an
operator;
(c) adoption by the operator into its maintenance program, the specifications, methods,
and procedures necessary to perform the continuing airworthiness tasks identified for
the aircraft and the tasks necessary to maintain the aircraft, using the information
provided by the type design organization;
(d) the reporting of faults, malfunctions, and defects and other significant maintenance
and operational information by the operator to the type design organization in
accordance with the requirements of the State of Registry and the State of the
Operator;
(e) the reporting of faults, malfunctions, and defects and other significant maintenance
information by the maintenance organization to the type design organization in
accordance with the requirements of the State having jurisdiction on the maintenance
organization;
(f) the analysis of faults, malfunctions, defects, accidents and other significant
maintenance and operational information by the type design organization, the State
of design and the State of Registry and the initiation and transmission of information
and recommended or mandatory action to be taken in response to that analysis;

(g) consideration of the information provided by the type design organization and action
on the information as deemed appropriate by the operator or the State of Registry;
(h) accomplishment by the operator of all mandatory requirements with particular

emphasis on fatigue life limits and any special tests or inspections required by the
airworthiness requirements of the type design of the aircraft or subsequently found
necessary to ensure structural integrity;
(i) adoption by the operator into its maintenance program, supplemental structural
inspection programs and subsequent SIP requirements, taking into consideration the
SIP for aeroplanes recommended by the type design organization; and
(j) compliance with SIPs for aircraft.
2. STRUCTURAL INSPECTION PROGRAM
2.1 The SIP for aeroplanes may include the following, dependent on the structural design criteria:
(a) Supplementary SIP;

(b) Corrosion prevention and control program;
(c) SB review and mandatory modification program;
(d) Repairs review for damage tolerance; and/or
(e) Widespread fatigue damage (WFD) review.
3. FUNCTIONS OF THE STATE OF REGISTRY
3.1 The State of Registry shall:
(a) Ensure that, when it first enters on its register an aircraft of particular type for which it is
not the State of Design and issues or validates a Certificate of Airworthiness in
accordance, it shall advise the State of Design it has entered such an aircraft on its
register;
(b) Determine the continuing airworthiness of an aircraft in relation to the appropriate
airworthiness requirements in force for that aircraft;
(c) Develop or adopt requirements to ensure the continuing airworthiness of the aircraft during
its service life, including requirements to ensure that the aircraft:
i) Continues to comply with the appropriate airworthiness requirements after a
modification, a repair or the installation of a replacement part; and
ii) Is maintained in an airworthy condition and in compliance with the maintenance
requirements of Annex 6, and where applicable, Parts III, IV and V of this Annex 8;
(d) Upon receipt of mandatory continuing airworthiness information from the State of
Design, adopt the mandatory information directly or assess the information received and
take appropriate action;
(e) Ensure the transmission to the State of Design of all mandatory continuing airworthiness
information in respect of a product or a modification which it, as the State of Registry,
originated in respect of that aircraft; and

(f) Ensure that, in respect of aeroplanes over 5700 kg and helicopters over 3175 kg maximum
certificated take-off mass, there exists a system whereby information on faults,
malfunctions, defects and other occurrences that cause or might cause adverse effects on
the continuing airworthiness of the aircraft is transmitted to the organization responsible
for the type design of that aircraft. Where a continuing airworthiness safety issue is
associated with a modification, the State of Registry shall ensure that there exists a system
whereby the above information is transmitted to the organization responsible for the
design of modification.
4. MANDATORY CONTINUING AIRWORTHINESS INFORMATION (MCAI)
4.1 A primary safety function of the airworthiness organization within the CAA is to require
correction of unsafe conditions found in an aircraft, aircraft engine, propeller, equipment or
instrument or when such conditions develop in other aeronautical products of the same design.
The unsafe conditions may be due to design deficiencies, manufacturing defects, maintenance
program deficiencies, or other causes. MCAI are the means used to notify aircraft owners and
other interested persons of unsafe conditions and to prescribe the conditions under which the
aeronautica product may continue to be operated. One of the most commonly used types of
MCAI issued by States is an Airworthiness Directive (AD). Some States may also consider as
MCAI any mandatory and alert service bulletins issued by the organization responsible for the
type design.
4.2 Ads are generally divided into two categories:
(a) those of an urgent nature requiring immediate compliance upon receipt; and
(b) those of a less urgent nature requiring compliance within a relative longer period.
4.3 The type, model and serial number of the aircraft, engine, propeller, equipment or instrument
affected should be included be included in the contents of the MCAI. The mandatory
information may require additional of more frequent inspections or maintenance or
modifications, and usually with a time limit for compliance in terms of a date, flying hours or
number of landings.
4.4 The State of Design, in determining the time limit for compliance should, without prejudice to
safety considerations, take into account the availability of modification kits, tools and
material. It should also take into account the service experience in other States and should not
limit its evaluation to the service experience in its own State. Time limits for conducting
initial inspections, as well as conducting recurrent inspections, are frequently tailored to the
inspection methods being used.
4.5 When the State of Design of the engine or propeller is different from the State of Design of
the aircraft, the State of Design of the aircraft should review mandatory airworthiness
information received from the State of Design of the engine or propeller and either
promulgate that information as being applicable to the aircraft type in question, or supplement
it to take account of the specific installation in the aircraft. The aircraft type design
organization should assist in this review. (Reference Annex 8, Part II, 4.2.1.2)

4.6 By the same token as required by Annex 8, Part II, 4.2.1.3, when the State of Design of a
modification is different from the State of Design of the aeronautical being modified, the State
of Design of the modification should transmit the MCAI to all States that have the modified
aircraft on their. Annex 8, Part II, 4.2.1 ensures that the State of Registry receives any relevant
continuing information that impact aircraft on their registries.

Chapter: 32, AIRWORTHINESS CONTROL OF LEASED AIRCRAFT
CHAPTER 32
AIRWORTHINESS CONTROL OF LEASED AIRCRAFT
1. INTRODUCTION:
1.1 This chapter explains the basic philosophy and procedures to be followed by the
Airworthiness officers for acceptance and oversight of operator’s maintenance program
when aircraft are operated under leasing arrangements amongst Bangladeshi and / or
foreign operators.
1.2 The applicable references concerned with leasing of aircraft are:
ANO (AW) B.14

(AW)AR
ICAO Annex 1, 6 and 8
Doc. 9760 and 8335
Article 83bis
Circular No. 295
Model Agreement As per the enclosure and the Attachment 1 and 2
2. BACKGROUND:
2.1 One of the fundamental principles of the Convention on International Civil Aviation is that
the aircraft have the nationality of the State in which they are registered. Therefore, each
ICAO contracting State is responsible for ensuring that the aircraft in its civil register follow
its laws / regulations in certain respects, especially airworthiness, even if the aircraft is
operated outside its territory. However, with the growing trend in aircraft leasing, the
operational bases of aircraft sometimes transcend national boundaries and it becomes
difficult for the State of Registry to exercise the desired control over its aircraft. In order to
address this concern and to ensure that adequate regulatory control is exercised over
aircraft, the Convention was amended to incorporate Article 83 bis therein.
2.2 Article 83 bis provides that when an aircraft registered in a contracting State is operated
pursuant to an agreement for the lease, charter or interchange of the aircraft or any similar
arrangement by an operator having its principal place of business or has no such place of
business, his permanent residence in another contracting State, the State of Registry may,
by agreement with such other State, transfer to it all or part of its functions and duties as
State of Registry in respect of that aircraft.
2.3 Article 83bis is only an enabling provision which provides full flexibility to the contracting
States to transfer all or any of the functions envisaged therein. It also establishes that
agreements for the transfer of certain oversight functions from the State of Registry to the
State of the Operator shall be recognized by all other Contracting States which have ratified
[
Article 83 bis.
2.4 Bangladesh has ratified Article 83bis and is among more than 150 countries having done so.
Accordingly, the relevant provisions of the Civil Aviation Rules, 1984 have been amended
whereby certain rules shall apply to a foreign registered aircraft or shall not apply to a
Bangladesh registered aircraft, depending upon the terms of the agreement between the
CAAB of Bangladesh and the State of Registry or the State of the Operator, as the case may
be, for transfer of certain oversight functions.
3. OPERATIONS WITH LEASED AIRCRAFT:
3.1 The term “lessor” means the party from which the aircraft is leased and the term “lessee”
means the party to which the aircraft is leased.
3.2 A dry lease is understood to be the lease of an aircraft where the aircraft is operated under
the AOC of the lessee. It is normally a lease of an aircraft without crew, operated under
the custody and the operational and commercial control of the lessee, and using the
lessee’s airline designator code and traffic rights.
3.3 A wet lease is generally understood to be a lease of an aircraft where the aircraft is
operated under the AOC of the lessor. It is normally a lease of an aircraft with crew,
operated under the commercial control of the lessee and using the lessee’s airline
designator code and traffic rights.
3.4 A damp lease is generally understood to be a wet lease of an aircraft where the aircraft is
operated under the AOC of the lessor, with the flight crew and possibly part of the cabin
crew being provided by the lessor. Part or all of the cabin crew is provided by the lessee.
In such case, the State of the Operator shall ensure that both the flight and cabin crew
are trained to use common communications and emergency procedures and that the cabin
crew receives appropriate training.
3.5 The lease may be short term to cover temporary requirements of an operator or long term.
CAAB considers lease up to 90 ( n i g h t y) days as short term leases and more than 90
(nighty) days as long term lease.
3.6 Other aspects of cooperation between operators, either nationally or internationally, need
to be subjected to oversight by the CAAB or CAA of lessor / lessee of Bangladesh operator.
3.7 It is to emphasize that unless suitable arrangements are made between CAAB and CAA of
State of the lessor / lessee involved, a lease may create complex legal, safety, enforcement
and practical problems for CAAB / CAA of State of lessor / lessee. These problems arise
mainly because of possible uncertainty concerning which CAA is responsible for the safe
operation and airworthiness of the aircraft and uncertainty concerning the regulations of
which State are applicable. It, therefore, is the responsibility of the CAAB for resolving
such uncertainties before a lease involving Bangladeshi registered aircraft or Bangladeshi
AOC takes effect.
[
3.8 The determination of responsibilities is a factual issue that depends upon the terms of the lease or
other agreements. Nonetheless, determining which party to a lease is responsible for the
operational control and airworthiness will in turn clarify whether CAAB or foreign CAA’s
regulations will apply, and what oversight responsibilities will rest with CAAB vis-à-vis foreign
CAA. In some instances, these responsibilities of CAAB and foreign CAA may overlap.
4.. RESPONSIBILITIES OF CAAB AND CAA OF FOREIGN STATES:
4.1 CAAB is responsible for ensuring compliance of all safety related regulations on all aircraft in
its aircraft register and AOC wherever it may be operated. This includes those leased to
foreign operators conducting flights under AOC issued by CAA of that country. These
responsibilities in turn create surveillance and enforcement issues because the l e a s e d aircraft
frequently operate in distant areas where CAAB personnel would find it difficult to conduct
surveillance inspections and thereby compromising the compliance with the regulations and
safety standards. As a result, it is unlikely that enforcement action would be taken with respect to
such leased aircraft.
4.2 To cater to this problem, Article 83bis permits transfer of certain functions to CAA of
foreign lessor / lessee as they would be in a better position to carry out these responsibilities so
as to safety oversight capabilities.
4.3 The primary purpose of the transfer of certain functions under an Article 83 bis agreement should
be to enhance safety oversight capabilities by delegating responsibility for oversight to the State
of the Operator, recognizing that this State is in a better position to carry out these
responsibilities. However, before agreeing to transfer any functions, the CAAB shall determine
that the State of the Operator is fully capable of carrying out the functions to be transferred in
accordance with the ICAO Convention and ICAO SARPs. This determination can be
accomplished by various means, including an Safety Oversight Audits (SOAs) conducted by
the State of Registry or through review of reports of SOAs conducted either by ICAO under the
Universal Safety Oversight Audit Program (USOAP), or by another Contracting State.
4.4 There may be circumstances where it may not be possible to reach agreement on the
delegation and acceptance of responsibilities as provided for in Article 83 bis or where
delegation is not an alternative that is acceptable to the parties involved. In such
circumstances the State of Registry would retain responsibility for maintaining proper
surveillance of aircraft on its registry when operated under lease arrangements under the authority
of another State.
4.5 Copy of Model Agreement as per ICAO Circular 295 / Doc 8335 is placed at Annexure for use by
airworthiness officers, as and when such leasing agreement need to be signed with a foreign
CAA. This would, however, require customization depending upon country to country and type /
duration of the lease.
4.6 It is an obligatory on the part of CAAB / CAA of Lessor / Lessee State to register with ICAO.
[
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CPD-8
4.7 Where delegation of oversight responsibility is not a viable solution, CAAB may opt for either
of the following:
4.7.1 Cancel registration of the aircraft dry leased to operator of Foreign State which
is unwilling to accept delegated responsibility or whose safety program are
not considered adequate for acceptance of delegated responsibility; or
4.7.2 Direct that, aircraft dry leased to operators of Foreign States, shall be operated
in accordance with the CAA regulations; or
4.7.3 Depute its technical officers for surveillance purposes to the Foreign State of
the operator for maintaining acceptable surveillance over the operation of
aircraft.
4.8 CAAB may restrict dry leasing by their operators of aircraft which are registered in
other States to types of aircraft that are currently on their own national registers.
4.9 CAAB may permit only those aircraft to come on leases in the country which are
already registered in Bangladesh and for which surveillance can be managed.
4.10 The CAAB / CAA of lessor / lessee shall fully evaluate all aspects of a dry lease
arrangement before authorizing the use of such aircraft by an operator under its
jurisdiction. Once authorized, it is especially important for the CAAB / State of the
Operator to carefully monitor the operations and maintenance of the leased aircraft.
Should the CAAB / State of the Operator have reason to believe that an operator is not
complying with the regulations of the State of Registry, the concerned authority of the
State of Registry shall be advised and a request made that the matter be investigated.
4.11 Practical safety problems develop in wet lease operations when the lessor provides only
the flight crew while the lessee provides the cabin crew. In such cases, the cabin
crew members, employed by the lessee, will not be familiar with the aircraft,
associated emergency equipment and the emergency procedures used by the flight
crew. In these circumstances the lessee’s cabin crew members will need to receive
additional training, under the approved training program of the lessor, with respect
to their emergency duties on the particular aircraft. In addition, they may have no
knowledge of the requirements of the lessor’s State of the Operator with respect to
flight and duty time limitations and the provision of rest periods, and to the
performance of their duties and responsibilities aboard the wet leased aircraft.
5. PROCEDURE FOLLOWED AT CAAB FOR PERMITTING OPERATION OF

LEASED AIRCRAFT:
5.1 As per ANO (AW) B.14, application for leasing of an aircraft from / to Foreign or
Bangladeshi to Bangladeshi operator shall be addressed to the Head of Air Transport.
[
CPD-8
5.2 Lease amongst Bangladeshi operators: When aircraft are taken on lease amongst 2 (two)
Bangladeshi operators, both lessor and lessee shall clearly define each other’s
maintenance responsibilities in their leasing agreement. These shall be incorporated in
their respective CAME and MOE and such amendments will be approved by the
concerned regional airworthiness office. CAAB’s oversight of both lessor and lessee will
depend upon type of lease (dry / wet / damp) and the CAMO functions of lessor and
lessee as agreed in their leasing document.
5.3 Since principal office for grant of permission is in the Air Transport Division,
therefore, Airworthiness Division will examine the proposal as and when received from
the air transport division. Apart from type (wet / dry / damp) and duration (short term/
long term) of the lease, comments of the Airworthiness concerned regional
airworthiness offices, including amendments to CAME / MOE approved by them for
maintenance responsibilities between lessor and lessee, shall be taken into account
while recommending the proposal to the airworthiness directorate.
5.4 Comments / requirements, as required, in line with the guidelines laid down at
paragraph 1 to 4 will be forwarded to Air Transport Division for consideration prior to
grant of approval for leasing the aircraft.
5.5 Representative of Airworthiness Division shall participate in the review meeting taken
by Airport Transport Division to discuss the airworthiness aspects related to leased
aircraft.
5.6 In the case of foreign registered aircraft operating on lease with Bangladeshi operator in
its AOP, sharing of responsibilities will be in reverse order with CAAB
Bangladesh sharing the responsibilities as State of operator and Foreign State as State of
registry.
[
CPD-8
_____________________________
MODEL AGREEMENT Attachment-1
Model Agreement between CAAB and (Foreign State) on the

Implementation of Article 83 bis of the Convention
WHEREAS the Protocol relating to Article 83 bis of the Convention on International

Civil Aviation (Chicago, 1944) (hereinafter referred to as “the Convention”), to
which [CAAB] and [Foreign State] are parties, entered into force on 20 June 1997;
WHEREAS Article 83 bis, with a view to enhanced safety, provides for the
possibility of transferring to the State of the Operator all or part of the State of
Registry’s functions and duties pertaining to Articles 12, 30, 31 and 32 (a) of the
Convention;
WHEREAS, in line with Doc 9760 (Airworthiness Manual), Volume II, Part B, Chapter
10, and in light of Doc 8335 (Manual of Procedures for Operations Inspection,
Certification and Continued Surveillance), Part V, it is necessary to establish
precisely the international obligations and responsibilities of CAAB as State of
Registry and [Foreign State lessee]/(State of the Operator) in accordance with the
Convention;
WHEREAS, with reference to the relevant Annexes to the Convention, this

Agreement organizes the transfer from [CAAB] to [Foreign State] of
responsibilities normally carried out by the CAAB as State of Registry.
The Government of [India], represented by CAAB and The Government of [Foreign

State], represented by its Civil Aviation Authority,
Hereinafter referred to as “the Parties”, have agreed as follows on the basis of

Articles 33 and 83 bis of the Convention:
ARTICLE I - SCOPE
Section 1.
CAAB shall be relieved of responsibility in respect of the functions and duties

transferred to [Foreign State], upon due publicity or notification of this Agreement as
determined in paragraph (b) of Article 83 bis.
Section 2.
[
CPD-8
Chapter: 32, AIRWORTHINESS CONTROL O F LEASED AIRCRAFT
The scope of this Agreement shall be limited to [types of aircraft] on the register of civil
aircraft of [CAAB] and operated under leasing arrangement by [operator], whose principal
place of business is in [Foreign State]. The list of aircraft concerned, identified by type,
registration number and serial number, is reproduced in Attachment 1, which also
indicates the term of each leasing arrangement.
[
ARTICLE II — TRANSFERRED RESPONSIBILITIES
Section 3.
Under this Agreement, the Parties agree that [CAAB] transfers to [Foreign State] the
following functions and duties, including oversight and control of relevant items contained
in the respective Annexes to the Convention:
Annex-1: Personnel Licensing, issuance and validation of licenses.

Annex-2: Rules of the Air, enforcement of compliance with applicable rules and
regulations relating to the flight and maneuver of aircraft.
Annex-6: Operation of Aircraft (Part I- International Commercial Air Transport —
Aeroplanes and Part III — International Operations — Helicopters), all
responsibilities which are normally incumbent on the CAAB. Where
responsibilities in Annex 6, Part I, may conflict with responsibilities in Annex 8-
Airworthiness of Aircraft, allocation of specific responsibilities is defined in
Attachment 2.
Section 4.
Under this Agreement, while [CAAB] will retain full responsibility under the Convention for the
regulatory oversight and control of Annex 8 — Airworthiness of Aircraft, the responsibility
for the approval of line stations used by the [operator], which are located away from its
main base, is transferred to [Foreign State]. The procedures related to the continuing
airworthiness of aircraft to be followed by the [operator] will be contained in the operator’s
maintenance control manual (MCM) / Continuous Airworthiness Maintenance Exposition
(CAME). Attachment 2 hereunder describes the responsibilities of the Parties regarding the
continuing airworthiness of aircraft.
[
ARTICLE III - NOTIFICATION
Section 5.
Responsibility for notifying directly any States concerned of the existence and contents of
this Agreement pursuant to Article 83 bis (b) rests with [Foreign State] as the State of the
Operator, as needed.
This Agreement, as well as any amendments to it, shall also be registered with ICAO by
[CAAB] as the State of Registry or [Foreign State] as the State of the Operator, as
required by Article 83 of the Convention and in accordance with the Rules for Registration
with ICAO of Aeronautical Agreements and Arrangements (Doc 6685).
Section 6.
A certified true copy [in each language] of this Agreement shall be placed on board each
aircraft to which this Agreement applies.
Section 7.
A certified true copy of the air operator certificate (AOC) issued to [operator] by [Foreign
State], in which the aircraft concerned will be duly listed and properly identified, will also
be carried on board each aircraft.
ARTICLE IV – COORDINATION
Section 8.
Meetings between [CAAB] and [CAA of Foreign State] will be held at [three] month
intervals to discuss both operations and airworthiness matters resulting from inspections that
have been conducted by respective inspectors. For the sake of enhanced safety, these
meetings will take place for the purpose of resolving any discrepancies found as a result of the
inspections and in order to ensure that all parties are fully informed about the
[operator’s] operations. The following subjects will be among those reviewed during these
meetings:
 Continuing airworthiness and aircraft maintenance
 Operator’s MCM procedures, if applicable Flight operations
 Flight and cabin crew training and checking
 Any other significant matters arising from inspections
Section 9.
Subject to reasonable notice, [CAAB] will be permitted access to [CAA of Foreign State]
documentation concerning [operator] in order to verify that [Foreign State] is fulfilling its
safety oversight obligations as transferred from [CAAB].
[
Section 10.
During the implementation of this Agreement, and prior to any aircraft subject to it being
made the object of a sub-lease, [Foreign State], remaining the State of the Operator, shall
inform [CAAB]. None of the duties and functions transferred from [CAAB] to [Foreign
State] may be carried out under the authority of a third State without the express written
agreement of [CAAB].
ARTICLE V — FINAL CLAUSES

Section 11.
This Agreement will enter into force on its date of signature, and come to an end for aircraft
listed in Attachment 1 at the completion of the respective leasing arrangements under which
they are operated. Any modification to the Agreement shall be agreed by the parties thereto
in writing.
Section 12.
Any disagreement concerning the interpretation or application of this Agreement shall be

resolved by consultation between the Parties.
Section 13.
In witness thereof, the undersigned directors of civil aviation of [CAAB] and [Foreign State]
have signed this Agreement.
For the For the

Chairman of CAAB CAA of Foreign State
[Signature] [Signature]
[Name, title, place and date] [Name, title, place and date]
Attachments:
Attachment 1 — Aircraft Affected by this Agreement

Attachment 2 — Responsibilities of [CAAB] and [Foreign State] regarding Airworthiness
[
AIRCRAFT AFFECTED BY THIS AGREEMENT
Aircraft type Registration number Serial number Leasing term
[date]
[date]
[date]
[date]
[
Attachment-2
RESPONSIBILITIES OF [CAAB] AND [FOREIGN STATE] REGARDING AIRWORTHINESS
Responsibilities of the State of Responsibilities of the

ICAO Doc Subject Registry State of the Operator
[CAAB] [Foreign State]
Annex 8, Part II, Mandatory Ensure that [CAA of Foreign Ensure that the [operator]
Chapter 4; continuing State] and the [operator] complies with mandatory
airworthiness receive all applicable continuing airworthiness
Doc 9760, Volume II, information mandatory continuing information transmitted
Part B, Chapter 8 airworthiness information. by [CAAB].
Annex 6, Part I, 5.2.4 Operation of Assume State of Registry’s
aircraft in responsibility as defined
compliance in 5.2.4 of Annex 6, Part I.
with its
certificate of
airworthiness
Annex 6, Part I, 8.1.2 Operator’s Approve maintenance Approve line stations
Annex 6, Part III, 6.1.2 maintenance organizations used by the away from the
responsibiliti [operator], except for line [operator’s] main base.
es stations away from operator’s
main base.
Annex 6, Part I, Operator’s Ensure that guidance is
8.2.1 to 8.2.4 maintenance contained in the CAME/
Annex 6, Part III, control MCM, approve the
6.2.1 to 6.2.4 manual MCM and transmit a
Annex 6, Part I, (MCM)
Maintenan Inspect maintenance records copy
Ensuretothat records are
8.4.1 to 8.4.3 ce records and documents every six kept in accordance with
months. 8.4.1 to 8.4.3 of Annex 6,
Part I, and inspect in
accordance with the
requirements of the AOC.
Annex 6, Part I, 8.5.1 Continuing Ensure that the airworthiness Ensure that the
and 8.5.2 airworthine requirements of [CAAB] are airworthiness
ss known to both [CAA of Foreign requirements of [CAAB]
Annex 6, Part III, information State] and [operator]. and [Foreign State] are
6.5.1 and 6.5.2 complied with and
adequate procedures are
incorporated in the MCM.
[
Responsibilities of the State of Responsibilities of the

ICAO Doc Subject Registry State of the Operator
([Foreign State])
[CAAB]
Annex 6, Part I, 8.6; Modification Ensure that they have been Ensure that the
Annex 6, Part III, 6.6 s and repairs previously approved by the requirements are
Doc 9760, Volume II, States of Design and of contained
Part B, Manufacture. in the MCM and approve
Chapter 10, the MCM.
Appendix A
Annex 6, Part I, 8.7 Approved Approval of the [operator’s] Approval of the

and 8.8 maintenance base maintenance [operator’s]
Annex 6, Part III, 6.7 organization organization and procedures line maintenance
and in accordance with 8.7 of arrangements away from
maintenance Annex 6, Part I, and, as base. Ensure that
release applicable, 8.8 of Annex 6, procedures are contained
Part I, or 6.7 of Annex 6,Part in the MCM and approve
III, and communication the MCM.
to [CAA of Foreign State] of
related procedures to be
included in the MCM.
[
Chapter: 33, Modifications And Repairs Approval
CHAPTER 33
MODIFICATIONS AND REPAIRS APPROVAL

1. INTRODUCTION
1.1 The objective of this chapter is to (i) assist Airworthiness Officials of the CAAB to
provide guidance to aircraft operators, organizations responsible for modification and
repair organizations by setting out acceptable means for showing that modifications and
repairs to aircraft comply with appropriate airworthiness requirements and (ii) acceptable
procedures for retention of substantiating data supporting compliance with the
airworthiness requirements.
1.2 The Annex 6, Part 1, Section 8.6 titled Modification and Repairs, states that "All
modifications and repairs shall comply with airworthiness requirements acceptable to the
State of Registry. Procedures shall be established to ensure that the substantiating data
supporting compliance with the airworthiness requirements are retained”.
1.3 The information in this chapter is intended to apply to all types of aircraft and includes all
components of the aircraft (i.e. engines, propellers and equipment).
2. ANO (AW) REFERENCE:
2.1 The ANO (AW) A.7 titled Modification and Repair Design Data Approval issued
bythe Chairman CAAB.
3. BASIC CONSIDERATIONS:
3.1 The Airworthiness Inspectors should understand clearly as to what constitutes Approved
Data. A major modification or repair to an aircraft should be accomplished in accordance
with design data approved by, or on behalf of, or accepted by the Chairman (in case of
wet leased aircraft, airworthiness authority of the State of Registry) such that the
modification or repair design conforms to applicable standards of airworthiness.
3.2 A person or organization (holder) to whom a Type Certificate was issued for an aircraft,
engine or propeller can apply for an amendment of their Type Certificate. The holder is
responsible for the type design of the complete aeronautical product, and is entitled under
the privileges of their Type Certificate to introduce modifications to their type design,
while still maintaining full responsibility for the complete product. It is also the privilege
of a holder to request approval of their modification through a supplemental approval
(described in 3.3 below) instead of an amendment of their Type Certificate. The decision
to purse an amendment or supplemental approval is usually made by the holder.
Version: 1.0, April, 2017Page 1 of 15CPD-8

3.3 A person or organization (non-holder) who does not hold the Type Certificate for the
product can only apply for approval of their modification as a supplement to a Type
Certificate, commonly referred to as an approval under a Supplemental Type Certificate
(STC). An STC is an approval of only those aspects or areas of the aircraft, engine, or
propeller that were modified. This is the primary reason why a non-holder of a Type
Certificate is not eligible to apply for an amendment of a Type Certificate.
3.4.1 The AELD requires an individual or organization in Bangladesh shall incorporate

onlythose modifications which are based on approved data. Alternately, the CAAB may
approve incorporation of modification on Bangladesh registered aircraft, if the proposed
modification is based on Engineering Order prepared by an approved design specialist
(known in some States as an approved design organization or individual, or of an
equivalent status) acceptable to the Chairman.
3.4.2 The design of major modifications or repairs to aircraft should not be attempted unless the
applicant has a sound knowledge of the design principles embodied in the aircraft type
being modified or repaired. In many cases access to the analysis and test reports from the
original type certification of the aeronautical product will be required. For this reason
participation in, or review of, the modification or repair design by qualified
representatives of the organization responsible for the type design is recommended.
Where such co-operation is not available, the responsible Airworthiness Inspector shall
not recommend approval of the modification or repair design unless it is confident that the
applicant has:
(a) Comprehensive knowledge, experience and capabilities in the applicable

technologies, such that in-depth analyses going back to first principles have been
performed where required; and
(b) Sufficient information on the type design of the aircraft involved. If there is any
doubt, consultation is suggested with the airworthiness authority of the State of
Design.
3.6 Terminology: Throughout this chapter "alteration" and "modification" are intended to be
synonymous. Guidance is provided in the ANO (AW) A.7 to assist in determining
whether a particular modification or repair is major or minor.
4. APPROVED DATA:
4.1 Data that can be used to substantiate major repairs/major modifications are mentioned in
the ANO (AW) A.7. However, it is mentioned that data are derived from (but not limited
to) the following:
(a) Type Certificate Data Sheets;

(b) Supplemental Type Certificate (STC) data provided that it specifically applies to
the item being repaired/altered;
(c) Airworthiness Directives (AD);
(d) Airframe, engine, and propeller manufacturer's "CAA-approved" maintenance

manuals or instructions;
(e) Component manufacturer's manuals or instruction, unless specifically not

approved by the Director or resulting in an alteration to the airframe, engine,
and/or propeller;
(f) Major Repair or Modification/Alteration form, when the specified data has been
previously approved;
(g) Structural Repair Manuals (SRM), only as a source of approved data for a major
repair, when it is a State of Design-approved document. Data that is contained in
an SRM that is not approved can be used on a case-by-case basis if prior CAA
approval is granted for that repair;
(h) Repair data, issued by a CAAB delegated DAR engineering authority holder;
(i) Foreign bulletins, for use on locally certificated foreign aircraft, when approved
by the foreign authority;
(j) Service bulletins and letters or similar documents which are specifically approved
by the Chairman (under a TSO, PMA, or other type-certificated basis);
(k) Foreign bulletins as applied to use on a locally.-certificated product made by a

foreign manufacturer who is located within a country with whom a Bilateral
Agreement is in place and by letter of specific authorization issued by the foreign
civil air authority;
(l) Other data approved by the Chairman;
(m) FAA Advisory Circular 43.13-1B or latest editionor equivalent, Acceptable

Methods, Techniques, and Practices - Aircraft Inspection and Repair, as amended,
may be used as approved data, only if the following three prerequisites are met:
(i) the user has determined that it is appropriate to the product being
repaired/altered;
(ii) the user has determined that it is directly applicable to the repair/alteration
being made; and

(iii) the user has determined that it is not contrary to manufacturer's data.
5. APPROVAL BASIS:
5.1 It is recommended that the approval basis for a major modification or major repair should
be the design standard in effect on the date of application; however, in certain
circumstances discussed below, the Chairman may accept an earlier amendment of the
applicable design standard. In such cases the minimum acceptable approval basis would
be that recorded in the type certification data sheet or equivalent document issued or
accepted by the Chairman for the aeronautical product being modified or repaired.
5.2 The applicant should be required to comply with the applicable design standards in effect
on the date of application for any design change that the airworthiness authority classifies
as being significant. Examples of aircraft modifications that would normally be
considered as being in the significant classification include changes in the length of the
fuselage or the number of flight crew. The introduction of a cargo door on an existing
aircraft or the installation of skis or floats would also be regarded as significant changes.
Similarly, the replacement of reciprocating engines with the same number of turbo-
propeller engines would normally be classified as significant changes. On the other hand,
the installation in an aircraft of an alternative engine, using the same principle of
propulsion with minimal change in thrust, would be an example of a modification that
would not usually be considered a significant change. Examples of avionic changes
which typically would be regarded as being in the significant classification include a
major flight deck upgrade or installation of avionic equipment where operational credit is
to be taken for its presence in the aircraft. A general avionic equipment change would not
usually be considered significant, nor would the installation of new equipment such as a
global positioning system for information purposes, where no credit is taken for it as an
aid.
5.3 The Airworthiness Inspectors shall recommend for approval of only those Major
Modifications and Major Repairs which have been determined to be based on the
Approved Technical Data. Applications for approval are required to be submitted on the
duly completed form CA-186 and form AWS-13 titled Certification for Major Repair and
/ or Modification.
6. RETENTION OF SUBSTANTIATING DATA:
6.1 To show that the modified or repaired aeronautical product complies with the appropriate
design standards, reports on analyses and tests should be prepared. The holder of the
approval (Operator or AMO) is required to:

(a) Retain the records of the analyses and tests performed to demonstrate compliance
until the aircraft modified or repaired in conformity with the approved
modification or repair are permanently withdrawn from service;
(b) Make the records available to it upon request; and
(c) Ensure that no person destroys or otherwise disposes of any record referred to
above without its prior permission.
7. RESPONSIBILITIES OF HOLDERS OF APPROVALS:
7.1 The person or organization responsible for incorporating the design of the modification or
repair on Bangladesh registered aircraft is required to:
(a) Furnish at least 1 (one) set of any amendment or supplement to a flight manual,
maintenance manual or instructions for continuing airworthiness produced in
obtaining approval of the design to each intended user and make available to any
user subsequent changes to such documents;
(b) If service experience shows a safety deficiency in the modification or repair:
(i) advise the Chairman of the deficiency immediately;
(ii) prepare appropriate design changes and make them available to the
authority for mandatory continuing airworthiness action; and
(iii) make available the descriptive data concerning the changes to all operators
of products affected by the mandatory action.
7.2 Descriptive data concerning changes to a modification or repair would normally be

published in the form of a service bulletin. The approval holder's responsibility includes
the need to advise operators of any vendor bulletins for equipment included in a
modification.
7.3 Flight manual changes: The flight manual often needs to be amended as part of a
modification approval. Typically, a supplement is produced which includes changes or
additions to the basic flight manual information that result from the modification. A flight
manual supplement, flight manual amendment or new flight manual is normally required
if any of the following conditions are met:
(a) Testing or analysis has shown that operating limitations for the modified aircraft
are changed. Examples in this category are:
(i) reduction in maximum operating airspeeds;

(ii) changes to the mass and balance limits;
(iii) changes to engine operating limitations;
(iv) reduction in maximum operating altitude;
(v) the modified aircraft can only be operated in a restricted role (e.g. day
VFR, no icing); and
(vi) changes to system limitations (e.g. minimum autopilot engage altitude is

increased);
(b) Flight testing has shown a need for, or system changes have necessitated, changes
to normal, abnormal or emergency procedures; or
(c) Performance characteristics have been changed by the modification. Some

examples are.
(i) pitot static system calibrations;
(ii) stall speeds;
(iii) take-off or landing performance or both; or
(iv) climb performance.
7.4 Documentation: The applicant for the modification approval must prepare all necessary
documentation. This may include:
(a) A master documentation list detailing the individual drawings and specifications
which define the design change;
(b) Drawings and instructions necessary for the installation of the design change in
the product;
(c) Compliance program;
(d) Engineering reports which contain the analyses, calculations and test results used
to make the determination that the modified product complies with the approval
basis;
(e) A record of the change in mass and moment arm when the design change is
installed in the aeronautical product;
(f) A record of the change in electrical load when the design change is installed in an
aircraft;

(g) A supplement to the approved flight manual; and
(h) Supplements to:
(i) maintenance instructions;
(ii) instructions for continuing airworthiness; and
(iii) repair instructions.
7.5 Issue of approval: The Chairman may approve the modification or authorize approval on
its behalf when:
(a) The applicant satisfies the authority that the aeronautical product, with the design
change installed, complies with:
(i) the approval basis; and
(ii) the requirements of the authority for the provision of engineering data and
documentation; and
(b) In the opinion of the Chairman the design has no unsafe features.
8. APPROVAL PROCEDURES – REPAIRS:
8.1 General:
8.1.1 A repair is intended to restore an aeronautical product to an airworthy condition after it

has been damaged or subjected to wear. The repair must be appropriately designed and
installed to ensure restoration of the type design characteristics.
8.1.2 Where a repair design is intended to correct damage to an aeronautical product, the
design is generally unique to the specific unit damaged. Approval may be granted for a
number ofunits where the damage to each is such that a common repair design is
applicable. A repair design may be approved for all units of a given type of aeronautical
product where the repair is suitable for repeated incorporation during overhaul and
maintenance activities. Such repairs usually correct the effects of normal usage.
8.1.3 Compliance must be shown with the approval basis of the aeronautical product
established in accordance with the paragraph 2.4 i.e. Approved Data. To ensure
compliance with the approval basis, all applicable factors included in the original
approval of the product must be addressed. This may require reference to the original
type design holder. The following lists some areas to be considered:
(a) Static and fatigue strength of structure;

(b) Whether structure is safe-life, fail-safe or damage tolerant;
(c) Corrosion protection;
(d) Mass and balance (for the aircraft over-all or for balanced flight control surfaces);
(e) Flammability standards;
(f) Access and inspect ability requirements;
(g) Electromagnetic interference (EMI) protection;
(h) Electrical conductivity (lightning strike);
(i)) Color and reflectance (i.e. ultraviolet absorption, thermal radiation);
(j) Process specifications (nitriding, etc.);
(k) Environmental standards (noise, smoke and gaseous emissions); and
(l) Failure modes and effects analysis.
8.2 Procedures
8.2.1 A major repair to an aeronautical product should be accomplished in accordance with

design data approved by, or on behalf of, or acceptable to the Chairman. In this regard the
structural repair manual (SRM) of the manufacturer of the aeronautical product is usually
accepted, provided that it has been approved by the airworthiness authority of the State of
Design directly or by delegation. Repairs incorporated in accordance with such a manual
may be deemed to be in accordance with approved data.
8.2.2 In the case where a repair is not already approved or accepted, the following activities are
required to be performed by, or on behalf of, the applicant:
(a) Conduct all analyses, calculations and tests necessary to demonstrate compliance
with the applicable airworthiness and environmental standards;
(b) Prepare all necessary documentation;
(c) Determine that the design can be installed in the product in conformity with the
drawings and instructions; and
(d) Ensure that adequate instructions are provided for the continuing airworthiness of
the repair, e.g. inspection program amendments.
8.3 Documentation: The required documentation may include:

(a) Compliance program;
(b) Master drawing or drawing list, production drawings, and installation instructions;
(c) Engineering reports (static strength, fatigue, damage tolerance, fault analysis,
etc.);
(d) Flight test program and results;
(e) Mass and moment change data;
(f) Maintenance and repair manual supplements;
(g) Instructions for continuing airworthiness; and
(h) Flight manual supplement.
8.4 Structural repairs
8.4.1 The design of repairs for structural components must take into consideration the nature of
the structure involved. Three different structural philosophies have been used in the
design of aircraft structures which are in service at present. These are discussed in the
following sections.
8.4.2 Safe-life is a term applied to a structure that has been evaluated as being able to
withstand the repeated loads of variable magnitude expected during its service life
without detectable cracks. Safe-life structure often has a non-redundant arrangement of
load carrying members. Because failures of elements of this type of structure can be
critical to the safety of the aircraft, fatigue life limits are carefully determined and it is
mandatory to remove safe-life components from service when the life limits are reached.
Because configuration changes can drastically affect fatigue life, the repair of a safe-life
component necessitates that the remaining life be re-established and approved by, or on
behalf of, the airworthiness authority. In most cases this task should not be attempted
without the assistance of the organization having responsibility for the type design.
8.4.3 Fail-safe is a term applied to a structure that has been evaluated to ensure that
catastrophic failure is not probable after fatigue failure or obvious partial failure of a
single, principal structural element. A fail-safe structure is characterized by multiple or
redundant load paths. Considerations which should be addressed in the design and
substantiation of repairs to fail-safe structure include:
(a) The static strength must be shown to be adequate after failure of single
neighboring structural elements, i.e. fail-safe design cases must be considered;

(b) Fail-safe design features must not be compromised, e.g. integrity of crack
stoppers must be maintained;
(c) Inspect ability must be maintained or, alternatively, appropriate nondestructive

inspection procedures introduced;
(d) Good detail design should be employed to reduce, to the extent possible, the
introduction of stress raisers leading to premature fatigue cracking of the repair or
the surrounding area; and
(e) The structural inspection intervals for the area repaired should be re-assessed to
determine whether they should be shortened to account for possible fatigue life
reduction resulting from the repair.
8.4.4 Damage tolerant is a term applied to a structure that has been evaluated to ensure that
should serious fatigue, corrosion, or accidental damage occurs within the operational life
of the aircraft, the remaining structure can withstand reasonable loads without failure or
excessive structural deformation until the damage is detected. Characteristics often,
but not always, found in a damage tolerant structure include multiple or redundant load
paths, materials with slow crack growth rates, ability to withstand relatively long cracks
before unstable crack growth occurs and design for good inspect ability. An effective
structural inspection program is an essential element of damage tolerant design and must
be developed to permit adequate opportunity to detect damage in principal structural
elements before such damage becomes critical.
8.4.5 Substantiation of a repair to a damage tolerant structure requires that a damage tolerance
evaluation be performed in addition to static strength substantiation. The damage
tolerance evaluation requires a determination of the probable location and modes of
damage due to fatigue, corrosion and accidental damage. Fatigue initiation threshold and
crack propagation rates must be established. Inspection methods, thresholds and
frequencies must be defined such that the residual strength of the repaired structure at any
time during the operational life of the aircraft is sufficient to withstand the damage
tolerance load cases listed in the applicable design requirements. The aircraft damage
tolerance documentation must be revised to reflect new inspection methods, thresholds
and frequencies established for the repaired structure and the revisions approved by, or on
behalf of, the airworthiness authority. A damage tolerance assessment should not
normally be attempted without the assistance of the organization having responsibility for
the type design.
8.5 Service limitations for repairs
8.5.1 Pending the completion of a permanent repair, it is occasionally necessary to restore a

damaged aeronautical product. Such a repair may be permissible under controlled
operating conditions, subject to the approval of the airworthiness authority. Two

categories where service limitations apply are described below.
8.5.2 Interim repairs are deemed to comply with applicable design standards at the time of their
implementation and for a limited time thereafter. However, they may be subject to long-
term effects which in time would compromise their compliance with regulatory
requirements. An example of an interim repair is a structural repair which has been
shown to have adequate static strength, but which has not been substantiated for damage
tolerance requirements. In such a case a two-stage evaluation may be acceptable, as
follows:
(a) A static structural strength evaluation is made prior to release of the aircraft into
service with a stated time for completion of the damage tolerance evaluation; and
(b) A damage tolerance evaluation of the repair is made within the prescribed time
period after this interim release.
8.5.3 Temporary repairs do not fully restore damaged components to compliance with
applicable regulatory requirements, but instead restore the aircraft to a condition
acceptable for ferry flight, with appropriate restrictions, to a maintenance base for
permanent repair.
8.6 Assessment of Temporary Repair: The Airworthiness Officials must ensure that
damage tolerance assessment of each temporary repair to Principal Structural Elements
(refer to the current FAA AC 25.571) must be made in accordance with the FAR 25.571
by an Authorized Representative (AR) approved by the FAA or by an Designated
Engineering Representative (DER).
9. RESPONSIBILITIES OF AIRCRAFT OPERATORS:
9.1 The Airworthiness Inspector shall ensure through surveillance inspection that the aircraft
operator retain records identifying any modification or repair incorporated on the aircraft,
together with records of design approval and return-to-service approval. Retention of the
records is required so that the modification and repair status of the aircraft may be readily
established at any time. This may be necessary if an airworthiness deficiency is detected
with a modification or repair requiring corrective measures or inspections and to ensure
compatibility when making additional design changes to the aircraft.
9.2 The records required will vary with the complexity of the design change. In addition to
therecords of design approval and return-to-service approval, the following lists the kind
of data that may be included, as applicable:

(a) A master drawing list and the individual drawings, photographs, specifications
andrecords which identify the design change and locate it on the aeroplane;
(b) Mass and moment change records; and
(c) A record of any change in electrical load caused by incorporation of the design
change. Part of the records should include a Supplemental Type Certificate (STC)
or equivalent document, or service bulletin or structural repair manual reference,
if applicable.
9.3 Annex 6, Part I, 8.4.2 and Part III, Section II, 6.4.2 require that the details of
modificationsand repairs to an aeroplane and its major components are retained for a
minimum period of 90 days after the unit to which they refer has been permanently
withdrawn from service. Annex 6, Part I, 8.4.3 and Part III, Section II, 6.4.3 require that
in the event of a temporary change of operator, the records shall be made available to the
new operator; and, in the event of any permanent change of operator, the records shall be
transferred to the new operator.
9.4 Supplements to the approved flight manual, maintenance instructions, instructions

forcontinuing airworthiness and repair instructions pertaining to a modification or repair
are operating data that the operator should incorporate into the existing operating data for
the aeroplane. Since these supplements become a permanent part of the operator’s
operating instructions or instructions for continuing airworthiness, they need not be
retained as part of the records required by Annex 6, Part I, 8.4.1c) and Part III, Section II,
6.4.1c). The operator should record the incorporation of the required supplements in the
appropriate revision logs.
9.5 The record retention requirements for minor modifications and repairs are much
simplified. It is nevertheless necessary for the aeroplane operator to retain sufficient
records to:
(a) Identify the modification or repair and record that it has been classified as minor;
(b) Record its location on the aeroplane;
(c) Record mass and moment change, if significant; and
(d) Record the return-to-service approval.
10. REPAIR CATEGORIES:
10.1 Depending on the civil aviation activity within a State, approving all repair designs could
overwhelm a CAA and, require extensive technical resources to execute the approval

process in a timely manner. For this reason, the ANO (AW) A.7 shall be referred for
categorizing repairs as either a major repair or minor repair.
10.2 The general intent behind the categories is to optimize the CAA’s resources by
identifyingthose repair designs that require their direct participation in the approval
process. The repair categories also help an aircraft operator in deciding the kind of data
needed to accomplish a repair.
10.3 Major Repair: A major repair is usually considered a repair that might appreciably
affect mass, balance, structural strength, performance, power plant operation, flight
characteristics, or other qualities affecting airworthiness. A repair in this category
normally requires some form of engineering analysis or assessment and shall only be
accomplished on Bangladesh registered aircraft as may be approved by the manufacturer
of the aircraft. The threshold or level that distinguishes a major from a minor repair may
vary from State to State. For the purposes of illustration, the following are examples that
can be used to categorize a major repair:
(a) Repairs involving a principal component of the aircraft structure, such as a frame,
stringer, rib, spar of stressed skin;
(b) Repairs to structural elements that were approved using damage tolerance or fail-
safe evaluation;
(c) Repairs to pressurized areas;
(d) Repairs involving the installation of an item of mass necessitating structural re-
evaluation;
(e) Repairs to structural attach points intended for the stowage or retention of
significant mass;
(f) Repairs to load bearing structure of aircraft seats, harnesses, or to occupant

restraint equipment;
(g) Repairs involving substitution of materials, or use of a different repair process or

technique; or
(h) Repairs to components, parts, appliances where form, fit, and function may be
affected.
10.4 Minor repair category: A minor repair involves any repair that does not fall under the
major repair category, meaning the repair has a negligible effect on the airworthiness of
the affected product.

10.5 The ANO (AW) A.7 shall be referred for further details in respect of Major
Modifications and Repairs and Minor Modifications and Repairs.

11. RESPONSIBILITY OF HOLDER OF MODIFICATION AND REPAIR DESIGN

APPROVAL:
11.1 The Type Certificate holder (i.e. approval holder) remains responsible for the (i)
continued integrity of the design changes to approved type design and (ii) for the
continued integrity repair design and it or its representative must continue to be the
aircraft operator’s contact point for resolving continuing airworthiness issues related to
the design. To fulfill this responsibility, the holder should have the continued capability,
or access to a capability, of providing technical solutions when service difficulties
warrant it, or when the Chairman requires mandatory corrective action. In all cases (i.e.
as the approval holder is outside the jurisdiction of the Bangladesh) when corrective
action is needed, assistance should be requested from the CAA of the Type Certificate
holder (i.e. approval holder).
12. ADDITIONAL REFERENCES:
12.1 Further information on multi-national approaches to the topics covered in this Chapter
may be obtained from the following documents of latest edition:
12.1.1 United States of America FAA Advisory Circular AC No. 25-1529, Instruction for
Continued Airworthiness of Structural Repairs on Transport Airplanes.
12.1.2 United States ofAmerica FAA Advisory Circular AC No. 43.13-1B, Acceptable
Methods,Techniques, and Practices – Aircraft Inspection and Repair.
12.1.3 United States of America FAAAdvisoryCircularAC No. 43.13-2B, Acceptable Methods,

Techniques, and Practices – Aircraft Alterations.
_________________________

Approval of Special Operation-Extended Diversion Time Operation
______________________________________________________________________________________________________________________________________________________________________________________
CHAPTER 34
APPROVAL OF SPECIAL OPERATIONS – EXTENDED DIVERSION TIME OPERATION
1. PURPOSE AND SCOPE
The Air Navigation Order (Airworthiness Requirements) requires the operator to seek
Chairman, CAAB approval prior to operating their aircraft for EDTO. Detailed
airworthiness/operations requirements for EDTO approval are described in the ANO.
This chapter provides guidelines to Airworthiness Directorate officers to be followed
for ensuring compliance of policy and requirements of the Chairman CAAB, while
processing the requests for grant of Initial and subsequent approvals to operators
to undertake EDTO. Each aircraft is required to be approved for EDTO.
2. PROCEDURE ‐ INITIAL APPROVAL
2.1 Application for approval for EDTO shall be submitted to the Director Flight Safety
and Regulation. The supporting documents confirming compliance with
requirements of ANO and the Checklist attached with this chapter shall also be
enclosed by the concerned operator seeking approval. The checklist should clearly
show the compliance and the location of the compliance in the notes section.
Verification remarks column to be used by CAAB officer while reviewing the operator
request for approval.
2.2 The operator should further furnish details of the procedure/instructions and
methodology for continued capability to adhere to conditions laid down at the time of
grant of approval in a separate EDTO Manual for use by personnel involved in
EDTO. Any amendment to the EDTO manual requires Chairman’s approval.
3. CONTENTS OF THE EDTO MANUAL
EDTO Manual should include procedures and guidelines for the maintenance program
and other requirements for EDTO. In addition, all EDTO requirements, including
supportive programs, procedures, duties and responsibilities including actions to be
taken in case of adverse trend, including IFSD rate, reliability level etc. should be
identified and documented. This manual should be submitted 2 (two) months in advance
to the Director Flight Safety and Regulation (Airworthiness office) before seeking
approval of EDTO flight. The content of manual should be as per the ANO as
mentioned above. The manual shall be scrutinized and approved by Airworthiness and
Operation Divisions.
4. AIRWORTHINESS CONSIDERATION FOR EDTO APPROVAL
4.1 Airworthiness Division shall carry out necessary investigation of the application from
airworthiness point of view. Contents of Manual shall be as per the ANO. The manual
is to be scrutinized to ensure that all EDTO requirements, including supportive program
procedures, duties and responsibilities, are identified and be subject to revision control.

______________________________________________________________________________________________________________________________________________________________________________________
4.2 The responsible officer should ensure that the aircraft is Compliant by build standards
at certification or by post certification modification action. The necessary amendments
to the Approved Maintenance Program/Schedule have been approved, MEL is
amended. It is to be ensured that the necessary EDTO applicable amendments to the
Maintenance documents, Maintenance program, and CAME (as appropriate) have
been supplied and approved where necessary.
4.3 Any deficiency noticed during investigation by Airworthiness shall be referred to

the operator by the Airworthiness Division for corrective action. Verification/remark
Column on the checklist shall be completed by the responsible officer.
4.4 After having satisfied with the ANO compliance, Contents of EDTO Manual,
Aircraft eligibility etc. The request of operator along with approved manual and a copy
of completed checklist shall be forwarded to the DFSR Office (Airworthiness
Division) for further action.
4.5 On being satisfied with proposal, and completeness of checklist and contents of EDTO
manual, the Airworthiness Division shall forward the proposal to Flight Operation
Division for further investigation from Operation aspect
5. DEMONSTRATION FLIGHT
The Airworthiness officer nominated by Airworthiness Division shall associate with the
proving/validation flight required completing the process of demonstration of flight for
initial EDTO approval process in association with Flight Operation Division.
6. ISSUE OF INITIAL APPROVAL FOR EDTO
Final approval letter indicating Airframe Engine combination and tail number of
aircraft, after satisfactory scrutiny both by Airworthiness Division and the Flight
Operation Division shall be issued by DFSR under intimation to Air transport
Directorate for endorsement in the AOC.
7 APPROVAL OF ADDITIONAL AIRCRAFT
Whenever an additional aircraft is added by an operator to their fleet for EDTO

operation that already has such approvals (i.e. holding same type of
Airframe/Engine Combination approval) , the approval may be granted by the DFSR
after scrutiny of operator request from Airworthiness aspect and Operational aspect
from the assigned FOI. The necessary amendment of EDTO manual shall be approved
by the Airworthiness office before approval of additional aircraft is considered. The
______________________________________________________________________________________________________________________________________________________________________________________
checklist from Airworthiness aspect and Operation aspect shall be completed by the
responsible Airworthiness officer and Flight Operation Inspector (FOI) respectively.
Approval letter shall be issued by the Air Transport Division for endorsement in the
AOC and Airworthiness Division for information.
8. CONTINUING SURVEILLANCE
DFSR may ensure the compliance for maintenance and regulatory requirement relevant
to the EDTO approval during routine surveillance. Necessary follow up action depend
upon nature of finding shall be initiated in accordance with enforcement policy and
procedure manual. Ongoing monitoring, for AOC maintenance support arrangements,
will be subject to the routine audit as per normal procedures.
The fleet average engine in‐flight shut‐down (IFSD) rate for the specified airframe‐
engine combination should be monitored by the DFSR office. In the event that an
acceptable level of reliability is not maintained, significant adverse trends exist, or if
significant deficiencies are detected in the design of the aeroplane or propulsion
system, the EDTO approval granted to the operator may be reviewed. Further, the
officers from Airworthiness Division shall attend the reliability program meeting
conducted by the operator periodically as an observer and record it as part of oversight
audit program.
9. RECORD KEEPING
The Airworthiness Division will establish a system to maintain records of all

documents generated and received during the process of evaluation and approval of
EDTO.

______________________________________________________________________________________________________________________________________________________________________________________
Attachment ‐ A
EDTO COMPLIANCE ‐ CHECKLIST
The purpose of this EDTO Compliance Checklist is to assist owners/operators/ officers of CAAB
with a view to ensuring that EDTO approval process are standardized. In all cases the checklist
should clearly reflect compliance by operator in column‐I. In case of non- applicability (N/A)
reason thereof should also be reflected in column‐I. Verification in column‐II to be used by
CAAB officer while reviewing the operator request for approval.
Check List for Approval of EDTO (Airworthiness Aspects)
Part A: General Information
Registered Name of the Operator:
Trading Name (if different):
Contact Person:
Address for communication:
Telephone No.
Fax No.
Email address:
Air Operator Certificate Number:
Aeroplane registration mark(s) and Aeroplane Serial

No(s) requested for approval.
Aeroplane Manufacturer
Aeroplane Type / Model No.
Engine Manufacturer
Engine Type / Model No.
APU Manufacturer &
APU Type Designation

______________________________________________________________________________________________________________________________________________________________________________________
Scope of Application
Initial request for EDTO approval for YESRequested NO
approval for Aero plane Type / Model
Aircraft Entry into Service (EIS) DD/MM/YYYY
For the situation, either world fleet data or similar and/or other relevant aircraft type experience data should be
presented as a supplement.
Application is based on Continued Maintenance Program (CMP) Document.
Revision number:
Revision date:
Part B: Airworthiness Information
SL Items (Column-I) (Column-II)

No Compliance Verification by
by operator DGCA
1 Type Design Approval for referenced Aeroplane Type Designation
1.1 The EDTO type design approval

is reflected in:
1.1.1 AFM
1.1.2 AFM Supplements
1.1.3 Type Certification Data Sheet
1.1.4 Supplemental Type Certificate
1.1.5 Other
2 The Aeroplane Flight Manual / Supplement shows following airworthiness approval for
EDTO System installation:
2.1 EDTO (in minutes):
3 Eligibility for referenced Aeroplane Serial Number
3.1 Does the aircraft comply with the titles

and numbers of all modifications,
additions and changes which were made
in order to substantiate the incorporation
of the CMP standard in the aeroplane?
3.2 CMP compliance list established?

(YES/NO)

______________________________________________________________________________________________________________________________________________________________________________________
4 Applicant's Experience and Propulsion System Reliability (*)
4.1 Number of months/years of operational

experience with specific airframe/engine
combination
4.2 Total number of long range and/or
domestic operations conducted with
specific airframe/engine combinations
4.3 Number of domestic segments
4.5 Number of long range segments
4.6 Operator's total number of
airframe/engine hours and cycles with
specific airframe/engine combination:
4.6.1 Total airframe fleet hours
4.6.2 Total airframe fleet cycles
4.6.3 Total engine hours

4.6.4 Hours of operator's high time engine
4.7 In‐flight shutdown (IFSD) rate (all

causes), including the 12‐month rolling
average for both operator and the world
fleet (IFSD per 1000 engine flight hours)
4.7.1 IFSD rate of operator's fleet
4.7.2 IFSD rate of world fleet
4.8 Unscheduled engine removal rate (URR)

for both operator and the world fleet (URR
rate per 1000 engine flight hours)
4.8.1 URR of operator's fleet
4.8.2 URR of world fleet
4.9 Records of mean time between failures

(MTBF) for major components
available (unit flight hours/number of unit
failure) (YES/NO)
4.10 Records of APU start and run
reliability available (if the APU is required
for EDTO)

______________________________________________________________________________________________________________________________________________________________________________________
4.11 Records of delays and cancellations due to

technical issues relevant to EDTO, with the
causes, by specific aeroplane systems (if
available)
4.12 Records of the following significant

operator events where available:
(including the phase of flight where the
event occurred)
4.12.1 Uncommanded power changes (surge or
rollback)
4.12.2 Inability to control engine or obtain
desired power
4.12.3 In‐flight shutdown events
5 Supplement to the Maintenance Program and Maintenance Procedures (*)
5.1 The applicant is required to establish the following procedures: To be completed by

applicant The procedures are described in (EDTO manual reference, chapter and sub‐
chapter; ):
5.1.1 Procedures to preclude simultaneous
actions from being applied to multiple
similar elements in any EDTO system.
5.1.2 EDTO pre‐departure service check for
verifying the status of the aeroplane and
ensuring that certain critical items are
acceptable.
5.1.3 Procedures for reviewing and
documenting of log books to ensure
proper MEL procedures, deferred items and
maintenance checks and those system
verification procedures have been properly
performed.
6 EDTO Manual (*) The applicant should develop a manual for use by personnel involved in
EDTO. The purpose of the EDTO Manual is to identify the supplementary procedures and
requirements for EDTO s. This manual should, as a minimum, contain the procedures listed
below. Please provide relevant manual references for each.
6.1 Engine/APU Oil Consumption Monitoring
Program
6.1.1 Procedures that monitor oil consumption
rates for engines and APU (if the APU is
required for the EDTO) for EDTO and
non‐ EDTO flights.

______________________________________________________________________________________________________________________________________________________________________________________
6.1.2 Procedures for calculating oil consumption

rate prior to departure to address any
sudden shift in consumption.
6.1.3 Procedures for monitoring of long term
data for increasing trends.
7 Engine Condition Monitoring Program
7.1 Procedures for detecting deterioration of

engine at an early stage to allow for
corrective action before safe operation are
affected.
7.2 Parameters to be monitored, method of
data collection and corrective action
process.
7.3 Procedures for engine limit margin
monitoring to ensure that a prolonged
single‐engine diversion may be conducted
without exceeding approved engine limits.
8 Verification Program after Maintenance
8.1 List of primary systems critical to

EDTO.
8.2 Conditions that require verification flights.
8.3 Procedures for initiating verification

actions.
8.4 Procedures that ensure corrective action is
taken after taken after engine shutdown and
any other significant failure.
8.5 Procedures that identify and reverse
adverse trends.
8.6 Procedures that preclude repeat items
from occurring.
8.7 Procedures that monitor and evaluate
corrective actions.
8.8 Procedures that preclude simultaneous
actions from being applied to multiple
similar elements in any EDTO
significant system.

______________________________________________________________________________________________________________________________________________________________________________________
9 Reliability Program
9.1 Event‐orientated program for EDTO, in

addition to the normal reliability program,
to allow early identification and
prevention of EDTO problems.
9.2 Procedures to ensure reporting of
significant individual events (in‐flight
shutdowns, flight diversions or turn back,
uncommanded power changes or surges,
inability to control the engine or obtain
desired power) problems with systems
critical to EDTO and any other event
detrimental to EDTO.
9.3 Reporting criteria for the reporting to
Chairman, CAAB of events reportable
through this program.
9.4 Procedures for downgrade/upgrade
criteria (diversion time).
9.5 Procedures for monitoring of APU high
altitude in‐flight start and run capability.
10 Propulsion System Monitoring Program
10.1 Procedures for the monitoring of

propulsion system in‐flight shutdown
(IFSD) rate, evaluation of sustained
trends and corrective actions.
10.2 Procedures for the monitoring of long
term IFSD trends (12 month moving
average).
10.3 Reporting criteria for the assessment of
propulsion system reliability and reporting
to Chairman, CAAB of results of
operator's assessment.
11 Maintenance Training Program
11.1 Training programs to ensure each

person, including contract personnel,
involved in EDTO is adequately
trained on operator's EDTO procedures
and is competent to perform his/her
duties (EDTO awareness training).

______________________________________________________________________________________________________________________________________________________________________________________
11.2 Procedures for ensuring that maintenance

personnel have completed EDTO awareness
training and have satisfactorily performed
EDTO maintenance tasks under supervision,
within the framework of approved procedures
for personnel authorization.
11.3 Competence assessment procedure for
operator CAMO/AMO personal involved in
EDTO maintenance.
12 Check Parts Control Program for compliance of the following
12.1 Procedures that ensure that proper EDTO

parts are used and EDTO configuration is
maintained.
12.2 Control procedures for parts pooling and
borrowing.
13 Check Interface procedures to ensure effectiveness of management.
13.1 Inclusion of all additional EDTO
management documented processes in
the relevant CAME and MOE
13.2 Interface procedures between CAMO and
AMO for compliance EDTO requirements
13.3 Operator Downgrade and Upgrade
procedures
Part C: Application Package
1 Documentation to be submitted to CAAB.

1.1 ANO Compliance
1.2 CMP Document (last version) (*).
1.3 Sections of the AFM or AFM Supplements

that document EDTO airworthiness
approval.
1.4 CMP compliance list showing compliance

with the titles and numbers of all
modifications, addition and changes which
were made in order to substantiate the
incorporation of the CMP standard in the
aeroplane.
1.5 EDTO Maintenance Manual (*). ( Ensure

Approval of amendment of EDTO Manual
for approval of additional aircraft)

______________________________________________________________________________________________________________________________________________________________________________________
Part D: Applicant Statement
The undersigned certifies the above informations mentioned in column–I against part A,B and C to be
correct and true and that aeroplane system installation, continuing airworthiness of systems, minimum
equipment for dispatch comply with the requirements of CAAB.
Name of CAM: Signature Date‐
Part E: AIRWORTHINESS DIVISION VERIFICATION

1.1 Verification Remarks/Recommendation by Airworthiness Office:
1.2 Verification Officer (Deputy Director)

The undersigned certifies the above information mentioned in column–I against part A,B and C
have been verified as indicated in column-II and the aircraft as listed in the checklist meets the
requirements for EDTO operations from Airworthiness aspects.
Name and Designation Signature Date‐
1.4 Approved /Not Approved by Director Airworthiness

Name Signature Date‐
****

Chapter: 35, Validation of Foreign AME License
CHAPTER 35
VALIDATION OF FOREIGN AME LICENSE
1. GENERAL
1.1. The Air Navigation Order (AW) D.6 has the provision of validating the licenses issued by
the competent authority of other contracting State which is in conformity with at least the
minimum conditions required under Annex 1, Chapter 1.2.2. and Chapter 5.
1.2. This procedures prescribes the requirements regarding issue of Certificate of Validation to
the personnel holding foreign AME licenses issued by a contracting State of ICAO and who
have been employed by an Aircraft Maintenance Organization of Bangladesh and are
required to exercise privileges of their type rated AME license for certification of
maintenance tasks to be performed on aircraft registered in Bangladesh.
2. REFERENCE S:
CARs 1984 The Rules 196 and 199

ANO (AW) Chapter D.6
ICAO Annex 1, Chapter 1.2.2. and Chapter 5
Forms Appendix 1: AWS-53: Application for validation of foreign AME license
Appendix 2: AWS-52: Authentication of license
Appendix:3 Aircraft Maintenance Engineers Certificate of validation
(C.A-29D)
3. GENERAL PROCEDURES
3.1. The license shall be valid with current ratings on the type of aircraft registered in
Bangladesh.
3.2. The AME shall be proficient to communicate in English language and should be capable of
understanding all required manuals Aircraft Maintenance Manual (AMM), Minimum
Equipment List (MEL) and Work Cards of the Operator. He has to appear in the oral
examination for this purpose and successfully pass the examination.
3.3. The validation of foreign AME license shall stand cancelled if the holder of foreign AME
license discontinues his employment with the Bangladeshi operator who sponsored his
validation. The certificate of validation shall stand automatically cancelled in case of joining
another Bangladeshi Operator without proper release certificate or No Objection Certificate
(NOC) from the operator who sponsored for the current Certificate of Validation. In such

cases no fresh Certificate of Validation shall be issued in respect of the AME until a lapse of
6 (six) months from the date of cancellation.
3.4. The validation of the foreign license shall also be subject to the requirements/conditions
stipulated by the contracting State who has issued the license.
3.5. The validation of the foreign license shall be subject to the provisions of Rule 10 of the
CARs, 1984 and can be suspended or cancelled under the said rule, as in the case of
Bangladeshi licenses.
4. ISSUE OF CERTIFICATE OF VALIDATION
4.1. Submission of Documents by the operator/AMO:
The Bangladeshi AMO has to submit an application form along with the following
documents:
(a) Copy of the valid AME license in English text showing scope of the certification
privileges;
(b) Photocopy of the applicant’s passport;
(c) Examination Certificate in Module 10 “Aviation Legislation” of ANO (AW) Part-66.
(d) Medical Fitness Certificate in accordance with the rule 51(2) of the CAR’84 in respect of
the license holder;
(e) Copy of the permission of BOI (Board of Investment).
(f) Photocopy of the contract/appointment letter issued by the AMO in Bangladesh;
(g) Logbook or equivalent document showing that during the last 24 (twenty four) months
from the date of application, the applicant has been engaged for periods totaling at least
(6) six months on work affording experience on the category and type of aircraft for
which the Certificate of Validation is sought.
(h) Stamp size 2 (two) copies of the photographs of the applicant.
4.2. The original documents i.e. license, medical fitness certificate, log books for assessing the
practical (as applicable) etc. would be examined by CAAB. The log books willm be
returned.
4.3 On checking the documents, the CAAB official(s) will keep the record as necessary.
4.4 Conformity check of license as per ICAO Annex-1:
4.4.1 CAAB will check the conformity of the license as per following specifications:
I) Name of State (in bold type);

ii) Title of license (in very bold type);
iii) Serial number of the license, in Arabic numerals, given by the authority issuing
the license;

iv) Name of holder in full (in Roman alphabet also if script of national language is
other than Roman);
iva) Date of birth;
v) Address of holder if desired by the State;
vi) Nationality of holder;
vii) Signature of holder;
viii) Authority and, where necessary, conditions under which the license is issued;
ix) Certification concerning validity and authorization for holder to exercise
privileges appropriate to license;
x) Signature of officer issuing the license and the date of such issue
xi) Seal or stamp of authority issuing the license;
xii) Ratings, e.g. category, class, type of aircraft, airframe, engine, avionics etc.;
xiii) Remarks, i.e. special endorsements relating to limitations and endorsements for
privileges, and other information required in pursuance to Article 39 of the
Chicago Convention;
xiv) Any other details desired by the State issuing the license.
4.4.2 When licenses are issued in a language other than English, the license shall include an
English translation of at least items i), ii), vi), ix), xii), xiii) and xiv). When provided
in a language other than English, authorizations issued in accordance with Annex 1,
1.2.2.1 shall include an English translation of the name of the State issuing the
authorization, the limit of validity of the authorization and any restriction or limitation
that may be established.
4.5 Authentication of License

CAAB will make an authentication of the License as per attached form and contact the
license issuing authority for authentication of license before granting Certificate of
Validation. The format of Authentication of License is shown in the Appendix -2, AWS-52.
4.6 Issuance of Certificate of validation

After successful completion of abovementioned (4.1 to 4.4) step, CAAB will issue the Certificate
of Validation in favor of the applicant foreign AME. During issuance of Certificate of Validation,
issuing officer will ensure the validity of the Certificate of Validation will not go beyond the
period of validity of the original license. The Certificate of validation ceases to be valid if the
license upon which it was issued is revoked or suspended. Format of Certificate of Validation
is shown in the Appendix-3.
5. PRIVILEGES OF CERTIFICATE OF VALIDATION
Privileges of the validation will be in accordance with privileges of the License issued by the
contracting state and such other conditions that may be imposed by the Chairman. Certification
of Validation issued by CAAB shall not authorize AMEs to perform maintenance unless
approved AMO issues Company Authorization based on the company manual.

APPENDIX - 1
AWS-53
ISSUE-1
APPLICATION FOR VALIDATION OF FOREIGN AME LICENCE1. APPLICANT
AMO Approval Reference Contact Person
Telephone Email
2. FOREIGN LICENCE DETAILS
Name: Nationality
Licence # Expiry Date
Licence Issuing Authority
Type Ratings Held
3. PRIVILEGES REQUESTED Base/Line/Cat A
5 SUMMARY OF EXPERIENCE
PERIOD COMPANY AIRCRAFT TYPE DESCRIPTION OF WORK

6 CHECKLIST
1 Licence Copy
2 Passport Copy
3 Examination Certificate in Module 10 of Part-66
4 Medical Fitness Certificate
5 Permission from the Board of Investment
6 Appointment Letter issued by Bangladeshi AMO
7 Experience Record
8 Training Plan and full reason for requesting validation
7 DECLARATION
I declare that the foregoing particulars and answers are true in every respect.
Nominator
Signature
Date
8 CHARGES
Fee of Taka:….……………………………… In words: ……………………………………………………………… .
Bank details:……………………………………………………………………………………………………………..
Receipt No: ………………………………………… Date: ………………………………………………………….

APPENDIX-2
AWS-52
ISSUE-1
AUTHENTICATION OF LICENSE
In accordance with the provision of ICAO Annex-1 for the purpose of Validation, the particulars
of the applicant’s license should be verified from the issuing state. For this purpose the following
details are required by Civil Aviation Authority, Bangladesh:
Issuing Authority Details

State of Issue
Issuing Authority
Name of the Authorized Person
Title of the Authorized Person
We hereby certify the authenticity of the following license. We also confirm that there are no
outstanding actions on the mentioned license and this license:
License Details
Name of the license holder
License type and number
Date of issue of the license License Expiry date
Nationality of the holder
Certification concerning validity and authorization
for holder to exercise privileges appropriate to
license
Ratings, e.g. category, class, type of aircraft,
airframe etc.
Remarks, i.e. special endorsements relating to
limitations and endorsements for privileges, and
other information required in pursuance to Article
39 of the Chicago Convention;
Any other details desired by the State issuing the
license
Signature of the Date

authorized person
Telephone number
Fax No. Stamp
E-mal No.
APPENDIX-3

C.A-29D
CIVIL AVIATION AUTHORITY

OF
BANGLADESH
AIRCRAFT MAINTENANCE ENGINEERS

CERTIFICATE OF VALIDATION

Page-1
CERTIFICATE OF VALIDATION NO.

( ISSUE - )
The A. M. E Licence no.
( Passport No. )
Issued on
by the
Is hereby validated under the Rule 39 of the Civil

Aviation Rules, 1984. The holder is authorized under
the rules to exercise the privileges of his licence on
Bangladesh registered aircraft subject to the condition
and the limitations as specified on Page-2, of this
certificate.
Signature of the
Issuing officer
Date and Seal
BY AUTHORITY OF THE CHAIRMAN, CIVIL

AVIATION AUTHORITY OF BANGLADESH.

Page-2
CERTIFICATE OF VALIDATION NO.
1. This Certificate of validation authorizes the

holder to cat as an A.M.E on Bangladesh
Registered aircraft as mentioned on Page 3 under
“Record of Type Ratings”.
2. This Certificate of validation may be cancelled,

Suspended or varied as if it was a licence
Granted under the provisions of the Civil
Aviation Rules, 1984.
3. This Certificate of validation is valid for the

period
to
unless cancelled or suspended earlier.
4. Privileges and responsibilities of the holder of

this Certificate of validation are to be exercised
in accordance with the current issue of the ANO
Airworthiness as issued by the CAAB.

Page-3
RECORD OF TYPE RATINGS
Category:
Ratings Seal and Date

Chapter 36: Aircraft Maintenance Program
CHAPTER 36
AIRCRAFT MAINTENANCE PROGRAM

1. GENERAL
1.1 The ICAO Annex 6, (Part I, 8.3 for aeroplanes and Part III, Section II, 6.3 for helicopters) places
an obligation on operators to provide a maintenance program approved by the State of Registry
for the use and guidance of maintenance and operational personnel and to ensure that the
maintenance of their aircraft is performed in accordance with this maintenance program. Annex 6,
Part III, Section II, 6.3 and Part I, 8.3 specify that the design and application of the operator’s
maintenance program shall observe the human factors principles.
Note: Guidance material on the application of human factors principles can be found in the Human
Factors Training Manual (Doc 9683).
1.2 Annex 6, (Part I, Section 11.3 for aeroplanes and Part III, Section II, Section 9.3.3 for helicopters)
also requires that maintenance tasks and intervals that have been specified as mandatory in
approval of the type design shall be identified (e.g. Certification Maintenance Requirements and
Airworthiness limitations).
1.3 Annex 6, (Part I, 11.3.3 for aeroplanes and Part III, Section II, 9.3.3 for helicopters) also
contains a recommendation that the maintenance program be based on maintenance program

information made available by the State of Design or by the organization responsible for the type
design. For large aeroplanes, this information is normally issued in the form of a Maintenance
Review Board (MRB).
1.4 The maintenance program is a document which describes the specific maintenance tasks and their
frequency of completion, necessary for the continued safe operation of those aircraft to which it
applies. A maintenance program combines the maintenance and inspection functions used to
fulfill an operator total maintenance needs. Rule 191 of the CARs 1984 requires that an operator
must have a system of maintenance of aircraft (i.e. aircraft maintenance program) to perform and
certify the work by the qualified competent person(s) and to monitor performance.
1.5 A maintenance program for each aircraft as required by Annex 6, Part I, Section 8.3 andPart III,
Section II, 6.3 shall contain the following information:
(a) Maintenance tasks and the intervals at which these are to be performed, taking into
account the anticipated utilization of the aeroplane;
(b) When applicable, a continuing structural integrity program;
(c) Procedures for changing or deviating from (a) and (b) above; and
(d) When applicable, condition monitoring and reliability program’ descriptions for aircraft
systems, components and power plants.
Note: In the context of this paragraph, “when applicable” means that the condition monitoring and
reliability programs are only applicable to aircraft types where the maintenance program was
derived using the maintenance review board process under MSG-3 philosophy or as required by
the MRB.
Issue-1, Revision-00, April 2017 Page 1 of 21 CPD-8

2. ANO (AW) REFERENCE
2.1 The Air Navigation Order (Airworthiness Requirements) Chapter B.15 titled “Approval of
aircraft maintenance program and schedules”.
3. MAINTENANCE PROGRAM APPROVAL
3.1 In accordance with the rule 191 of the CARs 1984 and the current issue of the ANO (AW)
B.15, the CAAB has been given the authority and responsibility for the approval of each
operator’s maintenance program — that is, the approval of the program in which an
operator establishes the time limitations (or standards for determining time limitations) for
scheduled maintenance tasks for the aircraft [overhauls, inspections and checks of aircraft,
engines, propellers (where applicable) and appliances and their monitoring].
3.2 Maintenance programs are approved through issue of Maintenance Program or
Maintenance Schedule approval letter as per the “Specimen” shown in the ANO (AW)
B.15. Significant brief details of the program/schedule must also be included in the
operator/applicant's MCM.
4. MAINTENANCE PROGRAM DEVELOPMENT BASIS
4.1 Operator's maintenance program should normally be based upon the manufacturer’s NAA
approved/ recommended instructions for continued airworthiness such as, but not limited to, the
Maintenance Review Board Report, where available, and the Type Certificate holder's
Maintenance Planning Document or Chapter 5 of the maintenance manual (i.e. the
manufacturer's recommended maintenance program). The structure and format of these
maintenance instructions may be rewritten by the operator to better suit its operation and control
of the particular maintenance program.
4.2 For a newly type-certificated aircraft, where no previously approved maintenance program exists,
it will be necessary for the operator to comprehensively appraise the manufacturer's authority’s
recommendations (and the MRB Report where applicable), together with other airworthiness
information, in order to produce a realistic program for approval.
4.3 For existing aircraft types, it is permissible for the operator to make comparisons with
maintenance program previously approved. It should not be assumed that program approved for
one operator will automatically be approved for another operator. Evaluation is to be made of
aircraft/fleet utilization, landing rate, equipment fit and, in particular, the experience of the
maintenance organization should be assessed. Where the CAAB is not satisfied that the proposed
maintenance program can be used as is by the operator, the CAAB should advise the operator to
introduce appropriate changes to it, such as additional maintenance tasks or de-escalation of check
frequencies, or to develop the aircraft initial maintenance program based upon the manufacturer’s
recommendations.
5. UPDATING THE MAINTENANCE PROGRAM
5.1 Revisions to the approved program should be raised by the operator, to reflect changes in the Type
Certificate holder’s recommendations, modifications, service experience, or as required by the
CAA. Reliability program is an important method of updating approved program.
5.2 The operator may only vary the periods prescribed by the program with the approval of the CAAB
with proper justification. The AELD shall not approve intervals escalations or tasks modifications

related to Airworthiness Directives (AD), Airworthiness Limitation (ALI) and Certification

Maintenance Requirements (CMR) without an appropriate consultation with the State of Design.
5.3 Operator’s approved aircraft maintenance program should be subject to periodic review to ensure
that they take into account the current Type Certificate holder’s recommendations, revisions to the
maintenance review board report, mandatory requirements and maintenance needs of the aircraft.
Operator shall also ensure inclusion of the instruction of holders of supplementary type certificate,
major design approval, TSO authorization or any other relevant approval. AELD shall ensure
inclusion of such revision into approved AMP during periodic surveillance of AOC
facilities/documents.
5.4 The operator should review the content of the maintenance program at least annually for
continued validity in the light of maintenance & operational experience such as reliability
program (if applicable). Operator should establish a procedure in AMP/MCM on the
amendment/revision of maintenance program. In such procedure, operator should mention the
reason and frequency of amendment/revision/review of an approved AMP. Concerned
airworthiness official shall be responsible to communicate AOC holders to update approved AMP
available in CAAB’s office library.
6. OPERATOR/APPLICANT'S ORGANIZATION
6.1 The operator/applicant must have adequate facilities/resources to carry out the provisions of the
maintenance program. If the work is to be performed outside of the operator/applicant's
organization, the contractor must meet the same requirements. In determining the adequacy of the
organization, the following must be considered:
(a) The complexity of the organization

(b) The aircraft
(c) The experience of the personnel
(d) The number of personnel
7. INSPECTIONS OF THE OPERATOR
7.1 Applicability: During the certification process of an operator/applicant, the Airworthiness

Officials should ensure that the maintenance program is applicable to the proposed operation. In
order to do so, the Airworthiness Officials will inform the operator/applicant of the pertinent
policies, procedures, and requirements of the regulations.
7.2 Scheduling: The operator/applicant in consultation with the responsible Airworthiness Official
should develop a plan to determine a schedule (Time Plan) for the submission and approval of
required documents.
7.3 Scheduled maintenance: Maintenance tasks performed at prescribed intervals are

considered scheduled maintenance. Some of these tasks are performed concurrently with
inspection tasks and may be included on the same work form. Work forms that include
maintenance instructions must be provided for a record of the accomplishment of these
tasks.
(a) Scheduled tasks include replacement of life-limited items and components requiring
periodic overhaul, special nondestructive inspections (such as X-rays), checks or tests for
on-condition items, lubrications, and weighing aircraft.

(b) Prime factors considered for inspection intervals are aircraft utilization, environmental
conditions, and the type of operation. Examples include changes in temperature,
frequency of landings and takeoffs, operation in areas of high industrial pollutants, and
passenger or cargo operations.
(c) To ensure proper maintenance, each inspection interval must be stated in terms of
calendar times, cycles, and hours, as required.
7.4 Unscheduled maintenance: Unscheduled maintenance takes place when aircraft

system’s irregularities occur.
(a) Aircraft system’s irregularities occurring during flight time: These include
operational failures and malfunctions and abnormal flight operations, such as hard or
overweight landings. The aircraft maintenance record must be used to record each
irregularity and its corrective action.
(b) Aircraft system’s irregularities not occurring during flight time: These include all
other failures, malfunctions and discrepancies, including, but not limited to, inspection
findings. A discrepancy form or equivalent system must be used to record each
irregularity and its corrective action. In such case, Technical Log Book may be used in
best way to record discrepancies found during flight, maintenance checks/inspections etc
and to record correctives taken in return of such discrepancies.
8. TYPES OF MAINTENANCE
8.1 Overhaul and repair (airframe, engine, propeller, and component): Maintenance for these
items, whether scheduled or unscheduled, may be independent from maintenance performed on
the aircraft. The operator/applicant must provide instructions and standards for repair and
overhaul, along with a method of approving and recording the work. Appropriate life-limited parts
replacement requirements should be included in this portion of a maintenance program.
8.2 Structural inspection: The depth of required inspection may of different levels as
mentioned below:
(a) Each level of inspection must be clearly defined in the operator/applicant’s maintenance
program. For example, a specific area of the aircraft may require only a visual inspection
during preflight, A and B checks but will require a detailed, X-ray or Zyglo inspection in
the same area for a "C" or "D" check.
(b) Some aircraft are subject to a supplemental structural inspection document, which
requires additional age-related structural inspections to be incorporated into the
maintenance program.
8.3 Requirements: If a certificated operator proposes changes to the maintenance program, the
Airworthiness Officials must determine the impact of the revision on the program. Since
maintenance programs vary, depending on the operator/applicant's complexity of operation, the
Airworthiness Officials must become familiar with all of the pertinent technical and regulatory
aspects of the program.
8.4 Return to Service: Under the provisions of the Rule 190 of the CARs 1984, any aircraft
maintenance organization (AMO) in Bangladesh or outside the country having valid certificate of
approval/Part-145 approval as AMO issued by CAA, Bangladesh are authorized to issue

appropriate certificate in respect of maintenance, modifications, repair, processing, testing of

aircraft, aircraft components, items of equipment or other aircraft goods for return to service with
the scope of the organization’s certificate. Such AMO is responsible to ensure the compliance of
all regulatory requirements prior issuance of the certificate for return to service.
(a) The persons exercising certificate privileges have always had the responsibility to show
compliance with regulatory requirements and to make a determination of conformance
and safety. The need to ensure that a replacement part was produced by a CAA approved
source is therefore critical.
(b) Inspectors, during the process of certification and surveillance, must ensure that the
operator/applicant fully understands the regulatory requirements and the resulting
responsibility to show that any/all parts and/or materials used, from any source, are
airworthy (i.e., conform to type design), are equal to the original or properly modified
condition, and have been maintained properly.
(c) Additionally, the inspector must ensure that the operator/applicant's manual contains
adequate procedures at the incoming inspection to determine the part is genuine and
serviceable, prior to the material being stocked or used.
9. MAINTENANCE PROGRAM.
9.1 Contents of Maintenance Program: Contents of the maintenance program shall be based on the
MRB and MPD where MRB (as an approved document) shall always get the priority over MPD.
The details are given in the ANO (AW) B.15. While approving AMP/AMS of an Operator, the
concerned Airworthiness Official must ensure that all the schedule checks (i.e. Service check, A
check, C check etc.) interval of the aircraft type during the first entry in to service with the
Bangladeshi Operator (notwithstanding) the fact, that the aircraft type had entered in to service in
other countries earlier) are at the same interval period as stated in the MRB/MPD. Future
escalation of check cycle interval will depend upon findings of the Reliability Control Program
(RCP) of the Bangladeshi operator. If applicable as per ANO (AW) B.15, operator shall ensure
inclusion of Reliability Program in AMP to monitor and assess maintenance and operational
experience with respect to continuing airworthiness.
9.2 Incorporation of Set Procedures: The maintenance program must incorporate a set of
procedures that ensures the following:
(a) Maintenance and modifications are performed according to the Manufacturer’s Manual
and the Operator’s procedures stated in the MCM.
(b) Competent personnel, and adequate facilities and equipment are provided for the proper
performance of maintenance and modifications
(c) Each aircraft released to service is airworthy
(d) Airworthiness inspections and Duplicate Inspections are performed per the operator's
manual, by qualified personnel.
9.3 Airworthiness Inspections: The Air Navigation Orders (Airworthiness Requirements) stipulate
that each operator's manual must describe airworthiness inspections, including instructions
covering procedures, standards, responsibilities, and authority of inspection personnel. The
methods and procedures established by the operator's manual must be followed.

9.4 Duplicate Inspections (Required Inspection Items): The required inspection must be carried out
when any of the maintenance task(s) as stated in the Part-145, CAAB ANO (AW) Part-B in
connection to the‘Duplicate Inspection – Aircraft Control’ and the respective operator’s MOE
and/or MCM is involved.
9.5 Maintenance Inspection: It is recommended that inspections should be carried out by the
following persons:
9.5.1 Base Maintenance:
(a) The Appropriate Person(s)/Certifying staff (who carried out the particular base
maintenance task or who is responsible for accomplishment of the maintenance
work order) shall sign Certificate of Release to Service (CRS) that they have
accomplished the task only when satisfied by self-inspection that the task has been
properly carried out in accordance with the approved maintenance instructions.
(b) If the aircraft maintenance program requires a specific inspection (i.e. Duplicate
Inspection) in addition to the one performed above, this inspection should be
accomplished by another competent person, who should sign for the second
inspection when satisfied.
(c) The Delegated Appropriate Person shall issue Certificate of Release to Service
(CRS) for the aircraft in accordance with the CAAB Part-145 and/or CAAB ANO
(AW) Part-B when satisfied that the complete maintenance process has been
carried out in accordance with the approved procedures.
9.5.2 Line Maintenance:
(a) The Delegated Appropriate Person who carried out the scheduled line
maintenance tasks and unscheduled defect rectification shall sign Certificate of
Release to Service (CRS) on the pre-printed Aircraft Maintenance Log in
accordance with the Part-M/ANO (AW) B.3A / B.3A for the tasks completed only
when satisfied by self-inspection that the tasks have been properly carried out in
accordance with the approved maintenance instructions.
(b) Under Part-145& CAAB ANO (AW) Part-B requirements, Pre-Departure Check
(PDC) is not considered as maintenance. It is sort of inspection before flight to
ensure that the aircraft is fit for intended flight. Operator can have system to issue
Certificate of Compliance or any other name may be. CRS shall not be issued
after PDC. After all maintenance action, operator is required to issue CRS.
9.5.3 Workshops:
(a) The Appropriate Person who carried out the maintenance task specified in the
approved Component Maintenance Manuals (CMM) shall sign Authorized
Release Certificate (ARC) in accordance with the CAAB Part-145/ CAAB ANO
(AW) Part-B requirements that they have accomplished the task only when
satisfied by self-inspection that the task has been properly carried out in
accordance with the approved maintenance instructions.

(b) The Delegated Appropriate Person of workshop shall issue Authorized Release
Certificate in accordance with the CAAB Part-145/CAAB ANO (AW) Part-B
requirements for the aircraft component when satisfied that the complete
maintenance process has been carried out in accordance with the approved
procedures including additional inspections, when required.
9.5.4 Personnel Considerations: The maintenance organization must maintain a current listing
of certifying staff as required under the CAAB Part-145/CAAB ANO (AW) Part-B and
the organization’s MOE/MCM. Each individual must be identified by name, occupational
title, and list the authorizations granted.
(a) To comply with these requirements, the operator's personnel staff list may be used. This
staff list should include a method for positive identification of those who are trained,
qualified, authorized, certificated, and current.
(b) Authorized individuals may be informed by letter or by a list showing the extent
of their responsibilities, authorities, and inspection limitations. If a list is used, it
should be signed by each authorized individual to confirm that the authorized
person is fully aware of any inspection limitations.
10. APPROVAL PROCESS OF AMP/AMS
10.1 Brief the Operator/Applicant: Provide the applicant with the applicable information and advise
the operator/applicant of the current policies and regulatory requirements.
10.2 Review the Schedule of Events: If this task is performed as a part of the approval of an
Organization, review the Schedule of Events to ensure that this task can be accomplished within
the schedule.
10.3 Evaluate the Maintenance Program: The maintenance program should be evaluated against the
MRB and MPD where MRB shall get the priority and the duly completed Compliance Check List
submitted by the applicant as per the ANO (AW) B.15/ CAAB ANO (AW) Part-B.
10.4 Analyze the Findings
(a) Evaluate all deficiencies to determine what, if any, corrective actions will be required.
(b) If there are deficiencies in the maintenance program, schedule a meeting with the
operator/applicant to discuss needed program changes and deficiency resolutions.
(c) If there are no deficiencies in the maintenance program, issue Maintenance Schedule
approval letter as per the standard format as mentioned in the ANO (AW) B.15/ CAAB
ANO (AW) Part-B.
_______________

Attachment - A
MAINTENANCE PROGRAM CHECKLIST
The purpose of this Maintenance Program Compliance Checklist is to assist owners

/operators/ inspectors of CAAB regional / sub regional offices with a view to ensuring that
Maintenance Programs are standardized and include all items that are required by ANO (AW) B.15
and also other additional CAAB required items. This Checklist should be submitted along with
draft maintenance program by the operator for review by CAAB.
This document includes all the relevant information as detailed in Appendix 1 to the
Acceptable Means of Compliance (AMC), the format of which may be modified to suit the
operator’s preferred method. In all cases the checklist should clearly show both compliance (Yes)
and location of the compliance in the notes section or not applicable (N/A) and the reason in the
notes section. Verification remarks column to be used by CAAB inspector while reviewing the
Draft AMP for approval.
The specific tasks and the relevant control procedures shall be included as specified in the
Aircraft Maintenance Program (AMP) or MCM of the operator operating the aircraft. The
relevant cross-references shall be specified in the notes column at the appropriate paragraphs
and the correct term AMP or M C M shall be used. It is not acceptable simply enter the AMP
or MCM as the cross reference.
The checklist is provided to ensure the minimum required items are contained in the
Maintenance Program. It should be enhanced as necessary to suit the aircraft’s needs; operational,
utilization, regulation and environmental.
AOC Number ( If applicable):
Owner / Operators Name:
MCM reference (If applicable )
Owner / Operator AMP reference
Amendment Status
Details of the previous

maintenance program
Registration No of aircraft
1.General requirements
Items Check list points Complied N/A Notes Verification/

No. remarks
1.1 Maintenance Program basic Information
The type/model/ and registration

number of the aircraft
The type/model of the engines
The type/model of the propeller

where applicable

1.1.1 The type/model of the auxiliary power

units(APU ) where applicable
1.1.2 The name and address of the owner,
operator, or AOC
holder/OPERATOR managing the
aircraft airworthiness
1.1.3 The program reference, the date
of issue and issue number
1.1.4 A Signed statement by the owner,
operator or AOC holder/OPERATOR
managing the aircraft airworthiness
(see Appendix 1 of this document)
1.1.5 Content list / Index List of effective

pages and their Revision status of
the document
1.1.6 Check periods for anticipated

utilization; include a utilization
tolerance of not more than 25%
(Where utilization cannot be
anticipated, calendar time
limits should also be included)
1.1.7 Procedures for escalation of

established check periods where
applicable and acceptable to the
CAAB
1.1.8 Records of amendments w.r.t MPD

revisions
1.1.9 Pre-flight maintenance tasks
The tasks and the periods (intervals / frequencies) at which inspections should be carried
out, including type and degree of inspection of the:
a. Aircraft
b. Engine(s)
c. APU
d. Propeller(s)
e. Components
1.1.10
f. Accessories
g. Equipment
h. Instruments
i. Electrical and radio apparatus

The periods at which components should be:
a. Checked
b. Cleaned
c. Lubricated
1.1.11
d. Replenished
e. Adjusted
f. Tested
1.1.12 Details of ageing aircraft system

requirements with any specified
sampling programs ,if applicable
Details of specific structural maintenance programs, if applicable, including but not
limited to:
a) Damage Tolerance and
Supplemental Structural Inspection
1.1.13 Programs (SSID)
b) SB review performed by the TC
holder
c) Corrosion prevention and control
d) Repair Assessment
e) Widespread Fatigue Damage
1.1.14 Statement of the limit of validity

in terms of total flight
cycles/calendar
date/flight hours for the structural
1.1.15 program
The in 1.1.13,
periods at whichif applicable
overhauls and/or
replacements of components should be
made
A cross-reference to other documents related to:
a) Mandatory life limitations.
b)Certification Maintenance
1.1.16 Requirements (CMR’s), if Applicable
c)Airworthiness Directives (AD)

Specific identification of the above
items mandatory status
1.1.17 Reliability program or statistical

methods of continuous Surveillance,
if applicable
1.1.18 A statement that practices and
procedures should be the standards
specified by the TC holder
1.1.19 Each maintenance task should be
defined in a definition section

1.1.20 If applicable , details of Critical Design

Configuration Limitations together with
appropriate procedures
2. Program basis
2.1 Is the program based upon the

MRB report (where applicable), the TC
holder’s maintenance planning document or
Chapter 5 of the maintenance manual?
2.2 For newly type-certificated aircraft

/comprehensively appraise the
manufacturer’s recommendations
(MRB report) along with other
airworthiness information.
2.3 For existing aircraft types,
comparisons with maintenance
programs previously approved
3. Amendments
Amendments (revisions) to reflect changes :See Appendix 2
a. In the TC holder’s
3.1 recommendations
b. Introduced by modifications
c. Introduced by repairs
d. Discovered by service experience
e. As required by the CAAB
4. Permitted variations to maintenance periods
4.1 Vary the periods through a procedure

approved by the CAAB?
4.2 Vary the periods with the approval of
the CAAB
5.Periodic review of maintenance program contents
Periodic review to ensure that the program reflects current:
a. TC holder’s recommendations
b. Revisions to the MRB report (if
5.1 applicable)
c. Mandatory requirements
d. Maintenance needs of the aircraft
5.2 Annual review of AMP is defined
6.Reliability programs

6.1 Applicability
Developed in the following cases:
a) Program is based upon MSG-3

logic
b) Program includes condition
monitored components
6.1.1 c) Program does not contain
overhaul time periods for all
significant system components
d) Specified by the manufacturer’s
MPD or MRB
Need not be developed in the following cases
a) Program is based upon the

MSG-1 or 2 logic (only contains hard
times or on condition items)
b) Not a complex motor-powered
aircraft according to ANO (AW) Part
BBART-M
c) Program provides overhaul
6.1.2 time periods for all significant system
components
6.1.3 Operator may develop own reliability
monitoring program (when it may be
deemed beneficial from a maintenance
planning point of view.)
6.2 Applicability for AOC HOLDER/operator of small fleets of aircraft
6.2.1 Less than 6 aircraft of the same type
6.2.2 Reliability program is irrespective

of the fleet size
6.2.3 AOC HOLDER/operator tailor their
reliability program to suit the size
and
6.2.4 complexity
Use of levels”
of “Alert operation
should be used
carefully
For small fleet of aircraft while establishing a reliability program, consider the
following
a) Focus on areas where a sufficient
6.2.5 amount of data is likely to be
processed
b) How is engineering judgment
applied?
6.2.6 Pool data and analysis (paragraph
6.6 specifies conditions)
6.2.7 If unable to pool data, additional
restrictions on the MRB/MPD tasks
intervals specified.
6.3 Engineering Judgment

Are there appropriately qualified

6.3.1 personnel (with appropriate
engineering experience and understanding
of reliability concept) for the reliability
program?
6.3.2 Failure to provide appropriately
qualified personnel for the reliability
program may lead to rejection of
aircraft maintenance program
6.4 Contracted maintenance
6.4.1 AOC HOLDER/OPERATOR may sub contract certain functions of Maintenance program to other
maintenance organization (provided this organization proves to have the appropriate
expertise.) Such as
6.4.2 a) Developing the maintenance and
reliability programs
b) Collection and analysis of the
reliability data
c) Providing reliability reports
d) Proposing corrective actions
6.4.3 Approval to implement a corrective

action, is AOC
HOLDER/OPERATOR prerogative
6.4.4 and responsibility
Maintenance contract must be clearly
spelt out in CAME, and maintenance
organization procedures
6.5 Reliability program.
6.5.1 Objectives
Statement summarizing the prime objectives of the program (To the minimum it
should include the following)
a) Recognise the need for corrective
action
6.5.1.1
b) Establish what corrective action is
needed
c) Determine the effectiveness of that
action
6.5.1.2 The extent of the objectives should be
directly related to the scope of the
program (manufacturer’s maintenance
planning documents should be consulted
in every case)
6.5.1.3 All MSG -3 related task are effective
and their periodicity is adequate
6.5 .2 Identification of items
6.5.2 The items controlled by the

program should be stated (e.g. by
ATA Chapters)

6.5.3 Terms and definitions.
6.5.3 Significant terms and definitions

should be clearly identified
6.5.4 Information sources and collection
6.5.4.1 Sources and procedures for collecting

and receiving it in the Exposition
Type of information to be collected should be related to the objectives of program,

Examples of the normal prime sources:
a) Pilots Reports
b) Technical Logs
c) Aircraft Maintenance Access

Terminal / On-board readouts
d) Maintenance Worksheets
6.5.4.2
e) Workshop Reports
f) Reports on Functional Checks
g)Reports on Special Inspections
h) Stores Issues/Reports
i) Air Safety Reports
j) Reports on Delays and Incidents
K) Other sources: i.e. ETOPS,

RVSM, CAT II/III
6.5.4.3 Due account of Continuing
Airworthiness information, safety
information promulgated under ANO (AW)
6.5.5 Display of information
6.5.5 Information displayed graphically or in

tabular format or a Combination
6.5.5. 1 Provisions for “nil returns”
6.5.5.2 Where “standards” or “alert levels”,

display of information oriented
accordingly
6.5.6 Examination, analysis and interpretation of the information

6.5.6 Method for examining, analyzing and

interpreting the program information should
be explained.
6.5.6.1 Methods of examination may be varied

- content and quantity-
Analysis & Interpretation- The whole process should enable a critical assessment of
the effectiveness of the program as a total activity. Such process may involve:
a) Comparisons of operational
reliability with established or allocated
standards
b) Analysis and interpretation of trends
c) Evaluation of repetitive defects
d) Confidence testing of expected

and achieved results
6.5.6.2
e) Studies of life-bands and survival
characteristics
f) Reliability predictions
g) Other methods of assessment

RVSM, CAT II/III
Range and depth of engineering analysis should be related to the particular program
and to the facilities. The following, at least, should be taken into account:
a) Flight defects and reductions in

operational reliability
b) Defects - line and main base.
c) Deterioration observed -routine

maintenance
d) Workshop and overhaul facility

6.5.6.3
findings.
e) Modification evaluations
f) Sampling programs

g) Adequacy of maintenance
equipment and publications
h) Effectiveness of maintenance
procedures
i) Staff training
j) Service bulletins, technical

instructions etc.
6.5.6.4 In case of Contracted maintenance -

arrangements for availability of information
should be established and details should be
included
6.5.7 Corrective Actions
Procedures / time scales for implementing corrective actions / monitoring – should

be fully described & could include
a) Changes to maintenance,
operational procedures or techniques
b) Changes involving amendment of the

scheduled maintenance period or
task in the approved maintenance
program
c) Amendments to approved manuals
6.5.7.1
d) Initiation of modifications
e) Special inspections of fleet

campaigns
f) Spares provisioning
g) Staff training
h) Manpower and equipment planning
6.5.7.2 Procedures for effecting changes

should be described
6.5.8 Organizational Responsibilities
6.5.8 Organizational structure - chains of

responsibility should be defined
6.5.9 Presentation of information to the competent authority

Following information submitted to the CAAB for approval of the reliability program
a) Time scales for reports / distribution

b) Format and content of reports of

supporting request for increase in period
between maintenance
(Escalation)
c) requesting amendments
6.5.10 Evaluation and review
6.5.10 Describe procedures and individual

responsibilities- continuous monitoring of
the effectiveness of the program
6.5.10.1 Procedures for monitoring/ revising

the reliability “standards” or “alert
levels
Criteria to be taken into account during the review includes
a) Utilization (high / low / Seasonal )
b) Fleet commonality
c) Alert Level adjustment criteria
d) Adequacy of data
6.5.10.2
e) Reliability procedure audit
f) Staff training
g) Operational and maintenance

procedures
6.5.11 Approval of maintenance program amendment Approval of maintenance program changes
arising from the reliability program
a) Does the reliability program
monitor the content of the maintenance
program in a comprehensive manner?
b) Is appropriate control exercised by the

owner / operator over the
internal validation of such changes
6.6 Pooling Arrangements
Pooling information - must be substantially the same, including:
a) Certification / modification / SB
compliance
6.6.1
b) Operational Factors
c) Maintenance factors

6.6.2 Is there a substantial amount of

commonality / has the CAAB agreed?
6.6.3 Is the aircraft on short-term lease?

CAAB may grant more flexibility
6.6.4 Changes to any AOC HOLDER/OPERATOR

requires assessment in Order that the pooling
benefits can be maintained.
6.6.5 Reliability program managed by the

aircraft manufacturer if agreed by the
CAAB
7. CAAB Required Items
7.1 Details of who may issue a CRS

7.2 Define which inspections / checks are
considered to be base maintenance
7.3 Define maintenance requirements , in
the absence of specific recommendations in
MPD/Chapter 5 of AMM
7.3.1 Aircraft battery capacity check/deep cycle?
(As per Vendor recommendation)
7.3.2 Emergency equipment as per vendor
recommendations
Emergency escape provisions as per vendor recommendations for the following equipments:
a. Portable valise type life-rafts
b. Door & escape chutes/slides
7.3.3
c. Emergency exits / hatches
7.3.4 Flexible hoses as per CAR Sec 2 Series S Part
I
7.3.5 Fuel / oil system contamination checks
CAR Sec 2 Series H Part II
7.3.6 Pressure vessels as per vendor

Recommendation
7.3.7 Seat belts and harnesses as per vendor

Recommendations
7.3.8 Instruments as per Sec 2 Series I Part I
7.3.9 Vital points and control systems
(procedure for duplicate inspection)
Maintenance applicable to special operations approvals, if applicable (Additional maintenance
task required to ensure continued compliance with following special approvals):
AWOPS
MNPS
RVSM
7.3.10 ETOPS
Sea Pilot transfers

Offshore operations
HEMS
Transport of dangerous goods
Other (Specify) ………..
7.3.11 Customer furnished equipment
7.3.12 Engine & APU condition monitored

maintenance
7.3.13 CAAB Mandatory Modification

requirements/AD’s
Flight data recorder systems (As per
7.3.14 Sec 2 Series I Part V)
7.3.15 Mode "S/C” transponder (As per Sec 2
Series R Part IV)
7.3.16 In-flight entertainment systems (IFE)
(As per vendor recommendation)
7.3.17 Cock Pit Voice Recording System (As
per Sec 2 Series I Part VI)
7.3.18 Emergency Locator Beacon (ELT)( As
per vendor recommendation)
Completed by: [Name] Signed:
Date:

Appendix 1
SUGGESTED CERTIFICATION STATEMENT
In the preparation of this Aircraft Maintenance Program to meet the requirements of CAAB ANO (AW)
B.15, the recommendations made by the airframe constructors and engine, APU, propeller and
equipment manufacturers have been evaluated and, where appropriate, have been incorporated.
This Maintenance Program lists the tasks and identifies the practices and procedures, which form the
basis for the scheduled maintenance of the aeroplane(s) / helicopter(s). The CAAB ANO (AW) B.15
organization / owner* undertakes to ensure that the aeroplane(s) / helicopter(s) will continue to be
maintained in accordance with this program.
The data contained in this program will be reviewed for continued validity at least annually in the light of
operating experience and instructions from the CAAB whilst taking into account new and/ or modified
maintenance instructions promulgated by the type certificate and supplementary type certificate
holders and any other appropriate organization that publishes such data.
It is accepted that this program does not prevent the necessity for complying with any new or amended
regulation published CAAB from time to time where these new or amended regulations may
override elements of this program.
It is understood that compliance with this program alone does not discharge the operator from
ensuring that the program reflects the maintenance needs of the aeroplane, such that continuing safe
operation can be assured. It is further understood that the CAAB rese rves the right to suspend, vary or
cancel approval of the Maintenance Program if the CAAB has evidence that the requirements of the
Aircraft Maintenance Program are not being followed or that the required standards of airworthiness are
not being maintained.
Name.......................................................................................Position.................................
Signed................................................................................................................................... ……
For and on behalf of the AOC holder/operator/ owner*:
Date: .........................................
NOTE: The post holder identified above is either the Accountable Manager / Director
Engineering of AOC holders’ organization, a nominated post holder within the MCM when the aircraft's
continuing airworthiness is contracted to an approved organization or the aircraft owner when the
aircrafts continuing airworthiness is not contracted to an approved organization.

Appendix 2
MAINTENANCE PROGRAM AMENDMENT APPROVAL SUBMISSION
CAAB Program Ref: Issue No: Aircraft Type:
Operators Program Ref: Issue Date: Amendment No:
SL Item Action to be taken Justification CAAB

No Remarks
1 Page ABX Replace with new Introduction of new check
(specimen) page dated cycle
2 Page ABY Replace with new Introduction of Aircraft
(specimen) page dated
3 Page ABZ Replace with new Revision of forward and aft
(specimen) page dated pressure bulkhead
inspection
Requirements. In
accordance with
manufacturer’s la
Compliance Statement:
This Maintenance Program complies with the manufacturer’s minimum maintenance and inspection
requirements and the requirements of the CAAB for the airframe, engines (on wing), systems and
components except wherein previously or hereby approved by the CAAB.
Signed: Position: Date:
Organization: on behalf of:
The above requested amendments are approved with the exception of:
Signed: for the CAAB Date:

Chapter 36A: Approval of Aircraft Maintenance Program
CHAPTER 36A
APPROVAL OF AIRCRAFT MAINTENANCE PROGRAM
1.0 Purpose
The Purpose of this procedure is to provide guidance to Airworthiness inspectors in order to ensure that
Aircraft Maintenance program (AMP) are standardized and are included with all items required by M.A.
302 and AMC/GM of CAAB PART-M before approval.
2.0 Development of AMP
The AMP should be prepared by the operator based on the maintenance data information made available
by the state of design or by the organization responsible for the type design of Aeroplane,
Engine, Propeller, Components and submitted to local Airworthiness office for approval along with
completed checklist as per Attachment-A of this chapter. This information is generally available in the
form of a maintenance review board report, maintenance panning documents of the type of aircrafts,
aircraft maintenance manual, engine maintenance manual, component maintenance manual, SBs/SLs etc.
various regulatory requirements of the CAAB are also required to be included in the AMP.
Maintenance specific to Airplane/Helicopter operation, such as but not limited to compressor wash /
rinse, aircraft external wash, RVSM, EDTO and any other such applicable activity are also included as
part of AMP.
Note 1: For a newly type-certificated aircraft where no previously approved maintenance program exists,
it will be necessary for the owner or the AOC holder/CAMO to comprehensively appraise the
manufacturer’s recommendations (and the MRB report where applicable), together with other
airworthiness information, in order to produce a realistic program for approval.
Note 2: For existing aircraft types it is permissible for the operator owner or AOC holder/CAMO to make
comparisons with maintenance programs previously approved. It should not be assumed that a
program approved for one owner or the AOC holder/CAMO would automatically be approved for
another. Evaluation should be made of the aircraft/fleet utilization, landing rate, equipment fit and, in
particular, the experience of the owner or the AOC holder/CAMO when assessing an existing program.
Where the CAAB is not satisfied that the proposed maintenance program can be used as is, the
competent authority should request appropriate changes such as additional maintenance tasks or de-
escalation of check frequencies as necessary.
Critical Design Configuration Control Limitations (CDCCL): If CDCCL have been identified f or the
aircraft type by the TC/STC holder, maintenance instructions should be developed. CDCCL’s are
characterized by features in an aircraft installation or component that should be retained during
modification, change, repair, or scheduled maintenance for the operational life of the aircraft or applicable
component or part.
Periodicity of Checks as per the anticipated utilization of the aircraft shall be stated in the AMP with a
tolerance of not more than 25%. For very low utilization of aircraft, calendar time limits for inspection
should also be included.
The task intervals are commonly specified in the MRB report in terms of relevant usage
parameters such as cycles, flight hours or calendar time. For planning convenience, it is usual for the air
operator (or the MRB) to group the tasks into packages or scheduled maintenance checks (for example, A-
check or 150 hour check). When this is done, it is important to retain visibility of the original MRB

recommended usage parameter for use when task and/or scheduled maintenance check interval
adjustments are evaluated; and some operators may prefer to accomplish scheduled maintenance checks in
separate “phases” which combine to make up a complete check. This is acceptable provided that the
interval between repetitions of tasks is not exceeded (this may require some phases to be accomplished
long before they are due during the first cycle).
A Flow Chart indicating samples of Source documents required to be referred for development of AMP
is as follow
CAAB for
Approval
3.0 Contents of AMP
3.1 The maintenance program should contain the following information:
a) The type/model and registration number of the aircraft, engines and, where applicable, auxiliary
power units and propellers.
b) The name and address of the owner, operator or AOC holder/CAMO managing the aircraft
airworthiness.
c) The reference, the date of issue and issue number of the approved maintenance
program.
d) A statement signed by the owner, operator or AOC holder/CAMO managing the

aircraft airworthiness to the effect that the specified aircraft will be maintained to the program and
that the program will be reviewed and updated as required.
e) Contents/list of effective pages and their revision status of the document.

f) Maintenance tasks and the intervals at which these are to be performed, taking into account
the anticipated utilization of the aircraft and operating environment of the aircraft. The
maintenance program based on information made available by the State of Design or by the
organization responsible for the type design and any additional applicable experience. The basic
requirements for a maintenance program include but are not limited to:
i) Inspection;
ii) Scheduled maintenance;
iii) Overhaul and repairs;
iv) Structural inspection; and
v) Maintenance tasks and intervals specified and identified as mandatory in approval of the type
design.
g) when applicable, a continuing structural integrity program (SIP) which at least includes:
i) Maintenance of structural Integrity by damage Tolerance and Supplemental Structural Inspection

Programs (SSID).
ii) corrosion prevention and control;
iii) structural modification and associated inspections;
iv) repair assessment methodology; and
v) widespread fatigue damage (WFD) review;
h) Procedures for changing or deviating from b) and c) above for tasks that do not have
mandatory designations from the State of Design; and
i) Provision to record the date and reference of approved amendments incorporated in the
maintenance program.
j) Details of pre-flight maintenance tasks that are accomplished by maintenance staff
k) The tasks and the periods (intervals/frequencies) at which each part of the aircraft, engines, APU’s,
propellers, components, accessories, equipment, instruments, electrical and radio apparatus, together with
the associated systems and installations should be inspected. This should include the type and degree of
inspection required.
l) The periods at which components should be checked, cleaned, lubricated, replenished, adjusted and
tested. The periods at which overhauls and/or replacements by new or overhauled components should be
made.
m) If applicable details of ageing aircraft system requirements together with any specified sampling
programs.
n) If applicable, details of Critical Design Configuration Control Limitations together with appropriate
procedures.
o) A cross-reference to other documents approved by the Agency which contain the details of maintenance
tasks related to mandatory life limitations, Certification Maintenance Requirements (CMR’s) and ADs.
Note: To prevent inadvertent variations to such tasks or intervals these items should not be included in
the main portion of the maintenance program document, or any planning control system, without
specific identification of their mandatory status.

p) when applicable, condition monitoring and reliability program descriptions for aircraft systems,
components and engines.
Note. In the context of e) above, “when applicable” means that the condition monitoring and reliability
programs are only applicable to aircraft types where the maintenance program was derived
using the maintenance review board process
q) A statement that practices and procedures to satisfy the program should be to the standards
specified in the TC holder’s Maintenance Instructions. In the case of approved practices and
procedures that differ, the statement should refer to them.
r) Each maintenance task quoted should be defined in a definition section of the program.
4.0 Evaluation and approval process by CAAB
4.1 The maintenance program shall be evaluated to ensure that items as per the source documents
as required as per AMC of MA 302 of CAAB PART-M are included in the AMP. The inspector
responsible for evaluation of AMP shall ensure that all the requirements of CAAB are also complied with.
4.2. When assessing aircraft maintenance programs for approval, the CAAB should verify that the
maintenance program is acceptable for the continuing airworthiness of the specific aircraft listed and it
is appropriate for the proposed operating environment and scheduled utilization.
4.3. After evaluation, if discrepancies are found, a notice listing specific discrepancies found and
recommendations, outlining what will be required to correct the discrepancies is issued to the operator
concerned for necessary correction.
4.4 The following requirements for content of the maintenance program should be considered by
the responsible inspectors during the evaluation of the proposed maintenance program for approval.
a) MRB report approved by the State of Design;
b) MPD issued by the type certificate holder or manufacturer;
c) ALIs specified in the type certificate data sheet. These may include CMRs, safe life airworthiness
limitation items, and damage tolerant ALIs;
d) Specific operation requirements of the CAAB. These requirements may relate to maintenance of
additional configuration items required for the type of operations and to any additional maintenance
tasks required by CAAB regulations. Examples include maintenance requirements relating to
operations over uninhabited terrain, operations over water, EDTO, reduced vertical separation
minima (RVSM) operations, all-weather operations (AWOPS) and navigation system requirements
relating to polar operations and minimum navigation performance specifications (MNPS). Additional
maintenance requirements relating to extreme climates (temperature, humidity, salt spray, ice or
dust) in the area of operations may also be required by national regulations, specific maintenance
requirements relating to the flight data recorder (FDR) system, the cockpit voice recorder (CVR)
system, emergency equipment and other systems;
e) mandatory life limits for engine life-limited parts specified by the manufacturer;
f) engine and APU off-wing maintenance as specified in the engine and APU work scope planning
guides; and
g) Instructions for continuing airworthiness (ICAs) specified for air operator installed equipment or
required by STC modifications, including emergency equipment.
h) All items in the maintenance program should have the source document clearly identified and
mandatory items (such as CMRs, ALIs and ADs) must be clearly distinguished from items that
are subject to adjustments or changes based on operating experience.
Note 1: Except where stated otherwise in point M.A.302(c) the maintenance program and its
amendments shall be approved directly by the CAAB.
Note 2: In order to approve a maintenance program according to Note 1, the CAAB shall have
access to all the data required in points M.A. 302(d), (e) and (f).
4.4. Indirect approval: In the case of indirect approval, the maintenance program procedure shall be
approved by the CAAB through the continuing airworthiness management exposition.
a) Approval of an aircraft maintenance program through a procedure established by a AOC

holder/CAMO should require the organization to demonstrate to the CAAB that it has competence,
procedures and record keeping provisions, which will enable the organization to analyze
aircraft reliability, TC holder’s instructions, and other related operating and maintenance criteria.
b) According to the complexity of the aircraft and the nature of the operation, the maintenance
program procedures should contain reliability centered maintenance and condition monitored
maintenance program procedures and have procedures relating to the program control which
contain the following provisions:
(i) task escalation or adjustment,

(ii) maintenance program review,
(iii) SB or Service Information assessment,
(iv) component and structures in service performance review,
(v) maintenance program revision,
(vi) maintenance procedure effectiveness review and amendment,
(vii ) maintenance review board report (MRBR) or manufacturer maintenance planning
document (MPD) review and assessment, as appropriate,
(viii) AD review and assessment,
(ix) owner/maintenance/AOC holder/CAMO liaison,
(x) training.
4.5. Airworthiness Inspector may attend the meetings held to consider maintenance implications arising
from reviews of the above provisions.
4.6 The CAAB may elect to publish a proposed maintenance schedule for a piston engine
aircraft type or a group of piston engine aircraft types below 2730 kg maximum take-off mass
(MTOM) or for a sailplane, powered sailplane or balloon type or for a group of sailplanes, powered
sailplanes or balloon types. When owners/operators of the aircraft mentioned above elect to use a
CAAB proposed maintenance schedule, all the out of phase manufacturer recommendations should be
incorporated into the final maintenance program in order for it to be approved.
4.7 When satisfied with the program contents and periodicity of items of AMP, the responsible
inspector shall submit the AMP to the next level inspector for his review and further action. The
AMP
shall be approved by DFSR. After approval, AMP should be returned to the operator with a
covering letter and a copy is to be retained in the Airworthiness office.
4.8. The documentation issued by the CAAB to approve the operator’s

aircraft maintenance program may include details of who may issue certificates of release to
service in a particular situation and may define which tasks are considered as complex maintenance
tasks or limited pilot owner maintenance according to Appendix VIII to CAAB PART-M.
4.9. The CAAB may approve an incomplete maintenance program at the start of operation of
an aircraft or an operator, subject to limiting the approval of the maintenance program to a period that
does not exceed any required maintenance not yet approved.
5.0 Periodical Review of Maintenance Program and Amendments:
5.1. Amendments (revisions) to the approved maintenance program should be made by the owner or
the AOC holder/CAMO, to reflect changes in the TC holder’s recommendations, modifications,
service experience, or as required by the CAAB.
5.2. The owner or the AOC holder/CAMO approved maintenance programs should be subject to
periodic review to ensure that they reflect current TC holder’s recommendations, revisions to the MRB
report if applicable, mandatory requirements and the maintenance needs of the aircraft and
necessary revisions are to be proposed and submitted to the Regional/ Sub-regional offices along
with document as per Appendix-2 of this chapter. The amendments proposed shall be evaluated and
approved by the local Airworthiness office thereafter following the above procedure.
5.3. The owner or the AOC holder/CAMO should review the detailed requirements at least annually
for continued validity in the light of operating experience.
6.0 AMP
Compliance:
6.1. In order to ensure continuing airworthiness of the aircraft, various maintenance actions
called for in the aircraft maintenance program are required to be carried out at specified intervals. All
such maintenance work will be carried out by AMO approved under CAR 145, as per the
procedures documented in MOE. The compliance of the AMP shall be also ensured by the Local
airworthiness office during C of A renewal / ARC issue/renewal.
6.2. If the CAAB is no longer satisfied that a safe operation can be maintained, the approval of a
maintenance program or part of it may be suspended or revoked. Events giving rise to such action
include:
a) An operator changing the utilization of an aircraft;

b) The owner or AOC holder/CAMO has failed to ensure that the program reflects the
maintenance needs of the aircraft such that safe operation can be assured.

7.0 Record keeping
7.1. AELD shall establish a system of record keeping that allows adequate traceability of the process
of evaluation, approval and amendment of AMP.
7.2. The record-keeping system should ensure that all records are accessible whenever needed within
a reasonable time. These records should be organized in a consistent way throughout the CAAB
(chronological, alphabetical order, etc.)
7.3. All records containing sensitive data regarding applicants or organizations should be stored in a
secure manner with controlled access to ensure confidentiality of this kind of data.
7.4. All computer hardware used to ensure data backup should be stored in a different location from
that containing the working data in an environment that ensures they remain in good condition.
When hardware- or software-changes take place special care should be taken that all necessary data
continues to be accessible at least through the full period as specified

Attachment - A
MAINTENANCE PROGRAM CHECKLIST
The purpose of this Maintenance Program Compliance Checklist is to assist owners

/operators/ inspectors of CAAB regional / sub regional offices with a view to ensuring that
Maintenance Programs are standardized and include all items that are required by CAAB Part-M
M.A.302, AMC M.A. 302 and also other additional CAAB required items. This Checklist should be
submitted along with draft maintenance program by the operator for review by CAAB.
This document includes all the relevant information as detailed in Appendix 1 to the
Acceptable Means of Compliance (AMC), the format of which may be modified to suit the
operator’s preferred method. In all cases the checklist should clearly show both compliance (Yes)
and location of the compliance in the notes section or not applicable (N/A) and the reason in the
notes section. Verification remarks column to be used by CAAB inspector while reviewing the
Draft AMP for approval.
The specific tasks and the relevant control procedures shall be included as specified in the
Aircraft Maintenance Program (AMP) or Continuing Airworthiness Management Exposition
(CAME) of the operator / Subpart G organization managing the aircraft. The relevant cross-
references shall be specified in the notes column at the appropriate paragraphs and the
correct term AMP or CAME shall be used. It is not acceptable simply enter the AMP or CAME
as the cross reference.
The checklist is provided to ensure the minimum required items are contained in the
Maintenance Program. It should be enhanced as necessary to suit the aircraft’s needs; operational,
utilization, regulation and environmental.
AOC Number ( If applicable):
Owner / Operators Name:
CAME reference (If applicable )
Owner / Operator AMP reference
Amendment Status
Details of the previous

maintenance program
Registration No of aircraft
1.General requirements
Items Check list points Complied N/A Notes Verificatio

No. n/
1.1 Maintenance Program basic Information remarks
The type/model/ and registration

number of the aircraft
The type/model of the engines
The type/model of the propeller

where applicable
1.1.1 The type/model of the auxiliary power

units(APU ) where applicable
1.1.2 The name and address of the owner,
operator, or AOC holder/CAMO
managing the aircraft airworthiness
1.1.3 The program reference, the date

of issue and issue number
1.1.4 A Signed statement by the owner,
operator or AOC holder/CAMO managing
the aircraft airworthiness (see Appendix 1
of this document)
1.1.5 Content list / Index List of effective

pages and their Revision status of the
document
1.1.6 Check periods for anticipated

utilization; include a utilization
tolerance of not more than 25%
(Where utilization cannot be
anticipated, calendar time limits
should also be included)
1.1.7 Procedures for escalation of

established check periods where
applicable and acceptable to the
CAAB
1.1.8 Records of amendments w.r.t MPD

revisions
1.1.9 Pre-flight maintenance tasks
The tasks and the periods (intervals / frequencies) at which inspections should be
carried out, including type and degree of inspection of the:
a. Aircraft
b. Engine(s)
c. APU
d. Propeller(s)
e. Components
1.1.10
f. Accessories
g. Equipment
h. Instruments
i. Electrical and radio apparatus

The periods at which components should be:
a. Checked
b. Cleaned
c. Lubricated
1.1.11
d. Replenished
e. Adjusted
f. Tested
1.1.12 Details of ageing aircraft system

requirements with any specified
sampling programs ,if applicable
Details of specific structural maintenance programs, if applicable, including but not
limited to:
a) Damage Tolerance and
Supplemental Structural Inspection
1.1.13 Programs (SSID)
b) SB review performed by the TC
holder
c) Corrosion prevention and control
d) Repair Assessment
e) Widespread Fatigue Damage
1.1.14 Statement of the limit of validity in

terms of total flight cycles/calendar
date/flight hours for the structural
program in 1.1.13, if applicable
1.1.15 The periods at which overhauls and/or
replacements of components should be
made
A cross-reference to other documents related to:
a) Mandatory life limitations.
b)Certification Maintenance
1.1.16 Requirements (CMR’s), if Applicable
c)Airworthiness Directives (AD)

Specific identification of the above
items mandatory status
1.1.17 Reliability program or statistical

methods of continuous Surveillance,
if applicable
1.1.18 A statement that practices and
procedures should be the standards
specified by the TC holder
1.1.19 Each maintenance task should be
defined in a definition section

1.1.20 If applicable , details of Critical Design

Configuration Limitations together with
appropriate procedures
2. Program basis
2.1 Is the program based upon the

MRB report (where applicable), the TC
holder’s maintenance planning document
or of Chapter 5 of the maintenance
manual?
2.2 For newly type-certificated aircraft
/comprehensively appraise the
manufacturer’s recommendations
(MRB report) along with other
airworthiness information.
2.3 For existing aircraft types,
comparisons with maintenance
programs previously approved
3. Amendments
Amendments (revisions) to reflect changes :See Appendix 2
a. In the TC holder’s
3.1 recommendations
b. Introduced by modifications
c. Introduced by repairs
d. Discovered by service experience
e. As required by the CAAB
4. Permitted variations to maintenance periods
4.1 Vary the periods through a procedure

approved by the CAAB?
4.2 Vary the periods with the approval of
the CAAB
5.Periodic review of maintenance program contents
Periodic review to ensure that the program reflects current:
a. TC holder’s recommendations
b. Revisions to the MRB report (if
5.1 applicable)
c. Mandatory requirements
d. Maintenance needs of the aircraft
5.2 Annual review of AMP is defined

6.Reliability programs
6.1 Applicability
Developed in the following cases:
a) Program is based upon MSG-3

logic
b) Program includes condition
monitored components
6.1.1 c) Program does not contain
overhaul time periods for all
significant system components
d) Specified by the manufacturer’s
MPD or MRB
Need not be developed in the following cases
a) Program is based upon the

MSG-1 or 2 logic (only contains hard
times or on condition items)
b) Not a complex motor-powered
aircraft according to CAAB PART-M
c) Program provides overhaul
6.1.2 time periods for all significant system
components
6.1.3 Operator may develop own reliability
monitoring program (when it may be
deemed beneficial from a maintenance
planning point of view.)
6.2 Applicability for AOC HOLDER/CAMO/operator of small fleets of aircraft
6.2.1 Less than 6 aircraft of the same type
6.2.2 Reliability program is irrespective

of the fleet size
6.2.3 AOC HOLDER/CAMOs tailor their
reliability program to suit the size
and
6.2.4 complexity
Use of levels”
of “Alert operation
should be used
carefully
For small fleet of aircraft while establishing a reliability program, consider the
following
a) Focus on areas where a sufficient
6.2.5 amount of data is likely to be
processed
b) How is engineering judgment
applied?
6.2.6 Pool data and analysis (paragraph
6.6 specifies conditions)
6.2.7 If unable to pool data, additional
restrictions on the MRB/MPD tasks
intervals specified.
6.3 Engineering Judgment

Are there appropriately qualified

6.3.1 personnel (with appropriate
engineering experience and
understanding of reliability concept) for
the reliability program?
6.3.2 Failure to provide appropriately
qualified personnel for the reliability
program may lead to rejection of
aircraft maintenance program
6.4 Contracted maintenance
6.4.1 AOC HOLDER/CAMO may sub contract certain functions of Maintenance program to other
maintenance organization (provided this organization proves to have the appropriate
expertise.) Such as
6.4.2 a) Developing the maintenance and
reliability programs
b) Collection and analysis of the
reliability data
c) Providing reliability reports
d) Proposing corrective actions
6.4.3 Approval to implement a corrective

action, is AOC HOLDER/CAMO
prerogative and responsibility
6.4.4 Maintenance contract must be clearly
spelt out in CAME, and maintenance
organization procedures
6.5 Reliability program.
6.5.1 Objectives
Statement summarizing the prime objectives of the program (To the minimum it
should include the following)
a) Recognise the need for corrective
action
6.5.1.1
b) Establish what corrective action is
needed
c) Determine the effectiveness of that
action
6.5.1.2 The extent of the objectives should be
directly related to the scope of the
program (manufacturer’s maintenance
planning documents should be
consulted in every case)
6.5.1.3 All MSG -3 related task are effective
and their periodicity is adequate
6.5 .2 Identification of items
6.5.2 The items controlled by the

program should be stated (e.g. by
ATA Chapters)
6.5.3 Terms and definitions.

6.5.3 Significant terms and definitions

should be clearly identified
6.5.4 Information sources and collection
6.5.4.1 Sources and procedures for collecting

and receiving it in the Exposition
Type of information to be collected should be related to the objectives of program, Examples

of the normal prime sources:
a) Pilots Reports
b) Technical Logs
c) Aircraft Maintenance Access

Terminal / On-board readouts
d) Maintenance Worksheets
6.5.4.2
e) Workshop Reports
f) Reports on Functional Checks
g)Reports on Special Inspections

RVSM, CAT II/III
6.5.4.3 Due account of Continuing
Airworthiness information, safety
information promulgated under CAR-21
6.5.5 Display of information
6.5.5 Information displayed graphically or in

tabular format or a Combination
6.5.5. 1 Provisions for “nil returns”
6.5.5.2 Where “standards” or “alert levels”,

display of information oriented
accordingly
6.5.6 Examination, analysis and interpretation of the information
6.5.6 Method for examining, analyzing and

interpreting the program information
should be explained.

6.5.6.1 Methods of examination may be varied

- content and quantity-
Analysis & Interpretation- The whole process should enable a critical assessment of
the effectiveness of the program as a total activity. Such process may involve:
a) Comparisons of operational
reliability with established or allocated
standards
b) Analysis and interpretation of trends
c) Evaluation of repetitive defects
d) Confidence testing of expected

and achieved results
6.5.6.2
e) Studies of life-bands and survival
characteristics
f) Reliability predictions
g) Other methods of assessment

RVSM, CAT II/III
Range and depth of engineering analysis should be related to the particular program
and to the facilities. The following, at least, should be taken into account:
a) Flight defects and reductions in

operational reliability
b) Defects - line and main base.
c) Deterioration observed -routine

maintenance
d) Workshop and overhaul facility

6.5.6.3
findings.
e) Modification evaluations
f) Sampling programs
g) Adequacy of maintenance
equipment and publications

h) Effectiveness of maintenance
procedures
i) Staff training
j) Service bulletins, technical

instructions etc.
6.5.6.4 In case of Contracted maintenance -

arrangements for availability of
information should be established and
details should be included
6.5.7 Corrective Actions
Procedures / time scales for implementing corrective actions / monitoring – should

be fully described & could include
a) Changes to maintenance,
operational procedures or techniques
b) Changes involving amendment of the

scheduled maintenance period or
task in the approved maintenance
program
c) Amendments to approved manuals
6.5.7.1
d) Initiation of modifications
e) Special inspections of fleet

campaigns
f) Spares provisioning
g) Staff training
h) Manpower and equipment planning
6.5.7.2 Procedures for effecting changes

should be described
6.5.8 Organizational Responsibilities
6.5.8 Organizational structure - chains of

responsibility should be defined
6.5.9 Presentation of information to the competent authority

Following information submitted to the CAAB for approval of the reliability program
a) Time scales for reports / distribution
b) Format and content of reports of

supporting request for increase in period
between maintenance
(Escalation)

c) requesting amendments
6.5.10 Evaluation and review
6.5.10 Describe procedures and individual

responsibilities- continuous monitoring of
the effectiveness of the program
6.5.10.1 Procedures for monitoring/ revising

the reliability “standards” or “alert
levels
Criteria to be taken into account during the review includes
a) Utilization (high / low / Seasonal )
b) Fleet commonality
c) Alert Level adjustment criteria
d) Adequacy of data
6.5.10.2
e) Reliability procedure audit
f) Staff training
g) Operational and maintenance

procedures
6.5.11 Approval of maintenance program amendment Approval of maintenance program changes
arising from the reliability program
a) Does the reliability program
monitor the content of the maintenance
program in a comprehensive manner?
b) Is appropriate control exercised by the

owner / operator over the
internal validation of such changes
6.6 Pooling Arrangements
Pooling information - must be substantially the same, including:
a) Certification / modification / SB
compliance
6.6.1
b) Operational Factors
c) Maintenance factors
6.6.2 Is there a substantial amount of

commonality / has the CAAB agreed?

6.6.3 Is the aircraft on short-term lease?

CAAB may grant more flexibility
6.6.4 Changes to any AOC HOLDER/CAMO

requires
assessment in Order that the pooling
benefits can be maintained
6.6.5 Reliability program managed by the
aircraft manufacturer if agreed by the
CAAB
7. CAAB Required Items
7.1 Details of who may issue a CRS
7.2 Define which inspections / checks are

considered to be base maintenance
7.3 Define maintenance requirements , in

the absence of specific recommendations in
MPD/Chapter 5 of AMM
7.3.1 Aircraft battery capacity check/deep

cycle? (As per Vendor
recommendation)
7.3.2 Emergency equipment as per vendor

recommendations
Emergency escape provisions as per vendor recommendations for the following

equipments:
a. Portable valise type life-rafts

7.3.3
b. Door & escape chutes/slides
c. Emergency exits / hatches
7.3.4 Flexible hoses as per CAR Sec 2

Series S Part I
7.3.5 Fuel / oil system contamination checks

CAR Sec 2 Series H Part II
7.3.6 Pressure vessels as per vendor

Recommendation
7.3.7 Seat belts and harnesses as per vendor

Recommendations
7.3.8 Instruments as per Sec 2 Series I Part I

7.3.9 Vital points and control systems
(procedure for duplicate inspection)
Maintenance applicable to special operations approvals, if applicable (Additional maintenance task

required to ensure continued compliance with following special approvals):
AWOPS
MNPS
7.3.10
RVSM
ETOPS
Sea Pilot transfers
Offshore operations
HEMS
Transport of dangerous goods
Other (Specify) ………..
7.3.11 Customer furnished equipment
7.3.12 Engine & APU condition monitored

maintenance
7.3.13 CAAB Mandatory Modification

requirements/AD’s
Flight data recorder systems (As per
7.3.14 Sec 2 Series I Part V)
7.3.15 Mode "S/C” transponder (As per Sec 2
Series R Part IV)
7.3.16 In-flight entertainment systems (IFE)
(As per vendor recommendation)
7.3.17 Cock Pit Voice Recording System (As
per Sec 2 Series I Part VI)
7.3.18 Emergency Locator Beacon (ELT)( As
per vendor recommendation)
Completed by: [Name] Signed:
Date:

Appendix 1
SUGGESTED CERTIFICATION STATEMENT
In the preparation of this Aircraft Maintenance Program to meet the requirements of CAAB PART-M, the
recommendations made by the airframe constructors and engine, APU, propeller and equipment
manufacturers have been evaluated and, where appropriate, have been incorporated.
This Maintenance Program lists the tasks and identifies the practices and procedures, which form the
basis for the scheduled maintenance of the aeroplane(s) / helicopter(s). The CAAB PART-M Subpart G
organization / owner* undertakes to ensure that the aeroplane(s) / helicopter(s) will continue to be
maintained in accordance with this program.
The data contained in this program will be reviewed for continued validity at least annually in the light of
operating experience and instructions from the CAAB whilst taking into account new and/ or modified
maintenance instructions promulgated by the type certificate and supplementary type certificate
holders and any other organization that publishes such data in accordance with CAR 21.
It is accepted that this program does not prevent the necessity for complying with any new or amended
regulation published CAAB from time to time where these new or amended regulations may
override elements of this program.
It is understood that compliance with this program alone does not discharge the operator from
ensuring that the program reflects the maintenance needs of the aeroplane, such that continuing safe
operation can be assured. It is further understood that the CAAB rese rves the right to suspend, vary or
cancel approval of the Maintenance Program if the CAAB has evidence that the requirements of the
Aircraft Maintenance Program are not being followed or that the required standards of airworthiness are
not being maintained.
Name.......................................................................................Position.................................
Signed................................................................................................................................... ……
For and on behalf of the M.A. Subpart G organization / owner*:
Date: .........................................
NOTE: The post holder identified above is either the Accountable Manager / Continu ing
Airworthiness Manager for an AOC operator's CAAB PART-M subpart G organization, a nominated post
holder within the CAAB PART-M subpart G organization when the aircraft's continuing airworthiness is
contracted to an approved organization or the aircraft owner when the aircrafts continuing
airworthiness is not contracted to an approved organization.

Appendix 2
MAINTENANCE PROGRAM AMENDMENT APPROVAL SUBMISSION
CAAB Program Ref: Issue No: Aircraft Type:
Operators Program Ref: Issue Date: Amendment No:
SL Item Action to be taken Justification CAAB

No Remarks
1 Page ABX Replace with new Introduction of new check
(specimen) page dated cycle
2 Page ABY Replace with new Introduction of Aircraft
(specimen) page dated
3 Page ABZ Replace with new Revision of forward and aft
(specimen) page dated pressure bulkhead
inspection
Requirements. In
accordance with
manufacturer’s la
Compliance Statement:
This Maintenance Program complies with the manufacturer’s minimum maintenance and inspection
requirements and the requirements of the CAAB for the airframe, engines (on wing), systems and
components except wherein previously or hereby approved by the CAAB.
Signed: Position: Date:
Organization: on behalf of:
The above requested amendments are approved with the exception of:
Signed: for the CAAB Date:

Chapter 37: CONTINUING ANALYSIS & AUDITION PROGRAM
CHAPTER 37
CONTINUING ANALYSIS & AUDITING PROGRAM

1. OBJECTIVE: This chapter provides guidance for reviewing an operator/applicant's
Continuous Analysis and Auditing Program so that it meets the necessary regulatory
requirements. This process should not be confused with the requirement for an operator
to have an internal audit program – this requirement is additional as it requires that an
operator checks to verify that his maintenance program/schedule is effective in
maintaining his fleet. Reference can also be made to other Chapters of this manual
including:
(a) Chapter 6: Approval of Maintenance Organizations;

(b) Chapter 45: Airworthiness Auditing;
(c) Chapter 56: Approval of Reliability Program;
2. GENERAL: A continuing analysis and audit system should be included in the
operator's Manual. The system shall ensure the adequacy of an operator's maintenance
program and confirm that the program is properly followed and controlled. The authority
may require revisions to an operator's maintenance program based on deficiencies or
irregularities revealed by the continuing analysis and audit system, which has two
functions:
2.1 The audit function: It includes a follow up for those components removed, and the strip
report must be a part of the Continuing Analysis and Audit Program. It must also include
examining the administrative and supervisory aspects of the operator's program
(including work done outside of the operator's basic organization). The audit must ensure
that the Main Base, and Line Stations, and shops operate in accordance with company
procedure. The audit function shall includesuch things as:
(a) Ensuring that all publications and work forms are current and readily available to
the user.
(b) Ensuring that major repairs/alterations are classified properly and accomplished
with approved data.
(c) Ensuring that carryover items and deferred maintenance are properly handled.
(d) Ensuring that vendors are properly authorized, qualified, staffed, and equipped to
do the contractor function according to the operator's manual.
2.2 The performance analysis function: Itincludes daily and long term monitoring
andemergency response related to the performance of affected aircraft systems, including
aircraft engines and components. This function includes monitoring such things as:
(a) Daily mechanical problems for affected aircraft (daily monitoring);

(b) Deferred maintenance items including excessive number and times (daily
monitoring);

(c) Pilot reports compiled by Air Transport Association (ATA) code (long term
monitoring);
(d) Mechanical Interruption Summary Reports (MIS) (long term monitoring);

(e) Contained engine failures (emergency response); and
(f) High number of unscheduled component removals (long-term monitoring).
2.3 The continuing analysis and audit program should include a system of data collection and
analysis which may or may not be part of a reliability program.
2.4 The continuing analysis and audit system also addresses operational matters, such as
maintenance scheduling, control and accountability of work forms, conformity to
technical instruction, and compliance with procedural requirements. Additionally, it
examines the adequacy of equipment and facilities, parts protection and inventory,
mechanic competency, and shop orderliness.
3. REVIEWING THE OPERATOR'S PROGRAM
3.1 For maximum effectiveness, the continuing analysis and audit program should be
separated from other maintenance functions. Some operators establish a separate quality
assurance organization for this purpose. Others assign this function to their
inspection/quality control organization. When the analysis and audit responsibility is
assigned to an organizational unit that has other duties, these functions should be
performed independently of the other duties.
3.2 Mechanical performance analysis may be performed as part of a reliability program or as
an independent data collection and analysis system. The system should include charting
or other appropriate methods for recording and accounting of pertinent data at specified
intervals. This will ensure continuous program operation. Datacollection and analysis are
essential elements for supporting the condition monitoring process.
3.3 The use of contract agencies tends to complicate an operator's continuous analysis and
audit system. When a contractor fails to provide the operator with essential information
(such as failure characteristics, service times, etc.), gaps is created in the operator's data
collection. This obstructs the continuous analysis and audit system. Therefore, the
continuing analysis and audit program must include procedures for transmitting essential
information back to the operator.
3.4 When aircraft fleets are grouped for purposes involving data collection, the data from the
total of the fleets may provide a valid comparison for behavior of one of the fleets.
However, data generated by a single airplane or a small fleet can be obscured by a larger
fleet of the group.
Note: Unacceptable performance of a small fleet may not contribute a significant

statistical impact unless the data from the smaller fleet is reviewed individually.

3.5 When an operator uses a contractor for total maintenance support, the operator is
responsible for the continuing analysis and audit requirement. The operator must have
enough personnel and resources to accomplish both the audit and performance analysis
functions.
3.6 The complexity and sophistication of the continuous analysis and audit system should
relate to the certificate holder's operation. A small operator should not be expected to
have a complex system similar to a large airline. However, small operators must have a
system with continuous data collection which includes specified analysis points and
repetitive examinations.
7.3.7 Data collection and analysis program of the Operator may use the manufacturer as a
collection and analysis center, provided the program is described in the
Operator’sManualand approved by the Chairman. However, the operator is still
responsible for the development and implementation of corrective actions and the overall
effectiveness of the program.
4. APPROVAL PROCESS: The under mentioned procedures shall be followed by the

concerned Airworthiness Official.
4.1 Brief Operator/Applicant on program requirements and procedures. Inform the

operator/applicant that an acceptable program must have a continuous internal audit and
analysis system that accomplishes the following:
(a) Evaluates the organization's performance and compliance with regulatory

requirements;
(b) Identifies the deficiencies;
(c) Determines and implements corrective actions; and
(d) Determines the effectiveness of corrective actions
4.2 Review the Operator/Applicant's Program. When the operator/applicant presents the
complete continuing analysis and audit program, ensure that the program audits and
analyzes the following:
(a) Aircraft inspections;

(b) Scheduled maintenance;
(c) Unscheduled maintenance;
(d) Aircraft, engine, prop and appliance repair and overhaul;
(e) Maintenance manuals;
(f) Mechanical Reliability Reports (MRRs);
(g) Mechanical Interruption Summary Reports (MISRs);
(h) Vendor facilities and capabilities;
(i) Maintenance organization staffing; and
(j) Required Inspection Item Program (RIIP)

4.3 Review Operator's Manualand ensure that the manual contains the followings:
(a) An organizational chart that defines the lines of authority and separates QA from
other functional areas;
(b) Definitions of responsibilities and duties;

(c) The means by which the information will flow within the operator/applicant's
organization and between any contractor/vendors and the operator/applicant;
(d) Examples of forms or reports that are used; and
(e) Procedures that include a record review covering the following items:
(i) accountability for all inspection requirements;
(ii) routine and non-routine maintenance records ;.
(iii) overhaul records;
(iv) methods of Airworthiness Directives (ADs) compliance;
(v) service bulletin compliance; and
(vi) major repairs and alterations approval data.
4.4 Evaluate Available Staffing: Ensure that the staffing described in the manual is
available and appropriate for the complexity of the operator/applicant's operation.
4.5 Analyze Results: Upon completion of the review, analyze the results and determine
whether the operator/applicant's program meets all requirements. If problems exist,
discuss the discrepancies with the operator/applicant and advise them as to what areas
need corrective action.
_______________________________________

Chapter 38: Facilities and Equipment
CHAPTER 38
FACILITIES AND EQUIPMENT
1. INTRODUCTION: This chapter provides guidance for evaluating a maintenance

organization facility for original certification, change in rating, or change in location or
facilities. This chapter can be applied to a dedicated maintenance facility (i.e. AMO).
1.1 The following requirements are stated in the paragraphs quoted below, in the ICAO Annex
6, Part 1, Chapter 6, under the Section 8.7.5 titled Facilities:
(a) Annex paragraph 8.7.5.1 The facilities and working environment shall be
appropriate for the task to be performed.
(b) Annex paragraph 8.7.5.2 The maintenance organization shall have the
necessary technical data, equipment, tools and
material to perform the work for which it is
approved.
(c) Annex paragraph 8.7.5.3 Storage facilities shall be provided for parts,
equipment, tools and material. Storage conditions
shall be such as to provide security and prevent
deterioration of and damage to stored items.
2. REFERENCE: The Rule 190, 191, 192 and the ANO (AW) C.2 should be referred
generally by the Airworthiness Officials.
3. GENERAL
3.1 When determining the suitability of permanent housing for the maintenance of airframes,
the inspector should consider climatic conditions. This is to determine if worker efficiency
will be adversely affected by high or low temperatures, excessive dust or sand, or other
conditions. The inspector should also consider the maintenance being performed to
determine if work processes are affected adversely by conditions. For performance of Base
Maintenance, the following minimum facilities shall be required:
(a) Adequate Hangar facility for aircraft;

(b) Dock planning and Work Cards control area;
(c) Adequate storage area for various manuals and suitable place for reading and
referring the required manuals;
(d) Storage area for removed items of aircraft (i.e. components, parts, seats etc.);
(e) Storage area for ground support equipment and work stands;
(f) Storage area for serviceable parts/components, tools and test equipment;
(g) Storage area for engineering and maintenance records (current and archive); and
(h) Any other facilities as may be required.
3.2 Because of the requirement for testing of systems on aircraft operating under IFR and other
specialized services such as X-ray, magnaflux, etc., there may be a need for an AMO to
have the capability to move from location to location.
(a) Certificate holder / applicants may move any or all of their material, equipment,
and technical personnel from place to place for the purpose of performing their

functions. The address shown on the maintenance organization application will be

considered the station's permanent location.
(b) If the station wishes to establish an additional location different than that shown on
the application, the applicant should apply for satellite certification. If facilities
exist that the certificate holder / applicant does not want certificated as a satellite
station, they must be inspected and accepted by the Chairman prior to being used.
(c) Applicants for Accessory or Instrument ratings must possess the equipment and
have the capability to inspect, test, and where necessary calibrate the items that will
be worked on.
4. SATELLITE MAINTENANCE ORGANIZATION INSPECTIONS
4.1 An approved maintenance organization may apply for certification of additional facilities
or locations as satellites of a parent organization. This enables the parent facility to control
inspection procedures at each facility and location. Each satellite must satisfy all regulatory
requirements for each rating sought. A satellite facility inspection is conducted in the same
manner as a maintenance organization facility inspection. A letter must accompany the
application. This letter must:
(a) Request the application is processed;

(b) Indicate when the facilities and equipment will be ready for inspection; and
(c) Show the certificate number of the parent station.
4.2 An application for the satellite station need not be limited to the ratings held by the parent
organization. The ratings sought by the satellite must be mentioned on the application.
4.3 A maintenance organization wishing to operate a satellite maintenance facility in a foreign

country must apply for a foreign maintenance organization certificate, not a satellite
certificate.
5. FOREIGN MAINTENANCE ORGANIZATIONS
5.1 The supervisory or inspection personnel of a foreign maintenance organization must be

able to understand the implication of the Rule 199 of the CAR 1984 and the requirement
that completion of maintenance has been certified in a manner approved by the Chairman.
6. CONTRACT MAINTENANCE FACILITIES
6.1 It may be required for an applicant for a maintenance organization certificate to provide a
list of maintenance functions to be performed by other persons. To ensure the original
certification criteria will continue to be met, the certificate holder must submit a revised
listing when changes occur. It is the inspector's responsibility to ensure that the regulation
allows the work to be contracted out. This listing must be retained in the Airworthiness
office files.
6.2 If work is contracted out to a non certificated person; the certificate holder/applicant is
responsible for ensuring that all work is performed in accordance with regulatory
requirements.
6.3 If a certificated maintenance organization intends to perform job functions that were

previously contracted out, a Senior Airworthiness Officials should plan to observe these
functions during surveillance. If this requires the addition of facilities or equipment to
perform these functions, they must be inspected prior to use and should be added in
Certificate of Approval and / or the related Capability List of the applicable Workshop.
7. APPROVAL PROCESS
7.1 Review of application and manuals: Review the application and submitted Maintenance
Procedures Manual and Maintenance Control Manual for accuracy and a determination of
ratings or location applied for. Also determine if any maintenance functions will be
contracted out.
7.2 Evaluate Housing and Facilities: Inspect the housing and shop areas to ensure the
following:
(a) Adequate housing includes sufficient work space for maintenance functions to be
accomplished
(b) If requesting an airframe rating, that housing includes:
(i) suitable permanent housing for at least one of the heaviest aircraft within
the weight class of the rating being sought; and
(ii) if climatic conditions allow, a permanent work dock that meets the
requirements of the regulations
(c) Proper storage and protection of:
(i) materials;
(ii) parts; and
(iii) supplies.
(d) Proper identification and protection of parts and subassemblies during:

(i) disassembly;
(ii) cleaning;
(iii) inspection;
(iv) repair;
(v) alteration; and
(vi) assembly.
(e) Segregation of the following:

(i) incompatible work areas, e.g., metal shop, battery charging area, or painting
area next to an assembly area; and
(ii) non partitioned parts cleaning areas
(f) Proper ventilation, lighting, and temperature and humidity for the type and
complexity of work being accomplished
7.3 Technical documents to ensure that documents:

(a) Are in compliance with the regulations;
(b) Are appropriate for the maintenance to be performed;
(c) Are current, accurate, and complete and in maintenance organization's possession;
(d) Are easily accessible to personnel and are controlled (no unauthorized copies);
(e) Include a method to ensure revisions are made

7.4 Equipment, tools, and test equipment, per rating sought, to ensure:
(a) Required types and quantities are available and under the control of the
maintenance organization;
(b) All required items are serviceable and within calibration criteria, to include
traceability to one of the following:
(i) national Standards;
(ii) standard established by the item's manufacturer; and
(iii) if foreign manufactured, the standards of the country where manufactured,
if approved by the Chairman.
(c) A system exists to which makes it readily apparent to the user that the item is not
overdue for calibration;
(d) A record keeping system exists of calibration results.
Note: If the maintenance organization utilizes an engine test cell, it must be correlated to the
manufacturer's specifications.
7.5 Review qualified staff list. Ensure that:
(a) Personnel directly in charge of maintenance functions for the maintenance

organization are licensed / approved in accordance with the regulations;
(b) The certificate holder / applicant has a list of supervisory and inspection personnel
that lists at least one appropriately licensed / approved mechanic in a supervisory
position; and
(c) The certificate holder / applicant's staff list includes inspectors authorized to make
final airworthiness determinations
7.6 Analyze Findings: If deficiencies were found, meet with certificate holder/applicant to
discuss possible corrective actions.
__________________________________

Civil Aviation Procedure Document On
Chapter 39: Approved Maintenance Organization, ANO (AW) Part-145
Table of Contents
1. GENERAL………………………………………………………………………………………. 02
1.1 Introduction ………………………………………………………………………………….. 02
1.2 Scope of Procedure ………………………………………………………………………….. 02
1.3 Abbreviations/terminology..……………………………………………………………….… 02
1.4 References …………………………………………………………………………………… 02
1.5 Resources ………………………………………………………………………………….… 03
2. APPLICATION FOR INITIAL APPROVAL ……………………………………………….. 03
3. FORMATION OF THE AUDIT TEAM …………………………………………………..…. 04
4. CERTIFICATION PROCEDURE ……………………………………………………………. 04
4.1 Audit for Initial Organisation Approval …………………………………………………….. 04
4.2 Issuing the Organisation Approval Certificate ………………………………………………. 06
4.3 Changes within the Approved Maintenance Organisation …………………………………. 07
4.3.1 MOE Amendments …………………………………………………………………….. 08
4.3.2 Continued surveillance ………………………………………………………………… 08
4.3.3 Findings ………………………………………………………………………………... 10
4.3.4 Record-keeping ………………………………………………………………………… 10
4.3.5 Exemptions ……………………………………………………………………………. 11
5. RENEWAL OF MAINTENANCE ORGANISATION APPROVAL ………………….…… 11

5.1 Acceptance of application .……………………………………………………………….…. 11
5.2 Procedure for renewal ………………………………………………………………………. 12
5.3 Issue of renewed certificate ……………………………………………………………….… 12
6. ADDITIONAL PROVISIONS ………………………………………………………………… 12

6.1 Reporting System …………………………………………………………………….……… 12
6.2 Panel of Experts ……………………………………………………………………….…….. 13
6.3 Resolution of Disagreements ………………………………………………………….……. 13
6.4 Involvement of the Legal Service …………………………………………………….…….. 13
6.5 Limitation, Suspension and Revocation ……………………………………………….…… 14
6.6 Communication and Publication ………………………………………………………….… 14
6.7 Confidentiality of Documents ……………………………………………………………..… 14
6.8 Payment Instructions ……………………………………………………………………..…. 14
15
7. APPOVAL OF FOREIGN MAINTENANCE ORGANIZATION…………………………
APPENDIX 1: Checklist for ANO(AW) Part-145 Approval Certificate Issuance ………….…….. 16

APPENDIX 2: Checklist for Renewal of ANO(AW) Part-145 Approval Certificate …….……….. 17
APPENDIX 3: Checklist for Issuance/Renewal of ANO(AW) Part-145 Approval Certificate for 18
Foreign Organization …………………………………………….…….………….
APPENDIX 4: CAAB Form 6 – Approval Recommendation Report ………………….…………. 19
APPENDIX 5: Checklist for Approval/change of MOE ………………………………………..….. 26
APPENDIX 6: ANO(AW) Part-145 Audit Checklist ... ………………………………………..….. 35
APPENDIX 7: ANO(AW) Part-145 Compliance Checklist (CCL) ……………………………….. 42

1. GENERAL
1.1 Introduction
This chapter describes the general principles to be followed by CAAB to issue maintenance
organisation approvals in accordance with ANO(AW) Part-145.
This procedure on Maintenance Organisation Approval has been approved by the Chairman CAAB.
such a way that ANO(AW) Part-145 organisations, in effect, regulate themselves in airworthiness
matters.

maintenance organisations.
This approval shall be performed in accordance with the provisions of ANO(AW) Part-145.
ANO(AW) Part-145.
ANO(AW) Air Navigation Orders ( Airworthiness Requirements)
MOE Maintenance Organisation Exposition
PE Penal of Experts
TL Audit Team Leader
HA Head of Airworthiness
1.4 References
ANO(AW) Part-145 Approved Maintenance Organisations
ANO(AW) Part-66 Maintenance Personnel Licensing

1.5 Resources
procedure.
1.5.2 AI involved in ANO(AW) Part-145 approvals must have:
(i) relevant parts of ANO(AW)‟s
(v) continuing airworthiness management
d) received training/continuation training on ANO(AW) Part-145 where relevant, including
its intended meaning and standard
additional qualification. „relevant engineering degree means an engineering degree from
g) knowledge of maintenance standards.
1.5.3 In addition to technical competency, AI‟s should have a high degree of integrity, be impartial
in carrying out their tasks, be tactful, and have a good understanding of human nature.
1.5.4 AI‟s should undergo continuation training that ensures the AI‟s remain competent to perform
2. APPLICATION FOR INITIAL APPROVAL

letter regarding the ANO(AW) Part-145 requirements, application form, AMO application process,
ANO(AW) Part-145 Compliance Checklist and any other application guidelines that may help the
applicant in completing the application.
Applications for ANO(AW) Part-145 Maintenance Organisation Approval shall be received on

CAAB Form 2. To initiate the application process, the applicant shall submit two copies of the
Maintenance Organisation Exposition along with a completed ANO(AW) Part-145 Compliance
Checklist to the CAAB addressed to Chairman CAAB. He shall handover the application to Head
of Airworthiness. Head of Airworthiness will assign a Team Leader to process the application.
Head of Airworthiness may assign himself as the TL, when required.
receipt by CAAB.

shall notify the applicant as soon as possible by a letter detailing the omissions and errors. For any
technical issue, the TL will consult the Head of Airworthiness.
The TL together with the Head of Airworthiness shall make a first check on eligibility according to
ANO(AW) Part-145 and determine how it will proceed with the application. When eligibility has
been fully assessed, the TL will inform the applicant of the following within the month of receipt of
b) Which AI will perform the technical Audit tasks. If no selection has been made yet, the
Head of Airworthiness will notify the applicant the projected time frames for when
resources are expected to be available. This notification will be followed as soon as
possible, by the communication of either Head of Airworthiness or the selected AI.
organisation to explain how CAAB will carry out the technical Audit tasks.
3. FORMATION OF THE AUDIT TEAM

The composition and size of the basic Audit team can consist of only the TL but may vary and is
dependent upon:

d) Nature of the services to be covered by the Maintenance Organisation and its direct
impact to aviation safety
4. CERTIFICATION PROCEDURE
4.1 Audit for Initial Organisation Approval
The Audit process will be performed according to this procedure.
applicant's maintenance activities justify the Audit for issue of ANO(AW) Part-145
Part-145 approval. This meeting is not intended to establish compliance but rather to see if
the activity is a ANO(AW) Part-145 activity. During this meeting HA/TL may discuss the
ANO(AW) Part-145 compliance checklist with the applicant.

b) Provided the requirements of ANO(AW) 145.30(a) and (b) are complied with; TL shall
formally indicate its acceptance of the personnel, specified in ANO(AW) 145.30(a) and (b),
to the applicant in writing via HA.
completed for each person nominated to hold a position as required by ANO(AW)
145.30(b).
Accountable Manager via approval of the MOE containing the Accountable Managers
held a senior position in any CAR/ANO(AW) approved organisation and abused that
position by not complying with the particular CAR/ANO(AW) requirements. In this case,
the HA shall notify the Chairman, CAAB.
c) TL shall verify that the procedures specified in the MOE comply with ANO(AW) Part-145
and verify that the Accountable Manager signs the commitment statement. Verification that
the organisation complies with the exposition procedures may be established through the
ANO(AW) 145 Compliance Check list. While verifying compliance, the TL shall ensure
they are in accordance (or equivalent) with ANO(AW) Part-145 AMC and GM.
d) A meeting with the Accountable Manager shall be convened at least once during the Audit
for approval to ensure that he/she fully understands the significance of the approval and the
reason for signing the exposition commitment of the organisation to compliance with the
procedures specified in the exposition. If required the Accountable Manager, may be tested
by a written examinations on the relevant regulations. This examination may be an open
book examination held at the Accountable Manager office. In such a case, the Accountable
Manager shall sign a declaration that the examination was done by himself.
ANO(AW) Part-145.
The CAAB auditing AI should always ensure that he/she is accompanied throughout the
audit by a senior technical member of the organisation. Normally this is the quality
manager. The reason for being accompanied is to ensure the organisation is fully aware of
any findings during the audit.
The auditing AI should inform the senior technical member of the organisation at the end of
the audit visit on all findings made during the audit.

The audit report (approval recommendation report) form should be the CAAB Form 6. The
AI may use the ANO(AW) Part-145 Compliance Checklist, ANO(AW) Part-145 Audit
Check list and MOE checklist to assist in the audit and to prepare the Audit Report CAAB
Form 6.
All findings, closure actions (actions required to close a finding) and recommendations must
be recorded. The reports should include the date each finding was cleared together with
reference to the CAAB report or letter that confirmed the clearance.
Findings should be recorded on the audit report form with a provisional categorisation as a
level 1 or level 2. Subsequent to the audit visit that identified the particular findings, the TL
should review the provisional finding levels, adjusting them if necessary and change the
categorisation from provisional to be confirmed.
There may be occasions when the CAAB AI may find situations in the applicant‟s
organisation on which he/she is unsure about compliance. In this case, the organisation
should be informed about possible non-compliance at the time and the fact that the situation
will be reviewed within the CAAB before a decision is made. If the decision is a finding of
being in compliance then a verbal confirmation to the organisation will suffice.
All findings should be confirmed in writing to the applicant organisation within 2 weeks of
the audit visit.
f) For initial approval all findings must be rectified/corrected before the approval can be
issued.
When the full Audit for compliance of the applicant with ANO(AW) Part-145 has been
documentation:
number and e-mail address of the organisation should be provided. (Completed and signed
by the TL and all the Team Members)
2. The Approved MOE (Reviewed by the TL)
4. Consistency of the Form 2 with the Form 6 and the MOE
5. The continued surveillance plan. The HA shall verify that the continued surveillance plan
covers all elements required by this Procedure part 4.4.
4.2 Issuing the Organisation Approval Certificate
Prepare CAAB Form 3. Indicate the conditions of the approval on the Form 3 approval certificate.
The approval shall be issued for a period of one year.
The HA/TL shall forward to the Chairman the proposal for the CAAB Form 3 approval certificate,
the countersigned Form 6 and the current accepted continued surveillance plan.
The Chairman shall contact the HA/TL regarding any issues with the proposal for the CAAB Form
3 approval certificate, the countersigned Form 6 or the current accepted continued surveillance
plan.
When satisfied with the above recommendation package the Chairman / HA shall sign the CAAB
Form 3 approval certificate.
The TL should forward the original of the signed CAAB Form 3 to the applicant once the receipt of
fees has been confirmed.
Update the register on Maintenance Organisation Approval data base of all Organisation Approvals
issued by CAAB, giving the following details.
a) Approval number
c) Address
The HA/TL will establish a system to maintain records of all documents generated and received
during the approval process and the subsequent continued surveillance process. CAAB form 6,
copy of the Form 3 and the continued surveillance plan shall be retained under the allocated CAAB
approval number and the records filed in accordance with CAAB filing system. Specific reference
will be made to the next date that the form 6 recommendation is due.
4.3 Changes within the Approved Maintenance Organisation

Any proposed changes covered by ANO(AW) 145.85 shall be processed by the TL.
A change of name of the Maintenance Organisation requires the organisation to submit a new
application as a matter of urgency stating that only the name of the organisation has changed
current expiry date
other aspects of the Maintenance Organisation have changed
A change of Accountable Manager requires the Maintenance organisation to submit such fact to
CAAB as a matter of urgency together with the amendment to the Accountable Manager
Exposition statement.
A change of any of the senior personnel specified in ANO(AW) 145.30 (a) and (b) requires the
Maintenance organisation to submit a Form 4 in respect of the particular person to the competent
authority. If satisfied that the qualifications and experience meet the standard required by
ANO(AW) Part-145, CAAB should indicate acceptance in writing to the Maintenance
Organisation.
A change in the Maintenance Organisation's exposition requires the CAAB to establish that the
procedures specified in the exposition are in compliance with the intent of ANO(AW) Part-145 and
then to establish if these are the same procedures intended for use within the facility.
Any change of location of the Maintenance Organisation requires the organisation to make a new
application to CAAB together with the submission of an amended exposition. CAAB will follow
the procedure specified under this Procedure.
When the Audit for the change has been satisfactorily completed, the HA/TL shall carry out a
review of any applicable documents detailed in paragraph 4.1 and 4.2 appertaining to the change.
4.3.1 MOE amendments

procedures specified in the exposition are in compliance with ANO(AW) 145 before formally
the amendment section of the MOE and it should define the amendments to the exposition which
may be incorporated without prior CAAB approval. The MOE chapter dealing with scope of
The organisation should submit each MOE amendment to CAAB whether it is an amendment for
The continuation of an approval shall be monitored in accordance with the applicable „initial
approval‟ process under Paragraph 4.1.
CAAB shall keep and update a continued surveillance plan listing the approved maintenance
organisations under its supervision, the dates when audit visits are due and when such visits were
carried out. The continued surveillance plan shall be communicated to the Maintenance
Organisation.

Each organisation must be completely reviewed for compliance with ANO(AW) 145 and CAAB
Form 6 completed at periods not exceeding 12 months. Credit may be claimed by AI‟s for specific
item audits completed during the preceding 11 month period subject to four conditions.
 the specific item audit should be the same as that required by ANO(AW) 145 latest
amendment, and
 there should be satisfactory evidence on record that such specific item audits were carried
out and that all corrective actions have been taken, and
 the AI‟s should be satisfied that there is no reason to believe standards have deteriorated in
respect of those specific item audits being granted a back credit, and
 the specific item audit being granted a back credit should be audited not later than 12
months after the last audit of the item.
Organisation and as a minimum should include review of the Maintenance Organisation‟s
compliance with 145.65.
Where the competent authority has decided that a series of audit visits are necessary to arrive at a
complete audit of an organisation, the program should indicate which aspects of the approval will
be covered on each visit.
It is recommended that part of an audit concentrates on two ongoing aspects of the ANO(AW) 145
approval, namely the organisation‟s internal self-monitoring quality reports produced by the quality
monitoring personnel to determine if the organisation is identifying and correcting its problems and
secondly the number of concessions granted by the Quality Manager.
At the successful conclusion of the audit including approval of the exposition, an audit report form
should be completed by the auditing AI including all recorded findings, closure actions and
recommendation. A CAAB Form 6 should be used for this activity.
A meeting with the Accountable Manager shall be convened at least once every 12 months to
ensure he/she remains informed of significant issues arising during audits.
In the case of line stations CAAB can adopt a sampling program based upon number of line stations
and complexity.
In case of a negative decision by CAAB, the AI will notify the approval holder by letter, detailing
the suspension or revocation of the Maintenance Organisation. This letter will make reference to
the possibility for appeal by the Maintenance Organisation.
The AI assigned to perform the continued surveillance on behalf of CAAB will process all findings
in accordance with Para 4.3.3.
The AI shall notify the HA who will inform the Chairman immediately regarding any Level 1
finding made against the Maintenance Organisation together with any actions it has taken. In case
of a Level 1 finding the HA will review the finding and take appropriate action.
Where continued validity of the certificate is accepted the AI shall notify the approved maintenance
organisation and update the approvals database with all the relevant information.
4.3.3 Findings
organisation.

145. The following are example level 1 findings:
organisation in accordance with ANO(AW) 145.90(2) after two written requests.
 If the calibration control of equipment as specified in ANO(AW) 145.40(b) had
previously broken down on a particular type product line such that most “calibrated”
equipment was suspect from that time then that would be a level finding. Note: A
complete product line is defined as all the aircraft, engine or component of a
particular type.
For a level 1 finding it may be necessary for CAAB to ensure that further maintenance
and re-certification of all affected products is accomplished, dependent upon the nature of
the finding.
The following are example level 2 findings:
 One time use of a component without any serviceable tag.

 The training documents of the certifying staff are not completed.
4.3.4 Record-keeping
(a) CAAB shall establish a system of record-keeping with minimum retention criteria that allows
adequate traceability of the process to issue, continue, change, suspend or revoke each
individual organisation approval.

(b) The records shall include as a minimum:
i. the application for an organisation approval, including the continuation thereof.

ii. the competent authority continued oversight program including all audit records.
iii. the organisation approval certificate including any change thereto.
iv. a copy of the audit program listing the dates when audits are due and when audits were
carried out.
v. copies of all formal correspondence including Form 4 or equivalent.
vi. details of any exemption and enforcement action(s).
vii. any other competent authority audit report forms.
viii. maintenance organisation expositions.
(c) The minimum retention period for the above records shall be four years.
(d) CAAB may elect to use either a paper or computer system or any combination of both subject
(e) The record-keeping system should ensure that all records are accessible whenever needed
within a reasonable time. These records should be organised in a consistent way throughout the
competent authority (chronological, alphabetical order, etc.).
(f) All records containing sensitive data regarding applicants or organizations should be stored in a
(g) All computer hardware used to ensure data backup should be stored in a different location from
When hardware or software changes take place special care should be taken to ensure that all
necessary data continues to be accessible at least through the full period specified in para (c‟)
4.3.5 Exemptions
All exemptions granted with ANO(AW) 145 shall be recorded and retained by CAAB.

DFSR will handover the application to DD/AELD as head of Airworthiness (HA). HA will assign a
TL to process the application. HA may assign himself as the TL, when required.
CAAB.


action is pending, the Maintenance Organisation shall be renewed for a period of one year.
reasons and may choose not to renew the approval of Maintenance Organisation.

certificate.
Update the register of Maintenance Organisation Approvals issued by CAAB, giving the following
details:
6. ADDITIONAL PROVISIONS
6.1 Reporting System

ANO(AW) Part-145 details the Maintenance Organisation Approval holders responsibilities
regarding reporting to CAAB. CAAB will process the reports in accordance with its internal
procedure. The form and manner for such reports need to be made following the approved company
procedures as contained in the MOA holder.


CAAB may liaise and request assistance from a Panel of Experts (PE) which comprises specialists
with extensive technical knowledge and experience necessary for approval of Maintenance
Organisations as and when required.
technical training ensuring appropriate technical certification knowledge within COSCAP-SA and
other affiliated regulatory authorities. They may also act as team members, however respecting then
that their roles do not conflict.

Every effort shall be made to resolve all kind of disagreements concerning issues between CAAB
and the Approval Holder/Applicant at the lowest possible level.
The Audit team will be the primary decision maker in the process under the supervision of its TL.
The CAAB Team shall have the ability and power to take the first decisions to the largest possible
extent.
If the Approval Holder/Applicant does not agree with the CAAB Team decision, the Maintenance
Organisation Manager as a first step, and the responsible HA afterwards, will try to reach a
mutually acceptable resolution.
procedure.
b) When an applicant or certificate holder requests that a disagreement shall be formally handled
according to current Bangladesh regulations.
c) When there is a disagreement with the applicant or certificate holder on a significant decision
affecting the result of the certification process outside the scope of this Procedure.


A Maintenance Organisation Approval shall be limited, suspended or revoked by CAAB if:
a) Certificate becomes invalid under the conditions specified in ANO(AW) Part-145
b) Organisation fails to comply with ANO A.10 Fees/Charges for Airworthiness Services
c) Potential safety threats have been identified
d) Organisation fails to comply with the ANO(AW) Part-145.95 Findings, depending on the
nature of finding.
CAAB shall notify the holder of a Maintenance Organisation Approval in writing about this
suspension or revocation including the reasons thereof and the right to appeal against this decision
in accordance with CAR.

Significant decisions affecting the result of the certification procedure shall be communicated by
CAAB to the applicant in writing.
certificates shall be published in its Official Publication. The HA shall make provisions in order
that relevant information is published. CAAB website is considered as official publication.

All documents and information received and held by CAAB related to the certification procedure
which originates from the Approval Holder/Applicant or a third party are subject to protection from
disclosure in accordance with CAR and these internal working procedures.


 Cash.
 Cash.

7. APPOVAL OF FOREIGN MAINTENANCE ORGANIZATION
authority;
d) Two copies of MOE or Copy of existing company manual or MOE along with MOE
e) Company capability list.
applicable for local organization. However, for the organization having AMO approval from any
authority may not be required to approve CAAB Form-4 holders and MOE separately. For each

APPENDIX 1
Team Leader: Date:

Name of
Organisation:
2 Copy of MOE submitted Yes No N/A
3 CAAB Form 4‟s submitted Yes No N/A
6 Completed CAAB Form 4‟s Yes No N/A

7 Yes No N/A
personnel
10 MOE approved Yes No N/A
14 Maintenance Organization informed regarding approval of MOE Yes No N/A
16 Update Maintenance Organization register Yes No N/A

APPENDIX 2
Team Leader: Date:

Name of
Organisation:

5 Yes No N/A
file

APPENDIX 3
Checklist for Issuance/Renewal of ANO(AW) Part-145 Approval Certificate for Foreign

Organization
Team Leader: Date:

Name of
Organisation:

2 Yes No N/A

6 Yes No N/A
applicable
7 Yes No N/A
file if applicable

Appendix-4
2) PART-145 APPROVAL RECOMMENDATION REPORT

CAAB FORM 6
Part 1: General
Name of organisation:
Approval reference:
Requested approval rating/

Form 3 dated *:
Address of facility audited:
Audit period : from to :
Date(s) of audit(s):
Audit reference(s):
Persons interviewed:
CAAB surveyor: Signature(s):
CAAB office: Date of CAAB Form 6 part 1 completion:
* delete where applicable

PART-145 APPROVAL RECOMMENDATION REPORT

CAAB FORM 6
Par 2: PART-145 Compliance Audit Review

The five columns may be labeled & used as necessary to record the approval class &/or product line
reviewed. Against each column used of the following PART-145 sub-paragraphs please either tick (√) the
box if satisfied with compliance or cross (X) the box if not satisfied with compliance and specify the
reference of PART 4 finding next to the box or enter N/A where an item is not applicable, or N/R when
applicable but not reviewed.
Para Subject
145.25 Facilities
145.30 Personnel
145.35 Certifying Staff
145.40 Equipment, Tools, etc
145.42 Acceptance of Components
145.45 Maintenance Data
145.47 Production Planning
145.50 Certification of Maintenance
145.55 Maintenance Records
145.60 Occurrence Reporting
145.65 Procedures & Quality
145.70 See Part 3
145.75 Privileges of AMO
145.80 Limitations on AMO
145.85 Changes to AMO
145.90 Continued Validity
CAAB surveyor(s) Signature(s):


CAAB FORM 6
Part 3: Compliance with 145.A.70 Maintenance organisation exposition
Please either tick (√) the box if satisfied with compliance; or if not satisfied with compliance and specify
the reference of the part 4 finding; or enter N/A where an item is not applicable; or N/R when applicable
but not reviewed.
Part 1 MANAGEMENT
1.1 Corporate commitment by accountable Manager
1.2 Safety and Quality Policy
1.3 Management personnel
1.4 Duties and responsibilities of the management personnel
1.5 Management Organisation Chart
1.6 List of Certifying staff (Note: a separate document may be referenced)
1.7 Manpower resources
1.8 General description of the facilities at each address intended to be approved
1.9 Organisations intended scope of work
Notification procedures to the competent authority regarding changes to the

1.10
organistion’s activities/approval/location/personnel
1.11 Exposition amendment procedures
Part 2 MAINTENANCE PROCEDURES

2.1 Supplier evaluation and subcontract control procedures
Acceptance/inspection of aircraft components and material from outside

2.2 contractors
Storage, tagging, and release of aircraft components and material to aircraft

2.3 maintenance
2.4 Acceptance of tools and equipment
2.5 Calibration of tools and equipment
2.6 Use of tooling and equipment by staff (including alternate tools)
2.7 Cleanliness standards of maintenance facilities
Maintenance instructions and relationship to aircraft/aircraft component

2.8 manufacturer’s instructions including updating and availability to staff
2.9 Repair procedures
2.10 Aircraft maintenance programme compliance
2.11 Airworthiness Directive procedure
2.12 Optional modification procedures
2.13 Maintenance documentation in use and completion of same
2.14 Technical record control
2.15 Rectification of defects arising during base maintenance


CAAB FORM 6
PART 3: Compliance with 145.A.70 Maintenance organisation exposition
2.16 Release to service procedure

2.17 Records for the operator
2.18 Reporting of defects to CAAB/Operator/Manufacturer
2.19 Return of defective aircraft components to store
2.20 Defective components to outside contractors
2.21 Control of computer maintenance record system
2.22 Control of man-hour planning versus scheduled maintenance work
2.23 Control of critical tasks
2.24 Reference to specific maintenance procedures
2.25 Procedures to detect and rectify maintenance errors
2.26 Shift / task handover procedures

Procedures for notification of maintenance data inaccuracies and ambiguities to
2.27 the type certificate holder
2.28 Production planning procedures
Part L2 ADDITIONAL LINE MAINTENANCE PROCEDURES
L2.1 Line maintenance control of aircraft components, tools, equipment, etc
L2.2 Line maintenance procedures related to servicing/fuelling/de-icing, etc
L2.3 Line maintenance control of defects and repetitive defects
L2.4 Line procedure for completion of technical log
L2.5 Line procedure for pooled parts and loan parts
L2.6 Line procedure for return of defective parts removed from aircraft
L2.7 Line procedure for control of critical tasks
Part 3 QUALITY SYSTEM PROCEDURES
3.1 Quality audit of organisation procedures

3.2 Quality audit of aircraft
3.3 Quality audit remedial action procedure
3.4 Certifying staff qualification and training procedure

3.5 Certifying staff records
3.6 Quality audit personnel
3.7 Qualifying inspectors
3.8 Qualifying mechanics


CAAB FORM 6
3.9 Aircraft/aircraft component maintenance tasks exemption process control

3.10 Concession control for deviation from organisation’s procedures
3.11 Qualification procedure for specialiseed activities such as NDT, welding etc
3.12 Control of maufacturers’ and other maintenance working teams
3.13 Human Factors training procedure
3.14 Competence assessment of personnel
Part 4
4.1 Contracted operators
4.2 Operator procedures/paperwork
4.3 Operator record completion
Part 5 APPENDICES
5.1 Sample Documents

5.2 List of sub-contractors
5.3 List of line maintenance location
5.4 List of Part-145 organisations
MOE Reference: MOE Amendment:
CAAB audit staff: Signature(s):


CAAB FORM 6
Part 4 : Findings regarding PART-145 compliance status

Each level 1 and 2 finding should be recorded whether it has been rectified or not and should be identified
by a simple cross reference to the Part 2 requirement. All non-rectified findings should be copied in
writing to the organisation for the necessary corrective action.
L Corrective action
Audit reference(s): e
Part v
2 or 3 e Date Date
Findings
ref. l Due Closed Reference


CAAB FORM 6
Part 5 : PART-145 Approval or continued approval or change recommendation*
Approval reference:
Audit reference(s):
The following PART-145 scope of approval is recommended for this organisation:
Or, it is recommended that the PART-145 scope of approval specified in PART Form 3 referenced
……………………………………… be continued.
Name of recommending CAAB surveyor:
Signature of recommending CAAB surveyor:
CAAB Office:
Date of recommendation:
CAAB Form 6 review (quality checks): Date:

Appendix-5
CIVIL AVIATION AUTHORITY, BANGLADESH
Name of the
DETAILED CHECK LIST FOR ANO(AW) PART-145 Organization:
MAINTENANCE ORGANISATION EXPOSITION
_________________
Supplement to CAAB Form 6 (Part 3)
Notes:
1. The standard MOE produced i.a.w. AMC 145.A.70 (a) is a complete document which must contain all the information required to show
compliance with the regulation including detailed maintenance procedures and detailed Quality System procedures. (AMC 145.A.70 (a).
2. The procedures spelled out in MOE must be in conjunction with ANO requirements, together with respective AMC & GM.
3. For each detailed procedure described within the MOE, the Part 145 organisation should address the following questions: What must be
done? Who should do it? When must be done? Where must it be done? How must it be done? Which procedure(s)/form(s) should be
used?
4. For some organization‟s certain sections of the headings defined within AMC 145.A.70 (a) may be „not applicable‟. In this case they
should be annotated as such within the MOE.
5. All Organisations are to provide One hard and a soft copy of the Draft MOE to AELD, CAAB.
CHECK LIST FOR SCRUTINY OF MOE OF PART-145 ORGANISATION
Subject Reference CAAB Remarks

Also space to be provided for
CAAB Approval Refer # and
Title Page Signatures of CAAB official.
Name of the Organisation;
0.1 List of Contents ANO 70(a)

0.2 List of Effective Pages ANO 70(a)
0.3 Amendment Record ANO 70(a)
0.4 Distribution List ANO 70(a)
Abbreviation & Definitions ANO 70(a)
0.5 MOE Structure and Associated Manuals ANO 70(a)
GM 145.A.70(a)
0.6 Temporary Revisions Highlights ANO 70(a)
0.7 Access to Facilities ANO.145.A.90(a) 2.
PART 1
1.0 Table on Contents MANAGEME
NT
1.1 Corporate Commitment by the Accountable ANO145.A.30(a), (c), (e)
Manager (g) ANO145.A.70(a)
(Statement of Accountable Manager signed by both CEO. The ANO145.A.90(a)
statement may further cover the assurance in the following GM 145.A.70(a)
words “Being the Accountable Manager, the undersigned shall
ensure that all maintenance is being financed and carried out to
the standard required by CAAB.”)
1.2 Quality and Safety Policy ANO145.A.30(a)

(Policies to include - safety, safety management system,
human factors application, error reporting system, ANO145.A.65(a);
compliance monitoring and cooperation for quality audits. ANO145.A.70(a)2
1.3 Management Personnel ANO.145.A.30(b) & (c)
ANO.145.A.70(a)3
ANO.145.A.70(a)4
Designation-Name List-
Deputies Name (to take over in long absence).
Organization procedure of Form 4 – Submission process/
Time to seek acceptance from CAA on change in post holder.


ANO145.A.0(a), (b),
1.4 Duties and Responsibilities of Management ANO145.A.70(a)3
Personnel
Accountable Manager ANO145.30(a)
AMC145.30(c)
Base Maintenance Manager ANO145.A.30(b)
ANO145.A.30(b)3
ANO145.A.70(a)4
Engine Shop manager ANO145.A.30(b)
AMC145.A.30(b)5
ANO145.A.70(a)4
Line Maintenance Manager ANO145.A.30(b)
(if App) AMC145.30(b)4
Shop Maintenance Manager ANO145.A.30(b)
ANO145.A.30(b)5
ANO145.A.70(a)4
Quality CE / Manager ANO145.A.30(c)
ANO145.A.70(a)4
Other personnel as determined by the Organisation ANO145.A.30(b)7& 8
ANO145.A.70(a)4
Note: Depending on the size & complexity of the Organisation the Designated
Posts may be checked to ensure all areas are covered.
1.5 Management Organisation Chart(s) ANO 145.A.30(b)1

ANO145.A.70(a)5
ANO145.A.30(b)(8)
1.6 List of Certifying Staff ANO145.A.30(g) & (h)

ANO145.A.35(j)
ANO145.A.70(a)6, (b)
The Following Info to be checked: -
-Name
-Function
Authorization
-Date of Expiry (if Applicable)
-Auth Identification No
Base Certifying Staff & Support Name List (CRS)
Staff Name List (Support Staff)
Line Certifying Staff Name List
Engine Shop Certifying Staff Name List
Component Certifying Staff Name List
1.7 Manpower Resources
Assessment of Manpower : --
-Base Maintenance ,
-Component Maintenance
-Line Maintenance ANO145.A.30(d),
-Quality Section AMC145.30(d)(11)(12)
-Subcontracted Services ANO145.A.70(a)7
-Specialized Activities
 Policy on qualification, experience, ANO145.30(b)(4)
 Availability & training needs of each area. . ANO145.30(d)
 MOE procedure on Maintenance man hour AMC145.30(d)(3)
planning ANO 145.30(b)(3)(e)
 Three monthly review and readjustment.
 Procedures on overseeing of functions when the
respective post holder is on long leave.


1.8 Facilities ANO 145.A.25
(General Description of the Facilities at each ANO 145.A.70(a)8
Address Intended to be Approved)
Office Accommodation ANO 145.A.25(d)
Base Maintenance Facilities ANO 145.A.25(a)1
ANO 145.A.25
Line Maintenance Facilities
(other Stations)
Component Maintenance Facilities ANO 145.A.25(a)2
ANO 145.A.25
Layout of Premises. (inclusive of Apron)
Stores ANO 145.A.25(d)
1.9 Scope of Work ANO 145.A.70(a)9, ANO
145.A.75(a), ANO 145.A.80
Aircraft Maintenance
Engine Maintenance
Component Maintenance
Specialized Services
Additional Significant Activities
Company Capability List & Appendix II, Para 12
Amendment Process
1.10 Notification Procedure to CAAB Regarding ANO 145.A.70(a)10, ANO

Changes to the Organization’s Activities / 145.A.85
Approval/ Location / Personnel
(Should cover notification procedure to CAAB
covering Notifiable Changes; Filling up of Form 2 or
Form 4 & conditions for incorporating changes)
Accountable Manager Change
Senior Nominated Personnel Changes
Changes of Approved Locations / Maintenance
Bases
Changes in Company Activities
(Facilities, equipment, tools, material, procedures,
work scope and certifying staff that could affect
the approval)
1.11 Exposition Amendment Procedures ANO 145.A.70(a)11,

ANO 145.A. 70(b) & (c)
(Must Cover Approval process through
CAAB, Incorporation of Amendments and their
Distribution.)
Person Responsible for Amending the GM 145.A.70(a)7
Exposition
Amendment of Capability List Appendix II, Para 12;
AMC 145.A.42(c)6
PART 2 MAINTENANCE PROCEDURES
2.1 Supplier Evaluation and Subcontract Control ANO 145.A.42(a)5

Procedure ANO 145.A.65(b), (c) ANO
145.A.75 (b)
Responsibilities
List of suppliers and subcontractors
Selection of suppliers and subcontractors
Evaluation of suppliers and subcontractors
Approval of suppliers and subcontractors
Subcontractor on site evaluation (audit)

2.2 Acceptance / Inspection of Aircraft ANO 145.A.42(a)5

Components and Materials from Outside ANO 145.A.65(b),
Customers
Responsibilities
Receiving of parts and material & conformity
Parts and material, passing receiving inspection &

segregation
Parts and material, not passing receiving
inspection
Quarantine Store
2.3 Storage, Tagging and Release of Aircraft ANO 145.A.25(d),

Components and Materials to Aircraft ANO 145.A.42
Maintenance ANO 145.A.65(b),
Responsibility
Storage facilities
Storage procedures
Control of stored shelf life items
Identification of stored products
Products issued to Production
Unsalvageable Products
2.4 Acceptance of Tools and Equipment ANO 145.A.40(a)(b), ANO

145.A.65(b),
Standards
Purchasing of tools
Storage of tools
Inventory control-
Leased equipment
2.5 Calibration of Tools and Equipment ANO 145.A.40(b),

ANO 145.A.65(b),
Control on Calibrated Tools & Equipment
Calibration Process
Recall of Components
2.6 Use of Tooling and Equipment by Staff ANO 145.A.40(a),

ANO 145.A.65(b),
General tooling
Ground equipment maintenance
Control and audit of tools
Reporting of Missing or Defective Tools /
Equipment
2.7 Cleanliness Standards of Maintenance Facilities ANO 145.A.25(a)(b)(c)(d),

ANO 145.A.65(b),
ANO 145.A.80
Fire Protection
Hazardous Waste Management
Environmental Safety
Safety Equipment/Clothing

2.8 Maintenance Instructions and Relationship to ANO

Aircraft / Aircraft Component Manufacturer's 145.A.45(a)(b)(d)(f)(g),
Instructions including Updating and ANO 145.A.65(b),
Availability to Staff ANO 145.A.70(a)12
Responsibility
Handling of Maintenance Instructions within
company
Ordering publications
Revision of publications
Status checks on publications
Publications in daily business
Manufacturer‟s instructions and
Maintenance Programs
Working Documents: Task
Cards/Work Cards, Worksheets
2.9 Repair Procedure Must cover restricted

Control of non-confirmative fabrication as per
Damage assessment ANO.145.A.42(c).
Fbrication of parts --modification ANO 145.A.45(a)(b)(c),
Minor /major ANO 145.A.65(b)
2.10 Aircraft Maintenance Programme Compliance ANO 145.A.45(b),

(If tasked by Operators it must also cover developing ANO 145.A.65(b), ANO
maintenance program for aircraft / aircraft 145.A.70(a)12
components, from Maintenance Planning Document
(MPD); Approval of CAAB; incorporating Updates;
etc )
Responsibility
Maintenance Program Creation
Maintenance Program update
Task Cards & Work Package
Customer Aircraft
2.11 Airworthiness Directives Procedure ANO 145.A.42(b)

ANO 145.A.45(a)(b)(g),
ANO 145.A.50(a)
ANO 145.A.65(b)
Responsibility (if tasked by operator)
Evaluation
Compliance
Records
2.12 Optional Modification Procedure ANO 145.A.45(a)(b)(g),

ANO 145.A.65(b)
Evaluation
Compliance
2.13 Maintenance Documentation in use and its ANO 145.A.45(a)(e), ANO

Completion 145.A.65(b),
ANO 145.A.70(a)12
Work package
Maintenance documentation review
Carried forward items
Certificate of Release to Service
Computerized maintenance programs
Documentation to be provided to the
owner/operator
Retaining of maintenance documentation

2.14 Technical Records Control ANO 145.A.55(a),

ANO 145.A.65(b),
ANO 145.A.70(a)12
Storage
Records of Customer aircraft/components
2.15 Rectification of Defects Arising During Base ANO 145.A.45(a)(b)(c),

ANO 145.A.60(a)
Recording of Defects
Rectification of Defects
Reporting of Defects
Deferments of Defects Rectification
2.16 Release to Service Procedure ANO 145.A.50(a)(b)(d)(f),

ANO 145.A.65(b), ANO
145.A.75(e)
Responsibilities regarding maintenance on aircraft
Engine; components
Release to service
Line Maint; Cabin Maint; Base Maint
Release to service for check flight / test flight
Release to service with deferred /
carried forward maintenance tasks,
Release of Aircraft with Component not having
CAAB Form 1
2.17 Records for the Operator ANO 145.A.55(b),

ANO 145.A.65(b),
ANO 145.A.70(a)12
Maintenance records to the customer /
operator.
Maintenance Records Retention
2.18 Reporting of Defects to the CAAB / Operator / ANO

Manufacturer 145.A.60(a)(b)(c)(d)(e),
ANO 145.A.65(b),
(Reporting shall be done to the CAAB, Original
Equipment Manufacturer (OEM), Authority of
aircraft registration and customer / operator.)
Purpose of reporting
Responsibility
Defects to be reported
Reporting procedure
Investigation
Records
2.19 Return of Defective Aircraft Components to ANO 145.A.25(d),

Store ANO 145.A.42(d)
(It should outline the policies & procedures regarding ANO 145.A.65(b),
removal, handling and return of defective aircraft ANO 145.A.70(a)12
components to stores, during maintenance on aircraft
/ aircraft components.
Defective Aircraft Components Removal
Defective Aircraft Components Handling
Aircraft Components Storage Conditions
Defective Aircraft Component Storage

2.20 Defective Components to Outside Contractors ANO 145.A.65(b),

ANO 145.A.70(a)12,
ANO 145.A.75(b)
Repair Order
Dispatch/ Receipt of aircraft component
AOG requirement
2.21 Control of Computer Maintenance Records ANO 145.A.55(c),

System ANO 145.A.65(b),
ANO 145.A.70(a)12
2.22 Control of man-hour planning versus ANO 145.A.47

scheduled maintenance work ANO 145.A.30(c)
Daily workload planning
Monthly workload planning
Manpower planning
Hangar space planning
2.23 Control of Critical tasks and Duplicate

Inspections ANO 145.A.65(b)
Definitions
Critical Tasks & Duplicate inspection Control
Process
2.24 Specific Maintenance Procedures ANO 145.A.65(b)

Engine running procedure
Double Check / Duplicate Inspection on
Maintenance Task
Aircraft pressurization run procedure
Aircraft towing procedure
Aircraft taxiing procedure
Ground and Flight Test
Maintenance on Fuel Systems and
Fuel Tank Safety
NDT procedure
Extended Range Twin Engine Operations
Jacking Up of Aircraft
Aircraft Weighing
Fabrication of Parts
2.25 Procedures to detect and rectify maintenance

ANO 145.A.65(b)
errors
Process to Detect and Rectify Maintenance

Errors in Line; Cabin, Base & Shops.
2.26 Shift/task handover procedures ANO 145.A.47

Responsibilities
Process
2.27 Procedures for maintenance data inaccuracies ANO 145.A.45

and ambiguities
Responsibility
Procedure

2.28 Production planning procedures ANO 145.A.47

Purpose & Scope
General Issues
Aircraft Incoming Meeting
Special Maintenance Projects
Status Meeting
Material Planning
PART L2 ADDITIONAL LINE MAINTENANCE PROCEDURES
L2.1 Line Maintenance Control of Aircraft ANO 145.A.65(b),

Components, Tools, Equipment etc. ANO 145.A.42(a)
L2.2 Line Maintenance Procedures Related to ANO 145.A.65(b)

Servicing / Fuelling / De- Icing etc.
L2.3 Line Maintenance Control of Defects and

ANO 145.A.65(b)
Repetitive Defects
L2.4 Line Procedure for Completion of the ANO 145.A.50(a),

Technical Log ANO 145.A.50(b)
ANO 145.A.65(b),
L2.5 Line Procedure for Pooled Parts and Loan

ANO 145.A.50(f),
Parts
ANO 145.A.65(b)
L2.6 Line Procedure for Return of Defective Parts

ANO 145.A.42(a), (d)
Removed from Aircraft
ANO 145.A.65(b)
L2.7 Line Procedure Control of critical tasks ANO 145.A.47(a)

ANO 145.A.65(b)
PART 3 QUALITY PROCEDURES
3.1 Quality Audit of Organisation Procedures ANO 145.A.65(b)(c),

ANO 145.A.70(a)12
Quality Audit Responsibilities
Audit Plan
Procedure
Records
Categories of non-compliances / deficiencies
3.2 Quality Audit of Aircraft (and / or Equipment) ANO 145.A.65(b)(c),

ANO 145.A.70(a)12
Audit Plan
Aircraft Quality Audits Procedure
Aircraft Component Quality Audits
Records
3.3 Quality Audit Remedial Action Procedure ANO 145.A.65(b)(c), ANO

145.A.70(a)12
Procedure Corrective actions
Root Cause Analysis
Audit Reports
Management Reviews


3.4 Certifying Staff Qualification and Training ANO 145.A.30(e)(g)(h)(i)
Procedure ANO 145.A.35
(License and training state overview of
Production personnel.)
Qualification Requirements
Basic & Type Training
Continuation Training
Authorization procedures –Aircraft &
Components
Issue-Revalidation-Extension Limitation-
Suspension-Withdrawal
3.5 Certifying Staff Records ANO 145.A.35(j)(k)(l)(m)

Responsibilities
Records
3.6 Quality Audit Personnel ANO 145.A.30(e),

ANO 145.A.65(c)
Selection
Training
Audit Authorization, Revocation & Withdrawal
3.7 Qualifying Inspectors ANO 145.A.30(e)(g)(h)(i)

ANO
145.A.35(a)(b)(c)(d)(e)(f)(g
)(h)(i)
Requirements of Qualifying Inspectors
Aircraft Maintenance Activities
Stores Inspection
3.8 Qualifying Mechanics ANO 145.A.30(e)
Recruitment
Basic Training
Type Training
3.9 Aircraft or Component Maintenance Tasks, ANO 145.A.65(b)

Exemption Process Control
3.10 Concession Control for Deviation from the ANO 145.A.65(b)

Organization’s Procedures AWNOT-010-AWRG
3.11 Qualification Procedure for Specialized ANO 145.A.30(f) & (e)

Activities such as NDT, Welding etc.
Specialized Activities- procedure for approval and

qualification standards of NDT specialist
3.12 Control of manufacturer's and other

ANO 145.A.65(b)
maintenance Working Teams
3.13 Human Factors Training Procedures ANO 145.A.30(e), ANO

145.A.35(d)(e)(f)
Purpose & Scope
Human Factors Training Syllabus
Human Factors Schedule

3.14 Competence Assessment of Personnel ANO 145.A.35(d)(e)(f)

Purpose & Scope
Applicability
Responsibility
Procedure
PART 4
4.1 Contracted Operators ANO 145.A.70(a)13, (b)
4.2 Operator Procedures and Paperwork ANO 145.A.65(b)
4.3 Operator Records Completion ANO 145.A.65(b)
PART 5
5.0 Table of Contents
5.1 Sample of Documents ANO 145.A.55(a)
5.2 List of Subcontractors ANO 145.A.75(b),

ANO145.A.30(j);
ANO 145.A.70(a)14,(b);
5.3 List of Line Maintenance Locations ANO 145.75 (d)

ANO 145.A.70(a)15, (b)
ANO 145.A.75(d)
5.4 List of Contracted ANO 145 organisations ANO 145.70(a)(16), (b)

ANO 145.A.75(d)
5.5 List of company Process Specifications
5.6 List of company Forms, Tags & Stickers
COMMENTS ON MOE
Designation of verifying Officer: Signature of verifying Officer:
Date:

Appendix-6
Civil Aviation Authority, Bangladesh

Airworthiness and engineering Licencing division
ANO (AW) PART-145 Detail Audit Checklist
For Initial/ Changes / Continuation of Approval of ANO(AW) Part-145 Organization
Name of the Organisation: Contact Name:

Tel No:
Email:
Name of Auditor(s) Type of Audit : Initial / Continuation / Changes :
Audit Period : From__________ to ____________
1. Respective Management Notified of Intended Audit YES / NO

2. Previous Follow Up Items & Corrective Action Taken Checked YES / NO
3. List of Facility’s Staff/Qualifications Obtained YES / NO
4. List of Technical Publications/Revision Status Obtained YES / NO
Level of Non-compliance :
Level 1 - Major non-compliance: action priority will depend on the nature of the finding
Level 2 - Minor non-compliance: action should be taken within maximum 3 months
Please either tick ( ) the box if satisfied with compliance; or (X) if not satisfied with compliance and specify the reference of the Audit Report; or
enter N/A where an item is not applicable; or N/R when applicable but not reviewed.
Part-145 MOE Ref: Remarks
Reference
Questions
145.A.25 Facilities
(a) Adequate facilities for planned work
Adequate space in component workshops
Adequate Hangar space
(b) Management, Technical and Administration Offices:
Adequate offices accommodation and working area for
Management and Administration
Office area for Certifying staff
Weather protection (Ventilation/heating)
Working aids (computer, printer, phone, fax, photocopy
machine….etc)
Record keeping places
General cleanliness
(c) Working area ( Hangar, Line, Workshops)
Location and security
Hangar space adequate for the aircraft types
Shop space/ adequate segregation of shops
Special working conditions for shops as required in maintenance
data
Tenancy of hangar and shops
Dust protection
Overall cleanliness
Adequate Fire Fighting equipment
Projected hangar visit plan
Power, air, water supplies
General Lightning
Special Lightning
Special requirements for shops and stands
Area to study approved data
Work tables and equipment


Reference
Questions
ESDS protection
Assembly facilities
Inspection aids
Facilities for function and test including Engine Ground Run
Access equipment ,Inspection platforms, etc
Docking equipment (adequacy, general condition and maintenance)
Protection from weather elements throughout 12 months period
Noise protection Including soundproofing of offices.
No contamination hazard
Working conditions for line maintenance
Line maintenance work is suspended during unacceptable
environmental conditions
(d) Storage Facility
Storage Area (Receiving Area / Quarantine Area / Bonded Area/
Dispatch Area). Proper segregation and identification
Staff working area
Environmental Control (Temperature control, Ventilation, humidity
control)
Fire Fighting equipment (controlled & adequate)
Adequate Lightning
Store access control. Access only for authorized personnel.
Segregation of serviceable and Unserviceable components
Condition, segregation and identification of stored items
OEM storage recommendations
Inventory is available and satisfactory (Traceability and adequacy
of records)
Packing, labeling for storage
ESDS protection
Magnetic material storage
Storage of inflammables, oil & fluid
Personal Protective Equipment while handling specific parts
Shelf life control
Samples Parts/POL Checked:
1.
2.
145.A.30 Personnel Requirements
(a) Accountable manager
(b) Group of nominated personnel
(c) Person with direct access to Accountable Manager to monitor
Quality System
(d) Maintenance man hour plan to plan ,perform, supervise, inspect
and quality monitor the scope of approved work
(e) Sufficient personnel to carry out planned works (Planner, engineer,
mechanic, supervisor, specialized service staff, auditors etc)
Responsibilities defined and understood, job description
Current organization chart
Supervision of activities
Experience and competence of personnel involved in maintenance ,
management and quality audits
Personnel training for work accomplished
Human Factor training


Reference
Questions
CDCCL Training
Read and Sign Registers
(f) NDT Staff are qualified to acceptable standards
Adequately trained prior to being authorized.
NDT work performed by B1 staff is color contrast dye penetrant
only
(g) Sufficient number of appropriately type rated certifying staff for
line maintenance.
Appropriately task trained certifying staff for line maintenance.
(h) Sufficient number of AMEs & support staff and certifying staff for
Base maintenance
Register of authorized staff is current
AMEs sign the task accomplished and designated Base
Maintenance Staff issue CRS
(i) Sufficient number of certifying staff for component Maintenance.
Component certifying staff are appropriately assessed and
authorized.
(j) Certifying staff comply with requirements of Appendix IV to Part
145
Flight Crew are trained and authorized for inspection/maintenance
tasks performed
One-off, once-off authorization
Competence of temporary personal
Names of sampled personnel checked:
1.
2.
145.A.35 Certifying Staff and Support Staff
(a) Initial type Training
Initial procedure training
Human Factor Training
CDCCL Training
Familiarity and compliance with company procedures
Certifying and support staff privileges are restricted to categories
(b)
and types listed in License
License remains valid during the validity period of authorization.
(c) Current six months experience during last two years
(d) Continuation training each two years on
 Type
 Human Factors
 Procedures
 CDCCL
 Read and Sign Registers
(e) Availability and control of continuation training program
Adequacy of continuation training, follow-up and recording system
(f) Assessment of staff for issue and renewal of authorization
Issue and continued validity of authorization is subject to

conditions of 145.A.35
(g) Authorization certificates indicate scope and limitations
(h) Scope in the authorization certificate is clear to understand
(i) Certificate is issued by the person responsible for Quality System
Authorized Staff Record System (control, up to date, accurate,
(j)
filing)


Reference
Questions
Contain all records required by regulations
Records are kept for three years after the staff has left the
organization
(k) Copy of authorization certificate is provided to all authorized staff
Authorization certificates are valid, cover activities being certified
(l)
and signed by the holder.
Availability of certificate with the staff
(m) All authorized staff are above 21 years of age
Names of sampled certifying staff checked:
1.
2.
145.A.40 Equipment, Tools and Material
Availability of necessary equipment/tools and material to perform
(a)
scope of work (inventory, recording system)
All tools and equipment required by manufacturer’s technical data
are available
Condition of tools
Procedure for obtaining infrequently used tools are available
Acceptance of equipment, tools and material
Tool storage condition
(b) Inventory of tools ,test equipment and support equipment
Identification of tools and equipment including personal tools
Periodic checks of tools and equipment
Periodic checks of personal tools
Register of calibrated tools and periods iaw manufacturer
recommendations
Control and recall of calibrated tools
Traceability to the standard of calibration
Traceability between calibrated tools and aircraft
Samples Tools/Equip checked:
1.
2.
145.A.42 Acceptance of components
(a) Acceptance process of components
Segregation of components (serviceable/ unserviceable/
unsalvageable. Standard parts, materials and consumables etc.)
Availability of PCAA Form-1 or company serviceable tag
Traceability of parts ,materials and consumables to origin
Component status check before installation on a/c(AD and Mod
(b)
status)
(c) Fabrication of parts are as per approved procedures
Service and Shelf life control of components/materials and
(d)
consumables
Disposal of scrap items (mutilation etc)
Return to service of components (re-life, re-certification)
2.5.5 Sampled component checked:
145.A.45 Maintenance Data

(a) Availability of applicable and current maintenance data
Reader printer, computer system availability, location, number and
serviceability


Reference
Questions
(b) Check for subscription, availability, condition and revision status
and sample check of content against index of:
 ADs/SBs/Sls/Modification leaflets
 Publications of regulatory authorities
 Vendor Manuals
 Aircraft Manuals
 Customized AMP
 Company Publications
Availability and control of maintenance data inaccuracy reporting
(c)
system. Inaccuracies are reported to the author of maintenance data
Maintenance instructions are modified only as per approved
(d)
company procedures and are notified to TC, STC holders.
(e) Work card generation and completion system
Customer provided work card completion system
(f) Staff access to maintenance data
Availability of back up maintenance data when company network
is not accessible.
(g) Company control system to keep maintenance data up to date
Updating of customer maintenance data.
145.A.47 Production Planning
Scheduling Maintenance – work package preparation, tooling,
(a)
equipment, material, staff, facility, maintenance data
(b) Task planning for maintenance work performed
Organizing maintenance team/shift during maintenance
Human factor principles are considered during planning
Scheduling safety critical task
(c) Shift handover procedure/system
Sampled document:
145.A.50 Certification of Maintenance

(a) By appropriately authorized staff. Correct usage of signature /
stamp.
Completion details (CRS statement, organisation approval
reference, time, date, location, cross reference to related approved
maintenance data, reference to work package)
CRS on Customer work package / technical log book
(b) Issuing CRS after work package completion or prior to flight
Duplicate inspection certification
(c) Issuing CRS after incomplete maintenance
Incomplete maintenance is informed to operator.
(d) CAAB Form 1 is issued for the components maintained
Control and records of CAAB Form 1
Company serviceable tag for components released for internal
usage
(e) Incomplete maintenance is included in the final CRS and is within
aircraft approved documents limitations.
(f) Use of component without release certificate during AOG situation
is according to approved procedures.
Such components are removed within 30 FH or when the AC
returns to base (whichever is the sooner)
2.8.7 Sample CRS reviewed on technical log page:


Reference
Questions
Sample work package reviewed:
Sampled CAAB Form 1:
145.A.55 Maintenance Records

(a) Recording and retention of all maintenance carried out
Copies of maintenance records are provided to operator
(b)
Maintenance records refer to the revision status of the data used
All records are retained for three years after release to service
(c) Storage environment of records. Protection from damage, fire ,
alteration and theft
Satisfactory computer back-up and storage
145.A.60 Occurrence Reporting (145.A.60)
Availability of adequacy of occurrence reporting system
(a) Reporting to the Authority (CAA and NAA of the state of registry)
and Manufacturer.
Internal Occurrence reporting system to report and evaluate
occurrences
(b)
Evaluation of Occurrence report
Effective follow-up, corrective action and closure to enhance safety
Reports are raised in approved forms and are in accordance with
(c)
approved procedures
(d) Reports are sent to operator in case of contracted maintenance
(e) Reports are submitted within 72 hrs.
Sample Reports checked:
145.A.65 Safety and Quality Policy, Maintenance Procedures and Quality System
(a) Established quality and safety policy
(b) Availability of maintenance procedures to cover all activities
Procedure to minimize risk of multiple errors
Procedures to ensure damage assessments, modifications and
repairs are carried out using approved data
Procedures verified before implementation
(c) Independent audit system
Quality audit plan
Internal audits
Procedure Audit
Product Audit (sample check)
Subcontractor audit
Maintenance Provider Audit
Line Station audit
Supplier Audits
Reporting format (checked points against the standard, finding,
reference of findings)
Timely rectification of non-compliance
Quality Follow-up System
Feedback to nominated personnel and Accountable Manager
Quality review meeting
Quality Audit Record System


Reference
Questions
Quality audit staff qualification, experience & training
Concession control
Variation control
Sample audit record checked: Sample variation checked:
Sample concession checked:
145.A.75 Privileges of the Organization ()

2.12.1 145A.75(a)
(a) Approved Location
Approved Scope of work
(b) Subcontracting of works
(c) Maintenance outside approved locations in accordance with MOE
(d) Maintenance carried out at line stations
(e) Issue CRS iaw approval schedule
145.A.80 Limitation on the Organisation
Capabilities exercised at the facility are i.a.w. capability listing
Capability has been exercised during the last 2 years
Adequate manuals, equipment, tools, spares and manpower to
support capabilities
Availability of special tools required by the manuals
Capability training requirements are satisfied
Sampled aircraft checks:
1.
2.
145.A.85 Changes to the Organization
Following changes are notified to authority:
 Name of the Organization
 The Location of the Organization
 Additional locations of the Organization
 The accountable manager
 Any senior/nominated persons
 Facilities, equipment , tools, materials, procedures, work
scope or certifying staff that could affect the approval
145.A.90 Continued Validity
Airworthiness approvals are kept valid
Other comments and observations:
Signature
Auditor’s Name
Date
Signature
Auditor’s Name
Date
Signature
Auditor’s Name
Date

Appenx-7: ANO(AW) Part-145 Compliance Checklist (CCL)
Organisation Name: Approval Number:
Address
Contact Name: Tel No:
Email:
M.O.E Reference:
Compiled by; (Org): Reviewed by; (CAAB) : Date:

CAAB Use Only
Instructions for completion
 When completing this document it is important to make a positive statement showing how the organisation complies with any relevant part of the ANO-
145 requirement (column 2) by indicating in column (3) the MOE or procedure reference. If any part is not relevant then N/A should be marked in column
(8). If the requirement is not complied mark ‘No’ in column (4). It should be stated in the comments column (10) why the requirements in not complied and
should propose a date of compliance in Column (9). If the requirement is complied by any other means or partially complied then the Column (6) or
Column (7) should be marked respectively. Column (10) should be filled indicating the reason for partial compliance or explaining the other means of
compliance. Further, Column (9) should be filled, if partial compliance, indicating the proposed date of full compliance. If the requirement is fully
completed then Column (5) should be marked.
 If additional information is required to demonstrate compliance please use the space below or attach an appropriately referenced continuation sheet.
 Once completed please return this document to the CAAB.
 When the Compliance Check List has been completed and accepted by CAAB a copy should be appended to the M.O.E.
 When completing the checklist account should be made of the ANO 145 AMC and GM.

Complied?
ANO(AW) Part-145 Comments
ANO(AW) Yes The means of including the
ANO(AW)
Reference Approved Maintenance Organisation Compliance Level of Compliance: compliance, if reason for
Not
(1) Quote relevant different or non-
No Fully Applicable
Document proposed date compliance
(4) complied Other means Partially (8)
Reference of compliance or partial
with no of compliance Complied
Requirements (3) (9) compliance
difference (6) (7)
(2) (10)
(5)
145.5 ANO-145.5 Applicability
Organisations involved in the maintenance of large
aircraft or of aircraft used for commercial air transport,
and components intended for fitment thereto, shall be
approved in accordance with the provisions of this Part.
145.10 ANO-145.10 Scope
This Section establishes the requirements to be met by an
organisation to qualify for the issue or continuation of an
approval for the maintenance of aircraft and components.
145.15 ANO-145.15 Application
An application for the issue or change of an approval
shall be made to the Competent Authority in a form
and manner established by such Authority.
145.20 ANO-145.20 Terms of Approval
The organisation shall specify the scope of work deemed
to constitute approval in its exposition (Appendix II to
Section 1 contains a table of all classes and ratings).
145.25 ANO-145.25 Facility requirements
The organisation shall ensure that:
(a) Facilities are provided appropriate for all planned
work, ensuring in particular, protection from the
weather elements. Specialised workshops and bays
are segregated as appropriate; to ensure that
environmental and work area contamination is
unlikely to occur.
1. For base maintenance of aircraft, aircraft hangars
are both available and large enough to
accommodate aircraft on planned base
maintenance;

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
145.25 2. For component maintenance, component
workshops are large enough to accommodate the
components on planned maintenance.
145.25 (b) Office accommodation is provided for the

management of the planned work referred to in
paragraph (a), and certifying staff so that they can
carry out their designated tasks in a manner that
contributes to good aircraft maintenance standards.
145.25 (c) The working environment including aircraft hangars,
component workshops and office accommodation is
appropriate for the task carried out and in particular
special requirements observed. Unless otherwise
dictated by the particular task environment, the
working environment must be such that the
effectiveness of personnel is not impaired:
1. temperatures must be maintained such that
personnel can carry out required tasks without
undue discomfort.
2. dust and any other airborne contamination are
kept to a minimum and not be permitted to reach
a level in the work task area where visible
aircraft/component surface contamination is
evident. Where dust/other airborne contamination
results in visible surface contamination, all
susceptible systems are sealed until acceptable
conditions are re-established.
3. lighting is such as to ensure each inspection and
maintenance task can be carried out in an
effective manner.
145.25 4. noise shall not distract personnel from carrying

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
out inspection tasks. Where it is impractical to
control the noise source, such personnel are
provided with the necessary personal equipment
to stop excessive noise causing distraction during
inspection tasks.
5. where a particular maintenance task requires the
application of specific environmental conditions
different to the foregoing, then such conditions
are observed. Specific conditions are identified in
the maintenance data.
6. the working environment for line maintenance is
such that the particular maintenance or inspection
task can be carried out without undue distraction.
Therefore where the working environment
deteriorates to an unacceptable level in respect of
temperature, moisture, hail, ice, snow, wind,
light, dust/other airborne contamination, the
particular maintenance or inspection tasks must
be suspended until satisfactory conditions are re-
established.
145.25 (d) Secure storage facilities are provided for
components, equipment, tools and material. Storage
conditions ensure segregation of serviceable
components and material from unserviceable aircraft
components, material, equipment and tools. The
conditions of storage are in accordance with the
manufacturer's instructions to prevent deterioration
and damage of stored items. Access to storage
facilities is restricted to authorised personnel.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
145.30 ANO-145.30 Personnel requirements
(a) The organisation shall appoint an accountable
manager who has corporate authority for ensuring
that all maintenance required by the customer can be
financed and carried out to the standard required by
ANO-145. The accountable manager shall:
1. ensure that all necessary resources are available
to accomplish maintenance in accordance with
ANO-145.65(b) to support the organisation
approval.
2. establish and promote the safety and quality
policy specified in ANO-145.65(a).
3. demonstrate a basic understanding of ANO-145.
145.30 (b) The organisation shall nominate a person or group of
persons, whose responsibilities include ensuring that
the organisation complies with ANO-145. Such
person(s) shall ultimately be responsible to the
accountable manager.
1. The person or persons nominated shall represent
the maintenance management structure of the
organisation and be responsible for all functions
specified in ANO-145.
2. The person or persons nominated shall be
identified and their credentials submitted in a
form and manner established by CAAB.
145.30 3. The person or persons nominated shall be able to
demonstrate relevant knowledge, background and
satisfactory experience related to aircraft or
component maintenance and demonstrate a
working knowledge of ANO-145.
145.30 4. Procedures shall make clear who deputises for
any particular person in the case of lengthy
absence of the said person.
Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
145.30 (c) The accountable manager under paragraph (a) shall
appoint a person with responsibility for monitoring
the quality system, including the associated feedback
system as required by ANO-145.65(c). The
appointed person shall have direct access to the
accountable manager to ensure that the accountable
manager is kept properly informed on quality and
compliance matters.
145.30 (d) The organisation shall have a maintenance man-hour
plan showing that the organisation has sufficient
staff to plan, perform, supervise, inspect and quality
monitor the organisation in accordance with the
approval. In addition the organisation shall have a
procedure to reassess work intended to be carried out
when actual staff availability is less than the planned
staffing level for any particular work shift or period.
145.30 (e) The organisation shall establish and control the
competence of personnel involved in any
maintenance, management and/or quality audits in
accordance with a procedure and to a standard
agreed by CAAB. In addition to the necessary
expertise related to the job function, competence
must include an understanding of the application of
human factors and human performance issues
appropriate to that person's function in the
organisation. ‘Human factors’ means principles
which apply to aeronautical design, certification,
training, operations and maintenance and which seek
safe interface between the human and other system
components by proper consideration of human
performance. ‘Human performance’ means human
capabilities and limitations which have an impact on
the safety and efficiency of aeronautical operations.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
145.30 (f) The organisation shall ensure that personnel who
carry out and/or control a continued airworthiness
non-destructive test of aircraft structures and/or
components are appropriately qualified for the
particular non-destructive test in accordance with the
European or equivalent Standard recognised by the
Competent Authority. Personnel who carry out any
other specialised task shall be appropriately qualified
in accordance with officially recognised Standards.
By derogation to this paragraph those personnel
specified in paragraphs (g) and (h)(1) and (h)(2),
qualified in category B1 or B3 in accordance with
Part-66 may carry out and/or control colour contrast
dye penetrant tests.
145.30 (g) Any organisation maintaining aircraft, except where
stated otherwise in point (j), shall in the case of
aircraft line maintenance, have appropriate aircraft
rated certifying staff qualified as category B1, B2,
B3, as appropriate, in accordance with Part-66 and
point 145.A.35.
In addition such organisations may also use appropriately
task trained certifying staff holding the privileges
described in points 66.A.20(a)(1) and 66.A.20(a)(3)(ii)
and qualified in accordance with Part-66 and part
145.A.35 to carry out minor scheduled line maintenance
and simple defect rectification. The availability of such
certifying staff shall not replace the need for category B1,
B2, B3 certifying staff, as appropriate.
145.30 (h) Any organisation maintaining aircraft, except where
stated otherwise in paragraph (j) shall:
1. in the case of base maintenance of large aircraft,
have appropriate aircraft type rated certifying staff
qualified as category C in accordance with ANO-66
Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
and ANO-145.35. In addition the organisation shall
have sufficient aircraft type rated staff qualified as
category B1 and B2 in accordance with ANO-66
and ANO-145.35 to support the category C
certifying staff.
(i) B1 and B2 support staff shall ensure that all
relevant tasks or inspections have been carried out
to the required standard before the category C
certifying staff issues the certificate of release to
service.
(ii) The organisation shall maintain a register of any
such B1 and B2 support staff.
(iii) The category C certifying staff shall ensure that
compliance with paragraph (i) has been met and
that all work required by the customer has been
accomplished during the particular base
maintenance check or work package, and shall
also assess the impact of any work not carried out
with a view to either requiring its accomplishment
or agreeing with the operator to defer such work
to another specified check or time limit.
2. in the case of base maintenance of aircraft other
than large aircraft have either:
(i) appropriate aircraft rated certifying staff qualified
as category B1, B2, B3, as appropriate, in
accordance with Part-66 and point 145.A.35 or,

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
145.30 (ii) appropriate aircraft type rated certifying staff
qualified in category C assisted by B1 and B2
support staff as specified in paragraph (1).
145.30 (i) Component certifying staff shall comply with ANO-
66.
145.30 (j) By derogation to paragraphs (g) and (h), in
relation to the obligation to comply with Part-66,
the organisation may use certifying staff
qualified in accordance with the following
provisions:
1. For organisation facilities located outside the
Competent Authority territory certifying staff may be
qualified in accordance with the national aviation
regulations of the State in which the organisation
facility is registered subject to the conditions
specified in Appendix IV to this Part.
2. For line maintenance carried out at a line station
of an organisation which is located outside
Competent Authority territory, the certifying staff
may be qualified in accordance with the national
aviation regulations of the State in which the line
station is based, subject to the conditions specified in
Appendix IV of to this Part.
3. For a repetitive pre-flight airworthiness directive
which specifically states that the flight crew may
carry out such airworthiness directive, the
organisation may issue a limited certification
authorisation to the aircraft commander and/or the
flight engineer on the basis of the flight crew licence
held. However, the organisation shall ensure that

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
145.30 sufficient practical training has been carried out
to ensure that such aircraft commander or flight
engineer can accomplish the airworthiness
directive to the required standard.
145.30 4. In the case of aircraft operating away from a
supported location the organisation may issue a
limited certification authorisation to the commander
and/or the flight engineer on the basis of the flight
crew licence held subject to being satisfied that
sufficient practical training has been carried out to
ensure that the commander or flight engineer can
accomplish the specified task to the required
standard. The provisions of this paragraph shall be
detailed in an exposition procedure.
5. In the following unforeseen cases, where an
aircraft is grounded at a location other than the main
base where no appropriate certifying staff are
available, the organisation contracted to provide
maintenance support may issue a one-off
certification authorisation:
(i) to one of its employees holding equivalent type
authorisations on aircraft of similar technology,
construction and systems; or
(ii) to any person with not less than five years
maintenance experience and holding a valid
ICAO aircraft maintenance licence rated for the
aircraft type requiring certification provided
there is no organisation appropriately approved
under ANO-145 at that location and the
contracted organisation obtains and holds on
file evidence of the experience and the licence
of that person.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
145.30 All such cases as specified in this subparagraph shall be
reported to CAAB within seven days of the issuance of
such certification authorisation. The organisation issuing
the one-off authorisation shall ensure that any such
maintenance that could affect flight safety is re-checked
by an appropriately approved organisation.
145.35 ANO-145.35 Certifying staff and category B1 and B2
support staff
(a) In addition to the appropriate requirements of ANO-
145.30(g) and (h), the organisation shall ensure that
certifying staff and category B1 and B2 support staff
have an adequate understanding of the relevant
aircraft and/or components to be maintained together
with the associated organisation procedures. In the
case of certifying staff, this must be accomplished
before the issue or re-issue of the certification
authorisation.
(i) ‘Support staff’ means those staff holding a Part-66
aircraft maintenance licence in category B1, B2
and/or B3 with the appropriate aircraft ratings,
working in a base maintenance environment while
not necessarily holding certification privileges.
(ii) ‘Relevant aircraft and/or components’, means
those aircraft or components specified in the
particular certification authorisation.
(iii) ‘Certification authorisation’ means the
authorisation issued to certifying staff by the
organisation and which specifies the fact that they
may sign certificates of release to service within the
limitations stated in such authorisation on behalf of
the approved organisation.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
145.35 (b) Excepting those cases listed in ANO-145.30(j) and
ANO 66.A.20(a)3(ii) the organisation may only
issue a certification authorisation to certifying staff
in relation to the basic categories or subcategories
and any type rating listed on the aircraft maintenance
licence listed in ANO-66, subject to the licence
remaining valid throughout the validity period of the
authorisation and the certifying staff remaining in
compliance with ANO-66.
145.35 (c) The organisation shall ensure that all certifying staff
and category B1 and B2 support staff are involved in
at least six months of actual relevant aircraft or
component maintenance experience in any
consecutive two year period. For the purpose of this
paragraph ‘involved in actual relevant aircraft or
component maintenance’ means that the person has
worked in an aircraft or component maintenance
environment and has either exercised the privileges
of the certification authorisation and/or has actually
carried out maintenance on at least some of the
aircraft type systems specified in the particular
certification authorisation.
145.35 (d) The organisation shall ensure that all certifying staff
and category B1 and B2 support staff receive
sufficient continuation training in each two year
period to ensure that such staff have up-to-date
knowledge of relevant technology, organisation
procedures and human factor issues.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
145.35 (e) The organisation shall establish a programme for
continuation training for certifying staff and support
staff including a procedure to ensure compliance
with the relevant paragraphs of ANO-145.35 as the
basis for issuing certification authorisations under
ANO-145 to certifying staff, and a procedure to
ensure compliance with ANO 66.
145.35 (f) Except where any of the unforeseen cases of ANO-
145.30(j)(5) apply, the organisation shall assess all
prospective certifying staff for their competence,
qualification and capability to carry out their
intended certifying duties in accordance with a
procedure as specified in the exposition prior to the
issue or re-issue of a certification authorisation under
ANO-145.
145.35 (g) When the conditions of paragraphs (a), (b), (d), (f)
and, where applicable, paragraph (c) have been
fulfilled by the certifying staff, the organisation shall
issue a certification authorisation that clearly
specifies the scope and limits of such authorisation.
Continued validity of the certification authorisation
is dependent upon continued compliance with
paragraphs (a), (b), (d), and where applicable,
paragraph (c).
145.35 (h) The certification authorisation must be in a style that

makes its scope clear to the certifying staff and any
authorised person who may require to examine the
authorisation. Where codes are used to define scope,
the organisation shall make a code translation readily
available.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
145.35 (i) The person responsible for the quality system shall
also remain responsible on behalf of the organisation
for issuing certification authorisations to certifying
staff. Such person may nominate other persons to
actually issue or revoke the certification
authorisations in accordance with a procedure as
specified in the exposition.
145.35 (j) The organisation shall maintain a record of all
certifying staff and category B1 and B2 support staff.
The staff records shall contain:
1. details of any aircraft maintenance licence held
under ANO-66;
2. all relevant training completed
3. the scope of the certification authorisations issued,
where relevant, and
4. particulars of staff with limited or one-off
certification authorisations.
The organisation shall retain the record for at least three
years after the staff referred to in this paragraph have
ceased employment with the organisation or as soon as the
authorisation has been withdrawn. In addition, upon
request, the maintenance organisation shall furnish the
staff referred to in this paragraph with a copy of their
personal record on leaving the organisation.
The staff referred to in this paragraph shall be given

access on request to their personal records as detailed
above.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
145.35 (k) The organisation shall provide certifying staff with a
copy of their certification authorisation in either a
documented or electronic format.
145.35 (l) Certifying staff shall produce their certification

authorisation to any authorised person within 24
hours.
145.35 (m) The minimum age for certifying staff and support
staff is 21 years.
145.35 (n) The holder of a category A aircraft maintenance
licence may only exercise certification privileges on a
specific aircraft type following the satisfactory
completion of the relevant category A aircraft task
training carried out by an organisation appropriately
approved in accordance with Part-145 or Part-147.
This training shall include practical hands on training
and theoretical training as appropriate for each task
authorised. Satisfactory completion of training shall
be demonstrated by an examination or by workplace
assessment carried out by the organisation.
145.35 (o) The holder of a category B2 aircraft maintenance
licence may only exercise the certification privileges
described in point 66.A.20(a)(3)(ii) of Part-66
following the satisfactory completion of (i) the
relevant category A aircraft task training and (ii) six
months of documented practical experience covering
the scope of the authorisation that will be issued. The
task training shall include practical hands on training

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
assessment. Task training and
examination/assessment shall be carried out by the
maintenance organisation issuing the certifying staff
authorisation. The practical experience shall be also
obtained within such maintenance organisation.
145.40 ANO-145.40 Equipment, tools and material
(a) The organisation shall have available and use the
necessary equipment, tools and material to perform
the approved scope of work.
1. Where the manufacturer specifies a particular tool
or equipment, the organisation shall use that tool
or equipment, unless the use of alternative tooling
or equipment is agreed by CAAB via procedures
2. Equipment and tools must be permanently
available, except in the case of any tool or
equipment that is so infrequently used that its
permanent availability is not necessary. Such
cases shall be detailed in an exposition procedure.
3. An organisation approved for base maintenance
shall have sufficient aircraft access equipment
and inspection platforms/docking such that the
aircraft can be properly inspected.
(b) The organisation shall ensure that all tools,
equipment and particularly test equipment, as
appropriate, are controlled and calibrated according
to an officially recognised standard at a frequency to
ensure serviceability and accuracy. Records of such
calibrations and traceability to the standard used
shall be kept by the organisation.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
145.42 ANO-145.42 Acceptance of components
(a) All components shall be classified and appropriately
segregated into the following categories:
1. Components which are in a satisfactory condition,
released on a CAAB Form 1 or equivalent and
marked in accordance with ANO-21 Subpart Q.
2. Unserviceable components which shall be
maintained in accordance with this section.
3. Unsalvageable components which are classified
in accordance with ANO-145.42(d).
4. Standard parts used on an aircraft, engine,
propeller or other aircraft component when
specified in the manufacturer's illustrated parts
catalogue and/or the maintenance data.
5. Material both raw and consumable used in the
course of maintenance when the organisation is
satisfied that the material meets the required
specification and has appropriate traceability. All
material must be accompanied by documentation
clearly relating to the particular material and
containing a conformity to specification statement
plus both the manufacturing and supplier source.
(b) Prior to installation of a component, the organisation

shall ensure that the particular component is eligible
to be fitted when different modification and/or
airworthiness directive standards may be applicable.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
145.42 (c) The organisation may fabricate a restricted range of
parts to be used in the course of undergoing work
within its own facilities provided procedures are
identified in the exposition.
145.42 (d) Components which have reached their certified life
limit or contain a non-repairable defect shall be
classified as unsalvageable and shall not be
permitted to re-enter the component supply system
unless certified life limits have been extended or a
repair solution has been approved according to
ANO-21.
145.45 ANO-145.45 Maintenance data
(a) The organisation shall hold and use applicable
current maintenance data in the performance of
maintenance, including modifications and repairs.
‘Applicable’ means relevant to any aircraft,
component or process specified in the organisation's
approval class rating schedule and in any associated
capability list.
In the case of maintenance data provided by an operator
or customer, the organisation shall hold such data when
the work is in progress, with the exception of the need to
comply with ANO-145.55(c).
(b) For the purposes of ANO-145, applicable
maintenance data shall be any of the following:
1. Any applicable requirement, procedure,
operational directive or information issued by the
authority responsible for the oversight of the
aircraft or component;

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
145.45 2. Any applicable airworthiness directive issued by
the authority responsible for the oversight of the
3. Instructions for continuing airworthiness, issued
by type certificate holders, supplementary type
certificate holders, any other organisation
required to publish such data by ANO-21 and in
the case of aircraft or components from third
countries the airworthiness data mandated by the
4. Any applicable standard, such as but not limited
to, maintenance standard practices recognised by
CAAB as a good standard for maintenance;
5. Any applicable data issued in accordance with
paragraph (d).
145.45 (c) The organisation shall establish procedures to ensure
that if found, any inaccurate, incomplete or
ambiguous procedure, practice, information or
maintenance instruction contained in the
maintenance data used by maintenance personnel is
recorded and notified to the author of the
maintenance data.
145.45 (d) The organisation may only modify maintenance
instructions in accordance with a procedure specified
in the maintenance organisation's exposition. With
respect to those changes, the organisation shall
demonstrate that they result in equivalent or
improved maintenance standards and shall inform
the type-certificate holder of such changes.
Maintenance instructions for the purposes of this

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
paragraph means instructions on how to carry out
the particular maintenance task: they exclude the
engineering design of repairs and modifications.
145.45 (e) The organisation shall provide a common work card
or worksheet system to be used throughout relevant
parts of the organisation. In addition, the
organisation shall either transcribe accurately the
maintenance data contained in paragraphs (b) and (d)
onto such work cards or worksheets or make precise
reference to the particular maintenance task or tasks
contained in such maintenance data. Work cards and
worksheets may be computer generated and held on
an electronic database subject to both adequate
safeguards against unauthorised alteration and a
back-up electronic database which shall be updated
within 24 hours of any entry made to the main
electronic database. Complex maintenance tasks
shall be transcribed onto the work cards or
worksheets and subdivided into clear stages to
ensure a record of the accomplishment of the
complete maintenance task.
Where the organisation provides a maintenance service to
an aircraft operator who requires their work card or work
sheet system to be used then such work card or worksheet
system may be used. In this case, the organisation shall
establish a procedure to ensure correct completion of the
aircraft operators' work cards or worksheets.
145.45 (f) The organisation shall ensure that all applicable

maintenance data is readily available for use when
required by maintenance personnel.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
145.45 (g) The organisation shall establish a procedure to
ensure that maintenance data it controls is kept up to
date. In the case of operator/customer controlled and
provided maintenance data, the organisation shall be
able to show that either it has written confirmation
from the operator/customer that all such maintenance
data is up to date or it has work orders specifying the
amendment status of the maintenance data to be used
or it can show that it is on the operator/customer
maintenance data amendment list.
145.47 ANO-145.47 Production planning

(a) The organisation shall have a system appropriate to
the amount and complexity of work to plan the
availability of all necessary personnel, tools,
equipment, material, maintenance data and facilities
in order to ensure the safe completion of the
maintenance work.
145.47 (b) The planning of maintenance tasks, and the
organising of shifts, shall take into account human
performance limitations.
145.47 (c) When it is required to hand over the continuation or

completion of maintenance tasks for reasons of a
shift or personnel changeover, relevant information
shall be adequately communicated between outgoing
and incoming personnel.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
145.50 ANO-145.50 Certification of maintenance
(a) A certificate of release to service shall be issued by
appropriately authorised certifying staff on behalf of
the organisation when it has been verified that all
maintenance ordered has been properly carried out
by the organisation in accordance with the
procedures specified in ANO-145.70, taking into
account the availability and use of the maintenance
data specified in ANO-145.45 and that there are no
non-compliances which are known that hazard
seriously the flight safety.
145.50 (b) A certificate of release to service shall be issued
before flight at the completion of any maintenance.
145.50 (c) New defects or incomplete maintenance work orders
identified during the above maintenance shall be
brought to the attention of the aircraft operator for
the specific purpose of obtaining agreement to
rectify such defects or completing the missing
elements of the maintenance work order. In the case
where the aircraft operator declines to have such
maintenance carried out under this paragraph,
paragraph (e) is applicable.
145.50 (d) A certificate of release to service shall be issued at

the completion of any maintenance on a component
whilst off the aircraft. The authorised release
certificate CAAB Form 1 referred to in Appendix I of
this Part constitutes the component certificate of
release to service. When an organisation maintains a
component for its own use, a CAAB Form 1 may not
be necessary depending upon the organisation’s
internal release procedures defined in the exposition.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
145.50 (e) By derogation to paragraph (a), when the
organisation is unable to complete all maintenance
ordered, it may issue a certificate of release to
service within the approved aircraft limitations. The
organisation shall enter such fact in the aircraft
certificate of release to service before the issue of
such certificate.
145.50 (f) By derogation to paragraph (a) and ANO-145.42,
when an aircraft is grounded at a location other than
the main line station or main maintenance base due
to the non-availability of a component with the
appropriate release certificate, it is permissible to
temporarily fit a component without the appropriate
release certificate for a maximum of 30 flight hours
or until the aircraft first returns to the main line
station or main maintenance base, whichever is the
sooner, subject to the aircraft operator agreement and
said component having a suitable release certificate
but otherwise in compliance with all applicable
maintenance and operational requirements. Such
components shall be removed by the above
prescribed time limit unless an appropriate release
certificate has been obtained in the mean- time under
paragraph (a) and ANO-145.42.
145.55 ANO-145.55 Maintenance records

(a) The organisation shall record all details of
maintenance work carried out. As a minimum, the
organisation shall retain records necessary to prove
that all requirements have been met for issuance of
the certificate of release to service, including
subcontractor's release documents.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
145.55 (b) The organisation shall provide a copy of each
certificate of release to service to the aircraft
operator, together with a copy of any specific
approved repair/modification data used for
repairs/modifications carried out.
145.55 (c) The organisation shall retain a copy of all detailed
maintenance records and any associated maintenance
data for three years from the date the aircraft or
component to which the work relates was released
from the organisation.
1. Records under this paragraph shall be stored in a
manner that ensures protection from damage,
alteration and theft.
2. Computer backup discs, tapes etc. shall be stored
in a different location from that containing the
working discs, tapes etc., in an environment that
ensures they remain in good condition.
3. Where an organisation approved under ANO-145
terminates its operation, all retained maintenance
records covering the last two years shall be
distributed to the last owner or customer of the
respective aircraft or component or shall be stored
as specified by CAAB.
145.60 ANO-145.60 Occurrence reporting
(a) The organisation shall report to CAAB, the state of
registry and the organisation responsible for the
design of the aircraft or component any condition of
the aircraft or component identified by the
organisation that has resulted or may result in an
unsafe condition that hazards seriously the flight
safety.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
145.60 (b) The organisation shall establish an internal
occurrence reporting system as detailed in the
exposition to enable the collection and evaluation of
such reports, including the assessment and extraction
of those occurrences to be reported under paragraph
(a). This procedure shall identify adverse trends,
corrective actions taken or to be taken by the
organisation to address deficiencies and include
evaluation of all known relevant information relating
to such occurrences and a method to circulate the
information as necessary.
145.60 (c) The organisation shall make such reports in a form
and manner established by CAAB and ensure that
they contain all pertinent information about the
condition and evaluation results known to the
organisation.
145.60 (d) Where the organisation is contracted by a
commercial operator to carry out maintenance, the
organisation shall also report to the operator any
such condition affecting the operator's aircraft or
component.
145.60 (e) The organisation shall produce and submit such
reports as soon as practicable but in any case within
72 hours of the organisation identifying the condition
to which the report relates.
145.65 ANO-145.65 Safety and quality policy, maintenance
procedures and quality system
(a) The organisation shall establish a safety and quality
policy for the organisation to be included in the
exposition under ANO-145.70.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
145.65 (b) The organisation shall establish procedures agreed
by CAAB taking into account human factors and
human performance to ensure good maintenance
practices and compliance with ANO-145 which shall
include a clear work order or contract such that
aircraft and components may be released to service
in accordance with ANO-145.50.
1. The maintenance procedures under this paragraph
apply to ANO-145.25 to ANO-145.95.
2. The maintenance procedures established or to be
established by the organisation under this
paragraph shall cover all aspects of carrying out
the maintenance activity, including the provision
and control of specialised services and lay down
the standards to which the organisation intends to
work.
3. With regard to aircraft line and base maintenance,
the organisation shall establish procedures to
minimise the risk of multiple errors and capture
errors on critical systems, and to ensure that no
person is required to carry out and inspect in
relation to a maintenance task involving some
element of disassembly/reassembly of several
components of the same type fitted to more than
one system on the same aircraft during a
particular maintenance check.
However, when only one person is available to carry out
these tasks then the organisation's work card or worksheet
shall include an additional stage for re-inspection of the
work by this person after completion of all the same tasks

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
Maintenance procedures shall be established to ensure
that damage is assessed and modifications and repairs are
carried out using data approved by CAABor by an
approved ANO-21 design organisation, as appropriate
145.65 (c) The organisation shall establish a quality system that
includes the following:
1. Independent audits in order to monitor
compliance with required aircraft/aircraft
component standards and adequacy of the
procedures to ensure that such procedures invoke
good maintenance practices and airworthy
aircraft/aircraft components. In the smallest
organisations the independent audit part of the
quality system may be contracted to another
organisation approved under ANO-145 or a
person with appropriate technical knowledge and
proven satisfactory audit experience; and
2. A quality feedback reporting system to the person
or group of persons specified in ANO-145.30(b)
and ultimately to the accountable manager that
ensures proper and timely corrective action is
taken in response to reports resulting from the
independent audits established to meet paragraph
(1).
145.65 (d) The organization shall establish a Safety
Management System (SMS) that:
(1) Shall achieve the following objectives as a
minimum:
(i) Identifies safety hazards;
(ii) Assesses the impact of these safety
hazards and mitigates risks;

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
(iii) Ensures that remedial action necessary to
maintain an acceptable level of safety is
implemented;
(iv) Provides for continuous monitoring and
regular assessment of the safety level
achieved; and
(v) Aims to make continuous improvement to the
overall level of safety.
(2) Shall meet the requirements contained in
Appendix V to this Part; and
(3) Shall be approved by the Competent Authority.
145.70 ANO-145.70 Maintenance organisation exposition
(a) ‘Maintenance organisation exposition’ means the
document or documents that contain the material
specifying the scope of work deemed to constitute
approval and showing how the organisation intends
to comply with ANO-145. The organisation shall
provide the Director with a maintenance organisation
exposition, containing the following information:
1. A statement signed by the accountable manager
confirming that the maintenance organisation
exposition and any referenced associated manuals
define the organisation's compliance with ANO-145
and will be complied with at all times. When the
accountable manager is not the chief executive
officer of the organisation then such chief executive
officer shall countersign the statement;
2. the organisation's safety and quality policy as
specified by ANO-145.65;
3. the title(s) and name(s) of the persons nominated
under ANO-145.30(b);

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
145.70 4. the duties and responsibilities of the persons
nominated under ANO-145.30(b), including matters
on which they may deal directly with CAAB on
behalf of the organisation;
5. an organisation chart showing associated chains of
responsibility between the persons nominated under
ANO-145.30(b);
6. a list of certifying staff and B1 and B2 support staff;
7. a general description of manpower resources;
8. a general description of the facilities located at each
address specified in the organisation's approval
certificate;
9. a specification of the organisation's scope of work
relevant to the extent of approval;
10. the notification procedure of ANO-145.85 for
organisation changes;
11. the maintenance organisation exposition amendment
procedure;
12. the procedures and quality system established by the
organisation under ANO-145.25 to ANO 145.90;
13. a list of commercial operators, where applicable, to
which the organisation provides an aircraft
maintenance service;
14. a list of subcontracted organisations, where
applicable, as specified in ANO-145.75(b);
15. a list of line stations, where applicable, as specified
in ANO-145.75(d);
16. a list of contracted organisations, where applicable.
145.70 (b) The exposition shall be amended as necessary to
remain an up-to-date description of the organisation.
The exposition and any subsequent amendment shall
be approved by CAAB.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
145.70 (c) Notwithstanding paragraph (b) minor amendments to
the exposition may be approved through an
exposition procedure (hereinafter called indirect
approval).
145.70 (d) The exposition shall refer to the Safety Management

System Manual (SMSM).
145.75 ANO-145.75 Privileges of the organisation
In accordance with the exposition, the organisation shall
be entitled to carry out the following tasks:
(a) Maintain any aircraft and/or component for which it
is approved at the locations identified in the
approval certificate and in the exposition;
145.75 (b) Arrange for maintenance of any aircraft or

component for which it is approved at another
organisation that is working under the quality
system of the organisation. This refers to work being
carried out by an organisation not itself
appropriately approved to carry out such
maintenance under ANO-145 and is limited to the
work scope permitted under ANO-145.65(b)
procedures. This work scope shall not include a base
maintenance check of an aircraft or a complete
workshop maintenance check or overhaul of an
engine or engine module;
145.75 (c) Maintain any aircraft or any component for which it
is approved at any location subject to the need for
such maintenance arising either from the
unserviceability of the aircraft or from the necessity
of supporting occasional line maintenance, subject
to the conditions specified in the exposition;

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
145.75 (d) Maintain any aircraft 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 the organisation exposition
both permits such activity and lists such locations;
145.75 (e) Issue certificates of release to service in respect of
completion of maintenance in accordance with
ANO-145.50.
145.80 ANO-145.80 Limitations on the organisation
The organisation shall only maintain an aircraft or
component for which it is approved when all the
necessary facilities, equipment, tooling, material,
maintenance data and certifying staff are available.
145.85 ANO-145.85 Changes to the organisation
The organisation shall notify CAAB of any proposal to
carry out any of the following changes before such
changes take place to enable CAAB to determine
continued compliance with ANO-145 and to amend,
if necessary, the approval certificate, except that in the
case of proposed changes in personnel not known to the
management beforehand, these changes must be notified
at the earliest opportunity:
1. the name of the organisation;
2. the main location of the organisation;
3. additional locations of the organisation;
4. the accountable manager;
5. any of the persons nominated under ANO-145.30(b);
6. the facilities, equipment, tools, material, procedures,
work scope or certifying staff that could affect the
approval.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
145.90 ANO-145.90 Continued validity
a) An approval shall be issued for a period of one year.
It shall remain valid subject to:
1. the organisation remaining in compliance with
ANO-145;
2. authorised person being granted access to the
organisation to determine continued compliance
with ANO-145; and
3. the certificate not being surrendered or revoked.
145.90 b) Upon surrender, revocation or expiry of the approval,

the approval shall be returned to CAAB.
145.95 ANO-145.95 Findings
(a) A level 1 finding is any significant non-compliance
with ANO-145 requirements which lowers the
safety standard and hazards seriously the flight
safety.
145.95 (b) A level 2 finding is any non-compliance with the
ANO-145 requirements which could lower the safety
standard and possibly hazard the flight safety.
145.95 (c) After receipt of notification of findings, the holder of
the maintenance organisation approval shall define a
corrective action plan and demonstrate corrective
action to the satisfaction of CAAB within a period
agreed with CAAB.
END

Chapter: 40, Approval of Special Operations- Performance Based Navigation Operation
_______________________________________________________________________________________
CHAPTER 40
APPROVAL OF SPECIAL OPERATIONS‐ PERFORMANCE BASED

NAVIGATION OPERATION
1. Purpose and Scope
ANO (AW) E.12 requires the operator to seek Chairman, CAAB approval prior to operating
their aircraft for PBN operation. Detailed airworthiness/operations requirements for PBN
approval are described in the ANO. This chapter provides guidelines to Airworthiness
Division officers to be followed for ensuring compliance of policy and CAAB
requirements while processing the requests for grant of Initial and subsequent approvals to
operators to undertake PBN operation. Each aircraft is required to be approved for PBN
operation.
2. Procedure‐ Initial Approval
2.1 Application for approval for PBN operations shall be submitted to the DFSR with
paragraph wise compliance of the ANO related to the PBN operation. The supporting
documents confirming compliance with requirements of ANO and the Checklist attached
with this chapter shall also be enclosed by the concerned operator seeking approval. The
checklist should clearly show the compliance and the location of the compliance in the notes
section. Verification remarks column of the checklist to be used by CAAB officer while
reviewing the operator request for approval.
2.2 Airworthiness Division shall carry out necessary investigation of the application from
airworthiness poi nt of view. The responsible officer should ensure that the aircraft is
Compliant by build standards at certification or by post certification modification
action. The necessary amendments to the Approved Maintenance Program/ Schedule have
been approved. MEL is amended.
2.2.1 It is to be ensured that if aircraft is operated in accordance with an AOC the

necessary PBN applicable amendments to the Maintenance documents,
Maintenance program, and CAME (as appropriate) have been supplied and approved
where necessary. These should include;
2.2.1.1 Details of how the operator, in conjunction with the contracted maintenance
organization will manage and report height‐ keeping errors including details of an
appropriate and discrete reliability‐monitoring program.
2.2.1.2 It should be clearly described how the in‐house Engineering/Flight Operations

interface works with regard to the downgrading and upgrading of the PBN
capability of individual airframes.

_______________________________________________________________________________________
2.2.1.3 Training of personnel involved in PBN maintenance. This training should include
recurrent training elements at regular intervals is defined
2.2.1.4 The provision of, or access to all necessary test equipment and procedures.
2.2.2 For non‐commercial air transport aircraft the owner/operator will need to be able to
demonstrate how they addressed/organized the following:
2.2.2.1 A maintenance program/schedule amendment, which includes the equipment‐

installed i.a.w the manufacturer’s service bulletin to enable the special
operation, this may require an additional reliability program.
2.2.2.2 Either an Engineering Manual, CAME (if applicable) or a supplement to the

Operations Manual defining; General Organization including an
accountable manager or nominated person for maintenance and their
responsibilities, PBN Maintenance Procedures including procedures for
upgrading and downgrading the operating system, Contracted Maintenance including
the approved organization nominated to maintain the operating systems and
recommend the ARC/C of A renewal. This should also consider training (initial and
recurrent) of personnel involved in PBN maintenance .
2.2.2.3 Contracts or agreements between the operator and the nominated

maintenance organization.
2.2.2.4 Ensure that the CAAB has access to the aircraft and contracted
maintenance provider for the initial and subsequent audit/surveys.
2.2.3 Any deficiency noticed during investigation by Airworthiness shall be referred to the
operator by the Airworthiness Division for corrective action. Verification/ remark
Column on the checklist shall be completed by the responsible officer.
2.2.4 After having satisfied with the ANO compliance, aircraft eligibility, etc., the
application along with a copy of completed checklist shall be forwarded to the
Airworthiness Division for further investigation.
2.2.5 On being satisfied with the proposal and completeness of checklist, Airworthiness
Division shall forward the proposal to Flight Inspection Division (FID) for further
investigation from Operation aspect.
2.2.6 Final approval after satisfactory scrutiny both by Airworthiness offices and the FID shall be
issued by DFSR under intimation to Air transport Division for endorsement in the AOC.

_______________________________________________________________________________________
3. Approval of additional aircraft.
Whenever an additional aircraft is added by an operator to their fleet for PBN

operation that already has such approvals, the approval may be granted by the DFSR
after scrutiny of operator request from Airworthiness aspect and Operational aspect from the
assigned FOI. The checklist from Airworthiness aspect and Operation aspect shall be
completed by the responsible Airworthiness officer and FOI respectively. Approval letter
shall be issued by the DFSR under intimation to the Air transport Directorate for endorsement
in the AOCP.
4. Continuing surveillance
DFSR shall ensure the compliance for maintenance and regulatory requirement relevant
to the PBN approval during routine surveillance. Necessary follow up action depend
upon nature of finding shall be initiated in accordance with enforcement policy and
procedure manual. Ongoing monitoring, for AOC maintenance support arrangements, will
be subject to the routine audit report forms as per normal procedures.
5. Record Keeping
DFSR will establish a system to maintain records of all documents generated and received
during the process of evaluation, approval and of PBN operation.

_______________________________________________________________________________________
Attachment ‐ A
PBN OPERATION COMPLIANCE ‐ CHECKLIST
The purpose of this PBN Operation Compliance Checklist is to assist owner/operators/ officers
of CAAB with a view to ensuring that PBN approval process is standardized. In all cases the
checklist should clearly show either compliance or location of the compliance in the notes
section or not applicable (N/A) and the reason in the notes section. Verification remarks column
to be used by CAAB officer while reviewing the operator request for approval.
Check List for Approval of PBN Operation (Airworthiness Aspects)
Contact Person:
Telephone No.
Fax No.
Email address:
Air Operator Permit Number:
Aeroplane registration mark(s) and

Aeroplane Serial No(s)

_______________________________________________________________________________________
Part B: Scope of Application
It is the applicant’s responsibility to apply only for navigation authorizations that they have an
operational requirement for and can demonstrate compliance with all the relevant airworthiness,
continued airworthiness and flight operations requirements.
RNP 2 RNP 10 (RNAV 10)

RNP 1 RNP 4
RNP APCH RNP AR Operations
RNAV 5 RNP 0.3 – Refer Note 1
RNAV 1 and RNAV 2 Advanced RNP –
Refer Note 1
List of aircraft (registration No and S. No.)

requested for PBN approval
Part C: Airworthiness Information
Item Check points Notes Verification / Remarks

No
1.0 Evidence following to support the application.
1.1 Detail of Approval Basis

1.2 A brief description of the aircraft’s
installation system of major
components (make, model, part
number [hardware and software])
1.3 Previous navigation or PBN
approvals/authorisations
2.0 Evidence of Continued Airworthiness Procedures including the following subjects:
2.1 Identification of maintenance

organization responsible for
maintaining the aircraft and
Operator oversight procedure of the
maintenance provider
2.2 Maintenance schedule reference for
the relevant system

_______________________________________________________________________________________
2.3 Aircraft configuration and

management procedures
2.4 Aircraft Maintenance Manual

reference for the relevant system
2.5 Parts Management
2.6 Test equipment required and

management
2.7 Maintenance personnel training and competency
Part C: Operator Statement
The undersigned certifies the above information to be correct and true and that aeroplane
system installation, continuing airworthiness of systems, minimum equipment for dispatch,
operating procedures and flight crew training comply with the CAAB requirements.
1. Name of Head of Engineering: Signature Date‐
2. Name of Chief Pilot Operations: Signature Date‐
Verification Remarks/ Recommendation by Airworthiness office: The aircraft as listed in this

check meets the requirements for PBN operation from airworthiness aspects.
Name and Designation of Officer: Signature:
For approval of additional aircraft only.
Recommendation and completion of Checklist by FOI as per FOI manual.
Signature of FOI
Approved/Not Approved
Signature of Deputy Director (AELD)

Table of Contents
1. GENERAL………………………………………………………………………………………. 02
1.1 Introduction ………………………………………………………………………………….. 02
1.4 References …………………………………………………………………………………… 02
1.5 Resources ………………………………………………………………………………….… 03
4.3.1 MOE Amendments …………………………………………………………………….. 08
4.3.3 Findings ………………………………………………………………………………... 10
4.3.4 Record-keeping ………………………………………………………………………… 10
4.3.5 Exemptions ……………………………………………………………………………. 11


6.2 Panel of Experts ……………………………………………………………………….…….. 13
15


1. GENERAL
1.1 Introduction
matters.

ANO(AW) Part-145.
PE Penal of Experts
1.4 References

1.5 Resources
procedure.


receipt by CAAB.


dependent upon:


145.30(b).
ANO(AW) Part-145.

Form 6.
the audit visit.
issued.
documentation:
plan.
a) Approval number
c) Address

current expiry date
Organisation.

Organisation.

amendment, and
and complexity.
4.3.3 Findings
organisation.

particular type.
the finding.



carried out.
4.3.5 Exemptions

CAAB.



certificate.
details:




extent.
procedure.


nature of finding.




 Cash.
 Cash.

authority;

APPENDIX 1
Team Leader: Date:

Name of
Organisation:

7 Yes No N/A
personnel

APPENDIX 2
Team Leader: Date:

Name of
Organisation:

5 Yes No N/A
file

APPENDIX 3

Organization
Team Leader: Date:

Name of
Organisation:

2 Yes No N/A

6 Yes No N/A
applicable
7 Yes No N/A
file if applicable

Appendix-4

CAAB FORM 6
Part 1: General
Approval reference:

Form 3 dated *:
Audit reference(s):


CAAB FORM 6

Para Subject
145.25 Facilities
145.30 Personnel
145.70 See Part 3


CAAB FORM 6
but not reviewed.
Part 1 MANAGEMENT

1.10


2.2 contractors

2.3 maintenance



CAAB FORM 6






CAAB FORM 6

Part 4
Part 5 APPENDICES



CAAB FORM 6

L Corrective action
Part v
2 or 3 e Date Date
Findings


CAAB FORM 6
Approval reference:
Audit reference(s):
……………………………………… be continued.
CAAB Office:

Appendix-5
Name of the
_________________
Notes:
used?


GM 145.A.70(a)
PART 1
NT

ANO.145.A.70(a)3
ANO.145.A.70(a)4


ANO145.A.0(a), (b),
Personnel
AMC145.30(c)
ANO145.A.30(b)3
ANO145.A.70(a)4
AMC145.A.30(b)5
ANO145.A.70(a)4
ANO145.A.30(b)5
ANO145.A.70(a)4
ANO145.A.70(a)4
ANO145.A.70(a)4

ANO145.A.70(a)5
ANO145.A.30(b)(8)

ANO145.A.35(j)
ANO145.A.70(a)6, (b)
-Name
-Function
Authorization
-Base Maintenance ,


ANO 145.A.25
(other Stations)
ANO 145.A.25
145.A.75(a), ANO 145.A.80
Engine Maintenance
Amendment Process

Bases
the approval)

ANO 145.A. 70(b) & (c)
Distribution.)
Exposition
AMC 145.A.42(c)6

145.A.75 (b)
Responsibilities


Customers
Responsibilities

segregation
inspection
Quarantine Store

Responsibility
Storage facilities
Storage procedures

145.A.65(b),
Standards
Purchasing of tools
Storage of tools
Inventory control-
Leased equipment

ANO 145.A.65(b),
Calibration Process

ANO 145.A.65(b),
General tooling
Equipment

ANO 145.A.65(b),
ANO 145.A.80
Fire Protection


Responsibility
company


etc )
Responsibility
Customer Aircraft

ANO 145.A.45(a)(b)(g),
ANO 145.A.50(a)
ANO 145.A.65(b)
Evaluation
Compliance
Records

ANO 145.A.65(b)
Evaluation
Compliance

ANO 145.A.70(a)12
Work package
owner/operator


ANO 145.A.65(b),
ANO 145.A.70(a)12
Storage

ANO 145.A.60(a)

145.A.75(e)
Engine; components
Release to service
CAAB Form 1

ANO 145.A.65(b),
ANO 145.A.70(a)12
operator.

ANO 145.A.65(b),
Responsibility
Reporting procedure
Investigation
Records



ANO 145.A.70(a)12,
ANO 145.A.75(b)
Repair Order
AOG requirement

ANO 145.A.70(a)12

Manpower planning

Definitions
Process

Maintenance Task
Fuel Tank Safety
NDT procedure
Aircraft Weighing

ANO 145.A.65(b)
errors


Responsibilities
Process

and ambiguities
Responsibility
Procedure


Purpose & Scope
General Issues
Status Meeting
Material Planning



ANO 145.A.65(b)
Repetitive Defects

ANO 145.A.65(b),

ANO 145.A.50(f),
Parts
ANO 145.A.65(b)

ANO 145.A.42(a), (d)
ANO 145.A.65(b)

ANO 145.A.65(b)

ANO 145.A.70(a)12
Audit Plan
Procedure
Records

ANO 145.A.70(a)12
Audit Plan
Records

145.A.70(a)12
Root Cause Analysis
Audit Reports
Management Reviews


Components

Responsibilities
Records

ANO 145.A.65(c)
Selection
Training

ANO
145.A.35(a)(b)(c)(d)(e)(f)(g
)(h)(i)
Stores Inspection
Recruitment
Basic Training
Type Training





ANO 145.A.65(b)

145.A.35(d)(e)(f)
Purpose & Scope


Purpose & Scope
Applicability
Responsibility
Procedure
PART 4
PART 5

ANO145.A.30(j);
ANO 145.A.70(a)14,(b);

ANO 145.A.70(a)15, (b)
ANO 145.A.75(d)

ANO 145.A.75(d)
COMMENTS ON MOE
Date:

Appendix-6


Tel No:
Email:

Reference
Questions
145.A.25 Facilities
machine….etc)
General cleanliness
data
Dust protection
Overall cleanliness
General Lightning
Special Lightning


Reference
Questions
ESDS protection
Assembly facilities
Inspection aids
Staff working area
control)
Adequate Lightning
of records)
ESDS protection
Shelf life control
1.
2.
Quality System


Reference
Questions
CDCCL Training
only
line maintenance.
Base maintenance
authorized.
145
tasks performed
1.
2.
CDCCL Training
(b)
 Type
 Human Factors
 Procedures
 CDCCL

(j)
filing)


Reference
Questions
organization
(l)
1.
2.
(a)
are available
Condition of tools
recommendations
1.
2.
(b)
status)
(d)
consumables

serviceability


Reference
Questions
 Vendor Manuals
 Customized AMP
(c)
(d)
is not accessible.
(a)
Sampled document:

stamp.
usage


Reference
Questions

(b)
and Manufacturer.
occurrences
(b)
(c)
approved procedures
Quality audit plan
Internal audits
Procedure Audit
Subcontractor audit
Line Station audit
Supplier Audits


Reference
Questions
Concession control
Variation control

2.12.1 145A.75(a)
1.
2.
Signature
Auditor’s Name
Date
Signature
Auditor’s Name
Date
Signature
Auditor’s Name
Date

Address
Email:
M.O.E Reference:

CAAB Use Only

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
145.10 ANO-145.10 Scope
unlikely to occur.
maintenance;

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)

undue discomfort.
effective manner.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
inspection tasks.
established.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
approval.
Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
compliance matters.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
point 145.A.35.
Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
certifying staff.
service.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
66.
provisions:

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
of that person.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
support staff
authorisation.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
ANO-145.
paragraph (c).

available.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
under ANO-66;
where relevant, and

above.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)

hours.
staff is 21 years.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)


Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
ANO-21.
capability list.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
paragraph (d).
maintenance data.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)


Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)

maintenance work.


Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)


Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
such certificate.


Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
safety.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
organisation.
component.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
work.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
(1).
minimum:

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
implemented;
achieved; and

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
ANO-145.30(b);
certificate;
procedure;
in ANO-145.75(d);

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
approval).



Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
ANO-145.50.
approval.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
ANO-145;
with ANO-145; and

safety.
agreed with CAAB.
END

Table of Contents
1. GENERAL………………………………………………………………………………………. 02
1.1 Introduction ………………………………………………………………………………….. 02
1.4 References …………………………………………………………………………………… 02
1.5 Resources ………………………………………………………………………………….… 03
4.3.1 MOE Amendments …………………………………………………………………….. 08
4.3.3 Findings ………………………………………………………………………………... 10
4.3.4 Record-keeping ………………………………………………………………………… 10
4.3.5 Exemptions ……………………………………………………………………………. 11


6.2 Panel of Experts ……………………………………………………………………….…….. 13
15


1. GENERAL
1.1 Introduction
matters.

ANO(AW) Part-145.
PE Penal of Experts
1.4 References

1.5 Resources
procedure.


receipt by CAAB.


dependent upon:


145.30(b).
ANO(AW) Part-145.

Form 6.
the audit visit.
issued.
documentation:
plan.
a) Approval number
c) Address

current expiry date
Organisation.

Organisation.

amendment, and
and complexity.
4.3.3 Findings
organisation.

particular type.
the finding.



carried out.
4.3.5 Exemptions

CAAB.



certificate.
details:




extent.
procedure.


nature of finding.




 Cash.
 Cash.

authority;

APPENDIX 1
Team Leader: Date:

Name of
Organisation:

7 Yes No N/A
personnel

APPENDIX 2
Team Leader: Date:

Name of
Organisation:

5 Yes No N/A
file

APPENDIX 3

Organization
Team Leader: Date:

Name of
Organisation:

2 Yes No N/A

6 Yes No N/A
applicable
7 Yes No N/A
file if applicable

Appendix-4

CAAB FORM 6
Part 1: General
Approval reference:

Form 3 dated *:
Audit reference(s):


CAAB FORM 6

Para Subject
145.25 Facilities
145.30 Personnel
145.70 See Part 3


CAAB FORM 6
but not reviewed.
Part 1 MANAGEMENT

1.10


2.2 contractors

2.3 maintenance



CAAB FORM 6






CAAB FORM 6

Part 4
Part 5 APPENDICES



CAAB FORM 6

L Corrective action
Part v
2 or 3 e Date Date
Findings


CAAB FORM 6
Approval reference:
Audit reference(s):
……………………………………… be continued.
CAAB Office:

Appendix-5
Name of the
_________________
Notes:
used?


GM 145.A.70(a)
PART 1
NT

ANO.145.A.70(a)3
ANO.145.A.70(a)4


ANO145.A.0(a), (b),
Personnel
AMC145.30(c)
ANO145.A.30(b)3
ANO145.A.70(a)4
AMC145.A.30(b)5
ANO145.A.70(a)4
ANO145.A.30(b)5
ANO145.A.70(a)4
ANO145.A.70(a)4
ANO145.A.70(a)4

ANO145.A.70(a)5
ANO145.A.30(b)(8)

ANO145.A.35(j)
ANO145.A.70(a)6, (b)
-Name
-Function
Authorization
-Base Maintenance ,


ANO 145.A.25
(other Stations)
ANO 145.A.25
145.A.75(a), ANO 145.A.80
Engine Maintenance
Amendment Process

Bases
the approval)

ANO 145.A. 70(b) & (c)
Distribution.)
Exposition
AMC 145.A.42(c)6

145.A.75 (b)
Responsibilities


Customers
Responsibilities

segregation
inspection
Quarantine Store

Responsibility
Storage facilities
Storage procedures

145.A.65(b),
Standards
Purchasing of tools
Storage of tools
Inventory control-
Leased equipment

ANO 145.A.65(b),
Calibration Process

ANO 145.A.65(b),
General tooling
Equipment

ANO 145.A.65(b),
ANO 145.A.80
Fire Protection


Responsibility
company


etc )
Responsibility
Customer Aircraft

ANO 145.A.45(a)(b)(g),
ANO 145.A.50(a)
ANO 145.A.65(b)
Evaluation
Compliance
Records

ANO 145.A.65(b)
Evaluation
Compliance

ANO 145.A.70(a)12
Work package
owner/operator


ANO 145.A.65(b),
ANO 145.A.70(a)12
Storage

ANO 145.A.60(a)

145.A.75(e)
Engine; components
Release to service
CAAB Form 1

ANO 145.A.65(b),
ANO 145.A.70(a)12
operator.

ANO 145.A.65(b),
Responsibility
Reporting procedure
Investigation
Records



ANO 145.A.70(a)12,
ANO 145.A.75(b)
Repair Order
AOG requirement

ANO 145.A.70(a)12

Manpower planning

Definitions
Process

Maintenance Task
Fuel Tank Safety
NDT procedure
Aircraft Weighing

ANO 145.A.65(b)
errors


Responsibilities
Process

and ambiguities
Responsibility
Procedure


Purpose & Scope
General Issues
Status Meeting
Material Planning



ANO 145.A.65(b)
Repetitive Defects

ANO 145.A.65(b),

ANO 145.A.50(f),
Parts
ANO 145.A.65(b)

ANO 145.A.42(a), (d)
ANO 145.A.65(b)

ANO 145.A.65(b)

ANO 145.A.70(a)12
Audit Plan
Procedure
Records

ANO 145.A.70(a)12
Audit Plan
Records

145.A.70(a)12
Root Cause Analysis
Audit Reports
Management Reviews


Components

Responsibilities
Records

ANO 145.A.65(c)
Selection
Training

ANO
145.A.35(a)(b)(c)(d)(e)(f)(g
)(h)(i)
Stores Inspection
Recruitment
Basic Training
Type Training





ANO 145.A.65(b)

145.A.35(d)(e)(f)
Purpose & Scope


Purpose & Scope
Applicability
Responsibility
Procedure
PART 4
PART 5

ANO145.A.30(j);
ANO 145.A.70(a)14,(b);

ANO 145.A.70(a)15, (b)
ANO 145.A.75(d)

ANO 145.A.75(d)
COMMENTS ON MOE
Date:

Appendix-6


Tel No:
Email:

Reference
Questions
145.A.25 Facilities
machine….etc)
General cleanliness
data
Dust protection
Overall cleanliness
General Lightning
Special Lightning


Reference
Questions
ESDS protection
Assembly facilities
Inspection aids
Staff working area
control)
Adequate Lightning
of records)
ESDS protection
Shelf life control
1.
2.
Quality System


Reference
Questions
CDCCL Training
only
line maintenance.
Base maintenance
authorized.
145
tasks performed
1.
2.
CDCCL Training
(b)
 Type
 Human Factors
 Procedures
 CDCCL

(j)
filing)


Reference
Questions
organization
(l)
1.
2.
(a)
are available
Condition of tools
recommendations
1.
2.
(b)
status)
(d)
consumables

serviceability


Reference
Questions
 Vendor Manuals
 Customized AMP
(c)
(d)
is not accessible.
(a)
Sampled document:

stamp.
usage


Reference
Questions

(b)
and Manufacturer.
occurrences
(b)
(c)
approved procedures
Quality audit plan
Internal audits
Procedure Audit
Subcontractor audit
Line Station audit
Supplier Audits


Reference
Questions
Concession control
Variation control

2.12.1 145A.75(a)
1.
2.
Signature
Auditor’s Name
Date
Signature
Auditor’s Name
Date
Signature
Auditor’s Name
Date

Address
Email:
M.O.E Reference:

CAAB Use Only

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
145.10 ANO-145.10 Scope
unlikely to occur.
maintenance;

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)

undue discomfort.
effective manner.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
inspection tasks.
established.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
approval.
Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
compliance matters.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
point 145.A.35.
Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
certifying staff.
service.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
66.
provisions:

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
of that person.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
support staff
authorisation.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
ANO-145.
paragraph (c).

available.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
under ANO-66;
where relevant, and

above.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)

hours.
staff is 21 years.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)


Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
ANO-21.
capability list.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
paragraph (d).
maintenance data.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)


Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)

maintenance work.


Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)


Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
such certificate.


Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
safety.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
organisation.
component.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
work.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
(1).
minimum:

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
implemented;
achieved; and

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
ANO-145.30(b);
certificate;
procedure;
in ANO-145.75(d);

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
approval).



Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
ANO-145.50.
approval.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
ANO-145;
with ANO-145; and

safety.
agreed with CAAB.
END

Table of Contents
1. GENERAL………………………………………………………………………………………. 02
1.1 Introduction ………………………………………………………………………………….. 02
1.4 References …………………………………………………………………………………… 02
1.5 Resources ………………………………………………………………………………….… 03
4.3.1 MOE Amendments …………………………………………………………………….. 08
4.3.3 Findings ………………………………………………………………………………... 10
4.3.4 Record-keeping ………………………………………………………………………… 10
4.3.5 Exemptions ……………………………………………………………………………. 11


6.2 Panel of Experts ……………………………………………………………………….…….. 13
15


1. GENERAL
1.1 Introduction
matters.

ANO(AW) Part-145.
PE Penal of Experts
1.4 References

1.5 Resources
procedure.


receipt by CAAB.


dependent upon:


145.30(b).
ANO(AW) Part-145.

Form 6.
the audit visit.
issued.
documentation:
plan.
a) Approval number
c) Address

current expiry date
Organisation.

Organisation.

amendment, and
and complexity.
4.3.3 Findings
organisation.

particular type.
the finding.



carried out.
4.3.5 Exemptions

CAAB.



certificate.
details:




extent.
procedure.


nature of finding.




 Cash.
 Cash.

authority;

APPENDIX 1
Team Leader: Date:

Name of
Organisation:

7 Yes No N/A
personnel

APPENDIX 2
Team Leader: Date:

Name of
Organisation:

5 Yes No N/A
file

APPENDIX 3

Organization
Team Leader: Date:

Name of
Organisation:

2 Yes No N/A

6 Yes No N/A
applicable
7 Yes No N/A
file if applicable

Appendix-4

CAAB FORM 6
Part 1: General
Approval reference:

Form 3 dated *:
Audit reference(s):


CAAB FORM 6

Para Subject
145.25 Facilities
145.30 Personnel
145.70 See Part 3


CAAB FORM 6
but not reviewed.
Part 1 MANAGEMENT

1.10


2.2 contractors

2.3 maintenance



CAAB FORM 6






CAAB FORM 6

Part 4
Part 5 APPENDICES



CAAB FORM 6

L Corrective action
Part v
2 or 3 e Date Date
Findings


CAAB FORM 6
Approval reference:
Audit reference(s):
……………………………………… be continued.
CAAB Office:

Appendix-5
Name of the
_________________
Notes:
used?


GM 145.A.70(a)
PART 1
NT

ANO.145.A.70(a)3
ANO.145.A.70(a)4


ANO145.A.0(a), (b),
Personnel
AMC145.30(c)
ANO145.A.30(b)3
ANO145.A.70(a)4
AMC145.A.30(b)5
ANO145.A.70(a)4
ANO145.A.30(b)5
ANO145.A.70(a)4
ANO145.A.70(a)4
ANO145.A.70(a)4

ANO145.A.70(a)5
ANO145.A.30(b)(8)

ANO145.A.35(j)
ANO145.A.70(a)6, (b)
-Name
-Function
Authorization
-Base Maintenance ,


ANO 145.A.25
(other Stations)
ANO 145.A.25
145.A.75(a), ANO 145.A.80
Engine Maintenance
Amendment Process

Bases
the approval)

ANO 145.A. 70(b) & (c)
Distribution.)
Exposition
AMC 145.A.42(c)6

145.A.75 (b)
Responsibilities


Customers
Responsibilities

segregation
inspection
Quarantine Store

Responsibility
Storage facilities
Storage procedures

145.A.65(b),
Standards
Purchasing of tools
Storage of tools
Inventory control-
Leased equipment

ANO 145.A.65(b),
Calibration Process

ANO 145.A.65(b),
General tooling
Equipment

ANO 145.A.65(b),
ANO 145.A.80
Fire Protection


Responsibility
company


etc )
Responsibility
Customer Aircraft

ANO 145.A.45(a)(b)(g),
ANO 145.A.50(a)
ANO 145.A.65(b)
Evaluation
Compliance
Records

ANO 145.A.65(b)
Evaluation
Compliance

ANO 145.A.70(a)12
Work package
owner/operator


ANO 145.A.65(b),
ANO 145.A.70(a)12
Storage

ANO 145.A.60(a)

145.A.75(e)
Engine; components
Release to service
CAAB Form 1

ANO 145.A.65(b),
ANO 145.A.70(a)12
operator.

ANO 145.A.65(b),
Responsibility
Reporting procedure
Investigation
Records



ANO 145.A.70(a)12,
ANO 145.A.75(b)
Repair Order
AOG requirement

ANO 145.A.70(a)12

Manpower planning

Definitions
Process

Maintenance Task
Fuel Tank Safety
NDT procedure
Aircraft Weighing

ANO 145.A.65(b)
errors


Responsibilities
Process

and ambiguities
Responsibility
Procedure


Purpose & Scope
General Issues
Status Meeting
Material Planning



ANO 145.A.65(b)
Repetitive Defects

ANO 145.A.65(b),

ANO 145.A.50(f),
Parts
ANO 145.A.65(b)

ANO 145.A.42(a), (d)
ANO 145.A.65(b)

ANO 145.A.65(b)

ANO 145.A.70(a)12
Audit Plan
Procedure
Records

ANO 145.A.70(a)12
Audit Plan
Records

145.A.70(a)12
Root Cause Analysis
Audit Reports
Management Reviews


Components

Responsibilities
Records

ANO 145.A.65(c)
Selection
Training

ANO
145.A.35(a)(b)(c)(d)(e)(f)(g
)(h)(i)
Stores Inspection
Recruitment
Basic Training
Type Training





ANO 145.A.65(b)

145.A.35(d)(e)(f)
Purpose & Scope


Purpose & Scope
Applicability
Responsibility
Procedure
PART 4
PART 5

ANO145.A.30(j);
ANO 145.A.70(a)14,(b);

ANO 145.A.70(a)15, (b)
ANO 145.A.75(d)

ANO 145.A.75(d)
COMMENTS ON MOE
Date:

Appendix-6


Tel No:
Email:

Reference
Questions
145.A.25 Facilities
machine….etc)
General cleanliness
data
Dust protection
Overall cleanliness
General Lightning
Special Lightning


Reference
Questions
ESDS protection
Assembly facilities
Inspection aids
Staff working area
control)
Adequate Lightning
of records)
ESDS protection
Shelf life control
1.
2.
Quality System


Reference
Questions
CDCCL Training
only
line maintenance.
Base maintenance
authorized.
145
tasks performed
1.
2.
CDCCL Training
(b)
 Type
 Human Factors
 Procedures
 CDCCL

(j)
filing)


Reference
Questions
organization
(l)
1.
2.
(a)
are available
Condition of tools
recommendations
1.
2.
(b)
status)
(d)
consumables

serviceability


Reference
Questions
 Vendor Manuals
 Customized AMP
(c)
(d)
is not accessible.
(a)
Sampled document:

stamp.
usage


Reference
Questions

(b)
and Manufacturer.
occurrences
(b)
(c)
approved procedures
Quality audit plan
Internal audits
Procedure Audit
Subcontractor audit
Line Station audit
Supplier Audits


Reference
Questions
Concession control
Variation control

2.12.1 145A.75(a)
1.
2.
Signature
Auditor’s Name
Date
Signature
Auditor’s Name
Date
Signature
Auditor’s Name
Date

Address
Email:
M.O.E Reference:

CAAB Use Only

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
145.10 ANO-145.10 Scope
unlikely to occur.
maintenance;

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)

undue discomfort.
effective manner.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
inspection tasks.
established.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
approval.
Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
compliance matters.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
point 145.A.35.
Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
certifying staff.
service.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
66.
provisions:

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
of that person.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
support staff
authorisation.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
ANO-145.
paragraph (c).

available.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
under ANO-66;
where relevant, and

above.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)

hours.
staff is 21 years.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)


Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
ANO-21.
capability list.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
paragraph (d).
maintenance data.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)


Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)

maintenance work.


Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)


Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
such certificate.


Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
safety.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
organisation.
component.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
work.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
(1).
minimum:

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
implemented;
achieved; and

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
ANO-145.30(b);
certificate;
procedure;
in ANO-145.75(d);

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
approval).



Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
ANO-145.50.
approval.

Complied?
ANO(AW)
Not
No Fully Applicable
difference (6) (7)
(2) (10)
(5)
ANO-145;
with ANO-145; and

safety.
agreed with CAAB.
END

Chapter 41: Inspect Operators Main Base Facility
CHAPTER 41
INSPECT OPERATORS MAIN BASE FACILITY

1. BACKGROUND AND OBJECTIVES:
1.1 This chapter describes the general process of inspecting an operator's

maintenance/contract maintenance facility for regulatory compliance. (Note specific
detailed procedures in conducting audits are contained in this manual, Chapter 45 titled
‘Airworthiness Auditing’.
2. GENERAL:
2.1 The maintenance inspection is performed to ensure that adequate housing, equipment,
spare parts, technical data and qualified personnel are being utilized to satisfactorily
complete all maintenance functions.
3. PERFORMING THE INSPECTION
3.1 Equipment Identification. Inspectors should be aware of the type of aircraft being
operated. The operations specifications or attached listing will identify the type of aircraft
authorized for use.
3.2 Previous Inspection Reports. Previous inspection reports, correspondence, and other
documents in the local office files should be reviewed to determine if there are any open
items or if any areas are identified that require special attention.
3.3 Facilities. The maintenance facility is required to perform maintenance in accordance with
the operator's maintenance manuals. The inspector should use these documents to
determine what special equipment, housing, and environmental conditions are necessary to
perform the work. For example, the manufacturer may require special stands, hand tools,
or a dust-free environment to repair a specific item.
3.4 Contract Maintenance Arrangements. If any maintenance is being performed by a

contract facility, an inspection must be performed at the contractor's facility. During the
inspection the inspector must determine if the contractor has adequate facilities and
personnel to perform the contracted work. The inspector must keep in mind that the
contract maintenance facility is an extension of the operator's overall maintenance
organization. Maintenance performed by the contractor must be in accordance with the
operator's approved maintenance program.
(a) For inspections of a contract maintenance facility located out of the geographic
boundaries of the local Authority office assistance should be requested from the
authority office in which the facility is located. A list of contractor management
personnel to be contacted can be obtained from the operator.
(b) The operator's manuals must be reviewed to determine the levels of maintenance
performed at the contract maintenance facility.
(c) The contract maintenance facilities should be inspected to ensure that they are
properly certificated and rated for the scope of work performed, e.g., aircraft,
power plant, propeller, components, and accessories.
3.5 Enforcement History. Inspectors should check the Information system to determine if
there are any areas that require special attention. If a contract maintenance organization is
used, it should also be checked.
4. PROCEDURES:
4.1 Review the Operator's Data and the followings:
(a) The operator's maintenance manuals to determine the level of maintenance

accomplished and the complexity of operation at the maintenance facility
(b) The operator's operations specifications to determine the maintenance and
inspection program content and complexity
4.2 Inspect the Operator's Technical Library: Ensure all required technical data is available
and current. If data is on microfiche, ensure that readers are available and serviceable. The
data must include the following, as applicable:
(a) Operations specifications

(b) Operator's general maintenance manual
(c) Aircraft manufacturers' manuals
(d) Propeller, appliance, engine, and emergency equipment manufacturer's manuals
(e) Manufacturer's and vendor's service bulletins/letters
(f) Applicable Aviation Regulations
(g) Applicable Airworthiness Directives
(h) Applicable type data sheets/Supplemental Type Certificates
(i) Approved Flight Manual
NOTE: Sample a representative number of aircraft records to ensure the integrity of the
system.
4.3 Inspect the Maintenance Organization. Ensure the following:
(a) Staffing meets maintenance needs based on the complexity of operation

(b) Responsibilities are separated between inspection and maintenance sections
(c) Maintenance and inspection management personnel are qualified
4.4 Inspect the Operator's Maintenance Facilities. Using the operator's manual as a
reference, inspect the following:
(a) Parts and storage areas, to ensure:

(b) Adequate spare parts are available to support complexity of operation
(c) Receiving inspections are accomplished in accordance with operator's manual
(d) Shelf life-limits are established for items, and that these items are controlled in
accordance with operator's manual or manufacturer's recommendations
(e) Components and hardware are properly identified, protected, and classified as to
serviceability
(f) Segregation of serviceable and unserviceable components and hardware is

maintained
(g) Hazardous materials are suitably segregated and stored
4.5 Special tools and test equipment, to ensure:

(a) Serviceability and calibration are accomplished in accordance with operator's

manual
(b) All required items are serviceable and within calibration criteria, to include
traceability to one of the following:
(i) national Standards

(ii) standard established by the item's manufacturer
(iii) if foreign manufactured, the standards of the country where manufactured,
if approved by the Director
(iv) appropriate types and quantities are available
(v) proper storage and protection is utilized
4.7 Fuel /oil storage and dispensing facilities, if operated and maintained by operator.
4.8 Deicing chemical storage and dispensing equipment, if applicable. The following must be
inspected to ensure compliance with the operator's manual:
(a) Chemical storage and dispensing

(b) Serviceability of equipment
(c) General condition and safety of storage areas
(d) Training of personnel in operator's deicing procedures
NOTE: If deicing services are provided on a contract basis, ensure that the contractor
meets the above requirements.
4.9 Support shops (avionics, sheet metal, engine etc.), to ensure:
(a) All required technical data is current and available. If data is on microfiche,
ensure that readers available and serviceable.
(b) Staffing reflects complexity of shop.
(c) Personnel are properly trained, qualified, and authorized.
(d) Procedures for shift turnover are in place and properly utilized.
(e) All required special tooling and equipment is available, serviceable, and within
calibration criteria.
(f) Maintenance tasks and inspection functions are being accomplished in
accordance with operator's maintenance manual.
(g) Safety equipment is available and serviceable.
(h) Individual shop storage areas are maintained to same standards as main storage
area.
(i) Work areas do not conflict with each other, e.g., lathe next to avionics repair
area.
(j) Lighting, ventilation, and general housekeeping are adequate.
4.10 Hangar facilities, to ensure:
(a) Facilities are adequate for work being performed.

(b) Staffing reflects the complexity of work being performed.
(c) Personnel are properly trained, qualified, and authorized.
(d) Procedures for shift turnover are in place and properly utilized.
(e) Special equipment and tooling is available, serviceable, and calibrated, if
applicable.
(f) Safety procedures are established and adhered to.
(g) Procedures direct the flow and control of all maintenance and inspection
records.
(h) Lighting, ventilation and general housekeeping are adequate
4.11 Hangar ground support equipment, to ensure the equipment is serviceable and appropriate
for the work being performed.
4.12 Inspect the Engineering Department, if applicable. Ensure the following:
(a) Staffing is adequate for complexity of assigned duties.

(b) Personnel are qualified.
(c) All required technical data is current and available.
(d) Engineering orders are accomplished and in accordance with operator's manual.
(e) Major repair and modifications are accomplished in accordance with (insert
Authority name) approved data.
4.13 Major repair reports are retained and available:
NOTE: Review a representative sample of operator generated Engineering Orders to

ensure that the program is being followed and items are being properly
categorized (major versus minor).
4.14 Inspect the Inspection Department. Ensure the following:
(a) Designated staffing is adequate for complexity of operation.

(b) Delegated staffing is at reasonable level.
(c) System ensures inspection personnel are trained, qualified, and properly
authorized. Check that the auditing cell is separated from certifying staff.
4.15 Inspect the Maintenance Control Center, if Applicable:
(a) Ensure the following:

(b) Staffing is adequate for the complexity of the operation and that personnel are
trained and qualified.
(c) Technical data is available and current.
(d) Communications system provides effective communication between all
departments and stations.
(e) Review the activity / turnover log to look for trends and to evaluate the general
effectiveness of the overall maintenance program.
4.16 Inspect the Maintenance Production / Planning Control, if Applicable. Ensure the
following:
(a) Staffing is adequate for the complexity of the operation.
(b) Planning system is effective, e.g., inspection/overhaul scheduling, facility

scheduling, parts forecast, personnel requirements, and communication with
other departments
(c) The system provides for scheduling corrections of deferred and carryover
maintenance items.

NOTE: Randomly sample a representative number of open and completed work

packages to ensure the effectiveness of the system.
4.17 Inspect Aircraft: Inspect any available aircraft to determine the quality of
maintenance being performed.
4.18 Analyze Findings: Upon completion of inspection, record all deficiencies noted
and take appropriate action.
__________________________

Chapter 42: Conduct Spot Inspection Of Operator's Aircraft Undergoing Maintenance
CHAPTER 42
CONDUCT SPOT INSPECTION OF OPERATOR'S AIRCRAFT

UNDERGOING MAINTENANCE
1. BACKGROUND AND OBJECTIVES.
1.1 This chapter provides guidance for observing and analyzing in-progress maintenance
operations for compliance with specific methods, techniques, and practices in the
operator's inspection and maintenance program.
2. GENERAL
2.1 Definition: Work package - Job task control units developed by the operator for
performing maintenance / inspections. A typical work package may include the following:
(a) Component change sheets.

(b) Inspection work cards.
(c) Non-routine work cards.
(d) Appropriate sections of the maintenance procedures manual.
(e) Engineering Orders (EOs).
2.2 Inspection Personnel: It is important that Airworthiness Inspectors are familiar with the
type of aircraft to be inspected before performing the inspection. This can be
accomplished through on the job training.
2.3 Coordination:
(a) Airworthiness Inspectors (AWI) possess various degrees and types of expertise and
experience. An AWI who needs additional information or guidance should
coordinate with personnel experienced in that particular specialty.
(b) Regional offices need to establish close coordination with Central Office.
Coordination is required to:
(i) gain access to operator file for information not available to the regional
office.
(ii) transmit all inspection results and/or recommendations to Central Office.
3. INITIATION AND PLANNING
3.1 Initiation: Spot inspections can be scheduled as part of the work program, but may be
initiated whenever a problem is noted, including deficiencies noted during other types of
inspections.
3.2 Planning: Spot inspections derived from the planned work program
(a) The number of spot inspections in the work program depends on the type and
number of operator aircraft. After determining the type of aircraft to be inspected,
confirm the aircraft availability and scheduled maintenance functions with operator
personnel.

(b) If the maintenance to be observed is known, review the operator's maintenance
procedures manual to become more familiar with the maintenance task. Review the
following:
(i) duplicate Inspection Items , if applicable

(ii) forms used to document maintenance task
(iii) latest manual revision and date
(iv) special tools and equipment used to perform the maintenance task
(v) any other manual requirements relating to the maintenance task
(c) Review the applicable sections of the operator's maintenance manual at the facility
prior to performing this task.
(d) Examining previous inspection findings provides the AWI with background
information regarding problem areas found during other spot inspections. This
information can give an indication of how effective past corrective actions were in
resolving previously identified problem areas.
(e) The NAA provides information such as Airworthiness Directives (ADs), Service
Difficulty Report Summaries, Maintenance Bulletins. This information should be
reviewed, when available, so as to become familiar with current service difficulty
information. While performing the spot inspection, ensure that these conditions do
not exist on the aircraft.
(f) Spot inspections not derived from the planned work program. There are many
situations while performing other surveillance activities that afford the opportunity
to perform spot inspections. For example, if a discrepancy is found during a ramp
inspection that requires maintenance, a spot inspection of that maintenance
function could be performed.
4. MAINTENANCE RECORDS.
4.1 During performance of the spot inspection, special attention should be paid to the
following areas, as applicable:
(a) AD's current status, including the method of compliance

(b) Overhaul records, including documentation containing the overhaul details and
replacement time
(c) Major repair / alteration classifications and the use of approved data
(d) Replacement time of life-limited parts
5. PERFORMING THE SPOT INSPECTION
5.1 Selecting a Maintenance Task
(a) Discuss with the maintenance supervisor what maintenance is currently being
performed to determine what portions of that current maintenance/inspection
should be observed.
(b) Special emphasis should be placed on observing maintenance tasks that involve
duplicate inspections. Problem areas to look at include:
(i) persons performing inspections outside of authorizations or limitations
(ii) duplicate inspection items not being properly identified or accomplished

5.2 Performance Standards
(a) Each operator has a maintenance / inspection program for its individual
maintenance operations. For maintenance to be performed on the operator's
aircraft, there must be corresponding provisions and procedures in the operator's
maintenance manual.
(b) Each operator should have special procedures in the manual that ensures persons
outside of the organization perform maintenance in accordance with the operator's
maintenance manual.
5.3 Discrepancies Noted During Surveillance. When deviations from accepted procedures
are noted, it must be brought to the attention of maintenance management that corrective
action must be taken immediately. Discrepancies noted during the inspection may require
follow up at a later time.
6. STRUCTURAL SPOT INSPECTIONS.
6.1 Structural spot inspections of transport category aircraft undergoing "C," "D," or similar
"heavy inspections" must be carried out on a regular basis. This increased surveillance is
due to the "aging" fleets of many operators and reflects concern over structural fatigue and
corrosion.
6.2 During the observance of a "heavy inspection," AWI's must pick an inspection area where
maintenance has been started and where there could be possible fatigue or corrosion
problems (especially an area that is not usually open to inspection, such as under the
galley or lavatories).
6.3 If inspecting an area where maintenance is in progress, the following should be evaluated:
(a) While performing their job functions, are personnel accomplishing their job task
per the work package?
(b) Does the Aging Aircraft / Corrosion Control program provide the necessary
guidance to evaluate and respond in a timely manner to structural fatigue and
corrosion?
6.4 If inspecting an area where maintenance has already been accomplished, the following
should be evaluated:
(a) Are there any structural fatigue or corrosion problems evident?

(b) If there are, were they identified by the person(s) responsible for that area?
(c) If they were identified, was corrective action initiated and completed.
(d) Is there an AD applicable to this problem? If there is an AD, what is the status of
that AD?
NOTE: While inspecting these areas that are not normally accessible, look for evidence
of structural major repairs. If a major repair was accomplished, review the
approved data for that repair.

7. PROCEDURES
7.1 Initiate Spot Inspection, as Applicable.
7.2 Select Appropriate Aircraft For Inspection. Determine the following from the operator's
maintenance schedules:
(a) Aircraft availability.

(b) Aircraft type.
(c) Type of maintenance being performed.
7.3 Prepare for the Inspection. Review the following:
(a) Maintenance manual procedures for maintenance being performed (if available).
(b) Operations specifications time limitations, when applicable to the maintenance
task.
(c) Previous inspection findings.
(d) Applicable maintenance alert bulletins.
(e) Service difficulty report Summary.
(f) Any new regulation and / or AD requirements affecting the aircraft to be inspected.
7.4 Perform the Spot Inspection:
(a) Identify yourself to the maintenance supervisor and discuss the nature of your
inspection.
(b) Discuss with the maintenance supervisor/person in charge the status of the selected
maintenance task.
(c) Select a particular maintenance task within the work package. If possible, include a
maintenance task that requires a duplicate inspection.
(d) Ensure that current maintenance procedures are available to the person(s)
performing the work by accomplishing the following:
(i) asking maintenance personnel for the maintenance procedures used to

accomplish the work.
(ii) recording the date of the maintenance procedures being used to perform the
maintenance task for future comparison with the maintenance manual
master copy.
(e) Ensure that the maintenance is performed according to established procedures by
comparing actual performance to the operator's approved maintenance / inspection
manual procedures.
(f) Ensure that the proper tools are being used by accomplishing the following:
(i) observing that special tools referenced in the maintenance manual are being
used.
(ii) checking calibration due dates on precision tools, measuring devices, and
testing equipment requiring calibration.
(g) Ensure that the operator has the facilities to properly perform the maintenance task.
(h) Ensure that systems being maintained are not exposed to environmental conditions
that could contaminate or damage components.
(i) Ensure that maintenance recording is accomplished according to the operator's
recordkeeping system.

(j) Note any maintenance task deficiencies and include any copies of the documents
that revealed the deficiencies.
(k) For those maintenance tasks involving duplicate inspection, determine that the
persons observed performing these functions are appropriately certificated,
authorized, and qualified.
7.5 Analyze the Findings. Evaluate inspection findings to determine if discrepancies exist.
Discuss the results with the operator.
8. TASK OUTCOMES
8.1 Completion of this task can result in requesting manual revisions and the issuing of Audit
Findings.
8.2 Document Task. File all supporting paperwork in the operator's office file.
__________________________

Chapter 43: Aircraft Ramp Inspection
CHAPTER 43
AIRCRAFT RAMP INSPECTION
1. OBJECTIVE.
1.1 This chapter provides general guidance for sampling the quality of maintenance and the
degree of compliance with the operator's maintenance procedures on in service airline
aircraft.
1.2 Detailed Airworthiness Auditing procedures are contained in the Chapter 45 of the manual.
Interior and exterior inspection guides are contained in the AWS-45 and AWS-46
respectively of this Chapter 43.
2. GENERAL
2.1 CAA Inspection Personnel
(a) It is important that Airworthiness Inspectors (AWIs) become familiar with the type
of aircraft to be inspected before performing the inspection. This can be
accomplished by on the job training.
(b) Due to the hub and spoke concept, many aircraft have less than one hour ground
time. To ensure that the inspection is performed adequately, it is recommended that
two inspectors perform this task in exterior and interior phases.
2.2 Coordination
(a) Airworthiness and Operations Inspectors possess various degrees and types of
expertise and experience. An AWI who needs additional information or guidance
should coordinate with personnel experienced in that particular specialty.
(b) The AWIs, having no always access to the operator's maintenance procedures
manual, should contact the Airworthiness Division, when discrepancies are found.
3. INITIATION AND PLANNING
3.1 Initiation. This task is scheduled as part of the work program.
3.2 Planning. The ramp inspection provides the AWI with a good opportunity to ensure that
the compliance dates and requirements of new Airworthiness Directives (ADs) and
regulatory revisions have been met. ADs, Service Difficulty Report Summaries,
Maintenance / Airworthiness Bulletins, and previous reports should be reviewed, when
available, so as to become familiar with current service difficulty information.
4. MAINTENANCE RECORDS
4.1 Regulations require that maintenance be recorded whenever it is performed prior to an

approval for return to service. The operator's maintenance procedures manual should
describe the procedures for ensuring that these recording requirements are met, including
the specific instructions on when an airworthiness release or appropriate maintenance log
entry is required.
4.2 All mechanical discrepancies entered in the maintenance log must be either corrected or
deferred using the methods identified in the operator's maintenance procedures manual.
4.2 The Minimum Equipment List has certain procedures and conditions that must be met
prior to deferring the item(s).
(a) These procedures are identified by "O", "M", and "O / M" and are normally
contained in the operator's approved Minimum Equipment List. There are
occasions in which the list references these procedures to another document.
(b) When reviewing the records for Minimum Equipment List compliance, the AWI
must determine what procedures are required for deferral and ensure that these
procedures are accomplished. Any MEL time limits must be adhered to or
evidence of concessions must be produced
(c) The AWI must ensure that all applicable repetitive Minimum Equipment List
procedures are accomplished for those items that are deferred and are continuing to
be deferred through the station. These repetitive maintenance procedures must be
signed off in the maintenance log as evidence that the procedures were
accomplished.
5. DEFERRED MAINTENANCE
5.1 Minimum Equipment List / Deferred Maintenance. The operator's approved Minimum
Equipment List allows the operator to continue a flight or series of flights with certain
inoperative equipment. The continued operation must meet the requirements of the
Minimum Equipment List deferral classification and the requirements for the equipment
loss.
5.2 Other Deferred Maintenance
(a) Operators frequently use a system to monitor items that have been inspected
previously and found to be within serviceable limits. These items are still
airworthy, yet warrant repair at a later time or when items no longer meet
serviceable limits. This method of deferral may require repetitive inspections to
ensure continuing airworthiness of the items. Examples of items that are
commonly deferred in this manner are fuel leak classifications, dent limitations,
and temporary (airworthy) repairs.
(b) Passenger convenience item (not safety / airworthiness related) deferrals should be
handled in accordance with the operator's program.
(c) The maintenance program approved for an operator must provide for prompt and
orderly repairs of inoperative items.
6. CABIN INSPECTION

6.1 This inspection should be performed, when possible, without disturbing the loading and
unloading of passengers. The inspection can still be performed when some passengers are
on board during through flights, but good judgment must be exercised by inspecting areas
away from the passengers.
6.2 Any discrepancy should be brought to the attention of the flight crew or appropriate
maintenance personnel immediately.
7. CARGO / COMBINATION CONFIGURED AIRCRAFT
7.1 Inspection results have disclosed instances of significant aircraft structural damage
resulting from careless loading of cargo, such as:
(a) Torn or punctured liners, indicating hidden damage to circumferential stringers,

fuselage skin, bulkheads and decreasing fire extinguishing effectiveness.
(b) Damaged rollers, ball mats, etc., causing significant structural damage to the floors
(c) Corrosion and structural damage caused by improper handling of some hazardous
materials
7.2 The surveillance of hazardous material handling is not the primary function of the AW
inspector. The AWI should contact the appropriate Operations Inspector if discrepancies
are noted in the handling of hazardous materials.
8. PERFORMING THE RAMP INSPECTION
8.1 This inspection must be accomplished without interfering with the turnaround of the
aircraft. The following lists of items are just some of the activities that could cause a delay
in the turnaround time if interfered with:
(a) Boarding and deplaning of passengers.
(b) Servicing.
(c) Fueling.
(d) Maintenance.
(e) Baggage handling.
(f) Any other operator activity.
8.2 Any discrepancies noted must be brought to the attention of appropriate personnel
immediately, to allow the operator the opportunity to take corrective action without
interrupting the flight schedule. The AWI must verify that all corrective actions taken
were in accordance with the requirements of the operator's maintenance procedures
manual.
9. PROCEDURES
9.1 Initiate Ramp Inspection in accordance with the office work program.
9.2 Prepare for the Inspection
(a) Review the operator's schedule, select the flight to be inspected, and determine the
type of equipment and ground time.
(b) Determine if any recent problem areas have been identified for that type of aircraft.
(c) Determine if recent regulatory changes and AD requirements affect the aircraft to
be inspected.
9.3 Conduct exterior inspection, as applicable. Perform this inspection in accordance with the
exterior inspection guidelines found in Appendix 2 of this document.
9.4 Interview flight crew. Introduce yourself to the flight crew and describe the purpose and
scope of the inspection.
9.5 Inspect aircraft maintenance records:
(a) Ensure that all open discrepancies from the previous flight are resolved per the
operator's manual, prior to departure of the aircraft.
(b) Review the maintenance records to determine if repetitive maintenance problems

exist that might indicate a trend.
(c) Ensure that all Minimum Equipment List items are deferred in accordance with the
provisions of the operator's approved Minimum Equipment List.
(i) review the operator's approved Minimum Equipment List to determine that
conditions, procedures, and placarding requirements were accomplished to
correctly defer specific items.
(ii) note the date when an item was first deferred to determine if the maximum
allowed length of deferral was exceeded. Accomplish this by examining
maintenance record pages, the deferred maintenance list, or deferred
maintenance placards or stickers.
9.6 Ensure that an airworthiness release, maintenance record entry, or appropriate approval for
return to service has been made after the completion of maintenance.
9.7 Ensure that the maintenance record contains the following for each discrepancy:
(a) Description of the work performed or a reference to acceptable data.
(b) Name or other positive identification of the person approving the work.
(c) Name of the person performing work, if outside the organization.
9.8 Perform Interior Inspection, as Applicable. Perform this inspection in accordance with, the
Interior Inspection Guidelines found in Appendix 1 of this document.

9.9 Debrief Operator. Inform the flight crew or appropriate personnel that the inspection has
been completed. Discuss the discrepancies brought to the operator's attention during the
inspection.
(a) Examine Maintenance Record Entries. Ensure that the operator has recorded all
discrepancies noted during this inspection. If time is available, monitor the
operator's corrective actions.
(b) Analyze Findings. Analyze each finding to determine if the discrepancies are the
result of improper maintenance and/or missing or inadequate maintenance /
inspection procedures.
10. TASK OUTCOMES
10.1 File report form
10.2 Completion of this task can result in the following:
(a) Appropriate enforcement action when analysis of the findings discloses improper
maintenance.
(b) Written notification to the operator of the necessary changes to the manual, when
analysis of the findings discloses missing or inadequate maintenance/inspection
procedures.
(c) Communication with the finding discrepancies.
10.3 Document Task. File all supporting paperwork in the operator's office file.
11. FUTURE ACTIVITIES.
Based on inspection findings, determine if closer surveillance, additional enforcement,

other job tasks, and / or additional coordination are required to regain compliance.

AWS-45
Issue-1
INTERIOR RAMP INSPECTION CHECKLIST
Sl. Item Sat Un-sat Remarks

No.
A. Carriage of Documents in aircraft
A.1 Certification of Registration
A.2 Certification of Airworthiness
A.3 Noise Certificate
A.4 Radio equipment license
A.5 Air Transport Operating Certificate
A.6 Third party Liability Insurance Certificate
A.7 Certificate of Release to Service
A.8 Flight Manual
A.9 Minimum Equipment List
A.10 Weighing Report
A.11 Operations Manual
A.12 Cockpit Normal & Emergency Checklist
A.13 Licenses of the operating crews
A.14 List of dangerous goods
A.15 A list of passengers
A.16 Bills of Landing and manifests for cargo
B. Flight Deck Inspection
B.1 Instrument security and range marking
B.2 Windows (delamination, scratches, crazing, and
general visibility)
B.3 Emergency equipment
B.4 Seal on medical kit (if located on flight deck)
B.5 Seat belts and shoulder harnesses (Technical
Standard Order marking, metal to metal latching
and general condition)
B.6 Check the following if using cockpit jump seat:
● Jump seat oxygen system – turn regulator on
and
select 100% oxygen
● Interphone system – select Comm 1 and
Comm 2 to ensure systems are working
B.7 When the most forward jump seat is in the cabin,
coordinate with the crew for connecting the
headset and adapter cables.
B.8 Jump seat: availability & serviceability of seat
belt and shoulder harnesses.
C. Cabin Inspection
C.1 Lavatory
a. Fire extinguisher system is installed in sealed
trash containers
b. Smoke detection system is installed

c. Trash containers are sealed according to
applicable Airworthiness Directive (s)
d. “No Smoking” placards are posted
e. Ashtrays are available outside the lavatory
C.2 Flight attendant seats
a. Pull the jump seat down to ensure seat
retracts (those in the path of exits)
b. Inspect seat belts for Technical Standard
Order marking metal to metal latching and
general condition
C.3 Cabin emergency equipment
all equipment requiring periodic inspections
should have an inspection date marked on it.
Inspect the following:
● Flight attendant flashlight holder
● Slide containers, to ensure containers are
properly marked for content. Check pressure of
slide inflation bottle if visible.
● Medical kit (if not checked on flight deck)
● First aid kit
● Emergency oxygen (proper pressure and
security)
● Megaphone (s) (Security and general
condition)
● Fire extinguishers (security, pressure, seal,)
● Life raft storage markings (if raft is required)
● Emergency briefing cards (random sample)
● General condition of emergency floor path

lighting system
● Placement of all “ Emergency Exit” signs
● Presence and legibility of “ Emergency Exit”
operation instructions
● Placarding for location of all emergency
equipment
● Life preservers (vests)
C.4 Passenger seats
● Seats adjacent to emergency exits do not block
exit path
● Seats are secured in seat rack (random sample)
● Seat break over pressure is in accordance with
operator’s maintenance program (random sample)
● “Fasten Seat Belt During Flight” placards are in
view from all seats
● Seat belts have metal to metal latches and are in
good general condition (random sample)
C.5 Galleys / service centers
● Trash bin lids for fit
● Storage compartment restrains
● Stationary lobe equipment / restraints
● Lower lobe equipment / restraints

● Lift operation
● Galley supply stowage
C.6 Overhead baggage compartments. Check for
weight restriction placards and the doors for
proper latching, when applicable
D. Cargo Compartment
D.1 ● Cargo compartment fire protection is
appropriate for ts classification
● Cargo liner is free from tears and / or
punctures. If these are noted, inspect structure
behind liner for damage, e. g., stringers,
circumferential, etc. Ensure sealing tape is
proper type and in good condition.
● Cargo door is free of fluid leaks and structural
damage
● Fuselage detectors are in satisfactory condition
● Lighting is operable and protective grills are
installed
● Cargo flooring is free from structural or other
damage
● Pallet positions/ compartments are placarded
for position identification and weight limitations
D.2 Pallet System
● Ball mats are serviceable, e. g., no broken or
missing balls
● Forward, aft, and side restraints are serviceable
● Roller assemblies are secured and have no
missing or broken rollers
D.3 Ensure the 9 g forward restraint net is
serviceable, if applicable.
D.4 Ensure that cargo restraints for bulk loaded cargo
are adequate, if applicable.
D.5 Inspect cabin mounted equipment
D.6 Inspect fire extinguishers for inspection due dates
an pressure.
D.7 Inspect load manifest for Hazardous Material. If
present, determine crew knowledge of the
following:
● Location and labeling of hazardous materials
● Special requirements, if required
● If proper paperwork is on board
D.8 Awareness of captain regarding:
● Inspection of cargo to ensure proper load
distribution
● Ensuring loads do not exceed compartment or
position limits
● Ensuring loads are being properly restrained.

AWS-46

EXTERIOR RAMP INSPECTION CHECKLIST
Sl. No. Item Sat Un-sat Remarks

A Landing gear and wheel well areas
● Any indication of wear, chafing lines, chafing wires,
cracks, dents, or other damage
● Structural integrity of gear and doors (cracks, dens,
or other damage)
● Hydraulic leaks (gear struts, actuators, steering
valves, etc.)
● Tire condition
● Tire pressure (if pressure indicators are installed)
● Wheel installation and safety locking devices
● wear, line security, leaks, and installation of brakes
● Corrosion
B. Fuselage and pylons
● Structure for cracks, corrosion, dents, or other
damage
● Fasteners (loose, improper, missing)
● condition of radome
● Condition of pitot tubes
● Static ports (cleanliness and obstructions)
● Stall warning devices and other sensors
● Antennas (security and indications of fresh blue
water streaks)
● Cargo compartments for integrity of fire protective
liners (no holes or unapproved tape used for repairs)
● Emergency exit identification / markings
● Registration marking (legibility)
All lights (general condition, broken lenses, etc.)
C. Wings and pylons
● Structure for cracks, corrosion, dents, or other
damage
● Leading edge (dents and / or damage in line with
engine inlets)
● Leading edge devices (when open, actuator leaks,
general condition of lines, wires, and plumbing)
● All lights (general condition, broken lenses, etc.)
● Flaps (cracks, corrosion dents, and delamination)
● Flap wells (general condition of lines, wires, and
plumbing)
● Static eliminators (number missing)
● Ailerons and aileron tabs (cracks, corrosion, dents,
delamination)
● Missing, loose, or improperly secured access door /

inspection panels and blowout panels

D. Engines
● Intake for fan blade damage, and oil leaks
● Ring cowl for missing or loose fasteners
● Cowling doors for security and proper fit
● Lower cowling for evidence of fluid leaks
● Exhaust for turbine and tailpipe damage, and
evidence of fluids
● Reverser doors for stowage and security, and
evidence of leaks
● Access doors for security
E. Propellers
● Leading edge of propeller for cracks, dents, and other
damage
● Deicer boots for signs of deterioration and security
● Spinners for security, cracks, and evidence of fluid
leaks
F. Empennage
● Leading edge for dents
● All lights (general condition, broken lenses, etc.)
● Missing static discharge eliminators
● Elevator, rudder, and tabs (Cracks, corrosion, dents,
and delamination)
● Elevator and rudder power unit for evidence of
hydraulic leaks
G. Ground safety
G.1 Positioning of support vehicles
G.2 Fueling of aircraft
● Refueling pressure
● Condition of refueling unit (leaks, filter change
dates, exhaust system, etc.)
● Grounding
● Fire protection
● General fueling procedures
G.3 General condition of ramp
● Provisions for grounding
● Foreign objects on ramp
● Fuel spills
● General housekeeping / cleanliness
● Passenger control
● Fire protection
H. Baggage: loading and unloading of baggage
compartments
● Baggage restraining system
● Load distribution

Chapter : 44, Aircraft Flight Manual
CHAPTER 44
AIRCRAFT FLIGHT MANUAL
1. INTRODUCTION
1.1 This Chapter lays down the procedure to be followed for the purpose of validation of
aircraft flight manual prior to issue of Certificate of Airworthiness or at any time when it
is considered necessary.
1.2 This Airworthiness Instruction shall be read in conjunction with ANO (AW) Chapter A.6.
Each aircraft comes with documentation and a set of manuals with which a pilot must be
familiar in order to fly that aircraft. This chapter covers Airplane Flight Manuals (AFM)/
Pilot’s Operating Handbook (POH) essential for a pilot to conduct a safe flight.
2. AIRPLANE FLIGHT MANUALS (AFM)
2.1 General
(a) Flight manuals/operating handbooks are concise reference books that provide specific
information about a particular aircraft or subject. They contain basic facts,
information, and/or instructions for the pilot about the operation of an aircraft, flying
techniques, etc., and are intended to be kept on hand for ready reference.
(b) An AFM is a document developed by the aircraft manufacturer and approved by the
National Regulation Authority of the manufacturer. This book contains the
information and instructions required to operate an aircraft safely. A pilot must
comply with this information which is specific to a particular make and model of
aircraft, usually by serial number. An AFM contains the operating procedures and
limitations of that aircraft. The pilots must comply with the operating limitations
specified in the approved flight manuals, markings, and placards.
(c) Originally, flight manuals followed whatever format and content the manufacturer felt
was appropriate, but this changed with the acceptance of Specification No. 1 prepared
by the General Aviation Manufacturers Association (GAMA). Specification No. 1
established a standardized format for all general aviation airplane and helicopter
flight manuals.

(d) The POH is a document developed by the aircraft manufacturer and contains National
Regulatory Approved AFM information. If “POH” is used in the main title, a
statement must be included on the title page indicating that sections of the document
are National Regulatory approved as the AFM.
(e) The POH for most light aircraft built after 1975 is also designated as the National
Regulatory approved flight manual. The typical AFM/POH contains the following
nine sections: General; Limitations; Emergency Procedures; Normal Procedures;
Performance; Weight and Balance/Equipment List; Systems Description; Handling,
Service, and Maintenance; and Supplements. Manufacturers also have the option of
including additional sections, such as one on Safety and Operational Tips or an
alphabetical index at the end of the POH.
(i) Preliminary Pages
While the AFM/POH may appear similar for the same make and model of aircraft,
each manual is unique and contains specific information about a particular aircraft,
such as the equipment installed and weight and balance information. Manufacturers
are required to include the serial number and registration on the title page to identify
the aircraft to which the manual belongs. If a manual does not indicate a specific
aircraft registration and serial number, it is limited to general study purposes only.
Most manufacturers include a table of contents that identifies the order of the entire
manual by section number and title. Usually, each section also contains a table of
contents for that section. Page numbers reflect the section and page within that
section (1-1, 1-2, 2-1, 3-1, etc.). If the manual is published in loose-leaf form, each
section is usually marked with a divider tab indicating the section number, title, or
both. The Emergency Procedures section may have a red tab for quick identification
and reference.
(ii) General (Section 1)
The General section provides the basic descriptive information on the airframe and
power plant(s). Some manuals include a three-dimensional drawing of the aircraft that
provides dimensions of various components. Included are such items as wingspan,
maximum height, overall length, wheel base length, main landing gear track width,

diameter of the rotor system, maximum propeller diameter, propeller ground

clearance, minimum turning radius, and wing area. This section serves as a quick
reference and helps a pilot become familiar with the aircraft.
The last segment of the General section contains definitions, abbreviations,

explanations of symbology, and some of the terminology used in the POH. At the
discretion of the manufacturer, metric and other conversion tables may also be
included.
(iii) Limitations (Section 2)
The Limitations section contains only those limitations required by regulation or that
are necessary for the safe operation of the aircraft, power plant, systems, and
equipment. It includes operating limitations, instrument markings, color-coding, and
basic placards. Some of the limitation areas are airspeed, power plant, weight and
loading distribution, and flight.
(iv) Emergency Procedures (Section 3)
Checklists describing the recommended procedures and airspeeds for coping with
various types of emergencies or critical situations are located in the Emergency
Procedures section. Some of the emergencies covered include: engine failure, fire,
and system failure. The procedures for inflight engine restarting and ditching may
also be included. Manufacturers may first show an emergency checklist in an
abbreviated form with the order of items reflecting the sequence of action. Amplified
checklists that provide additional information on the procedures follow the
abbreviated checklist. To be prepared for emergency situations, memorize the
immediate action items and, after completion, refer to the appropriate checklist.
Manufacturers may include an optional subsection entitled Abnormal Procedures.
This subsection describes recommended procedures for handling malfunctions that
are not considered emergencies.
(v) Normal Procedures (Section 4)
This section begins with a list of the airspeeds for normal operations. The next area
consists of several checklists that may include preflight inspection, before starting

procedures, starting engine, before taxiing, taxiing, before takeoff, climb, cruise,
descent, before landing, balked landing, after landing, and post flight procedures. An
Amplified Procedures area follows the checklists to provide more detailed
information about the various previously mentioned procedures. To avoid missing
important steps, always use the appropriate checklists when available. Consistent
adherence to approved checklists is a sign of a disciplined and competent pilot.
(vi) Performance (Section 5)
The Performance section contains all the information required by the aircraft
certification regulations and any additional performance information the manufacturer
deems important to pilot ability to safely operate the aircraft. Performance charts,
tables, and graphs vary in style, but all contain the same basic information. Examples
of the performance information found in most flight manuals include a graph or table
for converting calibrated airspeed to true airspeed; stall speeds in various
configurations; and data for determining takeoff and climb performance, cruise
performance, and landing performance.
(vii) Weight and Balance/Equipment List (Section 6)
The Weight and Balance/Equipment List section contains all the information required
by the NAA to calculate the weight and balance of an aircraft. Manufacturers include
sample weight and balance problems. Weight and balance is discussed in greater
detail in Chapter 10, Weight and Balance.
(viii) Systems Description (Section 7)
This section describes the aircraft systems in a manner appropriate to the pilot most
likely to operate the aircraft. For example, a manufacturer might assume an
experienced pilot will be reading the information for an advanced aircraft. For more
information on aircraft systems, refer to Chapter 7, Aircraft Systems.
(ix) Handling, Service, and Maintenance (Section 8)

The Handling, Service, and Maintenance section describes the maintenance and
inspections recommended by the manufacturer (and the regulations). Additional
maintenance or inspections may be required by the issuance of ADs applicable to the
airframe, engine, propeller, or components. This section also describes preventive
maintenance that may be accomplished by certificated pilots, as well as the
manufacturer’s recommended ground handling procedures. It includes considerations
for hangaring, tie-down, and general storage procedures for the aircraft.
(x) Supplements (Section 9)
The Supplements section contains information necessary to safely and efficiently

operate the aircraft when equipped with optional systems and equipment (not
provided with the standard aircraft). Some of this information may be supplied by the
aircraft manufacturer or by the manufacturer of the optional equipment. The
appropriate information is inserted into the flight manual at the time the equipment is
installed. Autopilots, navigation systems, and air-conditioning systems are examples
of equipment described in this section.
(xi) Safety Tips (Section 10)
The Safety Tips section is an optional section containing a review of information that
enhances the safe operation of the aircraft. For example, physiological factors,
general weather information, fuel conservation procedures, high altitude operations,
or cold weather operations might be discussed.
3. Chapter Summary
Knowledge of an aircraft’s AFM/POH and documents, such as ADs, provide pilots with
ready access to pertinent information needed to safely fly a particular aircraft. By
understanding the operations, limitations, and performance characteristics of the aircraft,
the pilot can make educated flight decisions. By learning what preventive maintenance is
allowed on the aircraft, a pilot can maintain his or her aircraft in an airworthy condition.
The goal of every pilot is a safe flight. Flight manuals and aircraft documentation are
essential tools used to reach that goal.
4. VALIDATION OF FLIGHT MANUAL

4.1 For an imported of aircraft, it is required to evidence that the data contain in the flight
manual has been approved by the civil aviation authority of the country of manufacturer
or a contracting state. Any subsequent amendments to that manual also approved by the
civil aviation authority of the country of manufacturer and/or a contracting state.
4.2 A validation of flight manual shall be issued at the time of issue of Certificate of
Airworthiness.
4.3 Validation of a flight manual shall be indicated on the document by the signature of an
authorized representative of the CAAB or by a Certificate of Validation issued by an
authorized representative of the CAAB.
4.4 Confirmation through the provision of objective evidence that the requirements for a
specific intended utilization or application have been fulfilled. The limitation and
procedures in the AFM is to be checked having a value that is applicable to the aircraft to
the data element of the particular aircraft or a set of data element. The AFM are to be
confirmed acceptable level of flight safety and flight procedures.
4.5 A sample Certificate of Validation is shown at Appendix-A.
5. AMENDMENT OF FLIGHT MANUALS
5.1 An amendment shall not be incorporated into the flight manual unless it has been
approved by the Chairman.
5.2 Upon obtaining approval for an amendment, the Owner/Operator of the aircraft shall
ensure that it is incorporated In accordance with the Instructions provided unless
otherwise directed by the Chairman.
5.3 Approved amendments shall be incorporated within the period stated by the Chairman,
or in the absence of such a statement, prior to the next flight.
NOTE: The amendment process in Bangladesh normally following approval of the amendment
by the regulatory authority of the country of origin of the aircraft, which originally
approved the flight manual.

Appendix-A
CAA/55…………/AELD/ Dated:………..
FLIGHT MANUAL
CERTIFICATE OF VALIDATION
This is the Approved Flight Manual for Boeing 777-300ER aircraft MSN: ……
Nationality & Registration Marks: S2-…… and which is referred to in the Certificate of
Airworthiness issued on behalf of Chairman, CAAB.
This Flight Manual Document No. …………… must always be followed and carried on
board the aircraft when operated be completed and maintained in an upto date status by the
operator.
(Name: …………………..)
Designation…………..
Airworthiness & Engineering Licensing
For Chairman

Chapter 1: AIRWORTHINESS AUDITING
CHAPTER 45
AIRWORTHINESS AUDITING
1 AUDITING PROCEDURES
1.1 Authority: The applicable sections of Bangladesh are based on the Civil Aviation Rules,
1984, will provide the basis for the procedures in this chapter of the inspector‟s manual.
1.2 Deviations: Depending upon the nature of the particular problem or job, it may sometimes
become necessary to deviate from the policies and procedures outlined in this manual.
When a deviation becomes necessary, the Inspector involved should be guided by sound
judgement, making certain that all deviations are substantiated, documented and concurred
by the Audit Manager. Substantial deviations from this manual must be approved by the
Director Flight Safety and Regulations.
2. REFERENCE

ICAO Annex 6 and Annex 8
Check lists AWS-47 Audit Finding Form
AWS-48 Confirmation Request Form
3. SPECIAL PURPOSE AUDIT: An audit which was not previously identified as a

requirement by the authorities Audit Plan, but deemed necessary due to operational
circumstances. These audits are non-scheduled in that they are the result of an identified
deficiency within the company.
4. TEAM COMPOSITION, RESPONSIBILITIES AND ATTRIBUTES
4.1 Audit Manager: To maintain the integrity of the audit process the Audit Manager shall:
(a) ensure that all relevant sections within the authority as well as company officials
have been advised of the audit dates;
(b) ensure that non audit activities with the carrier are reduced to a minimum
throughout the audit period;
(c) ensure that any activities between the authority and the company are co-ordinated
through the Audit Manager during the audit period;
(d) maintain contact with the Director Flight Safety and Regulations as appropriate, and
report progress of the field work, potential problems, changes to the objectives or
scope of work and other significant matters arising during the audit.
(e) maintain ongoing communication with the senior management of the company;
(f) ensures that all decisions and approvals required from the Director Flight Safety
and Regulations are obtained on a timely basis.

(g) exercise line authority over assigned audit staff and observers and control time and
resource budgets;
(h) ensure that all functions of the audit team have been completed prior to releasing
the individual members;
(i) ensure that all non conformance items are based on specific regulations/standards
and supported by objective evidence and detailed analysis;
(j) prepare the draft audit report/post-audit letter and debrief the Head of
Airworthiness as applicable;
(k) co-ordinate the post audit meeting with senior company management and the
authority.
(l) brief the Director Flight Safety and Regulations of any non-conformance items
which may substantiate enforcement action in accordance with the relevant
sections of the Airworthiness Regulations.
4.2 Team Leader: The duties of the Team Leader are:
(a) to maintain ongoing communication with the Audit Manager;

(b) to plan and manage the audit activities of the team, where necessary assigning
Deputy Team Leaders;
(c) to de-brief management upon completion of the audit of his/her speciality area;
(d) to be familiar with the auditing procedure and the associated documentation;
(e) to become familiar with the company‟s policies, instructions and procedures;
(f) to draft sections of the report as required by the Audit Manager.
4.3 Team Member: The duties of the team member are:

(a) to study and expand as necessary the audit checklists applicable to the functions
assigned;
(b) to become familiar with the company‟s policies, instructions and procedures;
(c) to be familiar with the auditing procedures and associated documentation;
(d) to conduct and document audit field work through all phases of the audit;
(e) to ensure that all findings have supporting evidence.
(f) to maintain contact with the Team Leader and ensure that the audit progress is
reported and potential problems addressed.
4.4 Attributes of the Auditing Inspector
(a) sound knowledge of the aeronautical regulations and technical expertise;

(b) fundamental knowledge of the industry or activity being regulated;
(c) skills in communication;
(d) be able to anticipate problems and assess the seriousness of observed
weaknesses.
(e) is able to organise his/her work, to question, to look for objective evidence to
construct checklists and use them effectively without being limited by them, etc.
(f) has knowledge of the criteria against which the audited object is to be
evaluated.
4.5 In addition, inspectors involved in audit assignments require other skills and qualities
such as:

(a) Salesmanship - opening the job in a hostile environment, securing information, the
whole truth and selling new ideas or procedures.
(b) Ability to analyse - to break the whole into parts, and to determine validity.
(c) Creativity - to develop a clear picture of a situation and to produce a solution.

(d) Personal Suitability - courtesy, appearance, integrity and competence.
5. PHASES OF THE AUDIT
(a) Initiation
(b) Audit
(c) Post Audit
5.1 The Initiation Phase - This phase includes:
(a) Establishing the ‘Need for the Audit’: The CAAB Section proposing the audit
will prepare a „Briefing Paper‟ for the Director Flight Safety and Regulations
including details of the type of audit proposed and expected resources and
budgetary expenditure. The Director Flight Safety and Regulations will appoint
the Audit Manager.
(b) Team Selection: The Audit Manager will negotiate the intended Team Leaders
with the respective Deputy Directors and when they are appointed they will jointly
nominate the Team Members and confirm their availability for release with the
Section Heads. The Audit Manager will then propose the full team to the Director
Flight Safety and Regulations for approval.
(c) Team Preparation - Documentation Review: Review the company files to gain
an understanding of current and past events/occurrences, making notes and flag
items for further reference. Review the auditee‟s manuals against the applicable
requirements of Maintenance and or Quality Control Manual, AOC, etc., making
notes and flagging items for further reference. During the documentary review
record anything and everything that may be non-compliant, suspect or curious.
Information gained through this period can be used to add additional questions to
the audit checklists. During the „Documentation Review‟ the following questions
will assist in assessing the company‟s documentation:
(i) Scope: Is there a scope statement identifying what each

procedure/description covers? Does it include the purpose?
(ii) Completeness: Are all the activities described?
(iii) Language: Is the documentation written in language that can easily be
understood by the people who have to read it, follow it or implement it? Is
it simple and practical? Is it free of all ambiguity or „double talk‟ and
conflicting statements?
(iv) Responsibilities: Does it clearly specify who is responsible for what?
(v) References: Are the required documents and records identified and their
use explained?
(vi) Forms: Are sample forms included and referenced in the descriptions?
(vii) Review: Are there arrangements to ensure that the documentation is
reviewed by the appropriate people? Is there a mechanism for ensuring the
documentation is kept current, up to date and properly supported?
(viii) Access: Does it clearly identify all the areas and individuals that might
need access to the documentation and ensure that access?
(ix) Changes: Is there provision to ensure that all changes receive the same
care and authorisation as the original?
(x) Obsolete Documents: Is there provision for removal of obsolete
documents?
(d) Reference Material: The following legislative documents and manuals should be
readily available. Team members must ensure that all reference documents include
the latest amendments.
(i) aviation act;

(ii) civil aviation regulations;
(iii) advisory circulars issued by the Authority;
(iv) notices to operators;
(v) aircraft flight manuals & MELs;
(vi) aircraft maintenance/ overhaul and repair manuals;
(vii) type certificates and type certificate data sheets; and
(ix) airworthiness directives
(e) Team Preparation - Audit Plan: The Audit Plan will be prepared jointly, by the
Team Leader Operations and the Team Leader Airworthiness. The Plan will be
approved by the Audit Manager.
(f) Sample Audit Plan

A. INTRODUCTION
(i) General: An audit of _________ Airlines/AMO/ATO main base is scheduled

for the period ____ to ____. Audits of the Route Stations will follow during
the period ________ to __________. The audit will be conducted by a team of
(THE AUTHORITY) Inspectors.
(ii) Objectives: The objective of the audit is to conduct an analysis of _________

policies, standards, procedures, and facilities with respect to aircraft operations
and maintenance, in order to ensure that conformance with _________
delegated authorities and legislative requirements are being met, and that
maximum provision for flight safety is practised.
(iii) Procedure: Standard audit procedures will be used throughout, and will
include interviews with management, supervisory and other __________
personnel, facility inspections and a review of the related policies, procedures,
standards and records utilised by the company.
B. SCOPE OF THE AUDIT
(i) General: To determine the adequacy of facilities, policies, procedures,

standards, and personnel qualification, the procedures detailed in the section f
the AIRWORTHINESS will be applied.

Code Topic Remarks

CCL – 07 Arrangements for maintenance Details of the form
of documents/ records are given the ANO
CCL – 12A
(AT) 2.
Inspection of training
A.
(maintenance personnel) facilities
CCL – 19 Proving flight
CCL – 20 Maintenance Organisational

Structure and Staffing
CCL - 21 Inspection of maintenance
procedures and control manual
CCL – 22 Technical data
CCL – 23 Company quality audits
CCL – 24 Maintenance facilities
CCL – 25 Weight & balance control
CCL – 26 Aircraft servicing, spares holding &

stores control
CCL – 27 Minimum equipment list /
configuration deviation list
CCL – 28 Maintenance release and aircraft
main log
CCL – 29 Accomplishment and control of
airworthiness directives
CCL – 30 Airworthiness inspection of
aircraft
CCL – 31 Inspection of maintenance
systems
CCL – 32 Time-in-service and maintenance
records
CCL – 33 Contractual arrangements
CCL – 34 Assessment of head of

maintenance
CCL – 35 Inspection of defect reporting
system
CCL – 36 Airworthiness Team Leaders Final
Report
Renewal of Air Operator Certificate
RCCL-3 Airworthiness Audit Checklist

(g) Team Preparation - Pre Audit Team Meeting: The purpose of this meeting is to
ensure that all members understand ;
(i) the material which has been presented to them i.e. Timetables, Audit Plan,
etc.
(ii) their duties and responsibilities.
(iii) their specific audit area.
(iv) the audit check lists.
(v) the position of any observer.
(vi) the team plan in general.
5.2 The Audit Phase - This phase includes:
(a) Pre Audit Company Meeting: Preliminary preparation coupled with the following
guidelines will provide the basic elements of a successful meeting. The meeting
should:
(i) take place on the auditee‟s premises;

(ii) be attended by all senior management levels;
(iii) provide maximum information regarding Audit and related procedures;
(iv) be concise but precise, brief but clear.
(b) The Audit Manager should:
(i) introduce all members of the audit team with a brief background of each,
including observers;
(ii) explain purpose of the Pre Audit Meeting;
(iii) state the objective and scope of the audit;
(iv) explain the method of performing the audit;
(v) cover the method of communication between the Audit Team and the Auditee;
(vi) explain the method of handling any non-conformance‟s detected;
(vii) establish a time and place for the Post Audit Meeting;
(viii) answer any and all questions put forth by the Auditee.
5.3 Agreement should be reached between both parties regarding the Auditee‟s provision to
the Audit Team for adequate working facilities including:
(a) Office or Conference Room

(b) Photocopier
(c) Secretarial assistance
(d) Measuring or Test Equipment
5.4 Conformation should be obtained in writing of the agreement to provide the required
facilities etc.
(a) The Audit : The audit will be conducted against an „Audit Check List‟ compiled from
the topics described in the „Scope‟ and constructed into the „Audit Plan‟. To detect a
non-conformance, a guideline that reflects the standard must be followed. In this way

the Check List tells you what should be happening and observation confirms what is
happening. The gap between should and is will generally be a non-conformance. The
Audit Check List must:
(i) be used when monitoring a process, procedure or program;

(ii) be updated to reflect the latest revision;
(iii) be complete in its entirety;
(iv) be signed by the auditor (Team Member) responsible for that audit area;
(v) get you started, keep you on track, confirm completion; and
(vi) be as flexible as necessary to add questions to support specific situations.
(b) If used correctly, the audit check list can be an extremely valuable auditing tool.
However, if not handled correctly, it can ruin a good audit. The following
guidelines will assist in getting the most effective use from the check list. When
you (as auditor) enter a department or area, ask the host to explain how the system
works. Question how the personnel work in accordance with the system.
(i) evaluate the above information against the Standard/ Manual, and decide if it
meets or fails to meet the requirements.
(ii) record examples of numbers, procedures, documents, drawings, measuring and
testing equipment in each area.
(iii) finally use the check list to ensure that all aspects of the requirements have
been met.
(c) The three main steps in conducting a physical audit are:

(i) observing;
(ii) interviewing; and
(iii)documenting
(d) It should be noted that all steps, Observing, Interviewing, Recording and
Documenting are on-going and inter-related. There is no specific sequence to be
followed.
(i) Observing: This is normally the first step and is common to all types of
physical audits. Your observations will lead you into those areas that may
or may not require more investigation. Observing is a learned skill that will
improve with each audit carried out.
(ii) Interviewing: The interview is probably the single most important element
of any audit. The success of your audit will be largely dependent upon your
skills as an interviewer. Each interview scenario will be different. You will
have to assess the climate and decide on the approach to take - whether
friendly or formal - or somewhere in between. Generally speaking it is good
practice to establish a friendly atmosphere, if possible, at the beginning of
the interview (small talk in known areas of common interest) and then
outline the roles to be played by both parties. The following points will be
helpful in developing or improving your personalised interview technique:
(aa) Make personal contact with your subject immediately.

(bb) Keep the contact „human‟.

(cc) Five minutes of warm-up before you start will pay off in good co-
operation.
(dd) Describe the assignment briefly so that the person being questioned
will see their part in the total picture.
(ee) Make him/her feel he/she is on the „inside‟.
(ff) Invite him/her to feel the importance of his/her role in the program.
(gg) Have an outline of the material you intend to cover.
(hh) Use this as a guide to be sure you are getting all the data.
(ii) At the start of the interview, put company representatives at ease
and ask them to describe things in their own words.
(jj) Start the interview with the least complex, simple questions to alert
the company representative to the type of questions that will be
asked.
(kk) Be flexible with the questions asked.
(ll) Rephrase or reword the sentences if they prove too complex,
confronter or open to misunderstanding in any way.
(mm) Listen to the answer provided (do not interrupt if at all possible) and
restate the respondent‟s answer to avoid any misunderstanding.
(Paraphrasing)
(nn) Do not hesitate to request additional information or explanation if
there is any chance of a misunderstanding.
(oo) Be sure to note data such as the names of persons interviewed and
their titles.
(pp) Identify each interview separately for easy identification.
(qq) Indicate page number and date.
(rr) Take care in writing so you can easily read your own notes.
(ss) Record the relevant details immediately - do not rely on your
memory.
(iii) Here are some valuable Don’ts that apply to all interviewing:
(aa) Do not harass or talk down to the respondent.

(bb) Avoid challenging respondents even if their statements are
contradictory.
(cc) Do not begin an interview with preconceived ideas about the auditee
or the particular area.
(dd) Do not interrupt the story to insert your own ideas.
(ee) Do not let the interview get diverted into areas that are obviously
not pertinent.
(ff) Do not let blanket statements or broad generalisations obscure the
facts.
(gg) Do not let half-understood problems go.
(hh) Do not follow an established sequence of questions just because you
have them written down or memorised.
(ii) Do not be overpowered by the person being interviewed, be sure
you leave feeling you were the interviewer and not the interviewed.
(jj) Do not become involved in operational problems or offer solutions
that will distract from the primary purpose of information gathering.
(kk) Do not waste the auditee‟s time.

(ll) Do not think and plan on his time, do your preplanning in advance
of the interview.
(mm) Do not ask CLOSED questions that can be answered with YES or
NO.
(vi) Sampling :The sample size of a population and selection criteria have a direct
impact on the validity and confidence level of the results. The following guidelines
should be used:
(a) each sample group must stand-alone. If there are 1400 pilots, 2800 flight
attendants, 180 maintenance personnel, and 15 dispatchers, each of the four
groups must be considered separately;
(b) the Purpose of the goal is to achieve a 95 per cent confidence level with the
results of the sample tested. Often, this goal may not be appropriate; therefore,
the audit team must carefully consider both the sample size and the time devoted
to the task. Random sampling may be considered an acceptable alternative;
(c) the chart found in the Appendix will help determine the sample size needed to
achieve a 95 per cent confidence level for populations of 400 or more. For
smaller populations, a larger sample must be examined and the following guide
should be used:
Populations Sample
100: 50 per cent

199: 40 per cent
399: 35 per cent
(vii) Recording and Documenting: In taking notes during the audit to record findings
and observations remember to identify the area; function; process; program etc.
(a) Identify the time; date and location.

(b) List examples in detail 3 or 4 are sufficient.
(c) Record serial numbers and revision numbers.
(d) Note all supporting documentation.
(e) Note all references to conversations.
(f) Record any other information which will allow you to gain additional
insight.
(g) Note: Anything and everything will help you and the team as a future
reference.
(h) Reference the checklist number.
(i) Take time to write clearly - to be a good record it has to be legible.
(j) Use whatever abbreviations you can live with.
(k) Make sketches if necessary.

(viii) Analysis of Findings: Analysis is the keystone in conducting audits. It is an

organised method of identifying problem areas with a logical approach to
determine necessary corrective action and is used:
(aa) to ensure that the audit is based on a valid objective and accurate
assessment of the organisation or facility;
(bb) to identify a problem at its source and pinpoint the cause at its highest level;
(cc) to ensure standardisation of problem determination; and to have a
documented record of the process used when establishing non-
conformances.
6. AUDIT FINDING
6.1 Audit Findings are recorded on form. Audit findings form the most important record for
both the authority and the company being audited. It is therefore extremely important that
the form is completed accurately and in sufficient detail to be „stand-alone‟. All Audit
Findings must;
(a) Specify the Area of Audit (Topic from the Scope)

(b) Identify the reference standard - the requirements/Manual/Procedure;
(c) Quote specific details - „Objective Evidence‟.
6.2 It must be noted that the company representative who signs (if required) against the finding
is purely signing to confirm that the recorded situation was correct at the time the auditor
made the finding. He is not necessarily the person responsible for the area or function
detailed and should not be held accountable for the finding or corrective action. At the
time of the audit finding being recorded the corrective action will not be detailed and may
not be until after the audit has been completed and exit meeting held with the company.
6.3 Completed forms that in any way do not meet the above criteria can not be passed to the
company as „Audit Findings‟. It is not the auditors function or responsibility to establish
blame for the „finding‟ or at this stage of reporting to attempt to establish a „Root Cause‟.
The Audit Finding forms should be completed by hand and passed to the Deputy/Team
Leader each day. The administrative assistant will then key the details of the form into the
system to produce the printed version.
7. CONFIRMATION REQUEST
7.1 Proper use of the Confirmation Request Form can greatly reduce Inspector workload
during the Initiation and Audit Phases. For example, when an auditee appears to have
missed a required maintenance operation an Inspector could have to review a considerable
amount of paperwork to secure confirmation. To avoid that time consuming operation, the
company would be issued with a Confirmation Request Form (CRF) requesting proof that
the apparently missed item had in fact been correctly completed at the scheduled time.
7.2 In following this process the auditee is afforded the opportunity to prevent aircraft
„grounding‟, and it also ensures that the auditor is possession of all the facts before
proceeding with further action. This means that the auditor has saved valuable time by not
having to search through the records systems to produce necessary supportive information.

In addition the auditor receives a signed document from the auditee to use as part of the
supportive evidence package. The CRF is effective because:
(a) where initial evidence indicates a non conformance, the burden is on the company
to show otherwise;
(b) the auditor makes the final determination based on auditee produced facts as to
which direction to proceed;
(c ) the auditor is compelled to view the state of the company records management
system from the auditor‟s perspective;
(d) arbitrary findings based on subjective examples are eliminated;
(e) the auditee is not faced with major surprises at the end of the audit because all
contentious issues have been dealt with in an open manner; and
(f) the auditor has more time to devote to the business of auditing rather than chasing a
paper trail.
8. AUDIT RECORD LOG
8.1 Each Team Leader will maintain a record log, to be updated daily, of all „Audit Findings‟
and „Confirmation Requests‟. The format and control of the log will be decided by the
Team Leader. This may vary from a simple title, time and date book to a direct file of
photocopied duplicates. Each form will have been assigned a sequential number for
accountability. This process will ensure that at the end of the audit, all forms have been
satisfactorily answered and appropriate action taken. This log will ultimately form part of
the formal audit record.
8.2 Communications during the audit:
(a) Within the Team: It is essential that each Team Member continuously inform his
Deputy Team Leader of both the progress of his auditing and the findings/confirmation
requests that are raised. It is essential that Team Members do not engage in debates
with the auditee any dispute in interpretation of the standards or aspect of a finding
must be referred to the Team Leader. At the end of each day of the audit the Team
Leader will conduct a meeting to review the days progress and confirm that the audit
plan is on schedule. The results of this meeting together with the „Audit Findings‟ and
„Confirmation Requests‟ will then be passed by the Team Leader to the Audit
Manager.
(b) Between the Team and Auditee: The Audit Manager is responsible for
communications with the auditee and will hold regular meetings during the course of
the audit to ensure that the senior management of the company is fully aware of both
progress and findings.
(c) Safety Issues: During the course of the audit, should at any time a „Safety Issue‟ be
noted this must immediately be reported to the Team Leader. The Team Leader will
contact the Audit Manager and determine what the approach will be to the company.
Once notification has been made to the company it is expected that they will take the
initiative to correct the „threat to safety‟. In the event that the company does not take
immediate action the Audit Manager will determine the action to be taken by the Team
to resolve the issue.
(c) Post Audit (Exit) Meeting : Once the entire audit is complete, the audit Manager shall

conduct the final briefing with the auditee. The Audit Manager and Team Leader(s)
will make the determination of how many Team Members attend the meeting and who
will speak at the meeting other than him/ herself and the Team Leaders. This meeting
must not come up with any surprises to the auditee, it will be a summary of the briefing
sessions held throughout the course of the audit. If this meeting is a shock to the
management it is evidence of procedures not being followed during the course of the
audit. The speakers must present their findings in a clear and concise manner. The
meeting should:
(i) be chaired by the audit Manager;

(ii) be cordial, diplomatic, clear, and polite;
(iii) take into account the personalities and background of the company
representatives;
(iv) thank the auditee for their co-operation;
(v) summarise audit findings;
(vi) state the areas of strength as well as the areas that are deficient;
(vii) outline the progression of the report following the meeting;
(viii) explain the company‟s obligations regarding the corrective action plan;
(ix) state how the response system works; and
(x) discuss follow-up action.
8.3 The Post Audit Phase - this phase includes:
(a) The Audit Report : The „Audit Report‟ is a complete report describing both the
organisation and the findings of the audit, it does not include the Team
recommendations as a result of the audit. Recommendations will be made
following agreement of the corrective actions and be in a supplementary document
to the report. The audit report should cover:
(i) An overview of the auditee.
(b) History and development of the company with detail of current operations,
bases and sub bases;
(i) details of fleet;

(ii) staffing
(iii) contracts for operations and maintenance.
(iv) auditee‟s organisational structure.
(v) positions and names of key personnel, including charts where this is the
easiest format.
(vi) date of Audit and locations covered.
(vii) the Audit Team
(viii) purpose of the audit.
(ix) types of Findings.
(aa) audit findings of „Non Conformance‟;
(bb) observations.
(x) the coverage of the audit.
(aa) list the areas audited and the references used in the Audit Findings.

(c) Approval and Distribution: The report will be agreed by the full team and
approved by the Audit Manager. Distribution will be to:
(i) the Auditee

(ii) team Members
(iii) Director Flight Safety and Regulations
(d) Auditee Corrective Action Proposals: Before the Team can make a final
recommendation as a conclusion of the audit the auditee‟s proposals for
corrective actions must be received, reviewed and accepted. In the Post Audit
Meeting the company will have been requested to forward all corrective action
proposals through the Team Leaders who will then be responsible for prompt
review by the team members. Depending on the nature of the audit findings, the
company‟s corrective action should involve:
(i) Immediate Corrective Action. This is action taken immediately upon

identification of the audit finding to remove the immediate threat to
aviation safety;
(ii) Short-Term Corrective Action. This is short-term action to correct a
non-conformance that does not pose an immediate threat to aviation safety,
which ensures that conformance is established quickly until long-term
action is completed to prevent recurrence of the problem. Short-term
corrective action will normally take place within 30 (thirty) days; and
(iii) Long-Term Corrective Action. This is longer-term action and has
two components. The first will involve identifying the cause of the
problem and indicating the measures the company will take to prevent
a recurrence. These measures should focus on a system change. The
second component will include a timetable for company
implementation of the long-term corrective action. Long-term
corrective action will normally take place within twelve months. The
Audit Manager will present the final recommendations to the
Director Flight Safety and Regulations for Approval. Subject to
approval by the Director Flight Safety and Regulations the final
result of the audit can then be forwarded to the company.
(iv) Follow-up
The Team Leaders will control and monitor the follow-up to all corrective actions,
using the applicable team member for the corrective action to the Audit Finding
that he/she raised. When the necessary follow-up has been completed and is
satisfactory the result will be notified to the Director Flight Safety and Regulations
and the audit file retained for future audit reference.

CHECKLISTS
9. Purpose: Audit checklists have been developed that reflect the standards to be applied in
the area being reviewed. To detect a non-conformance, the auditor must follow a guideline
reflecting that standard. The checklists tell the audit team what “should” be happening and
their observations tell them what is happening. A gap between the two generally indicates
a non-conformance.
9.1 Requirements : The audit checklists must:

(a) Be used when a process, procedure or program is monitored;
(b) Be updated to reflect the latest revision;
(c) Be completed;
(d) Be initialled by the auditor (team member) responsible for that checklist area;
(e) Get the auditor started, keep him or her on track, and confirm completion; and
(f) Be as flexible as necessary so that questions may be added and specific situations
supported.
Caution: If used correctly, audit checklists can be an extremely valuable auditing

tool. However, if handled incorrectly, they can ruin a good audit. When
referring to a checklist item, the auditor must record his or her findings
opposite the area under review.
9.2 Checklist as a Framework: The checklists are not exhaustive but do provide a
consensus approach to auditing a function. For this reason, inspectors are encouraged to
review the lists and add to their content when necessary.
9.3 Use of Checklists: The auditor shall:

(a) On entering a department or an area, ask the host to explain how the system works;
(b) Ascertain how personnel work with the system;
(c) Evaluate the above information against the manual or standard and determine
whether it meets the requirements;
(d) Record examples of numbers, procedures, documents, drawings, and measuring and
testing equipment in each area; and
(e) Use the checklist to ensure that all aspects of the standards have been met.
9.4 The auditor shall not gain access to files or other company documents without the
appropriate authorization. Company representatives should be present during document
review whenever possible
_________________________


AWS-47
Issue-1
AUDIT FINDING FORM
Company Name Base Location File
Area of Audit: No.

Non-Conformance With:
Examples
Name and Signature of Auditor Date
Company Corrective Action: Immediate, Short and/or Long Term
Signature/Title Date
Civil Aviation Division Response
Audit Follow up
Target Completion Date Item Completed Inspector

Date

AWS-48
Issue-1
CONFIRMATION REQUEST FORM
CRF Company Name

No.
Name of Auditor Area of Audit
Company Representative Title
Subject Matter
Auditor‟s Signature Date and Time

Date and Time
Company Response Required By:
Company Response
Company Date and Time

Representative‟s
ForSignature
Inspector Use Only
Company Response Accepted Company Response Reject Audit Finding: Yes No
Auditor‟s Signature Date and Time

Chapter 46: Qualification of Post Holders
CHAPTER 46
QUALIFICATION OF POST HOLDERS
1. INTRODUCTION
1.1 This Chapter lays down the procedure to be followed by CAAB for approval of the Post
Holders of the organizations in accordance with the ANO (AW) B.7.
1.2 CAAB should ensure that the minimum Qualification of Post Holders who shall be
responsible for maintenance, air operator management, quality functions and training
activities as applicable, on behalf of a holder of Air Operator Certificate (AOC), Approved
Maintenance Organization (AMO), Continuing Airworthiness Management Organization
(CAMO) and Approved Maintenance Training Organization (AMTO).
2. Scope of Procedure
This procedure described how CAAB will internally scrutinize the application for approval
of the following post holders:
(a) Head of Engineering/Continuing Airworthiness Management Organization (CAMO)

Manager;
(b) Maintenance Manager;
(c) Quality Assurance Manager
(d) Training Manager;
(e) Examination Manager; and
(f) Any other associated additional post as required by the organization
3. Reference
ANO (AW) B.7 Qualification of Post Holders


Chapter 46: Qualification of Post Holders
4. Process of Approval
4.1 Application for approval of post holders:
For approval of the post holders, the organization shall submit application with Form-4 or Form-19
and enclosing a BIO-DATA of the concerned persons(s) along with attested copies of the
pertinent certificates and documents.
4.2 Scrutiny of Application:
Assigned AW official shall scrutinized the documents /papers of the applicant post holders as per
the requirements specified in the ANO B.7 for the particular post.
An operator applying for a post holder of a foreign national, besides all other documents specified
in ANO B.7 shall have submit permissive document from Bangladesh Investment Development
Authority (BIDA).
While scrutinizing of the documents /papers of the application of the aspiring post holder it is to be
ascertain that the organization/applicant has notified the authority of his previous approved
appointment (if any).
The operator is to be notified of any discrepancies noted during scrutiny of the application of the
post applied for.
4.3 Qualifications of Post Holders:
Assigned Inspector must evaluate the qualifications of the applicant based on the submitted
documents submitted and ensure compliance with the requirements, as applicable.
Qualifications for Maintenance Manager: Refer to ANO(AW) Part-B, Chapter-B.7, Section 6.1
Qualifications for Quality Assurance Manager: Refer to ANO(AW) Part-B, Chapter-B.7, Section 6.2
Qualifications for CAMO Manager: Refer to ANO(AW) Part-B, Chapter-B.7, Section 6.3
Qualifications for Training Manager: Refer to ANO(AW) Part-B, Chapter-B.7, Section 6.4
Qualifications for Examination Manager: Refer to ANO(AW) Part-B, Chapter-B.7, Section 6.5
It shall be processed for approval of the authority of the post applied for if it is found to be as per the
applicable requirement of ANO (AW) B.7
4.4 Issue of approval:
The operator is to be notified through a letter along with Form-4 (if any) after approval of the
application of the post applied for.

Evaluate Category I/II/III Landing Minimum Maintenance Inspection Programs
CHAPTER 47
EVALUATE CATEGORY I / II /III LANDING MINIMUM

MAINTENANCE/INSPECTION PROGRAMS
1. INTRODUCTION
1.1 This chapter provides guidance to Airworthiness Officials for evaluating and accepting
applications from operators to use lower approach and landing minimums in respect to the
appropriate support program.
2. GENERAL
2.1 Responsibilities
(a) The Airworthiness Inspector's primary responsibility is to provide technical support to

the Operations Inspector and the applicant. The responsibility for monitoring all
applicants during the evaluation period should be coordinated between the Avionics
and Operations Inspectors, to include:
(i) approvals;
(ii) in flight evaluation observations; and
(iii) surveillance.
(b) It is the applicant's responsibility to obtain and submit all documents that establish the
eligibility of its aircraft, such as:
(i) the required maintenance/inspection program necessary for continued

eligibility;
(ii) the applicant's Minimum Equipment List (MEL) with the limitations for
Category I operations, if applicable; and
(iii) an acceptable means for maintaining the reliability of the flight guidance
control and associated systems.
2.2 Qualifications for Low Approach Landing Minimums. Low approach and landing
minimums are issued to qualified operators. While the operating rules for each type of
operation (Light or heavy transport aircraft), may vary significantly, the approval guidelines
do not. Approval for low or minimum approaches in all categories will require regulatory
compliance in the following three major areas:
(a) Airborne equipment and systems
(b) Flight crew and maintenance personnel qualifications
(c) Lowered minimum procedures, including a maintenance/inspection program
Version: 1.0, April, 2017 Page 1 of 16 CPD 8

2.3 Deviations. Commitments to deviations should not be made without coordination between the
Airworthiness and Operations Inspectors. All requests for deviations must be forwarded to the
Director Flight Safety and Regulations by the operations inspector. The applicant should be
advised not to proceed in operating under its lower minimum proposal until the deviation
request is resolved.
3. DEFINITIONS:
3.1 Category I(CAT I) operation mean a precision instrument approach and landing with:
(a) a decision height not lower than 60 meter (200 feet); and
(b) with either a visibility not less than 800 meter or a runway visual range not less than 550
meter.
3.2 Category II (CAT II) operations mean a precision instrument approach and landing with:
(a) a decision height lower than 60 meter (200 feet), but not lower than 30 m (100feet); and
(b) a runway visual range not less than 300 meter .
3.3 Category IIIA (CAT IIIA) operations mean a precision instrument approach and landing
with:
(a) a decision height lower than 30 meter (100 feet) or no decision height; and
(b) a runway visual range not less than 175 meter .
3.4 Category IIIB (CAT IIIB) operations mean a precision instrument approach and landing with:
(a) a decision height lower than 15 meter (50 feet) or no decision height; and
(b) a runway visual range not less than 175 meter but not less than 50 meter.
3.5 Category IIIC (CAT IIIC) operations mean a precision instrument approach and landing with
no decision height and no runway visual range limitation.
4. CATEGORY I OPERATIONS.
4.1 The airworthiness avionics inspector's responsibilities for Category I authorizations are
primarily limited to the evaluation of the flight director and/or autopilot systems. The
Principal Operations Inspector is responsible for determining the overall suitability of an
operator's Category I capabilities.
5. CATEGORY II EQUIPMENT APPROVAL FOR LIGHT AIRCRAFT
5.1 Lower Approach Minimum Approval: An application for lower approach minimum
authority should specify the basis for the aircraft approval to conduct lower minimum
approaches. This authority may be based on:
(a) Type certification and the Airplane/Rotorcraft Flight Manual
(b) Supplemental type certification
(c) Operational evaluation

(d) Any acceptable combination of the above
5.2 Requirements for Category II Approval
(a) Requirements for Category II approval for general aviation operators have been
established in some states regulations (For information refers to FAR 91.189, 91.191
and 91.205. These sections specify:
(i) required instruments and items of equipment;

(ii) methods of approval;
(iii) evaluation program conduct;
(iv) calibration standards; and
(v) maintenance/inspection programs.
(b) FAA Advisory Circular 91-16, Category II Operations - General Aviation Airplanes,
as amended, can assist operators in developing and obtaining approval of Category II
equipment installations and maintenance/inspection programs.
5.3 Operational Evaluation Programs. Engineering coordination should be requested when

necessary, particularly for those aircraft in which the functions and limitations of the
automated systems are significant factors for safe operation.
5.4 Flight Director Systems. Inspectors should be aware that single flight director systems with
dual displays in which the second display repeats only the ILS information on the pilot's
display will not meet the requirements for 2 (two) ILS receiving systems.
5.5 Optional Avionics Equipment. Optional avionics equipment installed by the operator will
either be approved in the field or referred to the CAAB Airworthiness Engineering for
evaluation. The engineering evaluation can assist in determining if flight-testing is required,
what limitations may apply, and whether or not the installation may require a Supplemental
Type Certificate. If a Supplemental Type Certificate is required, avionics personnel will assist
in the accomplishment of a compliance and conformity inspection, as necessary, when
requested by the engineering and manufacturing office. Optional equipment that may be
installed and require approval includes the following:
(a) Flight director systems

(b) Automatic throttle control systems
(c) Autopilot and approach coupler systems
(d) Speed control command systems
(e) System fault detection and warning systems
(f) Radio altimeters
5.6 Modifications. Proposals to alter installed avionics equipment required for a particular
category of operation should be carefully reviewed and handled in accordance with

established procedures. Each proposal should be evaluated for its effect on system
performance, compatibility with the original standard, and compliance with Category II
criteria.
(a) When manufacturer proposed modifications to existing avionics equipment appear to

be major, the AWI should verify the approval status before sanctioning incorporation
of the change by the operator. If CAAB approval of the modification is not clearly
indicated in the manufacturer's instructions, the operator should obtain such approval
before performing the modification.
(b) An Inspector should exercise a cautious approach to field approval of modifications.

Pressure from any source should not discourage the Inspector from verifying that the
modification is being made in accordance with approved technical data and that the
technical evaluation is clearly within the scope of the inspector's training, experience,
and approval authority.
(c) Modifications originating in an operator's engineering department should also be

examined carefully and, when necessary, referred to the CAAB.
6. CATEGORY II EQUIPMENT APPROVAL
6.1 Large Aircraft Criteria: Operators using large aircraft required to be operated under
Transport category rules should meet all of the relevant requirements (FAA AC 120-28C,
Criteria for Approval of Category III Landing Weather Minima). Check List for Approval of
CAT II Operation (Airworthiness Aspects) are given in the Attachment A.
6.2 Turbojet Criteria: All operators using turbojet aircraft may be required to comply with the
aircraft systems evaluation criteria that apply to transport category operators. Applicants
operating under light aircraft operating rules using turbojet aircraft should also use the aircraft
equipment evaluation standards for heavy transport aircraft. (FAA AC 120-28C or 120-29).
6.3 Evaluation Approval: Systems evaluation approval should be accomplished in accordance

with approved data. (AC 91-16, 120-28C, or 120-29, as applicable).
7. CATEGORY IIIA EQUIPMENT APPROVAL: Check List for Approval of CAT III A
Operation (Airworthiness Aspects) are given in the Attachment A.
7.1 The aircraft requirements for Category IIIA authorization include requirements for the total
aircraft performance and associated systems. The acceptance of an aircraft for this category
must be completely based on performance and approved ‘Authority” data (i.e. data approved
by aircraft design (Type Certificate and TCDS approving country).
(a) Upon receiving an operator's request for Category IIIA authorization, the assigned
Avionics Inspector should immediately contact central office to determine whether the
aircraft has been approved for such operation and what equipment and systems have
been approved. If the aircraft has not been Category IIIA certified, the Inspector
should request assistance from the appropriate Aircraft Certification Office so that an
application for a Supplemental Type Certificate can be properly consolidated.
(b) FAA Advisory Circulars contain information outlining the requirements for a
maintenance program. The nature of this type of operation will necessitate a detailed
evaluation supported by well-defined maintenance, training, and reliability programs.
All maintenance and reliability supporting documents become part of the accepted
program.
(c) The initial program should also include appropriate programs identified in the
Maintenance Review Board document. The frequency of maintenance actions may be
revised when sufficient experience has been gained to justify a change and when there
is no conflict with the certification requirements.
(d) The reliability of systems and / or components set forth as substantiation for the
Category IIIA certification becomes the performance criteria for the program.
(i) controlled monitoring of the Category IIIA system reliability will require that
the operator, after initial evaluation, incorporate the pertinent systems and
components into the approved reliability program. If the Category IIIA system
reliability exceeds the approved program, the operator should be allowed a
reasonable time period in which to improve the reliability.
(ii) the appropriate Central Office specialist should be advised when the monthly
removal rate is exceeded and informed of the probable cause. The reliability
reporting is a necessity, particularly when operational approval was predicated
upon probability analysis.
(e) The maintenance manual should identify all special techniques, maintenance/
inspection frequencies, and test equipment requirements to support the program. It
should also specify the method of controlling the operational status of the aircraft.
Those Licensed Engineers qualified to release an aircraft for Category IIIA must be
identified.
(f) An approved training and recurrent training program must be provided. The listing of
such personnel must be current. Only those persons trained and qualified should be
permitted to perform Category IIIA maintenance / inspections.
(g) The operational demand for Category IIIA airborne systems with exposure to
numerous hidden functions requires that the aircraft be either periodically exercised or
functionally checked. This is to ensure that all systems are operational and that no
dormant failure has occurred. The initial program should provide either a periodic
Category IIIA approach or periodic system functional check.
(h) Until sufficient experience and data is available (excluding any required demonstration
period), it is recommended the aircraft status period not exceed 35 (thirty five) days.
Failure to exercise the system by simulated Category IIIA approach or functionally
checking the system within 35 (thirty five) days should automatically place the aircraft
in a non-category IIIA status. The aircraft must maintain this status until the required
functional check is made.

8. PROGRAM DEVELOPMENT
8.1 Initial Development. At the time of formal application, the Inspector should begin to monitor
development activity. Participation in all meetings with an applicant will usually require
coordination with the Operations Inspector. It is important for the operator to include all key
personnel in any meetings.
8.2 The Operator's Lower Minimums Program. The operator's lower minimums program must
be developed and the procedures used during the evaluation period. Operations specifications
must reflect all special Category II / III maintenance requirements that were developed.
9. CATEGORY II MAINTENANCE MANUAL REQUIREMENTS.
9.1 The maintenance manual should identify all special techniques, maintenance/inspection
frequencies, and test equipment requirements that support the program. Those technicians
qualified to release an aircraft with lower minimums should be listed or identified.
9.2 The operator's procedures must include a method for manual distribution to ensure availability
to the appropriate maintenance facility.
9.3 Operators should be encouraged to show the method of approval of required equipment as
listed in the maintenance portion of the manual.
10. MAINTENANCE/INSPECTION PROGRAMS.
10.1 The proposed maintenance/inspection programs must be tailored to the applicant's operations
and maintenance organization. All maintenance and reliability supporting documents become
part of the accepted program.
(a) Requirements for Maintenance/Inspection Programs: (FAA AC 120-28C and 120-

29, as amended, outline acceptable requirements for the maintenance/inspection
programs). Maintenance/inspection programs must provide for the proper maintenance
and inspection of equipment and aircraft systems.
(b) Control and Accountability: Emphasis must be placed on control and accountability
of all areas associated with lower landing minimums approvals. These areas primarily
encompass the following:
(i) initial and recurrent training on flight guidance control systems;

(ii) the use of test equipment;
(iii) the differences in aircraft systems between aircraft in an operator's fleet;
(iv) special procedures for airworthiness release and control of the aircraft approach
status;
(v) initial and recurrent training in all areas of the lower minimums program; and
(vi) training for new personnel and equipment types.

(c) Operational Status of the Aircraft: The method for controlling the operational status
of the aircraft lower minimum required equipment must ensure that flight, dispatch,
and maintenance personnel are kept aware of the current status.
(d) Purchase of Avionics Equipment "Package" Installations: General aviation

maintenance/inspection programs may be developed by some manufacturers and repair
stations in conjunction with their Category II avionics equipment installation
"package". The contents of such programs should be thoroughly evaluated for
compliance and maintainability with Category II regulations.
(e) Requalification Procedures: The program must include procedures for

requalification of an aircraft for lower minimums following maintenance on any
required system. This must include tests after replacements, resetting in rack, and
interchange of components.
(f) Approval: The inspector will indicate approval of maintenance program portion of the
operator's Category II manual by signing and dating each page of the program.
11. MAINTENANCE TRAINING PROGRAMS.
11.1 Airworthiness avionics inspectors, during the course of normal surveillance, should evaluate
the maintenance facilities performing Category II equipment maintenance to ensure that the
training provided meets the requirements of lower minimum standards.
12. EXISTING MAINTENANCE/INSPECTION PROGRAMS
12.1 Programs can be developed to be compatible with the existing maintenance/inspection

program, as long as there is a clear distinction between normal and lower minimum
requirements.
12.2 When an operator's proposal is based on an existing maintenance/inspection program, the

inspector must ensure that all procedures will provide for the lower minimums program
requirements. Caution should be exercised when an applicant has used a program approved
for use by another operator for developing its own.
12.3 The following areas of the proposal and or existing programs should be closely reviewed:
(a) The existing reliability program

(b) The training program
(c) The initial evaluation checks for existing aircraft and for new aircraft
(d) The existing parts pool, borrowed parts procedure, and control of spare parts

12.4 Existing Reliability Programs. An operator's existing reliability program may be accepted when
shown to be adequate for its lower minimum operations.
13. TEST EQUIPMENT AND STANDARDS
13.1 Performance Standards, Tolerances, and Calibration Procedures
(a) Performance standards, tolerances, and calibration procedures applicable to ILS

equipment have been adequately covered by:
(i) technical Standard Orders (TSO)

(ii) radio Technical Commission of Aeronautics (RTCA) documents
(iii) manufacturers' instruction manuals
(b) These standards or their equivalent are generally considered acceptable for inclusion in
maintenance/inspection programs for equipment operated to landing Cat I minimums.
Such standards may not be adequate for Category II. Those which will not provide
category system performance should be revised to provide the required level of
performance.
13.2 Category II Tolerances: In many cases, the tolerances for Category II airborne equipment are
more rigid than those for Category I. Therefore, the equipment used to inspect, test, and
bench check Category II equipment may require more frequent test and calibration.
13.3 Established Standards and Tolerances: Standards and tolerance established in the
maintenance/inspection program for testing and calibrating airborne equipment and systems
that are required for Category II operations should not be relaxed following program
approval without adequate substantiation that system performance will not be degraded.
13.4 Self-Test Features: Self-test features may be used for periodic inspections if:
(a) They have been evaluated and found to adequately test the system
(b) Instructions for their use and interpretation of self-test indications are included in the
maintenance/inspection program portion of the Category II manual. Inclusion in the
approved maintenance/inspection program will indicate ‘Authority” approval.
14. MAINTENANCE PERIOD EXTENSIONS - GENERAL AVIATION
14.1 Applications for Extensions
(a) Applications for extensions of maintenance periods for general aviation operators may
be considered at the completion of one maintenance cycle of at least 12 (twelve)
calendar months. Application should be made by letter to the Office having
jurisdiction of the area in which the operator is located.

(b) The following factors are considered in granting an extension:
(i) records of Category II approaches due to malfunctioning equipment;

(ii) number of Category II approaches (actual and simulated);
(iii) maintenance records of Category II equipment failures;
(iv) service history of known trends toward malfunctioning;
(v) unit mean time between failures; and
(vi) records of functional flight checks.
14.2 Check, Test, and Inspection Extensions: Extensions to the check, test, and inspection periods
may be granted if factors indicate that the performance and reliability of the Category II
instruments and equipment will not be adversely affected. General aviation extension periods,
in most cases, would be one calendar month for tests, inspections, and functional flight
checks, and four calendar months for bench checks. The operator's program should include
procedures for obtaining the extensions.
14.3 Increased Extension Periods: The extension periods suggested in paragraph B may be
increased at the discretion of the Avionics Inspector.
15. FUNCTIONAL FLIGHT CHECKS.
15.1 Some operators have submitted programs that provide for functional flight checks. This
procedure must not be approved unless all airworthiness requirements have been satisfied
before dispatch. In no instance can a functional flight check be substituted for the certification
by maintenance of complete systems or equipment operation.
16. REPORTS AND RECORDS - GENERAL AVIATION
16.1 Responsibilities of Record keeping. The persons responsible for these reports should be
provided training in appropriate parts of the proposed lower landing minimums program.
16.2 Category III or any Auto land Category. Operators authorized for Category III, or any Auto
land category, should be encouraged to provide reports of airborne equipment malfunctions
during actual approaches. The reports may be provided on a yearly basis or at any time the
malfunctions significantly affect the Auto land capability.
17. PROGRAM APPROVAL PROCEDURES
17.1 Review the Maintenance/Inspection Program: Review the applicant's maintenance/inspection

program to ensure that it contains control and accountability of the following:
(a) All maintenance accomplished on lower minimum required systems and equipment
(b) All modifications to systems and equipment
(c) Approach status of each aircraft at all times

(d) Evaluations of self-test, Built-In Test Equipment (BITE), or Automated Test Equipment
(ATE) to ensure suitability
(e) Spare equipment
(f) Maintenance calibration, use of test equipment, records/reporting requirements
(g) Repetitive and chronic discrepancies to ensure the affected aircraft remains out of lower
minimums approach status until positive corrective actions is made
(h) All aircraft in the fleet that have not been evaluated for lower minimums approaches
17.2 Review the Existing Maintenance/Inspection Programs: Ensure that the existing
maintenance/inspection program has procedures for the following:
(a) Identifying chronic discrepancies and corrective action follow up
(b) Keeping aircraft with chronic and/or repetitive discrepancies out of a lower minimum
status until positive corrective action is taken
(c) Training maintenance personnel assigned to reliability analysis
(d) Initial evaluation checks for existing aircraft and for new aircraft to the fleet before
inclusion in the operator's lower minimum operations
(e) Identification of all components used in the lower minimum systems in the existing
parts pool, parts borrowing procedure, and control of spare parts
(f) Ensuring that calibration standards for all test equipment used for maintaining lower
minimum systems and equipment are met
(g) Ensuring that each flight crew and persons with operational dispatch authority are
aware of any equipment malfunction that may restrict lower minimum operations
17.3 Review the Functional Flight Checks: If a functional flight check has been submitted, ensure
that the following information is included:
(a) Maintenance clearance and/or concurrence before an aircraft is returned to a lower
minimum status, even if the functional flight check was found to be satisfactory
(b) Request for a flight check by maintenance in the aircraft log
(c) Maintenance entry acknowledging the results and the action taken
(d) Evaluate the Supporting Data. Unless the applicant provides supporting approval data,
the Avionics Inspector should coordinate with the Operations Inspector to determine
the acceptability of each aircraft for the authorizations requested.

(e) Review the Minimum Equipment List (MEL). Appropriate sections of the MEL must
be revised to identify Category II required systems and special procedures, if
applicable.
(f) Review the Personnel Training Requirements. Ensure there are procedures for the
following:
(i) ensuring personnel contracted to perform Category II related maintenance are

qualified and the program requirements are made available to these persons;
and
(ii) training and/or recurrent training for the air taxi maintenance personnel.
Personnel not qualified to perform maintenance on Category II systems and
equipment, including flight crew and dispatch, should be trained in the
airworthiness release requirements of the lower minimums program.
18. TASK OUTCOMES
18.1 The Principal Operations Inspector has the primary responsibility to grant the operator approval
for lower minimums. It is the Avionics Inspector's responsibility to evaluate and approve the
avionics requirements and associated support programs. Successful completion of this task
will therefore consist of coordination with the Operations Inspector for sending all original
Category II and IIIA documentation to Central Office.
.
18.2 The following data is useful.
(a) FAR Parts 23, 25, and 61
(b) FAA AC 91-16, Category II Operations - General Aviation Airplanes, as amended
(c) FAA AC 120-28C, Criteria for Approval of Category III Landing Weather Minima,
(d) FAA AC 120-29, Criteria for Approving Category I and Category II Landing Minima
___________________

Attachment – A
CAT II /CAT III A OPERATION COMPLIANCE ‐ CHECKLIST
The purpose of this CAT II/CAT IIIA Operation Compliance Checklist is to assist
owners/operators/officers of CAAB with a view to ensuring that CAT II/CAT IIIA approval process
is standardized. In all the cases, the checklist should clearly reflect compliance by operator in
column–I. In case of non-applicability (N/A) reason thereof should also be reflected in column‐I.
Verification remarks column to be used by CAAB officer while reviewing the operator request for
approval.
Check List for Approval of CAT II /CAT III A Operation (Airworthiness Aspects)
Contact Person:
Telephone No.
Fax No.
Email address:
Air Operator Permit Number:
Aeroplane registration mark(s) and Aeroplane Serial

No(s) requested for approval
Scope of Application Requested
Initial request for CAT II/CAT III A YES NO

approval for approval for aeroplane
type/model Aircraft Entry into Service
(EIS)
DD/MM/YYYY

Part B: Airworthiness Information
SL No Items Notes Verification/Remarks
1 Type Design Approval for referenced Aeroplane Type Designation
1.1 The CAT II /CAT III A type design

approval is reflected in:
1.1.1 AFM / AFM Supplements
1.1.2 Type Certification Data Sheet/

Supplemental Type Certificate/other
2 Eligibility for referenced Aeroplane Serial Number
2.1 Does the aircraft comply with the titles and

numbers of all modifications, additions
and changes which were made in order to
substantiate the incorporation of the MPD
standard in the aeroplane?
2.2 MPD compliance list established?

(YES/NO)
3 Before presenting an aircraft for approval of Cat II/Cat III A operations, it must be shown by
furnishing necessary documents that, since the beginning of the 12th calendar month before
the date of submission, the following checks had been carried out: -
3.1 The ILS localizer and glide slope

equipment shall have been bench
checked according to the Manufacturer's
stipulations
3.2 The altimeters and the static
pressure systems shall have been tested
and inspected in accordance with the
procedure given in as per manufacturers
recommendations

3.3 All other instruments and items of

equipment required for Cat II/Cat III A
operations shall have been maintained/
bench checked as per manufacturers
requirements
3.4 All components of flight control guidance
system must have been approved for Cat
II/III A operations as applicable under type
or supplemental type certification
procedures.
3. 5 Subsequent changes to make,

model or design of these
components must be approved by
regulatory authority of the country of
manufacture.
3.6 Related systems or devices such as the
auto throttle and computed missed
approach guidance system must be
approved in the same manner, if they are
to be used for Cat II/Cat III A operations.
3.7 A radio altimeter must meet the

performance criteria as specified in
"Minimum performance Standards”
3.8 The operator shall ensure that any
modification to systems and
components approved for Cat II&III A
operations are not affected when
incorporating software changes, service
bulletins, etc. Any change to system,
components shall have beenapproved by
the manufacturer and the regulatory
authority of the country of
manufacture.
4 Maintenance Program and Maintenance Procedures (*)
4.1 CAT II/CAT III A Manual (*) The applicant should develop a manual for use by personnel
involved in CAT II/CAT III A. The purpose of the CAT II/CAT III A Manual is to identify
the supplementary procedures and requirements for CAT II/CAT III A operations. This
manual should, as a minimum, contain the procedures listed below. Please provide relevant
manual references for each.

4.1.1 Detailed procedures, instructions,

limitations and maintenance
program to ensure continued serviceability,
accuracy, reliability, characteristics in
case of failures and degree of
redundancy of the systems necessary for
the Cat II/ Cat III A operations and
shall be approved by CAAB
4.1.2 A copy of Maintenance Program for

Cat II/Cat III A operation
4.1.3 Procedures for downgrade/upgrade
criteria.
5 Reliability Program
5.1 Reliability program shall establish a
specific procedure to govern maintenance
capability of the operator to conduct Cat
II/Cat III A operation prevention of CAT II
/CAT III A problems.
6 Maintenance Training Program
6.1 Training programs to ensure each person,

including contract personnel, involved in
CAT II /CAT III A is adequately
trained on operator's CAT II/CAT IIIA
procedures and is competent to perform
his/her duties (CAT II/CAT III A
awareness training).
6.2 Procedures for ensuring that

maintenance personnel have
completed CAT II/CAT IIIA awareness
training and have satisfactorily
performed CAT II /CAT IIIA maintenance
tasks under supervision, within the
framework of approved procedures for
personnel Authorization.

Part C: Application Package
1 Documentation to be submitted to CAAB.
1.1 ANO Compliance
1.2 MPD (last version) (*).
1.3 Sections of the AFM or AFM Supplements

that document CAT II /CAT III A
airworthiness approval.
1.4 MPD compliance list showing compliance

with the titles and numbers of all
modifications, addition and changes
which were made in order to substantiate the
incorporation of the MPD standard in the
aeroplane.
1.5 CAT II /CAT III A Maintenance Manual (*).
Part D: Applicant Statement
The undersigned certifies the above information mentioned in column–I against part A,B and C have
been verified as indicated in column-II and the aircraft as listed in the checklist meets the requirements
for CAT II / CAT IIIA operations from Airworthiness aspects.
Name of Continued Airworthiness Manager: Signature Date‐
Part E:AIRWORTHINESS DIVISION VERIFICATION

1.1 Verification Remarks/Recommendation by Airworthiness Officer:
1.2 Verification Officer:

The undersigned certifies the above information mentioned in column–I against part A,B and C
have been verified as indicated in column-II and the aircraft as listed in the checklist meets the
requirements for CAT II / CAT IIIA operations from Airworthiness aspects.
Name and Designation Signature Date‐
1.3 Approved /Not Approved by AIRWORTHINESS DIVISION

Name Signature Date‐
********

Chapter 48: Safety Management System (SMS) Approval of Approved Maintenance Organization (AMO)
CPD-8, Chapter-48
Safety Management System (SMS) Approval of Approved Maintenance
Organization (AMO)
1. Background
This document provides guidance to the Airworthiness Inspectors for the review and approval of
the SMS (Safety Management System) of an AMO (Aircraft Maintenance Organization). Any
CAAB Approved AMO Certificate holder is responsible for the implementation of a Safety
Management System (SMS). An SMS is a systematic approach to managing safety, including the
necessary organisational structures, accountabilities, policies and procedures.
1.1 Applicability:
As per CAAB ANO (AW) Part-145, Section: Part-145.A.65 (d), and ANO (AW) Part-C, Chater-C.2,
Section-12, ANO (AW) Part-M, Subpart-F, a CAAB approved Maintenance Organization shall establish a
Safety Management System (SMS).
The maintenance organization shall establish, maintain and adhere to a Safety Management
System (SMS) that is appropriate to the size, nature and complexity of its scope of work and
the safety hazards and risks related to it.
1.2 Inspector Qualification:
Assigned Airworthiness Inspector must have basic knowledge about SMS and its aspects
related to AMO. Knowledge can be gained through Basic Course, workshop, seminar etc.
Prior to be assigned as Independent Inspector on SMS, and inspector have to undergo for
OJT by participating as Audit Team Member / Observer along with Senior/Qualified
Airworthiness Inspector during any AMO’s SMS approval process.
2. Procedure for review of the SMS
2.1 Understanding SMS for AMOs:

A Safety Management System (SMS) is an organised approach to managing safety, including adoption
of the necessary organisational structures, accountabilities, policies and procedures. It is Systemic in
that safety management activities are carried out in accordance with a pre-determined plan, and
applied in a consistent manner throughout the organisation. It is proactive in that it takes an approach
that emphasizes prevention, through hazard identification and risk control and mitigation measures,
before events that affect safety occur. It is also Explicit, it that all safety management activities are
documented, visible and performed as an essential component of management activities.
The complexity of the SMS should match the organisation’s requirements for managing safety.
Complex Safety Management Systems may be inappropriate for small organisations. These
organisations should tailor their SMS to suit the size, nature and complexity of the operation and
allocate resources accordingly.
For any CAAB Approved Maintenance Organisation, safety management should be a core business
function, as is financial management. Addressing safety in a systemic, proactive and explicit manner
ensures that on a long-term basis, safety becomes an integral part of the day-to-day business of the
organisation and that the safety related activities of the organisation are directed to the areas where the
benefits will be greatest. Effective safety management results a realistic balance between safety and
production goals. Thus a coordinated approach in which the organisation’s goals and resources are
analysed helps to ensure that decisions concerning safety are realistic and complementary to the
operational needs of the organisation.
At the core of the SMS is a formal Risk Management process that identifies hazards and assesses and
mitigates risk. Safety management is evidence-based, in that it requires the analysis of data to identify
hazards. Using risk assessment techniques, priorities are set for reducing the potential consequences
of the hazards.

Safety Management Process

Strategies to reduce or eliminate hazards are developed and implemented with clearly established
accountabilities. The situation is reassessed on a continuing basis and additional measures are
implemented as required. Stages of the safety management process are outlined below.
Collect the Data

The first step in the safety management process is the acquisition of the relevant safety data – the
evidence necessary to determine safety performance or to identify latent unsafe conditions (safety
hazards). The data may be derived from any part of the system: the equipment used, the people
involved in the operation, work procedures, the human/ equipment/ procedures interactions, etc.
Analyse the Data

By analysing all the pertinent information, safety hazards can be identified. The conditions under
which the hazards pose real risks, their potential consequences and the likelihood of occurrence can
be both qualitative and quantitative.
Prioritise Unsafe Conditions

A risk assessment process determines the seriousness of hazards. Those posing the greatest risks are
considered for safety action. This may require a cost-benefit analysis.
Develop Strategies
Beginning with the highest priority risks, several options for managing the risks may be considered. For
example the risk may be spread across as large a base of risk-takers as practicable; the risk may be
eliminated entirely; the risk may be accepted and the operation continued unchanged or the risk may be
mitigated by implementing measures to reduce the risk or at least facilitate coping with the risk.
Approve Strategies
Management approval of agreed strategies is required to proceed. Strategies may need to be shown to
have merit by preparation of cost benefit analysis reports or business cases.
Assign Responsibilities and Implement Strategies

The details of an implementation plan must be formulated, including the determination of resource
allocation, assignment of responsibilities, scheduling, revisions to operating procedures, etc
Re-evaluate Situation
Re-evaluation of the original situation should determine the effectiveness of the strategies
implemented; whether new problems may gave been introduced, how well the strategy for risk
reduction meets performance expectations and whether modifications to the system or process may be
required.
Collect Additional Data

Depending on the re-evaluation stage, new or additional information may be required and the full
process
repeated to improve the safety action strategy.
2.2 Safety Management System Implementation Plan
The first step, when introducing SMS into an AMO, is to develop an implementation plan. This will
be a realistic strategy for the implementation of SMS that meets the needs of the organisation and
defines the approach taken for managing safety. The contents of the plan should include:
1. Safety policy;
2. Safety planning objectives and goals;
3. System description;
4. Gap analysis;

5. SMS components;
6. Safety roles and responsibilities;
7. Safety reporting policy;
8. Means of employee involvement;
9. Safety communication;
10. Safety performance measurement;
11. Management review of safety performance; and
12. Safety training.
Small Organisations
For a small organization a simplified SMS implementation plan should be developed that
includes:
 The organisation’s approach to managing safety in a manner that meets its safety needs;
 Coordination with the SMS of other organisations with which it interfaces during the
provision of
services; and
 Endorsement by senior management and communication throughout the organisation.
3. The Components of a Safety Management System (SMS)

A Safety Management System should comprise the following four components:
1. Safety Policy, Objectives and Planning;
2. Safety Risk Management;
3. Safety Assurance; and
4. Safety Promotion.

3.1 Safety Policy, Objectives and Planning

Management Commitment and Responsibility
The Chief Executive Officer (CEO) and Accountable Manager demonstrate their commitment to
safety by:
 Recruiting a management team appropriate to the size and complexity of the organisation;
 Developing and disseminating a safety policy/ safety objectives;
 Creating and adequately resourcing a SMS program; and
 Specifying roles, responsibilities and accountabilities of the management team in relation to
aviation safety.
Senior management should develop an organisational structure that has the responsibility, authority
and accountability assigned to it to assure the Safety Management System will function as planned.
This would include an organisation chart that depicts the organisation structure inclusive of the SMS
that establishes a clear line of communication from the Safety Manager (SM) directly to the
Accountable Manager.
Certificate
Holder Safety
Officer
(Accountable
Manager)
Maintenance Manager Quality Manager
______________ Formal Reporting

Informal Administrative/Communications
Note: This diagram shows where existing organizational bodies, such as the safety office, fit into the
safety management system. To put this in today’s context, in many organizations the safety office is
considered to be astand-alone entity equal to any other operational body.The functions specific to the
safety management system are concentrated within this silo and are not distributed throughout the
organization. Safety management is a business function comparable to any other function in the
operation. In the same way that financial considerations are integrated into the organization, so
should safety management considerations. In SMS, safety is considered to be everyone’s responsibility
and is not unique to the safety office.
Safety Policy
Management commitment to safety needs to be clearly expressed in a statement of the organisation’s
safety policy, which outlines what the organisation will do to achieve the desired safety outcomes and
that serves as
a reminder as to ‘how we do business around here’. A safety policy may take different forms, but will
typically include statements concerning;
 The overall safety objective of the organisation;

 The commitment of senior management to the goal of ensuring that all aspects of the
operation meet safety performance targets;
 A commitment by the organization to provide the necessary resources for the effective
management of safety
 The organisation’s policy concerning responsibility and accountability for safety at all levels
of the organisation; and
 Management’s explicit support of a ‘just culture’ as part of the overall safety culture of the
organisation.
A typical SMS safety policy may include references to other programs, for example Occupational
Health and Safety, Quality Management Systems, environmental management systems, security
management systems.
Just Culture
A ‘just culture’ provides clear boundaries about confidentiality, reporting requirements, and individual
responsibilities in relation to the SMS as far as management and staff are concerned.
However, in a ‘just culture’ policy, a clear distinction is required between what is acceptable
behaviour and what is unacceptable, and that people are treated accordingly. ‘Just culture’ is a
necessary evolution from the ‘blame free’ culture of the past.
Safety Objectives Safety objectives should state an intended safety outcome. They may be expressed
in terms of short, medium and long term safety objectives. To be able to measure the effectiveness of
operational safety objectives, they should be Specific, Measurable, Achievable and Realistic; and have
a specified Timeframe (SMART) within which they are to be achieved. The operator should have
documented plans of action to achieve each specified safety objective, and these should ideally be
included within the implementation plan. Safety Accountabilities of Managers The Accountable
Manager of the organisation is ultimately accountable for the SMS and must provide resources
essential to implement and maintain the program.
As the Responsible manager for the SMS, the Safety Manager will need to work with the management
team to meet the objectives of the SMS. The structure of the organisation needs to be documented so
that everyone understands their role and responsibilities. The Safety Manager is responsible to the
Accountable Manager, who is ultimately accountable for the operation of the SMS. When formalising
the organisation structure, it is important to remember that the Safety Manager needs direct access to
the Accountable Manager.
The roles, responsibilities and accountabilities of the positions outlined on the organisational chart
should be explicit with respect to the SMS. All management and supervisory positions in addition to
the Safety Manager would be expected to show leadership and have included in their responsibilities/
accountabilities a requirement to:
 Actively support and promote the Safety Management System;
 Ensure due processes and procedures needed for safe operations are in place;
 Ensure that they and their staff comply with the SMS processes and procedures;
 Ensure resources are made available to achieve the outcomes of the SMS; and
 Continually monitor their area of responsibility, as outlined in the SMS Manual.
Appointment of Key Safety Personnel

Large Organisations – A large organisation may have a dedicated Safety Department, led by the Safety
Manager however named. There would be scope within the department to appoint a deputy Safety
Manager and additional personnel as required.
Medium Organisations – A medium sized organisation may have a separate Safety Manager,
possibly with a small number of staff. There would be scope for one of the ‘Safety Representatives’ to
be appointed as deputy when required. The safety representative could be a front line staff member.
Safety Manager – roles, Responsibilities and Qualifications:
Depending on the size of the organisation, the Safety Manager should possess operational
management experience and an adequate technical background to understand the systems that support
operations. Operational skills alone will not be sufficient. The Safety Manager should have a sound
understanding of safety management principles, typically acquired through formal training and
experience. Depending on the size of the organisation, senior management should appoint a SM who,
irrespective of other duties, will have responsibilities and authority that includes:
 Ensuring that processes needed for the SMS are established, implemented and maintained;

 Reporting to the CEO on the performance of the SMS and the areas where improvement is
 required; and
 Ensuring the promotion of awareness of safety requirements throughout the organisation.
The Safety Manager will be the catalyst to develop and mature the SMS over time, through
engagement with the organisation’s executive, management at all levels and operational staff. The
Safety Manager is responsible for accomplishing tasks and functions of the SMS. The role and
responsibilities of the Safety Manager are to be
specified in the SMS Manual, which needs to be approved by CAAB. Airworthiness Inspectors
assigned to evaluate the SMS manual of the AMO (may be as a part of the MOE or a separate
document), should ensure the duties and responsibilities are clearly mentioned.
The Safety Manager needs to be ‘independent’ from operational areas, and have a direct reporting line
to the Accountable Manager. A formal reporting line direct to the Accountable Manager gives the
Safety Manager the ‘authority’ to look across the organisation from the safety perspective. The Safety
Manager may have staff to assist in the role, and where possible, should also be assisted by safety
representatives from each department or functional area.
Safety Responsibilities
The SM is not the sole person responsible for safety. Specific safety activities and functional or
operational safety performance outcomes are the responsibility of the relevant operational or
functional managers, and senior management must not hold the Safety Manager accountable for line
managers’ responsibilities. The Safety Manager should monitor all cross functional or departmental
SMS activities to ensure their relevant integration. While the Safety Manager may be held
accountable for the satisfactory administration and facilitation of the SMS itself, they should not be
held accountable for the safety performance of the organisation — the Accountable Manager alone is
accountable, except that if the Accountable Manager is not the CEO of the organisation, the CEO is
also accountable for Safety.
The Safety Manager is responsible for, but not limited to:
 Drafting the SMS Manual;

 Implementing, maintaining reviewing and revision of the Safety Management System;
 Regular evaluation, reviews and fin-tuning of the Safety programme;
 Providing safety advice to management and staff;
 Providing timely advice and assistance on safety matters to managers, staff and contractors at
all levels;
 Communicating with heads of departments on safety related issues;
 Promoting safety awareness and a positive safety culture;
 Liaison with CAAB on safety-related issues;
 exchange of valuable lessons learned with other operators;
 Researching and sharing safety related information with other key safety personnel in the
organisation;
4. SMS Gap analysis

As part of SMS Implementation Plan (i.e SMS Manual), an AMO needs to submit Gap Analysis on existing
system. The checklist (Attachement-01) will be handed over to AMO’s authorised representative, for carrying
out the GAP analysis and later on submit along with the SMS Manual to CAAB for further action for SMS
approval.
a) The implementation of an SMS requires an AMO to conduct an analysis of its system to

determine which components and elements of an SMS are currently in place and which
components and elements must be added or modified to meet the implementation
requirements. This analysis is known as gap analyses, and it involves comparing the SMS
requirements against the existing resources in the AMO.

b) This guidance provides, in checklist format (Attachement-01), information to assist in the

evaluation of the components and elements that comprise the ICAO SMS framework and
to identify the components and elements that will need to be developed. Once the gap
analysis is complete and documented, it will form one basis of the SMS implementation
plan.
c) The gap analysis form included in this guide can be used as a template to conduct a gap
analysis. Each question is designed for a “Yes” or “No” response. A “Yes” answer
indicates that the AMO already has component or element of the ICAO SMS framework
in question incorporated into its organizational processes, whether it matches or exceeds
the requirement. A “No” answer indicates that a gap exists between the
component/element of the ICAO SMS framework and the organizational processes of the
AMO.
5. ICAO SMS framework
5.1 The ICAO SMS framework consists of four components and thirteen elements, and its
implementation shall be commensurate with the size of the organization and the complexity of the
services provided.
5.1.1 Safety policy and objectives
a) Management commitment and responsibility
b) Safety accountabilities of managers
c) Appointment of key safety personnel
d) SMS implementation plan
e) Coordination of emergency response planning
f) Documentation
5.1.2 Safety risk management
a) Hazard identification process
b) Risk assessment and mitigation process
5.1.3 Safety assurance
a) Safety performance monitoring and measurement
b) The management of change
c) Continuous improvement of the SMS
5.1.4 Safety promotion

a) Training and education
b) Safety communication
6. AMO SMS Approval Procedure:

During application for initial approval of certificate, an AMO needs to submit its SMS Manual (may
be part of its Company Procedure Manual (i.e MOE/MPM/MPCM etc.) or a separate manual for
CAAB’s approval.

Assigned Inspector(s) have to check & evaluate the relevant areas of the AMO’s SMS Manual, as
per the following checklist. The assigned Inspector(s) may also conduct physical inspection of various
aspects of the SMS for evaluating ‘Status of Implementation’, relevant to AMO’s SMS Manual
provisions.
If any discrepancies are found during evaluation of the SMS manual and physical inspections, the
assigned inspector will prepare an Audit Report mentioning the discrepancies and ask the applicant to
submit Corrective action Plans (CAP) to mitigate the discrepancies. If the CAPs are satisfactory,
assigned inspector will process the application for further approval of the authority. Inspector may
conduct more inspection to ascertain the CAPs and necessary implementation.
Upon Satisfactory evaluation of the AMO’s SMS Manual & Physical Inspection of the system, the
SMS Manual will be forwarded for approval of the Authority. Approval of SMS manual leads to
Approval of SMS of the AMO.

Checklist for AMO SMS Gap Analysis and Manual Evaluation, Physical Inspection CPD 08: Chapter: 48
ATTACHMENT -01
Checklist
For AMO SMS Gap Analysis
And
Manual Evaluation, Physical Inspection

Attachemnt-01
Checklist for AMO SMS Gap Analysis
And Manual Evaluation, Physical Inspection of System
Status of
S/N Aspects to be analysed or question to be answered Answer
implementation
Component 1 –Safety policy and objectives
Element 1.1 – Management commitment and responsibility

1 Is a safety management system with defined components Yes

established, maintained and adhered to? No

2 Is the safety management system appropriate to the size and Yes

complexity of the AMO? No

3 Is there a safety policy in place? Yes

No

4 Has the AMO based its safety management system on the safety Yes

policy? No

5 Is the safety policy approved and promoted by the Accountable Yes

Executive? No

6 Is the safety policy reviewed periodically? Yes

No

7 Is there a formal process to develop a coherent set of safety Yes

objectives? No

8 Are the safety objectives linked to the safety performance Yes

indicators, safety performance targets and safety requirements? No

9 Are the safety objectives publicized and distributed? Yes

No
10 Is there a policy in place that ensures effective safety reporting of 
safety deficiencies, hazards or occurrences including the Yes

conditions under which protection from disciplinary and /or No
administrative action applies?
Element 1.2 – Safety accountabilities of managers
Has the AMO identified an Accountable Executive who shall 

11 Yes
have ultimate responsibility and accountability, on behalf of the 
AMO, for the implementation and maintenance of the SMS? No

12 Does the Accountable Executive have responsibility for ensuring Yes
that the safety management system is properly implemented and 
performing to requirements in all areas of the AMO? No

13 Does the Accountable Executive have full control of the financial Yes
resources required for the operations authorized to be conducted 
under the operations certificate? No
14 Does the Accountable Executive have full control of the human 

Yes
resources required for the operations authorized to be conducted 
under the operations certificate? No
15 Does the Accountable Executive have final authority over

operations authorized to be conducted under the operations 
certificate? Yes

No

Status of
implementation
Element 1.3 – Appointment of key safety personnel


16 Has a qualified person been appointed to manage and oversee the Yes

day-to-day operation of the SMS? No

17 Does the person overseeing the operation of the SMS fulfil the Yes

required job functions and responsibilities? No
18 Are the safety authorities, responsibilities and accountabilities of 
Yes
personnel at all levels of the organization defined and 
documented? No
Element 1.4 – SMS implementation plan


19 Has the AMO developed an SMS implementation plan that Yes

ensures that the SMS will meet the organization’s safety needs? No

20 Has the SMS implementation plan been developed by a person or Yes
a planning group which comprises an appropriate experience 
base? No
21 Has the person or planning group received enough resources 

Yes
(including time for meetings) for the development of the SMS 
implementation plan? No

22 Has the SMS implementation plan been endorsed by the senior Yes

management of the AMO? No

23 Is the SMS implementation plan regularly reviewed by the senior Yes

management of the AMO? No

24 Does the SMS implementation plan propose an implementation in Yes

phases? No
25 Does the SMS implementation plan explicitly address the 
coordination between the AMO SMS and the SMS of other Yes

organizations the AMO must interface with during the provision No
of services?
Element 1.5 – Coordination of emergency response planning
26 
Does the AMO have an emergency response/contingency plan Yes

appropriate to the size, nature and complexity of the organization? No
27 
Have the emergency response/contingency procedures been
Yes
documented, implemented and assigned to a responsible 
manager? No
28 
Are the emergency response / contingency procedures
Yes
periodically reviewed as part of the management review of the 
SMS, and after key personnel and organizational change? No
29 
Does the AMO have a process to distribute and communicate the Yes
content the emergency response / contingency procedures to all 
personnel? No

Status of
implementation
30 
Does the AMO conduct drills and exercises with all key personnel Yes
at specified intervals? 
No
31 Does the AMO coordinate its emergency response/contingency 

procedures with the emergency/response contingency procedures Yes

of other organizations it must interface with during the provision No
of services?
Element 1.6 – Documentation


32 Has the AMO developed and does it maintain SMS Yes

documentation, in paper or electronic form? No
33 Is the SMS documentation developed in a manner that describes 
Yes
the SMS and the consolidated interrelationships between all the 
SMS components? No
34 Has the AMO developed a safety management system manual 

Yes
(SMSM) as a key instrument for communicating the 
organization’s approach to safety to the whole organization? No
35 Does the SMSM document all aspects of the SMS, including the 
Yes
safety policy, objectives, procedures and individual safety 
accountabilities? No
36 Does the SMSM clearly articulate the role of safety risk 

Yes
management as initial design activity and the role of safety 
assurance as continuous activity? No
37 Are relevant portions of SMS related documentation incorporated 

into approved documentation, such as Company Operations Yes

Manual, Maintenance Control/Policy Manual, Airport Operations No
Manual, as applicable?

38 Does the AMO have a records system that ensures the generation Yes
and retention of all records necessary to document and support 
operational requirements? No

39 Is the AMO records system in accordance with applicable Yes

regulatory requirements and industry best practices? No
40 Does the records system provide the control processes necessary 
Yes
to ensure appropriate identification, legibility, storage, protection, 
No
archiving, retrieval, retention time, and disposition of records?
Component 2 –SAFETY RISK MANAGEMENT
Element 2.1 – Hazard identification process
41 Does the AMO have a formal safety data collection and 

processing system (SDCPS) of effectively collecting information 
Yes
No
about hazards in operations?

42 Does the AMO SDCPS include a combination of reactive, Yes

proactive and predictive methods of safety data collection? No

43 Does the AMO have reactive processes that provides for the Yes

capture of information relevant to safety and risk management? No

Status of
implementation

44 Has the AMO developed training relevant to reactive methods of Yes
safety data collection?

No

45 Has the AMO developed communication relevant to reactive Yes
methods of safety data collection?

No
46 Is reactive reporting simple, accessible and commensurate with 
the size of the AMO? Yes

No

47 Are reactive reports reviewed at the appropriate level of Yes

management? No

48 Is there a feedback process to notify contributors that their reports Yes

have been received and to share the results of the analysis? No
49 Does the AMO have proactive processes that actively look for the 
identification of safety risks through the analysis of the Yes

organization’s activities? No

50 Is there training relevant to proactive methods of safety data Yes

collection? No

51 Has the AMO developed communication relevant to proactive Yes

methods of safety data collection? No

52 Is proactive reporting simple, accessible and commensurate with Yes

the size of the AMO? No
53 Does the AMO have predictive processes that provide the capture 
of system performance as it happens in real-time normal Yes

operations? No

54 Is there training relevant to predictive methods of safety data Yes
collection? 
No

55 Has the AMO developed communication relevant to predictive Yes

methods of safety data collection? No

56 Is the predictive safety data capture process simple, accessible and Yes

commensurate with the size of the AMO? No
Element 2.2 – Risk assessment and mitigation process
57 
Does the AMO SMS documentation clearly articulate the Yes
relationship between hazards, consequences and risks? 
No
58 
Is there a structured process for the analysis of the risk associated Yes
to the consequences of identified hazards, expressed in terms of 
probability and severity of occurrences? No
59 
Are there criteria for assessing risks and establishing risk
Yes
tolerability (i.e., the acceptable level of risk the organization is 
willing to accept? No

Status of
implementation
60
Does the AMO have risk mitigation strategies that include

corrective/ preventive action plans to prevent recurrence of Yes
reported occurrences and deficiencies?  No
61 
Are corrective and preventive actions generated in response to Yes
event analysis?  No
Component N° 3 –SAFETY ASSURANCE
Element 3.1 – Safety performance monitoring and measurement

 
62 Are regular and periodic planned reviews conducted regarding: Yes
No
Company safety performance?
 
Yes
Internal audit reviews? No
Hazard identification and occurrence investigations?  Yes 

No
Hazard and occurrence analysis results?
 
Yes
No
Internal feedback analysis/results?
 
Yes
External feedback analysis/results? No
 
Status of corrective actions? Yes
No
Follow-up actions from previous management reviews?
 
Yes
No
Changes that could affect safety?
 
Yes
Recommendations for improvement? No
Sharing of best practices across the organization?  

Yes
No
 
Yes
No
 
Yes
No

63 Is there a process to evaluate the effectiveness of corrective Yes

actions? No

64 Are safety reports reviewed at the appropriate level of Yes

management? No

65 Is there a feedback process to notify contributors that their reports Yes

have been received and to share the results of the analysis? No

Status of
implementation

66 Is there a process in place to monitor and analyze trends? Yes

No

67 Has the AMO implemented self-evaluation processes, such as Yes

regularly scheduled reviews, evaluations, surveys and audits? No

68 Are corrective and preventive actions generated in response to Yes

hazard identification? No

69 Are there procedures in place for the conduct of internal Yes

investigations? No

70 Do measures exist that ensure all reported occurrences and Yes

deficiencies are investigated? No

71 Is there a process to ensure that occurrences and deficiencies Yes

reported are analyzed to identify all associated hazards No

72 Are corrective and preventative actions generated in response to Yes

event investigation and risk analysis? No

73 Does the AMO have a process for evaluating the effectiveness of Yes

the corrective/ preventive measures that have been developed? No

74 Does the AMO have a system to monitor the internal reporting Yes

process and the associated corrective actions? No

75 Is there an audit function with the independence and authority Yes

required to carry out effective internal evaluations? No

76 Does the audit system cover all functions, activities and Yes

organizations within the AMO? No

77 Are there defined audit scope, criteria, frequency and methods? Yes

No
78 Are there selection/training processes to ensure the objectivity and 
competence of auditors as well as the impartiality of the audit Yes

process? No

79 Is there a procedure for reporting audit results and maintaining Yes

records? No

80 Is there a procedure outlining requirements for timely corrective Yes

and preventive action in response to audit results? No

81 Is there a procedure to record verification of action(s) taken and Yes

the reporting of verification results? No
82 Does the AMO perform periodic Management reviews of safety

critical functions and relevant safety issues that arise from the Yes
internal evaluations? 
No
Element 3.2 – The management of change


83 Has the AMO developed and does it maintain a formal process for Yes

the management of change? No

84 Does the formal process for the management of change analyze Yes

changes to operations or key personnel for risks? No

Status of
implementation

85 Does the AMO identify changes within the organization which Yes

may affect established processes and services? No

86 Has the AMO arrangement to ensure maintenance of safety Yes

performance prior to implementing changes? No

87 Has the AMO established a process to eliminate or modify safety Yes
risk controls that are no longer needed due to changes in the 
operational environment? No
Element 3.3 – Continuous improvement of the SMS
88 
Does the organization have a process for the proactive evaluation Yes
of facilities, equipment, documentation and procedures through 
audits and surveys? No
89 
Does the organization have a process for the proactive evaluation Yes
of the individuals’ performance, to verify the fulfilment of their 
safety responsibilities? No
90 
Does the organization have a reactive process to verify the Yes

effectiveness of the system for control and mitigation of risks? No
Component N° 4 – SAFETY PROMOTION
Element 4.1 – Training and education


91 Is there a documented process to identify training requirements so Yes
that personnel are trained and competent to perform the SMS 
duties? No

92 Is the safety training appropriate to the individual’s involvement Yes

in the SMS No

93 Is the safety training incorporated into indoctrination training Yes
upon employment? 
No
94 Is there emergency response/contingency training for affected
personnel? 
Yes

No
95 Is there a process that measures the effectiveness of training?


Yes

No
Element 4.2 – Safety communication
96 Are there communication processes in place within the 

Yes
organization that permit the safety management system to 
function effectively? No

97 Are communication processes (written, meetings, electronic, etc.) Yes

commensurate with the size and scope of the AMO? No

Status of
implementation

98 Is information established and maintained in a suitable medium Yes

that provides direction regarding relevant SMS documents? No
99 Is there a process for the dissemination of safety information 
Yes
throughout the organization and a means of monitoring the 
effectiveness of this process? No

Chapter 49: MANDATORY AIRWORTHINESS INFORMATION
CHAPTER 49
MANDATORY AIRWORTHINESS INFORMATION
1. MANDATORY AIRWORTHINESS INFORMATION
1.1. Mandatory airworthiness information to be transmitted by the State of Design.
1.2. Annex 8, Part II, 4.2.1.1 states: “The State of Design of an aircraft shall … transmit to
every Contracting State which has in accordance with 4.2.3 a) advised the State of Design
that it has entered the aircraft on its register, and to any other Contracting State upon
request, any generally applicable information which it has found necessary for the
continuing airworthiness of the aircraft, including its engines and propellers when
applicable, and for the safe operation of the aircraft (herein called mandatory
airworthiness information) …” and notification of the suspension or revocation of a Type
Certificate.
Note 1.In Annex 8, Part II, Note 1 to 4.2.1.1 states that the term ‘mandatory continuing
airworthiness information’ is intended to include mandatory requirements for
modification, replacement of parts or inspection of aircraft and amendment of
operating limitations and procedures. Among such information is that issued by
Contracting States in the form of Airworthiness Directives.
Note 2.ICAO Circular 95 — The Continuing Airworthiness of Aircraft in Service —

provides the necessary information to assist Contracting States in establishing
contact with competent authorities of other Contracting States, for the purpose of
maintaining continuing airworthiness of aircraft in service.” (Refer to Part III,
Chapter 4, and Section 4.4.5 for more detail regarding Airworthiness
Directives.)
1.3. The type, model and serial number of the aircraft, engine, propeller, equipment or
instrument affected shall be included in the contents of the mandatory continuing
airworthiness information. The mandatory information may require additional or more
frequent inspections or maintenance or modifications, and usually with a time limit for
compliance in terms of a date, flying hours or number of landings.
1.4. The State of Design, in determining the time limit for compliance should, without
prejudice to safety considerations, take into account the availability of modification kits,
tools, material, etc. It should also take into account the service experience in other States
and should not limit its evaluation to the service experience in Bangladesh. Time limits
for conducting initial inspections, as well as conducting recurrent inspections, are
frequently tailored to the inspection methods being used.
1.5. With maintenance organizations approved for aircraft types not registered or not operated
in Bangladesh, or approved for parts or equipment not used in Bangladesh, should

request the State of Design to provide all mandatory airworthiness information on those
types and parts.
1.6. When the State of Design of the engine or propeller is different to the State of Design of
the aircraft, the State of Design for the aircraft should review mandatory airworthiness
information from the State of Design for the engine or propeller and either promulgate
that information as being applicable to the aircraft type in question, or supplement it to
take account of the specific installation in the aircraft. The aircraft type design
organization should assist in this review. (Reference Annex 8 Part II 4.2.1.2)
1.7. In accordance with Annex 8, Part II, Chapter 4, 4.3.1.2, when the State of Design of a
modification is different from the State of Design of the product being modified, the State
of Design of the modification must transmit the mandatory continuing airworthiness
information to the State of Design of the product and to States that have the modified
product on their Registries. A State may fulfill this obligation by transmitting mandatory
continuing airworthiness information to:
(a) Contracting States that are known (by the State of Design of the modification) to
have the modification embodied on aircraft on their register; or b) Contracting
States that have notified under 4.2.3(a) with respect to aircraft types for which the
modification is eligible; or c) All Contracting States.
1.8. The intent of Annex 8 requirement is to ensure that States of Registry receive any
relevant continuing information that impact aircraft on their registries. However, State of
Design for a modification may not have information available as to the location of the
modified aircraft. Therefore, several options for transmission of information are available
to the State of Design for a modification. The smallest group of States that covers the
known population of aircraft should be targeted in order to reduce the administrative
burden as far as practicable.
2. ACTION BY STATE OF REGISTRY UPON RECEIPT OF MANDATORY

AIRWORTHINESS INFORMATION
2.1. Annex 8, Part II, 4.2.3 d) states: “The State of Registry shall, upon receipt of mandatory
continuing airworthiness information from the State of Design, adopt the mandatory
information directly or assess the information received and take appropriate action.”
Legally, the mandatory status of mandatory airworthiness information is limited to the
State that has issued that information. It is essential, however, that appropriate action be
taken on all affected aircraft and parts in all States concerned. States should therefore
carefully consider mandatory airworthiness information issued by the State of Design, as
the State of Design and the type design organization are primarily responsible for issuing
this airworthiness information and they normally are the best informed about accidents,
incidents and service experience concerning the type design.
2.2. When Bangladesh legally adopts by reference the mandatory airworthiness information
issued by the State of Design and does not provide its operators with that information,

Bangladesh should assure that its operators have access to the mandatory airworthiness
information and implement the required actions.
2.3. Some States assess all mandatory airworthiness information issued by States of Design
and subsequently issue their own mandatory information. Such States should have the
necessary expertise and human resources to do so. States of Registry should verify
whether or not the mandatory airworthiness information is applicable to the aircraft on
their registry and can be accomplished as intended. The aircraft may have been modified
or had equipment installed without the type design organization or the State of Design
being directly involved in that modification or installation approval.
2.4. When in receipt of mandatory airworthiness information for an engine or propeller which
has a different State of Design to that of the aircraft, Bangladesh should ensure that it has
received any associated mandatory airworthiness information from the State of Design
for the aircraft. It must make a determination as to which one of the two is more
appropriate to the specific operator. In general, the aircraft mandatory airworthiness
information will only vary from that of the engine or propeller to account for specific
features of the aircraft installation or operation in question.
2.5. Operators and Bangladesh should be aware that some States of Design do not issue their
mandatory airworthiness information in the form of Airworthiness Directives, and may
instead give mandatory status to service bulletins, etc. by requiring the type design
organization to include a statement in the service bulletins, etc. that the information has
mandatory status for aircraft registered in the State of Design. Some of these States of
Design publish summary lists of service bulletins, etc. which they have classified as
mandatory.
2.6. This service information made mandatory by the State of Design should be clearly
distinguished from service information that might be declared mandatory by the
organization responsible for the type design. The type design organization may have
classified the information as mandatory for reasons related to improving maintainability,
inspectability, life time or for liability reasons.
2.7. The operator should accomplish actions made mandatory by the CAAB, otherwise the
aircraft is not considered airworthy. The operator should also carefully record the actions
accomplished. If this is not done conscientiously, the operator may be in a difficult
position when surveyed by the CAAB and in terms of liability, especially in case of an
accident. Proper documentation of mandatory actions will also enable a smoother transfer
of aircraft.
2.8.If an operator wishes to comply in an alternative way or desires an extension of the

compliance limit associated with mandatory airworthiness information, the approval of
the airworthiness authority of the CAAB must be obtained. For mandatory information
issued by the State of Design and accepted by Bangladesh, the latter may not have
sufficient knowledge or expertise to make an informed decision. In such cases,

Bangladesh may wish to consult the airworthiness authority of the State of Design or
accept advice from the type design organization.
2.9. On occasion, compliance with mandatory airworthiness information has to be effected at

very short notice. Therefore, operators should be able to receive this information at any
time (by telex, fax, email, etc.) and to develop the necessary actions.
2.10.Transmission to the State of Design of mandatory airworthiness information by other States

Annex 8, Part II, 4.2.3 e) states: “The State of Registry shall ensure the transmission to
the State of Design of all mandatory continuing airworthiness information which it, as the
State of Registry, originated in respect of that aircraft.” States should only make
mandatory requirements additional to those of the State of Design when there are urgent
safety-related reasons. When possible, such action should entail prior consultation with
the State of Design, but in all cases the State of Design should be notified as soon as
practicable or when the State of Registry has uniquely designed or modified aircraft
because of unique airworthiness requirements.
3. AIRWORTHINESS ACTIONS BY STATE OF DESIGN AND DESIGN

ORGANIZATION
3.1 Annex 8, Part II, 4.2.1.1 b) states: “The State of Design of an aircraft shall ensure that, in
respect of aeroplanes over 5700 kg and helicopters over 3175 kg maximum certificated
take-off mass, there exists a system for:
(a) Receiving information submitted in accordance with 4.2.3 f);
(b) Deciding if and when airworthiness action is needed;
(c) Developing the necessary airworthiness actions; and
(d) Promulgating the information on those actions including that required in 4.2.1.1
a).”
3.2. The State of Design and the type design organization should assess all airworthiness
information received, including the information mentioned under Annex 8, Part II, 4.2.3
e) and 4.2.3 f).
3.3. The type design organization should respond to the reporting operator and should include
in the response advice on the actions needed for the reported service difficulty to ensure
continuing airworthiness. The type design organization should also inform other affected
operators.
3.4. Whenever there is evidence that its product is unsafe because of a manufacturing or
design defect, the type design organization should investigate the reason for the defect
and report to the State of Design the results of its investigation and any action being taken
or proposed to correct the defect. If action is required to correct the defect, the type

design organization should submit the data necessary for the issuance of appropriate
mandatory airworthiness information.
3.5. When the State of Design considers that the issuance of mandatory airworthiness
information is necessary to correct the unsafe condition, the type design organization
should propose the appropriate design changes and/or required inspections and submit
details of these proposals for approval. Following the approval of the proposed design
changes or inspections, it should make available to all operators appropriate descriptive
data and accomplishment instructions. The organization responsible for type design
should also make updates to user documents not subject to approval by the CAAB, such
as the aircraft service manual, illustrated parts catalogue, etc.
4. OTHER AIRWORTHINESS INFORMATION
4.1. Transmission of information on faults, malfunctions and defects and other occurrences
4.2. Annex 8, Part II, 4.2.3 f) states: “The State of Registry shall ensure that in respect of
aeroplanes of over 5700 kg and helicopters above 3175 kg maximum certificated take-off
mass, there exists a system whereby information on faults, malfunctions, defects and
other occurrences that cause or might cause adverse effects on the continuing
airworthiness of the aircraft is transmitted to the organization responsible for the type
design of that aircraft.” When the State of Design for the engine or propeller is different
to the State of Design for the aircraft, the State of Design of the aircraft should have a
system to transmit information on service difficulties to the State of Design for the engine
or propeller. The CAAB may also elect to transmit the information to the State of Design
for the engine or propeller.
4.3.It is essential that information on airworthiness deficiencies is transmitted without any delay
to the type design organization of the aircraft affected, so that corrective action may be
developed by that organization and communicated to all operators of the aircraft type.
4.4. Some States may elect to enact regulations requiring operators of aircraft registered in the
State to report airworthiness deficiencies to the type design organization of the aircraft
affected. Alternatively, a State may choose to require reporting to its own airworthiness
authority, which should then pass the information on to the type design organization of
the aircraft affected.
4.5. If the performance of maintenance is either partially or wholly assigned to a maintenance

organization, service experience on faults, malfunctions, defects, findings in inaccuracy
of maintenance data, etc. of both the operator and the maintenance organization should be
transmitted to the type design organization. The information from the operator should
pertain to the operational and maintenance experience of its fleet. The information from
the maintenance organization should pertain to its maintenance experience of all aircraft
designed by the type design organization.

4.6. Details of a number of Contracting States’ systems for reporting of information on faults,
defects and malfunctions may be found in ICAO Circular 95 — The Continuing
Airworthiness of Aircraft in Service.
5. INFORMATION TO BE REPORTED TO THE AUTHORITY
5.1. Annex 8, Part II, 4.2.4 states: “Each Contracting State shall establish, in respect of
aeroplanes over 5700 kg and helicopters above 3175 kg maximum certificated take-off
mass, the type of service information that is to be reported to its airworthiness authority
by operators, organizations responsible for type design and maintenance organizations.
Procedures for reporting this information shall also be established.” Operators,
organizations responsible for type design and maintenance organizations should report to
their airworthiness authority all faults, malfunctions, defects and other occurrences which
cause or might cause adverse effects on the continuing airworthiness of the aircraft.
5.2. Some States have established a service difficulty reporting system. Operators in these
States should report information on faults, malfunctions, defects, etc. through this system.
[Paragraph 8 of this Chapter and the ANO (AW) B.5 provides information on such
systems].
5.3. It is necessary for the type design organization to systematically and periodically review
and analyze service data obtained from all operators. Summarized data should be
reported to the State of Design. Use should be made of appropriate statistical methods
and comparison of service data with predictions made for type certification. This aspect
may be controlled by State of Design specifically for each case.
6. MONITORING AND ASSESSMENT OF MAINTENANCE AND OPERATIONAL

EXPERIENCE BY THE OPERATOR
6.1. Responsibilities for monitoring and assessment of maintenance and operational

experience by the operator is specified in Annex 6, Part I, 8.5.1 and should be referred to
in this respect: “The operator of an aeroplane over 5700 kg maximum certificated take-
off mass shall monitor and assess maintenance and operational experience with respect to
continuing airworthiness and provide the information as prescribed by the State of
Registry and report through the system specified in Annex 8, Part II, 4.2.3 f) and 4.2.4.”
6.2. If the performance of maintenance is either partially or wholly assigned to a maintenance

organization, this organization should report all maintenance action taken and all
discrepancies found to the operator of the aircraft, thus enabling the operator to monitor
and assess both maintenance and operational experienced any mutual relationship. The
operator should have the expertise to fulfill this task or make contractual arrangements to
obtain this expertise.
6.3. The operator should report all known discrepancies and adverse operational experience
relevant to the work contracted to the maintenance organization, thus enabling the

maintenance organization to correct any possible technical cause of an operational

problem.
6.4. Information on operators’ reliability programs may be found in the Chapter 57 of this
Manual.
6.5. Assessment of airworthiness information and subsequent action by the operator 4.4.3.4.1
Operators responsibilities with regard to the assessment of airworthiness information are
to be found in Annex 6, Part I, 8.5.2. (Reference should be made to Part IV for
explanatory material in this respect.) “The operator of an aeroplane over 5700 kg
maximum certificated take-off mass shall obtain and assess continuing airworthiness
information and recommendations available from the type design organization and shall
implement resulting actions considered necessary in accordance with a procedure
acceptable to the State of Registry.” Recommendations by the type design organization
are normally made by service bulletins, service letters, etc.
6.6. Usually the airworthiness portions of the recommendations are approved by the State of
Design. If so, the document will clearly identify that approval. Operators should be aware
that not all recommendations made by the type design organization have airworthiness
consequences, and these may not be approved by the State of Design. In addition, some
recommendations made by the type design organizations, usually things for which no
operational credit is being given, may not have the full approval of the State of Design. In
these cases, the State of Design merely ensures that the recommended action does not
interfere with the safe operation of the aeroplane, and that its installation complies with
the appropriate requirements. If there is any doubt as to what is approved and to what
degree, the type design organization or the State of Design should be consulted.
6.7. Although these recommendations are normally not made mandatory by the State of Registry,
the operator should obtain and carefully assess this information. It is clear that the
operator needs qualified staff to do so. In general, it is worthwhile to accomplish the
recommendations of the organization responsible for type design, as they enhance the
reliability and hence availability for service of the aircraft.
6.8. Even if a modification is optional, it still requires approval by the CAAB.
6.9. Even if the performance of maintenance is either partially or wholly assigned to a

maintenance organization, the operator remains responsible for the continuing
airworthiness of the aircraft. This means that the operator should have the expertise and
personnel to perform the assessment of all relevant information and inform the
maintenance organization, especially if this organization is in a different State, of all
information made mandatory by the CAAB.
6.10. The maintenance organization should have at its disposal all information issued by the type
design organization relevant to the contracted work.

7. TYPE OF INFORMATION ON CONTINUING AIRWORTHINESS TO BE

TRANSMITTED BY THE TYPE DESIGN ORGANIZATION
7.1. Response to the reporting operator should include advice on the actions needed to overcome
the reported service difficulty and ensure continuing airworthiness. Service difficulties
that affect continuing airworthiness should be reported to the authority in the State of
Design. Communication to the operator and the authority should include the following:
(a) A clear discussion of the seriousness and possible causes of the difficulty;
(b) Permissible limits for continued operation;
(c) Special inspection procedures where applicable;
(d) The repeat inspection interval needed if continued operation is permissible;
(e) Repairs or replacement required, and when required; and
(f) Limitations for non-revenue ferry flight.
7.2. The type design organization should also inform other affected operators of reported service
difficulties that affect the continued airworthiness of the aircraft type. Communications
should include the following:
(a) A clear description of the difficulty reported using visual aids (photograph or
sketch);
(b) A clear discussion of the seriousness of the difficulty;
(c) Applicable part and serial numbers;
(d) Aircraft and/or component time in landings and flight hours when the difficulty
was found;
(e) How the difficulty was discovered;
(f) Analysis of the cause, if known;
(g) Recommended actions;
(h) Permissible limits for continued operation; and
(i) Feedback information desired.
8. SERVICE DIFFICULTY REPORTING SYSTEM

8.1 General
8.2. The Service Difficulty Reporting System (SDR) is established to support the CAAB in its
mandate to foster an acceptable level of safety by:
(a) Promoting product safety improvement;
(b) Detecting trends (as opposed to isolated cases); and
(c) Giving the CAAB the necessary tools to discharge the State of Registry’s
obligations with regard to continuing airworthiness information, as set forth in
Annex 8, Part II, 4.2.3 f).
8.3. The current aircraft population is too large to achieve full knowledge of all potential
safety problems solely through inspection. Furthermore, in most States the aircraft
population is increasing more rapidly than the AID staff. The SDR assists in effective
decision making, manpower utilization and enhancement of safety. A properly
implemented SDR provides the intelligence needed to assess defects, institute early
corrective action and thus assist in accident prevention.
8.4. The SDR is a feedback system which provides a most effective resource for decision-
making on matters of reliability and airworthiness. The level of sophistication of the SDR
can range from the use of advanced computers with immediate readout capabilities, to
manual programs which utilize a reporting form that is completed by the operator and
manually processed by the regulatory agencies. Future development of the SDR could
result in a world-wide sharing of service difficulty information such as is being done now
with the ICAO coordinated accident/incident reporting program.
8.5. Sources of information for the service difficulty report Service difficulty reports should
be received from sources such as commercial aviation operators, and from any source
having access to aviation safety information, such as air traffic control. Significant
malfunctions, failures, or conditions brought to the attention of or noted by the AELD
inspector during surveillance of aviation industry activities should also be reported.
9. GUIDELINES FOR REPORTING
9.1. CAAB regulations should require commercial operators to submit specified information
to the AELD. The reports should be submitted on a common form. The regulations
should require a report for each malfunction, failure, or defect that occurs under the
reportable categories. Similar failures that continue to occur should be reported so the
manufacturer and the State of Manufacture are aware of trends that are developing. One-
time reporting of similar defects is unacceptable. In addition, each operator should report
any other failure, malfunction, or defect in an aircraft that occurs or is detected at any
time, if in the holder's opinion that failure, malfunction or defect has endangered or may
endanger the safe operation of an aircraft.

Note: A number of examples of forms and methods used for handling service difficulty
reports by Contracting States may be found in ICAO Circular 95 — The
Continuing Airworthiness of Aircraft in Service.
9.2. Each operator should report the occurrence or detection of each failure, malfunction or
defect concerning at least the following:
(a) Fires during flight and whether or not a fire warning system was installed and
functioned properly;
(b) False fire warning during flight;
(c) An engine exhausts system that causes damage during flight to the engine,
adjacent structure, equipment, or components;
(d) An aircraft component that causes accumulation or circulation of smoke, vapour,

or toxic or noxious fumes in the crew compartment or passenger cabin during
flight;
(e) Engine shutdown during flight because of flameout;
(f) Engine shutdown during flight when external damage to the engine or aircraft
structure occurs;
(g) Engine shutdown during flight due to foreign object ingestion or icing;
(h) Shutdown during flight of more than one engine;
(i) A propeller feathering system or ability of the system to control over speed during
flight;
(j) A fuel or fuel-dumping system that affects fuel flow or causes hazardous leakage
during flight;
(k) A landing gear extension or retraction, or opening or closing of landing gear doors
during flight;
(l) Brake system components that result in loss of brake actuating force when the
aircraft is in motion on the ground;
(m) Aircraft structure that requires significant repair;
(n) Cracks, permanent deformation, or corrosion of aircraft structure, if more than the
maximum acceptable to the manufacturer or the CAAB;

(o) Aircraft components or systems that result in taking emergency actions during
flight (except action to shut down an engine).
(p) Each interruption to a flight, unscheduled change of aircraft en route, or

unscheduled stop or diversion from a route, caused by known or suspected
mechanical difficulties or malfunctions;
(q) The number of engines removed prematurely because of malfunction, failure or

defect, listed by make and model and the aircraft type in which it was installed;
and
(r) The number of propeller featherings in flight, listed by type of propeller and
engine and aircraft on which it was installed.
9.3. In addition to the reports required above, each operator should report any other failure,
malfunction or defect in an aircraft that occurs or is detected at any time, if in his opinion,
the failure, malfunction or defect has endangered or may endanger the safe operation of
the aircraft.
9.4. The reports required of the operator should be submitted in writing to the State’s
organization, and in the timeframe, identified in the approved air carrier operations
specifications.
10. SIGNIFICANT REPORTS
10.1 The following significant reports warrant immediate notification of the appropriate State
organization by telephone or telex:
(a) Primary structure failure;
(b) Flight control system failure;
(c) Engine/Propeller control system failure;
(d) Fire in the aircraft;
(d) Engine structural failure; or
(e) Any other condition considered an imminent hazard to safety,
10.2. The telephone or telex report should follow the format of the Service Difficulty Report
and being of an alert nature, should contain the following information when available and
relevant:
(a) Aircraft owner’s name and address;

(b) Whether accident or incident;
(c) Related service bulletins, service letters, airworthiness directives; and
(d) Disposition of the defective parts.
10.3. The information contained in the telephone or telex report should be entered on the SDR
form and submitted in the normal manner to the AELD as soon as possible after the
telephone/telex submission.
____________________________

Chapter 50: SHORT TERM ESCALATION AND LIFE DEVELOPMENT PROGRAM PROCEDURES
CHAPTER 50
SHORT TERM ESCALATION AND LIFE DEVELOPMENT

PROGRAM PROCEDURES
1. BACKGROUND
1.1. This chapter provides guidance for approving short term escalation procedures and life
development programs (long term) for aircraft, engines, and components based on
procedures contained in the Operators Maintenance Control / Procedures Manual.
2. GENERAL
2.1. Time limitations are maintenance intervals established by the provisions of an approved
reliability program or by an operator’s life development program. They are based on
continuing analysis and surveillance of a fleet’s operating performance. Since operators
try to obtain the maximum safe operating life from a component yet also try to avoid
delays due to units being operated to the point of failure, the time limitations must be of a
conservative average.
Note: That if service records indicate that any item consistently requires repair,
adjustment, or other maintenance within the current time limitations due to
damage, wear, or deterioration, the operator must correct the problem before
applying for any increase. An operator may therefore need to adjust these
intervals for an individual component, engine, or aircraft.
3. USE OF A SHORT TERM ESCALATION
(a) Under controlled conditions, an operator apply to CAAB for a short term escalation
(overrun) for an individual component, engine, aircraft, Job cards or Check cycle
without Airworthiness Limitations, but which does not affect safety. These
procedures require close monitoring to ensure that they do not conceal unsound
maintenance practices, maintenance program deficiencies, or poor management
decisions.
(b) No short term escalation shall be granted for (i) any financial reasons, (ii) lack of
Engineering Planning, and (iii) lack of tools / materials / parts.
(c) Short term escalations for the Operators’ must be approved by the CAAB on a case by
case basis. A short term escalation shall only be approved by the CAAB after
carefully analyzing the history of the aircraft and its components. A review of the
proposed escalation should include:
(i) Previous inspections results;
(ii) supplemental / additional inspections that may be needed to ensure continued
airworthiness during the escalation;
(iii) No Objection Certificate from the manufacturer will not be accepted, unless it is
accompanied by a clear statement from the Manufacturer that he is empowered by
the Regulatory Authority that effect or statement by the Designated Airworthiness
Representative(s) / Designated Engineering Representative(s) or by a statement
from the Representative(s) of the National Aviation Authority of the
Manufacturing country.
(iv) The escalation time must not cause these items to exceed their maintenance
intervals or life as per Airworthiness limitation / Scrapped life / Fatigue life /
Airworthiness Directives.
(d) Maximum short term escalation intervals may be a percentage of an existing interval
for a particular inspection, or may be designated in hours of service, in cycles, or in
other increments. Acceptable escalations could be 10% of the currently approved
period or a maximum of 500 (five hundred) hours / cycles, which is less. For items on
calendar time 10% or 6 (six) months, which is less.
(e) In spite of these, the CAAB shall not grant the requested dispensation by the
Operator.
4. PROCEDURES FOR LONG TERM TBO INCREASES
4.1. Long Term Increases in the Approved TBO: Long term increases in component,
engine, or propeller overhaul intervals must be approved by the CAAB and are normally
controlled by a Life Developing Program using the sampling method. In the Life
Development program engine Overhaul periods may be increased in 10% increments of
the currently approved period, but not to exceed 500 (five hundred) hours between
samples.
4.2. Program Approval: If an operator wishes to increase the approved TBO he should
request approval from the CAAB to initiate a Life Development program. These
approvals are given for specific items by part number. The request should include full
details of the program advising the following details:
(a) The TBO period expected to be achieved;

(b) The sampling intervals proposed;
(c) The name of the overhaul agency to be used for this program (operators should
remain with the same overhaul agency during this program; and
(d) Evidence that the engine manufacturer supports such an escalation program.
4.3. The operator must also submit justification to support the requested increase. The
justification must include a satisfactory strip report from the last two overhauls carried
out at a manufacturers approved overhaul period. The strip reports must include a
statement from the approved overhaul agency supporting an increase in the TBO period.
The data must indicate that the increase will not adversely affect the airworthiness of the
aircraft. Industry experience and manufacturer's recommendations for similar equipment
can be used as supporting justification, but shall not be the sole source.

5. SAMPLING METHOD / PROGRAM

5.1. In the Life Development program engine Overhaul periods may be increased in 10%
increments of the currently approved period, but not to exceed 500 (five hundred) hours.
Movement from one sample period to the next should be based on satisfactory service
experience and a teardown examination, by a manufacturer’s approved overhaul facility,
of at least 2 (two) exhibit samples at each sample stage. The engines chosen for exhibit
must have operated to within 5 (five) percent of the currently approved time interval and
must have accrued at least 70% of its operating time with the current operator. No engine
may proceed to the next sample stage unless both previous samples were satisfactory and
the Overhaul agency has recommended an increase to the next sample stage.
5.2. The Inspector must ensure that the part or engine sampled represents the total sample
population and that it has not been given special treatment or been subjected to early
inspections by the operator.
NOTE: THAT UNDER NO CIRCUMSTANCES MAY INTERNAL COMPONENTS WITH FATIGUE LIVES
(Group ‘A’), ESTABLISHED BY THE MANUFACTURER EXCEED THE MANUFACTURERS’
PUBLISHED PERIODS. THESE ITEMS ARE EXCLUDED FROM THE PROGRAM.
6. PHYSICAL INSPECTION OF SAMPLES:
6.1. Physical inspection of samples need not be conducted by a CAAB Airworthiness

Inspector if the overhaul agency is approved by the manufacturer to recommend
overhaul period increases and properly documents the work. However, the assigned
Inspector must coordinate the inspection process with the certificate holder.
7. ENGINE ACCESSORIES
7.1. Engine accessories such as FCU, fuel pumps etc may not have time interval increases in
line with the engine inspection/overhaul time. These items must undergo their own
individual escalation program.
----------------------------

Chapter 51: PARTS POOLING & BORROWING
CHAPTER 51
PARTS POOLING & BORROWING
1. BACKGROUND
1.1. An operator must ensure that all replacement parts meet or exceed original certification
standards. Standard hardware and materials from recognized sources can be used and
exchanged without special procedures. When special requirements must be met, accurate
documentation must be maintained. The purchase, use, and exchange of parts require
special procedures that must be part of the operator’s approved Maintenance Procedures
Manual.
1.2 This chapter provides guidance in evaluating and approving aircraft parts, a parts pool,
and a parts borrowing authorization.
2. PARTS POOL AGREEMENT AUTHORIZATIONS.
2.1. These authorizations normally are applicable to airline operators operating outside the
home state.
(a) When operating under this authorization, all other provisions of the regulations
remain applicable. In addition, the regulations normally requires the operator to carry
out regular surveillance of the foreign facilities and their procedures to ensure that all
work on pooled parts is performed according to the operator’s manuals. The operators
Maintenance Procedures Manual (MPM) must include procedures to ensure quality
inspectors perform an initial inspection of the involved foreign facilities. This
inspection should ensure that facilities meet the certificate holder’s manual
requirements, have properly qualified and trained personnel, and can furnish the parts
intended.
(b) These authorizations are normally approved by approval of the appropriate section of
the company MPM or issuance of the appropriate operations specifications. The
MPM or operations specifications are required to only to list those participants (and
their locations) inspected by the operator and acceptable to the Head of
Airworthiness.
(i) In instances where several operators use a foreign facility, the Head of
Airworthiness, normally does not object to a participating operator accepting
another participating reputable operator’s initial or biennial inspection report,
provided the operator’s manual reflects the arrangement.

(ii) Many states regulations permit the release to service and use of airframe
components, power plants, components, and spare parts that have been
maintained, modified, or inspected by persons employed outside the home state
who do not hold local licences or approvals. The operator’s MCM or operations
specifications must detail this procedure.
(c) Foreign Facility Inspections:
(i)The CAAB may inspect the foreign parts pool facility parts.
(ii) The operator must have in its manual procedures to inspect the parts pooling
facilities. The manual also must include procedures to ensure the maintenance of
parts according to the operator’s maintenance manuals.
3. PARTS BORROWING AUTHORIZATION
(a) An operator may be approved to allow it to borrow a part with a higher time since
overhaul than authorized in the MPM, subject to certain conditions and limitations.
Since no regulations normally govern this activity, the operators MPM or operations
specifications must specify that the operator can borrow a part from another operator
when the time in service of the available part exceeds the operator’s approved
overhaul time limit. The parts, however, cannot exceed the lender’s approved time
limits.
(b) If the number of landings controls the part’s service or overhaul time limit, an
operator may borrow and use a part for a maximum of 100 hours or 50 landings when
the time in service of the part exceeds the borrower’s approved time limits. The
following limitations are suggested:
(i) The part should have a minimum time of 200 (two hundred) hours or 100 (one
hundred) landings (if approved time is controlled by landings) remaining before
service or overhaul in the lender’s program
(ii) If the part is life-limited, the part may not be operated beyond its approved life
limit
(c) The Operator’s MPM must have procedures to control the above restrictions and must
include an approved list of authorized vendors, repair stations, and airlines from
which it may borrow parts.
4. PARTS APPROVAL
(a) Most Civil Aviation authorities do not have the authority to prevent the sale or use
of aircraft parts of questionable serviceability. Although it is the operator’s
responsibility to be aware of the possible consequences of using questionable
parts on certificated aircraft, the inspector should offer guidance to help prevent
possible problems. An operator using a part of unknown quality, condition, or

origin must be able to prove conclusively that such parts conform to the TC and
are serviceable.
(b) The operator is responsible for maintaining parts in a condition that ensures the
parts continue to meet the original type design. Procedures to ensure this proper
maintenance must be part of the operator’s manual.
(c) The FAA has a parts manufacturing approval system in effect that allows the
FAA to control the sale of reproduction parts. Parts manufactured under this
system must display evidence of FAA approval, verifying the origin and
serviceability.
(d) Aircraft maintenance organizations and air operators may manufacture

replacement parts as part of their maintenance program. These parts are
acceptable, provided they are manufactured according to acceptable CAAB
approved data.
(e) Parts, and components from aircraft that have been involved in accidents or
crashes are available to the industry as replacements. Serviceability must be
assured before use.
(f) Ex-military aircraft now under civilian type certificates create parts problems,
particularly when the original manufacturer has ceased production. Certain parts
of original manufacture are available for a given aircraft for a number of years
after its departure from military status. If original manufacturer fabrication can be
substantiated for such parts, they are acceptable providing they comply with all
applicable airworthiness directives.
(g) Certain parts for ex-military or currently manufactured aircraft are and have been
scarce. Occasionally, parties other than the original or approved manufacturer
produce these parts illegally and offer them for sale. These illegal parts constitute
a hazard to flight safety.
5. TYPICAL PARTS POOLING AND BORROWING APPROVALS
5.1.1 The operator is authorized to participate in a parts pool agreement subject to the
following conditions and limitations:
(a) Only the parts pool participants listed in the table below shall be eligible to
provide parts to the certificate holder.

PARTICIPANT LOCATION
AER LINGUS DUBLIN

AIR CANADA MONTREAL
QANTAS SINGAPORE, SYDNEY, LONDON
(b) The certificate holder shall not use any part provided by any participant identified
herein unless that part complies with applicable provision of the Regulations and
the certificate holder's manual.
(c) Administration of this agreement, related policies, and maintenance procedures,

including those procedures pertaining to the control over subsequent revisions of
maintenance data by the foreign air carrier, shall be included in the certificate
holder's manual.
6. PARTS BORROWING AUTHORIZATION
6.1. The operator is authorized to use a borrowed part in accordance with the following
conditions and limitations:
(a) The borrowed part must be obtained from a certificated operator maintaining
aircraft under a continuous airworthiness maintenance program.
(b) A borrowed part having a higher time in service since overhaul that the certificate
holder's approved overhaul time limit may be used as follows:
(i) The part must have at least 200 (two hundred) hours time in service
remaining until overhaul (or 100 (one hundred) landings if the overhaul
time limit is controlled by landings) in relation to the lender's overhaul
time limit.
(ii) The part may be used for a time period not to exceed 100 (one hundred)
hours’ time in service or 50 (fifty) landings if the overhaul time limit is
controlled by landings).
(c) The certificate holder shall not use a "life-limited" borrowed part beyond its
approved life limit.
_________________________

Chapter 52: APPROVAL OF AME TRAINING ORGANIZATION
CHAPTER 52
APPROVAL OF AME TRAINING ORGANIZATION
1. INTRODUCTION
1.1 The issuance of an approval for a training organization and the continued validity of the
approval shall depend upon the training organization being in compliance with the
requirements as mentioned in this chapter.
1.2 The approval document shall contain at least the following:
(a) Organization’s name and location;

(b) Date of issue and period of validity (where appropriate);
(c) Terms of approval.
2. TRAINING AND PROCEDURES MANUAL
2.1 The training organization shall provide a training and procedures manual for the use and
guidance of personnel concerned. The manual may be issued in separate parts and shall
contain at least the following information:
(a) A general description of the scope of training authorized under to organization’s

terms of approval;
(b) The content of the training program offered including the courseware and equipment
to be used;
(c) A description of the organization’s quality assurance system in accordance with 5 of

this Chapter;
(d) A description of the organization’s facilities;
(e) The name, duties and qualification of the person designated as responsible for
compliance with the requirements of the approval in 7.1 of this Chapter;
(f) A description of the duties and qualification of the personnel designated as

responsible for planning, performing and supervising the training in 7.2 of this
Chapter;
(g) A description of the procedures used to establish and maintain the competence of
instructional personnel as required by 7.3 of this Chapter;

(h) A description of the method used for the completion and retention of the training
records required by 8 of this Chapter;
(i) A description, when applicable, of additional training needed to comply with an

operator’s procedures and requirements; and
(j) When Bangladesh has authorized an approved training organization to conduct the
testing required for the issuance of a license or rating in accordance with 10 of this
Chapter, a description of the selection, role and duties of the authorized personnel, as
well as the applicable requirements established by the Licensing Authority.
2.2 The training organization shall ensure that the training and procedures manual is
amended as necessary to keep the information contained therein up to date.
2.3 Copies of all amendments to the training and procedures manual shall be furnished
promptly to all organizations or persons to whom the manual has been issued.
3. SAFETY MANAGEMENT
3.1 Bangladesh States shall require, as part of their State safety program, that an approved
training organization that is exposed to safety risks during the provision of its services
implement a safety management system acceptable to Bangladesh that, as a minimum:
(a) Identifies safety hazards;
(b) Ensures the implementation of remedial action necessary to maintain agreed safety
performance;
(c) Provides for continuous monitoring and regular assessment of the safety performance;
and
(d) Aims at a continuous improvement of the overall performance of safety management

system.
3.2 A safety management system shall clearly define lines of safety accountability throughout
the approved training organization, including a direct accountability for safety on the part
of senior management.
4. QUALITY ASSURANCE SYSTEM
4.1 The training organization shall establish a quality assurance system, acceptable to the
Licensing Authority granting the approval, which ensures that training and instructional
practices comply with all relevant requirements.

5. FACILITIES
5.1 The facilities and working environment shall be appropriate for the task to be performed
and be acceptable to the licensing Authority.
5.2 The training organization shall have, or have access to, the necessary information,
equipment, training devices and material to conduct the courses for which it is approved.
5.3 Synthetic training devices shall be qualified according to requirements established by the
State and use shall be approved by the Licensing Authority to ensure that they are
appropriate to the task.
6. PERSONNEL
6.1 The training Organization shall nominate a person responsible for ensuring that it is in
compliance with the requirements for an approved organization.
6.2 The organization shall employ the necessary personnel to plan, perform and supervise the
training to be conducted.
6.3 The competence of instructional personnel shall be in accordance with procedures and to
a level acceptable to the Licensing Authority.
6.4 The training organization shall ensure that all instructional personnel receive initial and
continuation training appropriate to their assigned tasks and responsibilities. The training
program established by the training organization shall include training in knowledge and
skills related to human performance.
7. RECORDS
7.1 The training organization shall retain detailed student record to show that all
requirements of the training course have been met as agreed by the Licensing Authority.
7.2 The training organization shall maintain a system for record the requirements and
training of instructional and examining staff, where appropriate.
7.3 The records required by 8.1 shall be kept for a minimum period of 2 (two) years after
completion of the training. The records required by 8.2 shall be retained for a minimum
period of 2 (two) years after the instructor or examiner ceases to perform a function for
the training organization.
8. OVERSIGHT

Contracting States shall maintain an effective oversight program of the approved training
organization to ensure continuing compliance with the approval requirements.
9. EVALUATION AND CHECKING
When Bangladesh has authorized an approved training organization to conduct the testing
required for the issuance of a license or rating the testing shall be conducted by personnel
authorized by the Licensing Authority or designated by the training organization in
accordance with criteria approved by the CAAB.
10. APPROVAL OF TRAINING PROGRAM
10.1 Competency- based approved training for aircraft maintenance personnel shall also be
conducted within an approved training organization.
10.2 The training program should be approved on the basis of ANO (AW) Chapter C.3 or
ANO (AW) Part-147.

RESERVED
Chapter 54: COMPUTER GENERATED AND STORED RECORDS CONTROL
CHAPTER 54
COMPUTER GENERATED AND STORED RECORDS CONTROL
1. BACKGROUND.
1.1 The material in this part is intended to provide guidance to Airworthiness Inspectors
concerning controls for managing information systems that generate and store records
used in the maintenance of aircraft and aircraft components.
2. APPLICABLE RELATED REQUIREMENTS & INFORMATION.
2.1 ICAO Annex 6, Paragraph 8.8
2.2 An operator shall ensure that the following records are kept:
(a) The total time in service (hours, calendar time and cycles, as appropriate) of the
aeroplane and all life limited components;
(b) The current status of compliance with all mandatory continuing airworthiness
information;
(c) Appropriate details of modifications and repairs to the aeroplane and its major
components;
(d) The time in service (hours, calendar time and cycles, as appropriate) since last
overhaul of the aeroplane or its components subject to a mandatory overhaul life;
(e) The current aeroplane inspection status such that compliance with the
maintenance manual can be established; and
(f) The detailed maintenance records to show that all requirements in the
maintenance manual for issuance of a maintenance release have been met.
2.3 The records as mentioned in the ICAO document {sub-paragraph in 8.8.1 (a) to (e)} shall
be kept for a period of 90 (ninety) days after the end of the operating life of the unit to
which they refer, and the records mentioned in ICAO document {(sub-paragraph 8.8.1
(f)} for a period of 1 (one) year after the issuance of the maintenance release.
2.4 The records shall be transferred to the new operator in the event of any change of
operator.
3. DEFINITIONS.
3.1 For the purpose of this Document, the following definitions apply:
(a) Authorizations: Permission granted by management to individuals authorized full or
partial admission to restricted access information management systems.

(b) Data: A set of alphanumeric and/or graphic characters organized to represent facts or
instructions suitable for communicating, interpreting, or processing by a computer.
(c) Field: An element of a computer file that may contain data and whose size is
controlled by the program.
(d) Information Systems: A computer system which is designed to automate a specific

function such as records management.
(e) Privacy Keys: A password or procedure that allows full or partial access to a
restricted information management system.
(f) Privacy Locks: A procedure that restricts access to a portion of an information

system.
g) Read Only Capability: The authority given to an individual who allows that person
to access or read data in a field without being able to change or enter data.
(i) Record: A history of the maintenance of a particular aircraft, aircraft component or

item. As used in this document, a record is not a group of associated data fields or
files within an information management system.
(j) Write Capability: The authority given to a user which allows that person to enter or
change data in a field.
4. DISCUSSION.
4.1 Maintenance organizations are required by various regulations to maintain maintenance

and quality records as evidence that maintenance was carried out in accordance with the
regulations and approved data. As the aerospace industry has developed, many
organizations have developed or purchased information systems to generate and store
maintenance records. ICAO Annex 6 and various states regulations contain requirements
regarding the content of those records. As such, this document will not discuss what
maintenance and quality records should contain, but rather control mechanisms that
should be used when an organization uses a computer based information system to
generate and/or store records of maintenance carried out under its approval.
5. COMPUTER GENERATED AND STORED MAINTENANCE RECORDS
5.1 A record system will detect and deter unauthorized disclosure, modification, or use of
records. Record systems require protection to ensure that an accurate history of the
maintenance of an aircraft, aircraft component or item exists. An information
management system should be protected from intruders. The system should also be
protected from employees with authorized access privileges who attempt to perform

unauthorized actions. Protection is achieved not only by technical, physical, and

personnel safeguards, but also by clearly advising all employees of the organizational
procedures regarding authorized system use.
5.2 Security Principles of Electronic Record Systems: Although information management

systems are diverse, common security attributes should be present in all record systems.
An acceptable electronic record system should include:
(a) User Identification. Each user of the system should be uniquely identified in the
system with an account number or other identification code. This identification
code is used to identify who has logged onto the system and is the primary means
of verifying access. The information management system should retain the user
identification codes entered as a means of verifying the requests made upon the
system. This information should be available for review by the system manager.
(b) Authentication of User. There should be a means of verifying that the person
entering the user identification code is the authorized individual. Typically, this
authentication is through a password known only to the authorized user. This
password would allow access to the system only when used together with the user
identification code. Passwords should be updated periodically.
(c) Principle of Least Possible Privilege. The authorization capability of the record
system should follow the principle that each person is limited to only the
information and transaction authority that is required by their job responsibilities.
Privacy locks may be used to ensure this principle is followed. The level of access
at which information is guarded within the system will depend on the design of
the system. Based upon the design of the information management system,
privacy locks and keys may control single data elements or any combinations of
data elements. Levels of protection may include the following:
(i) data items,

(ii) data aggregates,
(iii) sets,
(iv) fields,
(v) files, or
(vi) the complete system.
(d) Relation to Quality Data Responsibilities. The system should ensure that
authorization privileges coincide with the responsibilities outlined in the
organization’s quality control program. For instance, a line maintenance engineer
should not normally have write capability to an inspection acceptance field within
a maintenance record. Additionally, an inspector should not have access to a
design engineer disposition fields within modification or repair authorization
document. The system should be capable of assigning each user the specific
access authority needed. The various types of authorizations necessary may
include:

(i) read only access. Allows the user to read all or specific fields of information,
but does not allow any write or data manipulation capability.
(ii) insert or write access authorizations. Allows the user to enter data into
specified fields or series of fields.
(iii) change access authorizations. Allows the user to change entries in specified
fields, but does not allow removal of the original entry. This may be
accomplished by adding information to a restricted field which is only used
when the information in a field must be retained, but the information is not
correct. For example, when a component has been rejected by inspection, the
rejection history may need to be retained even after the component is repaired.
Change authorization may be given to allow a senior inspector the authority to
change the inspection status of a reworked item, but the record retains the
original rejection indication and the user identification of the individual
making the change.
(iv) delete access authorizations. Allows the user to remove entries and leave
the fields blank. While authorization to delete information by the user making
the entry may be unrestricted, subsequent delete authorization should be
closely controlled and possibly issued only to supervisors for deleting
incorrect entries by subordinate employees. Subsequent to final approval of a
product, information should not be deleted. After approval, incorrect data
should be changed rather than deleted.
(v) security access authorizations. The security access authorizations should be
retained by the system manager and only exercised when properly executed
documents allow their use, such as an approval letter signed by the director of
quality.
5.3 Auditing Mechanisms
(a) The information management system should include mechanisms that detect
security breaches. These breaches should include any attempt to circumvent
security or modify data without authorization. When such a security breach is
detected, the system should alert the security manager and note any fields that
have been accessed. The security breach information should be retained within the
system until reviewed by the system manager. Security breach logs should be
available only to select individuals and be protected from modification or altering
of data at all times. Normally the system operator will be warned of unauthorized
activity while serious events, such as repeated unauthorized access attempts, may
generate alarms at the system level.
5.4 Protection against Software and Hardware Destruction.
(a) Information system records should be protected from destructive computer

programs commonly called computer viruses, which attack or degrade the

software. Information management systems should include virus detection

programs which ensure that viruses are not introduced into the environment
through contaminated software or hardware.
(i) inventories. Inventories of all software and hardware configurations and

locations should be used to ensure unauthorized hardware/software does
not enter the computer environment.
(ii) portable equipment. Portable computer equipment such as laptops

represent special risks from destructive software and thus procedures
should address their use in the computer environment.
(iii) network security. Many organizations use large computer networks with
several interacting workstations or terminals. If a large interactive system
is used, procedures should address additional protection necessary to
control the network. The degree of protection should be defined by the
organization and based upon the complexity and application of the system.
(iv) system backup. Provisions should be developed for loss of data resulting
from system failure. In all cases, lost data must be regenerated. The
amount of time between backups will depend on the degree of risk the
approval holder wishes to accept to reestablish lost information.
5.5 Media Control
(a) The media upon which information is stored should be carefully controlled and
protected. Transportable media such as tapes, disks and cartridges should be stored in
secure locations. Media from external sources should be subject to validation to
ensure they are from authorized sources. The listing below is not all-inclusive of the
types of media available, it only cites examples.
(b) Floppy disks and computer hard drives should not be used for long term storage of
quality and maintenance records. Information that is required to be retained for more
than three months should be transferred to optical disks or a magnetic computer,
chromium dioxide, or metal particle tapes. An external or electronic labeling system
should be used which ensures that individual records can be retrieved.
(c) Magnetic tapes should be tested within six months of use to verify the tape is free of
errors and complies with the standards set by the Government. Optimally, new tapes
that have been maintained in a cool dry environment should be chosen for storing
records. Specific storage criteria for magnetic tapes includes:
(i) environmental temperatures between 62 (sixty two) and 68 (sixty eight) degrees
Fahrenheit.
(ii) relative humidity between 35% and 45%.
(iii) all tapes should be rewound under controlled tension every 3 ½ years.

(iv) all information that will be retained for more than 10 (ten) years should be
transferred to new tapes prior to reaching 10 (ten) years.
(v) annually, a statistically valid sample of all tapes should be tested to identify any
loss of data. Tapes with 10 (ten) or more errors due to storage conditions should
have all data transferred to new tapes. If the sample contains defective tapes, all
other tapes that might have been affected by the same cause, that is poor quality
tape, high usage, poor environment, or improper handling should be tested and
corrected.
(vi) smoking, eating, or drinking in the magnetic tape storage or test areas should be
prohibited.
(d) Optical disks are not highly sensitive to physical abuse, environmental conditions, or
magnetic force fields. Optical disks need only be protected from loss.
(e) Chromium dioxide tapes should be handled like magnetic tapes except for periodic
rewinding and cleaning. Although unproven, some industry experts believe that
rewinding and cleaning can be destructive to these tapes.
(f) Several types of metal particle tapes will become available in the next few years. It is
possible that the metal particles are subject to oxidation. Prior to use of any metal
particle tapes for long term storage, the organization must ensure that the tapes can
maintain integrity of the data stored.
5.6 Documentation
(a) The information management system should be properly documented.
(b) All software programs within the system, including program changes, should be fully
documented.
(c) Procedures should be developed that control all data entered into the system. The
procedures should address all information management system/human interface
activities. The procedures should be kept current.
5.7 Availability
(a) The computer industry is extremely dynamic concerning the systems that are
available for record keeping. If the organization changes from one system to
another, the records that were produced by the old system must remain accessible
to the CAAB in a usable format. The organization’s documented quality control
system should indicate how this accessibility is accomplished.

6. INFORMATION MANAGEMENT SYSTEM FACILITY MANAGEMENT.
6.1 The information management system can not be properly protected unless the facilities
that house the equipment are properly protected from physical threats and hazards. Areas
that should be considered include:
(a) Physical Security: Each area in which electronic records will be used should be
surveyed for potential physical hazards. Fire and water are two of the most damaging
forces in regards to electronic information. Although not all hazards can be
eliminated, opportunities for loss can be minimized by careful planning.
(b) Environmental Conditions: Procedures should address the environmental

(temperature, humidity, static, etc.) conditions of the areas where the record system
computers and stored media are located. Manufacturer’s specifications provide a
good guide for developing procedures.
(c) Disaster Recovery: A contingency plan should be developed that will allow recovery
of critical system information in case of a disaster, such as a fire. One acceptable
method is to have a remote backup system to which data is regularly transferred.
7. TRAINING:
7.1 Organizations that have elected to use electronic record systems should train each
employee who is involved with any portion of that system. The subject matter and
objectives should vary depending on the employee’s level within the organization and job
responsibilities. Training should include security awareness, organizational policy,
system operation and record storage requirements. Training should be documented and
those documents made available for review by the CAAB.
________________________

Chapter 55: AIRCRAFT FUELLING
CHAPTER 55
AIRCRAFT FUELLING
1. BACKGROUND
1.1 Improper fueling procedures may cause aircraft accidents. If operators of fueling facilities
establish procedures for safe and proper fueling of aircraft and fueling personnel follow
these procedures, many aircraft accidents or incidents will be prevented. Fueling
personnel should be familiar with the fuel requirements for the models and types of
aircraft they are servicing. This chapter contains a description of fuel contamination and
other problems that may be encountered in fueling aircraft and recommended procedures
for combating these problems.
2. GENERAL
2.1 An operator must have procedures for handling and dispensing fuels. The following must
be included as components of the operator’s procedure manual:
(a) Dispensing equipment procedures.

(b) Electrostatic protection procedures.
(c) Contamination protection procedures.
(d) Related record keeping procedures.
2.2 The operator’s manuals must include procedures for vendors and contractors. A states
aviation regulations may not establish standards for fueling facilities, but this does not
relieve the operator of overall responsibility for conducting those operations within
established industry standards.
3. FUELS
3.1 Aviation Gasoline.
(a) The naming system for the grades of aviation gasoline is derived from the
general term “AVGAS,” a widely used abbreviation of the words “aviation
gasoline”, followed by the grade marking. The grades are identified by their
performance numbers, as recognized by all military and commercial
specifications, e.g., 80, 100LL, and 100.
(b) The naming system for AVGAS grades is printed on all containers in white
letters and numbers on a red background.
(c) Storage containers are also marked with a circular band around the color the
piping, the color of which matches the dye in the AVGAS flowing through the
line. The dyes are red for AVGAS 80, blue for AVGAS 100LL, and green for
AVGAS 100. A minimum 4 (four) inch wide band is recommended. If the
pipeline is painted the color of the AVGAS, then no banding is needed.

3.2 Jet Fuels: The three classifications of aviation turbine fuels are universally referred to as
“jet fuels”.
(a) The naming system for the jet fuel is printed on all containers in white letters
on a black background to distinguish it from aviation gasoline.
(b) Examples of jet fuel storage container markings include the following:
(i) Jet A fuel containers marked with a single 4 (four) inch wide minimum
black band around the piping.
(ii) Jet A-1 fuel containers marked with two 4 (four) inch wide minimum
black bands.
(iii) Jet B-1 fuel containers marked with three 4 (four) inch wide minimum
yellow bands.
4. FUEL CONTAMINATION
4.1. Water in the Fuel.
(a) Water occurs in aviation fuels in three forms:
(i) dissolved water occurs similar to the humidity in the atmosphere that
converts to droplets and settles out as the fuel temperature decreases
during flight.
(ii) suspended water appears in the form of droplets that reflect light. High
concentration of droplets will cause fuel to have a cloudy or hazy
appearance.
(iii) solid bodies of water may be caused by leakage of storage tanks, leaking
filler neck seals, or the settling out of suspended water droplets.
(b) Accumulation of water: There is no way of preventing the accumulation of
water formed through condensation in fuel tanks. The accumulation is certain, and
the rate of accumulation will vary; so it is recommended that storage tanks, fuel
truck tanks and aircraft fuel tanks be checked DAILY for the presence of water.
Any water discovered should be REMOVED immediately. In addition to the daily
water check, fuel tanks should be CHECKED AFTER EACH DELIVERY as
insurance against inadvertent water contamination.
(c) The minimum settling time: Adequate settling time is NECESSARY for
accurate testing. The minimum settling time for aviation gas is 15 (fifteen)
minutes per foot-depth of fuel and 60 (sixty) minutes per foot-depth of turbine
fuel.
(d) Water checks of storage tanks and fuel trucks: Water checks of storage tanks
and fuel trucks may be made by attaching water detecting paste, or litmus paper,
to the bottom of the tank dip stick.
(i) push the dip stick to the bottom of the tank and hold for 30 (thirty)
seconds. When the stick is removed, the detecting paste or litmus paper
will have changed color if water is present.

(ii) the source of excessive amounts of water must be determined and

corrected before further use of fuel from the tank.
4.2 Rust and Scale: Rust and scale dislodged from the inside of fuel storage tanks may enter
the aircraft fuel tanks and clog systems. Turbine fuel tends to dislodge rust and scale and
carry the particles in suspension. Because of this, fuel dispensing equipment filters should
be serviced frequently. Aviation gasoline should not be stored in tanks or equipment that
has been used for turbine fuel storage.
4.3 Micro-Organic Growth: Micro-organic growth thrives in turbine fuel and appears as a
soapy, slippery slime on the inside surfaces of fuel storage tanks. Micro-organisms of
bacteria and fungi multiply rapidly and may cause serious corrosion in aircraft fuel tanks,
as well as clog fuel filters, screens, and control units. Therefore, turbine fuel storage tanks
should be checked frequently for the presence of slime or micro-organic growth. If found,
the tank should be cleaned thoroughly to assure removal of the micro-organic growth and
prevent further contamination.
4.4 Dirt, Lint, and Dust: Dirt, lint, and dust may collect on fuel dispensing hose nozzles
when proper storage receptacles are not used. Fuel hose nozzles should not be stored in
such a manner that dirt or moisture will collect in them. Always check the nozzle for dirt
and water before using it.
4.5 Contamination with other types or grades of fuel: Contamination with other types or
grades of fuel can cause aircraft engine damage and possible failure in flight. Turbine
fuels mixed with aviation gasoline reduce the antiknock and volatility of fuels required
for reciprocating engines. Quantities of aviation gasoline mixed with turbine fuels will
cause damaging lead deposits to collect in jet engines when used indiscriminately.
Transportation or storage of turbine fuel in tanks previously used for storage or
transportation of aviation gasoline is not recommended as contamination from rust and
scale, or a possible change of fuel specification, may result.
4.6 Additives: Certain turbine engine powered aircraft require the use of fuel containing anti-
icing additives. Therefore, fuel personnel must know whether or not the fuels they
dispense contain additives. When anti-icing additives are to be added to the fuel, the
manufacturer’s instructions (usually printed on the container) should be followed to
assure proper mixture. Anti-icing additive content in excess of 0.15% by volume of fuel
is not recommended as higher concentration can cause the aircraft fuel capacitance
system to give erroneous indications. Concentrations of at least 0.05% additive by
volume of fuel are effective in eliminating microbial growth.
5. FUEL DISPENSING EQUIPMENT
5.1 Fuel servicing vehicles should be conspicuously and legibly marked to indicate the type
and grade of fuel.

(a) Markings should be displayed on each side and on the rear of the vehicle in
CONTRASTING colors.
(b) Fuel hydrants and pit installations should be identified similarly, according to type
of fuel and grade.
(c) Turbine fueling vehicles should be marked to show whether or not anti-icing
additives are contained in the fuel being dispensed.
(d) Leaking or otherwise defective pumping equipment, plumbing, hoses, nozzles,
and grounding cables of fuel dispensing vehicles and stationary facilities should
be repaired before further use. Fuel/nozzle/lever stop notches should be removed
to avoid the possibility of an inadvertent blocking open of the valve.
(e) Fuel dispensing vehicles, and stationary facilities, should be equipped with
appropriate fire extinguishers, fire blankets, static grounding cables, explosion
proof flashlights, and ladders. Fire extinguishers should be located so they are
accessible from either side of the vehicle and remote from probable fire hazard.
(f) Fueling vehicles should be positioned as distant from the aircraft as permitted by
the length of the fuel dispensing hose. Mobile units should be parked parallel to or
heading away from the aircraft wing leading edge, so it may be moved away
quickly in the event of an emergency. When the fueling operation is completed,
the fueling vehicle should be parked at least 50 (fifty) feet from aircraft or
buildings and positioned in a manner to permit removal from the area without
delay.
6. FUELING PROCEDURES
6.1 General: Fueling procedures. Fueling personnel should first check with the flight crew to
determine the type and grade of fuel required, including additives for the aircraft. It is a
good practice to have the pilot sign a demand, identifying the grade and quantity of fuel
desired. In the absence of the flight crew, fueling personnel should check the placard
located near the aircraft fuel tank filler port, or the aircraft owner’s manual that is usually
carried in the aircraft, to determine the type and grade of fuel required.
(a) Check to ensure that:
(i) no electrical or radio equipment in the aircraft is energized or being

maintained while fuel is being dispensed into the aircraft, except those
switches that may require energizing to operate fuel selector valves and
quantity gauge systems.
(ii) qualified personnel should be stationed at the aircraft fuel control panel
during pressure fueling operations.
(iii) fueling personnel should not carry objects in the breast pockets of their
clothing when servicing aircraft or filling fuel service vehicles because
loose objects may fall into fuel tanks.
(iv) matches or lighters should never be carried during fueling operations.
(v) because of the high lead content, direct avgas fuel contact with skin or the
wearing of fuel saturated clothing should be avoided. Skin irritation or
blisters may result from direct contact with fuel.
(vi) immediate medical attention should be sought if fuel enters the eyes.

(vii) in the event of fuel spillage, discontinue fueling operations until the spill
can be removed, using proper safety precautions.
6.2 Fueling from Mobile Equipment: The following sequence should be followed by the
fueling crew.
(a) Connect a grounding cable from the fueling vehicle to a satisfactory ground.
Grounding posts usually consist of pipes or rods driven far enough into the
ground to result in a zero potential.
(b) Connect a ground cable from ground to the aircraft (on landing gear axle or other
unpainted surface). Do not attach ground cables to the propeller or radio antenna.
(c) Connect a grounding cable from the fueling vehicle to the aircraft. The fueling
vehicle may be equipped with a “T” or “Y” cable permitting ground attachment
first and grounding of the aircraft with the other end.
(d) Connect a grounding cable from the fuel nozzle to the aircraft before removing
the aircraft tank cap. This bond is most essential and needs to be maintained
throughout the fueling operation and until the fuel cap is replaced.
CAUTION: Conductive-type fuel hose does not provide a satisfactory method of

bonding.
(e) The fuel dispensing equipment grounding cables should be removed in the reverse
order of the sequence outlined above.
6.3 Fueling From Hydrants, Pits, and Cabinets:

(a) Connect the grounding cable from the dispenser to the aircraft.
(b) Connect the grounding cable from the hose nozzle to the aircraft before removing
the fuel cap.
6.4 Over wing Fueling: The fuel filler hose should be draped over the wing leading edge.
Never lay the fuel filler hose over the wing trailing edge because aircraft structural
damage may result. A simple rubber shower mat may be used to provide protection for
wing leading edges during fuel operation. Step ladders or padded upright ladders may be
used to provide easy access to high wing and large aircraft. Standing on wing surfaces
should be avoided and never stand on wing struts. Hold the fuel nozzle firmly while it is
inserted in the fuel tank filler neck and never block the nozzle lever in the open position.
Be sure that fuel filler caps are replaced and securely latched when fueling is completed.
6.5 Under wing fueling: Discharge possible static buildup in the fuel dispensing hose by
touching the pressure nozzle to an unpainted part of the aircraft, such as a landing gear
axle, before attaching to the aircraft filler receptacle. No static ground wire between the
filler nozzle and the aircraft is necessary.
6.6 Fueling from drums: Refueling from drum storage or cans should be considered as an
unsatisfactory operation and one to be avoided whenever possible. All containers of this
type should be regarded with suspicion and the contents carefully inspected, identified,
and checked for water and other contamination.

(a) Drums or cans should, if practicable, be protected from the sun and weather. All
drums should be stored off the ground and on their sides, with the bungs below
the liquid level, and in such a manner that they are visible and accessible. Drums
stored vertically can accumulate water around the bungs which can be sucked into
the drum by thermal heating and cooling of the fuel. Additionally, fuel in the
drums or cans should be used according to the fueling delivery date - oldest stock
first. Avgas has a 6 (six) month shelf life therefore old fuel should be sampled and
checked by a laboratory before use in an aircraft.
(b) Only sound clean drums with good interiors should be used. Where fuel storage in
drums has occurred for long periods, the use of the fuel is questionable unless it
has been tested for quality. Bungs should always be screwed tightly into empty
drums because an open bunghole allows hazardous vapors to escape from the
drum after the drum has been emptied.
(c) When fueling from drums, it is advisable to use a 5 (five) micron filtered portable
pumping unit, the best filtering equipment available locally or, as a last resort, a
chamois skin filter and filter funnel. Remember refueling from drums or cans is
considered to be unsatisfactory. Extraordinary precautions are necessary to
eliminate the hazards of water and other contaminants.
6.7 Water drain: The aircraft fuel tank sumps should be drained before each fuel servicing
to remove water that may have accumulated from condensation or entered the tank during
fueling operations. Draining fuel sumps immediately after fueling serves little purpose
because the agitation action of fuel entering the tank may suspend water and
contaminants - which can remain suspended for many minutes and may not settle out
until the aircraft is airborne.
7. PROCEDURES
7.1 References: FAA AC 150/ 5230, Aircraft Fuel Storage, Handling, and Dispensing on
Airports, as amended FAA AC 20-125, Water in Aviation Fuel
7.2 Review procedures: Review the Operator’s Manual. Ensure that the manual indicates
whether services will be performed by the operator or contracted out.
(a) Review the operator’s manual to ensure that it defines the following:
(i) lines of authority and responsibilities
(ii) the operator’s training program
(iii) the vendor’s training program, if applicable
(b) Ensure that the manual contains procedures for the following:
(i) inspection of incoming fuels
(ii) elimination of fuel contamination
(iii) use of dispensing equipment
(iv) refueling and de-fueling, by specific make and model of aircraft

(c) Ensure that the manual includes procedures for record retention and ongoing
inspections of the following:
(i) fuel (millipore checks, etc.)

(ii) storage facilities and dispensing equipment
(iii) filters
(iv) safety equipment
(v) training programs for servicing personnel
(vi) individual training records
(vii) vendors (in accordance with operator’s program)
(d) If the manual is acceptable at this point, continue on to the facilities inspection. If
the manual is unacceptable, return it to the operator for corrections and/or
revisions.
(e) Inspect the Facility
(f) Ensure that:
(i) personnel training requirements are documented and current

(ii) training is conducted according to the manual curriculum
(iii) piping is marked and color coded to identify fuel type and grade
(iv) control/cutoff valves are clearly marked with instructions for emergency
use, e.g., on/off
(g) Ensure that the fuel farm/storage area provides for the following:
(i) proper security (fenced and posted)
(ii) proper display of “Flammable” and “No Smoking” signs
(iii) markings to identify type/grade of fuel
(h) Ensure that the equipment includes the following:

(i) a positive low point sump
(ii) adequate fire extinguishers
(i) Ensure that fuel filters/filter separators contain, at a minimum, the following:
(ii) an inlet strainer
(iii) inflow and outflow filter/separators sized to match maximum pump flow
capacity
(iv) differential pressure check system
(v) positive water defense system
(vi) sump drain with outlet located to facilitate capture of outflow
(vii) fuel sampling (millipore or equivalent) fittings downstream of all filters
and filter/separators
(j) Ensure that hoses, nozzles and outflow connectors are:

(i) specifically designed and tested for delivery of aviation fuels

(ii) controlled by spring loaded, non by-passable automatic (dead man) fuel
flow cutoff valves
(iii) equipped with dust cap or other feature that will minimize contaminant
introduction into fuel/system
(iv) equipped with non by-passable 100 (one hundred) mesh nozzle/connector
screens
(v) color coded to identify fuel type
(k) Ensure that electrical equipment, switches, and wiring are of a type or design
approved for use in hazardous locations (explosion proof, e.g., free of exposed
conductors, contacts, switches, connectors, motors, etc).
(l) Verify that grounding and bonding equipment ensures that piping, filters, tanks,
and electrical components are electrically bonded together and interconnected to
an adequate electrical ground. The system should have ground wires, bonding
wires, and clamps adequate to facilitate prompt, definite electrical ground
connection between fuller/pit/cabinet, grounding system, and aircraft being
fueled.
(m) Ensure that fuel tenders and fueling pits have the following:
(i) appropriate markings displayed, e.g., “DANGER”, “FLAMMABLE”,
“NO SMOKING”, fuel grade, standard hazardous material placard, filter
due dates, and emergency fuel shutoff
(ii) appropriately placed fire extinguishers
(iii) air filter/spark arrestor and a leak-free exhaust system terminating in a
standard baffled original equipment type muffler, if equipped with internal
combustion engine.
__________________________

Chapter 56: Approval of Reliability Program
CHAPTER 56
APPROVAL OF RELIABILITY PROGRAM
1. INTRODUCTION
1.1 The intent of a Reliability Program is to ensure that the aircraft maintenance program tasks
are effective and their periodicity is adequate. Through reliability program, operators of
aeroplanes over 5700 kg or helicopters over 3175 kg maximum certificated take-off mass
shall monitor and assess maintenance and operational experience with respect to
continuing airworthiness. It therefore follows that the actions resulting from the reliability
program may be not only to escalate or delete maintenance tasks, but also to de-escalate or
add maintenance tasks, as necessary. A reliability program provides an appropriate means
of monitoring the effectiveness of the maintenance program.
1.2 Approving a reliability program is one of the most complex duties of an Airworthiness
Inspector and special attention must be given to every element of the proposed program.
Airworthiness Inspectors (AWI) needs to be closely coordinated between both the
maintenance and avionics specialties. Guidance on the program elements is also listed in
FAA Advisory Circular (AC) 120-17, Maintenance Program Management through
Reliability Methods, as amended, the Airline/Manufacturer Maintenance Program Planning
Document, MSG-2/3, and/or Maintenance Tasks. It is important that the AWI explains all
of the program requirements to the operator/applicant.
2. REFERENCE TO CARs, 1984 AND ANO (AW)
2.1 The rule 191 of the CARs 1984 and the Air Navigation Order (AW) Chapter B.15 titled
“Approval of Aircraft Maintenance Program and Aircraft Maintenance Schedules” are
referred.
3. PRIMARY MAINTENANCE PROCESSES
3.1 MSG-2, Primary maintenance processes definitions:
(a) Hard time (HT) i.e. Overhaul time limit or Part life-limit. This is a preventive
primary maintenance process that requires a system, component, or appliance is
either overhauled periodically (time limits) or removed from service (life limit).
Time limits may only be adjusted based on operating experience or tests, in
accordance with procedures in the operator's approved reliability program.
(b) On condition (OC). This is also a preventive primary maintenance process that
requires a system, component appliance be inspected periodically or checked
against some appropriate physical standard to determine if it can continue in
service. The standard ensures that the unit is removed from service before failure
during normal operation. These standards may be adjusted based on operating
experience or tests, as appropriate, in accordance with a carrier's approved
reliability program or maintenance manual.
(c) Condition monitoring (CM). MSG-2 introduced condition monitoring. This
process is for systems, components, or appliances that have neither HT nor OC
maintenance as their primary maintenance process. It is accomplished by

appropriate means available to an operator for finding and solving problem areas.
The user must control the reliability of systems or equipment based on knowledge
gained by analysis of failures or other indications of deterioration.
3.2 MSG-3, Maintenance task definitions:
(a) Lubrication/Servicing (LU/SV): Any act of lubrication or servicing for the

purpose of maintaining inherent design capabilities. The replenishment of the
consumable must reduce the rate of functional deterioration.
(b) Operational/Visual checks (OP/VC). Hidden functional failure categories. An
operational check is a task to determine if an item is fulfilling its intended purpose.
The check does not require quantitative tolerances, but is a failure finding task. A
visual check is an observation to determine that an item is fulfilling its intended
purpose and does not require quantitative tolerances. This is a failure finding task
that ensures an adequate availability of the hidden function, to reduce the risk of a
multiple safety failures, and to avoid economic effects of multiple failures and be
cost-effective.
(c) Inspection/Functional check (IN/FC), all categories.
(i) Detailed inspection: An intensive visual examination of a specific

structural area, system, installation or assembly to detect damage, failure, or
irregularity. Available lighting is normally supplemented with a direct
source of good lighting at an intensity deemed appropriate by the AWI.
Inspection aids such as mirrors, magnifying lenses, etc., may be used.
Surface cleaning and elaborate access procedures may be required.
(ii) General visual (surveillance) inspection: A visual examination of an
interior or exterior area, installation, or assembly to detect obvious damage,
failure or irregularity. This level of inspection is made under normally
available lighting conditions, such as daylight, hangar lighting, flashlight,
or drop-light and may require removal or opening of access panels or doors.
Stands, ladders, or platforms may be required to gain proximity to the area
being checked.
(iii) Special detailed inspection: An intensive examination of a specific
item(s), installation, or assembly to detect damage, failure or irregularity.
The examination is likely to make extensive use of specialized inspection
techniques and/or equipment. Intricate cleaning and substantial access or
disassembly procedures may be required. Intricate cleaning and substantial
access or disassembly procedures may be required.
(iv) Functional check: A quantitative check to determine if one or more
functions of an item perform within specified limits. Reduced resistance to
failure must be detectable, and there must be a reasonably consistent
interval between a deterioration condition and functional failure.
(v) Restoration (RS): That work necessary to return an item to a specific
standard. Since restoration may vary from cleaning or replacement of single
parts to a complete overhaul, the scope of each assigned restoration task has
to be specified.
(vi) Discard (DS): The removal from service of an item at a specified life limit.
Discard tasks are normally applied to so-called single celled parts such as

cartridges, canisters, cylinders, engine disks, safe-life structural members,

etc.
3.3 Classifying the maintenance processes and/or Tasks. The program should include
procedures for the classification and assignment of maintenance processes and/or tasks and
for changing from one process and/or task to another. Refer to MSG-2 for maintenance
processes and MSG-3 for maintenance tasks. It should include the authority and procedures
for changing maintenance specifications and the related documents to reflect the interval
adjustment or processes and/or task changes.
4. REQUIREMENT OF RELIABILITY PROGRAMS
4.1 A reliability program could be required in the following cases:
(a) The aircraft maintenance program is based upon MSG-3 logic; or

(b) The aircraft maintenance program includes condition monitored components; or
(c) The aircraft maintenance program does not include overhaul time periods for all
significant system; or
(d) When specified by the Manufacturer’s maintenance planning document or MRB.
Note: For the purpose of this paragraph, a “significant system” is a system the failure of which
could hazard the aircraft safety.
4.2 Details of reliability programs
4.2.1 Reliability programs are designed to supplement the operator's overall program for
maintaining aircraft in a continuous state of airworthiness. There are a number of
maintenance reliability programs now in operation that use new and improved maintenance
management techniques. Although the design and methods of application vary to some
degree, the basic goals are the same — to recognize access and act upon meaningful
symptoms of deterioration before malfunction or failure in order to establish and monitor
the maintenance control requirements.
4.2.2. Performance standards (alert values, etc.) are established by actuarial study of service
experience using statistical methods coupled with application of technical judgment. These
standards are used to identify trends or patterns of malfunction or failures experienced
during program operation. Even though reliability programs vary, they should provide
means for measurement, evaluation, and improvement predictions. They should contain the
following elements:
(a) An organizational structure;

(b) A data collection system;
(c) A method of data analysis and display;
(d) Procedures for establishing performance standards or levels;
(e) Procedures for program revision;
(f) Procedures for time control; and
(g) A section containing definitions of significant terms used in the program.

4.2.3 It is intended that the specific needs of operators, in terms of operating philosophy, record-
keeping practices, etc. be reflected in their reliability programs. The extent of statistical and
data processing required for program operation is entirely dependent on the character of the
particular program. Programs may be simple or complex, depending on the size of the
operator and other factors. The smaller as well as the larger operators may develop
maintenance reliability programs to meet their own specific needs.
4.3 Reliability program criteria
4.3.1 The word “reliable” is a broad term meaning dependable or stable. The term, as used by the
aviation industry, applies to the dependability or stability of an aircraft system or part
thereof under evaluation. A system or component is considered “reliable” if it follows an
expected law of behaviour and is regarded “unreliable” if it departs from this expectation.
These expectations differ greatly, depending upon how the equipment is designed and
operated.
4.3.2 Reliability programs should describe the techniques used for measuring the performance
and calculating the remaining service life of the component sufficiently in advance in order
to take corrective maintenance action prior to failure. Essentially, reliability programs are
used for the control of maintenance by establishing performance levels for each type of unit
and/or system individually or as a class. Generally, reliability programs depend on the
collection of data which can be analysed and compared to previously established program
goals.
4.3.3 A good reliability program should contain means for ensuring that the reliability which is
forecast is actually achieved; a program which is very general may lack the details
necessary to satisfy this requirement. It is not intended to imply that all of the following
information should be contained in one program, since the operating philosophy and
program management practices, etc. for each operator are different. However, the
following information could be applied to the specific needs of either a simple or a
complex program.
4.4 Organizational structure
4.4.1 The program should contain an organizational chart which includes:
(a) A diagram of the relationship of key organizational blocks;

(b) A listing of the organizational elements by title responsible for the administration
of the program;
(c) A statement describing lines of authority and responsibility. The program should
identify the organization responsible to management for the overall reliability
functions. It should define the authority delegated to these organizations to enforce
policy and assure necessary follow-up and corrective actions; and
(d) A procedure for the preparation, approval and implementation of revisions to the
program.
4.5 Data collection system

4.5.1 It is important that the data be as factual as possible in order that a high degree of
confidence may be placed in any derived conclusion. Data accuracy is particularly
important when it is used for predicting reliability because the prediction technique gives at
best a broad estimate of the expected reliability. Therefore, the more dependable the data,
the higher the degree of confidence that can be placed in the reliability estimate. Data
should be obtained from units functioning under different operational conditions. Typical
sources of information are:
(a) Unscheduled removals;
(b) Confirmed failures;
(c) Pilot reports;
(d) Sampling inspections;
(e) Functional checks;
(f) Shop findings;
(g) Bench checks;
(h) Service difficulty reports; and
(i) Flights cancellation and delays.
4.5.2 The data should be collected at specific intervals and should be sufficient to appropriately
support the analysis.
4.5.4 Not all of these sources may necessarily be covered in each and every program. However,
the availability of additional information provides the operator with a span of invaluable
operating history for determining success or failure in meeting program goals.
4.5.4 Data collected must be accurate and factual to support a high degree of confidence for any
derived conclusion. It must be obtained from units functioning under operational
conditions and must relate directly to the established levels of performance.
4.6 Data analysis and display
4.6.1 The objective of data analysis is to recognize the need for corrective action, establish what
corrective action is needed, and determine the effectiveness of that action. Data display and
reporting provide a timely and systematic source of information, and even though after the
fact, this material is a necessary prerequisite for correcting existing deficiencies. Reporting
is not an end objective, but rather a necessary link in the chain of events leading to system
improvement. The principal reason for gathering reliability data is to use it for making
various determinations and predictions. Among these are such items as failure rate of parts
and components, serviceability, and maintainability.
4.6.2 Data analysis is the process of evaluating mechanical performance data to identify
characteristics indicating a need for program adjustment, revising maintenance practices,
improving (modifying) hardware, etc. The first step in analysis is to compare or measure
data against acceptable performance levels. The standard may be a running average,
tabulation of removal rates for past periods, graphs, charts, or any other means of depicting
a "norm".
4.6.3 In general, almost any desired information can be extracted from these data if they are
obtained in a planned and organized manner and carefully recorded and collated. However,
the methods of analysis should be clearly understood in order to interpret properly the

results obtained. Reliability data collected and analysed with no particular end in view
usually result in conclusions that are defective for one reason or another. The program
should provide the information necessary to properly evaluate the graphic presentations
submitted in support of the program. These are used to reveal briefly and simply via
graphics those aspects which would normally require a cumbersome analysis of a text or
tabular material.
4.7 Performance standard
4.7.1 Each reliability program should include a performance standard expressed in mathematical
terms. This standard becomes the point of measure of maximum tolerable unreliability.
Thus, satisfactory reliability trend measurements are those which fall at or preferably below
the performance standard. Conversely, a reliability trend measurement exceeding the
performance standard is unsatisfactory and calls for some type of follow-up and corrective
action.
4.7.2 A performance standard may be expressed in terms of system or component failures per
thousand hours of aircraft operation, number of landings, operating cycles, departure
delays, or of other findings obtained under operational conditions. In some instances, an
upper and lower figure may be used. This is known as a reliability band or range and
provides the standard by which equipment behaviour may be interpreted or explained.
4.7.3 When the performance standard is exceeded, the program should provide for an active
investigation which leads to suitable corrective action.
4.7.4 A description of the types of action appropriate to the circumstances revealed by the trend
and the level of reliability experience should be included in the program. This is the central
core of maintenance control by reliability measurement. It is the element that relates
operating experience to maintenance control requirements. Statistical techniques used in
arriving at reliability measurements presented in support of maintenance control actions
should be described. Appropriate corrective actions might be:
(a) Verify that engineering analysis is appropriate on the basis of collective data in
order to determine the need to change the maintenance program;
(b) Actual maintenance program changes involving inspection frequency and content,
functional checks, or overhaul limits and times;
(c) Aircraft system or component modification, or repair; or
(d) Other actions peculiar to the condition that prevails.
4.7.5 The results of corrective action programs should become evident within a reasonable time
from the date of implementation of corrective action. An assessment of the time permitted
should be commensurate with the severity or safety impact of the problem. Each corrective
action program should have an identified completion date.
4.7.6 Due to the constantly changing state-of-the-art, no performance standard should be

considered fixed — it is subject to change as reliability changes. The standard should be
responsive and sensitive to the level of reliability experienced. It should be “stable”
without being “fixed”. If, over a period of time, the performance of a system or component
improves to a point where even abnormal variations would not produce an alert, then the

performance standard has lost its value and should be adjusted downward. Conversely,
should it become evident that the standard is consistently exceeded in spite of taking the
best known corrective measures to produce the desired reliability, then the performance
standard should be re-evaluated and a more realistic standard established. Each program
should contain procedures to effect, when required, such changes to the prescribed
performance standards.
5. ESTABLISHING INITIAL STANDARDS
5.1 In order to establish the initial standards for structural components, power plants and
systems, the past operating experience with the same (or, in the case of new aircraft,
similar) equipment should be reviewed in sufficient depth to obtain a cross-section of the
subject system’s performance. Normally, a period of six months to one year should be
sufficient. For a system common to a large fleet of aircraft, a representative sample may be
used, while small fleet systems may require 100 (one hundred) per cent review. Operators
introducing a new aircraft into service may establish their alert by using this available data.
After the operator completes about 1 (one) year's operating experience, however, the alert
value should be adjusted based upon his experience.
5.2 Due to different operating conditions and system design, it is necessary to use different
measuring devices (either singly or combined) to obtain satisfactory performance criteria.
As stated before, there are various methods used to evaluate and control performance —
aircraft diversions, mechanical interruptions in flight, delays and flight cancellations,
component unscheduled removal rates, etc.
5.3 The following are typical examples of methods that can be used to establish and maintain
alert values. It should be understood that the methods of evaluation given below are only
illustrative and that other suitable methods of evaluation could be used:
(a) Pilot reports per 1,000 (one thousand) aircraft departures:

(i) several operators have selected pilot reports as related to the number of
departures as the primary measure of aircraft systems performance
reliability. The reference base for the computation of alert values is a
cumulative rate of the previous calendar year's experience. This provides a
large statistical base and takes into consideration the extremes in seasonal
effects. The baseline for each system is initially calculated by compiling the
number of pilot reports logged for the previous 12 (twelve) month period
times 1000 (one thousand) divided by the number of aircraft departures for
the same twelve-month period. The purpose of multiplying the pilot reports
by 1000 (one thousand) is to arrive at a figure that expresses the rate per
1000 (one thousand) departures.
(ii) in order for this to be a cumulative or rolling rate for the immediately
previous twelve month period, it should be recalculated each month. The
data for the first month of the existing 12 (twelve) month data set is
dropped, and the data compiled for the last month is added; i.e. if the initial
calculation was from March 1998 to February 1999, the next month’s
calculation would cover the period from April 1998 to March 1999.
(iii) when the base line is computed for a particular system, an alert value is
established at a point above the base line equal to, say, five pilot reports per
1000 (one thousand) aircraft departures. The alert values assigned to each

system represent the maximum rate of pilot-reported malfunctions

considered to deviate sufficiently from the base line to require
investigation.
(b) Pilot reports per 1000 aircraft hours:

(i) for the purpose of measuring reliability, pilot reports per 1000 (one
thousand) aircraft flight hours may be selected as the indicator of aircraft
systems performance. Performance standards in terms of pilot reports per
1000 (one thousand) hours are established for each of the aircraft systems.
Several programs in current use utilize two performance numbers, an
“alert” number and a “target” number. A review and evaluation of a
minimum of six to twelve months’ history of pilot reports are done to
establish the initial alert and target numbers. Established alert and target
numbers are valid for a 6 (six) month period, at the end of which all alert
and target numbers are reviewed and adjusted as necessary.
(ii) the alert number is defined as the 3 (three) month moving (running)
average which is considered to indicate unsatisfactory performance.
(iii) historically, alert numbers show seasonal variations. To provide a more
realistic alert number, the year is divided into 6 (six) month periods. One
period encompasses the winter months, the other, the summer months.
When reviewing a particular six-month period to ascertain if the alert
number is still practical, it is important that the comparison is made
between similar periods.
(iv) the target number is defined as the operator’s goal and predicted level of
performance at the end of a 6 (six) month period. Target numbers are set to
specify the operator’s desires and expectations for future system
performance. The target number is established in the same manner as the
alert number, the difference being that the alert number is the upper limit of
the range and, when exceeded, indicates unsatisfactory performance. The
target or the lower limit is set as a goal which represents a level that the
operator believes is attainable.
(v) each month a 3 (three) month running average for each system is
calculated. First, a 3 (three) month average is obtained by compiling and
analyzing data for three consecutive months — the total pilot reports for 3
(three) months are divided by the number of aircraft hours flown during the
same 3 (three) month period. To maintain a running average, each month
the first month's data is deleted and the data for the current month added.
Any system which either exceeds the alert or which has a trend indicating
the target will not be met is considered to be in need of special attention.
6. ESTABLISHING ALERT VALUES STATISTICALLY
6.1 Many programs establish alert values by reviewing past performance and then, by using
“good judgment”, establish the numerical value for the alert. Although this generally works
well, the value can become controversial since the “good judgment” of one person may
well be different from that of another person. In an effort to avoid controversy, some
operators prefer the statistical or mathematical approach. This is a broad term that covers a
number of methods of gathering numbers of instances and evaluating the result; all
methods, however, require a sufficient quantity of accurate data to be available for analysis.

6.2 In order to establish system alert values, an evaluation is made of the operational
performance of each system to be controlled by the program. The yardsticks covering
failure performance are clearly defined in the program. Using these definitions, the failure
data for each system are extracted from pilot-reported malfunctions for at least a 12
(twelve) month period. The “mean” and the “standard deviation” are then computed from
those data and each system's alert value is established equal to the mean plus three standard
deviations.
6.4 The current performance level of each system is computed on a monthly basis as a three-
month cumulative performance rate. This rate is computed by multiplying the number of
in-flight malfunctions for a three-month period by 1000 (one thousand) and dividing by the
total aircraft flight hours for the same period. Maintaining a cumulative rate requires that
the first month's data be deleted and the data for the current month be added to the sum of
the previous two months. When a trend of deteriorating system performance is detected, or
if a system is over the alert value, an active investigation is conducted to assess the causes
of the change in system performance and to develop an active corrective program, if
required, to bring the system performance under control.
7. CONDITION-MONITORED MAINTENANCE PROGRAMS
7.1 Other techniques are used which monitor the functional condition of systems or
components without disturbing them in their installed environment. These programs are
based on the establishment of acceptable performance as base line data. Internal and
external leakage, functional testing, and unit teardown analysis are the factors used to
determine the base line. The results of this test become a part of the aircraft’s permanent
record. The point to be established is that the tests accurately and conservatively identify
discrepancies before operational reliability is degraded.
7.2 This type of program lends itself readily to components. It has also proven very successful
in monitoring the functional condition of aircraft systems such as hydraulics, air
conditioning and pneumatics (the system primarily utilizing this type of program is
hydraulics). The various tests perform the function of system or subsystem interrogation to
determine the presence or absence of component degradation. Internal leakage rates serve
as the criteria to evaluate wear and rigging effect on component performance while
pressures are used to determine certain component functional responses.
7.3 During the test, individual parts, components and subsystems are evaluated by selective
positioning of the various system controls and isolation points. From the comparison of the
response produced by sequential steps to the established tolerance, the general location or
the specific location of the faulty unit can be determined.
8. ADDITIONAL ADVANTAGES
(a) Analysis of the data is not required before departure unless functional tests indicate
a need for immediate corrective action;
(b) Results of the test do not require immediate replacements of units showing
deterioration provided the functional tests of the subsystem or component are
satisfactory; and

(c) Evaluation of these test data can be used to schedule component replacement at a
subsequent inspection or check.
9. MONITORING BY AGE/RELIABILITY RELATIONSHIP
9.1 Several operators use an actuarial analysis technique as a basic requirement for making
technical decisions concerning component reliability in their “on-condition” overhaul and
monitored maintenance reliability programs. Components selected for these programs are
those on which a determination of continued airworthiness may be made by visual
inspection, measurements, tests or other means without a teardown inspection or periodic
overhaul. Under these programs, components are allowed to operate in service subject to
meeting the established performance standard or the established “on-condition” base line
data.
9.2 Initially, an actuarial analysis of each component is prepared to determine its reliability
versus age characteristics. A component is considered acceptable for inclusion in the
program when the analysis shows that reliability does not deteriorate with increased time in
service up to a predetermined point established by the operator. Normally, this cut-off point
is considered to be the practical limit based on the amount of data collection and analysis
required to qualify the component.
9.3 When the reliability of a component deteriorates to a value above the established
performance standard, another actuarial analysis is made to determine the component's
reliability versus age characteristics. Normally, this analysis will also include a
determination of the reasons for the deterioration and the corrective action required to
bring the condition under control. This reliability analysis is a continuing process and
reveals whether a component requires a different maintenance program or is in need of a
design change to improve reliability.
9.4 An actuarial analysis is also made when the observed performance of a component
improves to the point where more components are reaching higher operating times without
experiencing premature removal failures. With such an improvement in survival
characteristics possible, it is desirable to make a reliability analysis to determine its age-to-
reliability characteristics.
9.5 Premature removal rate and the subsequent analysis of the teardown findings in the shop.
The introduction of the “on-condition” overhaul concept has made it increasingly
important to gain more information about the operating performance of the components
and to examine the relationship of this performance to the time in service. This need has
fostered the development of actuarial analysis techniques.
9.6 This method of analysis requires, for a specified calendar period, that the following
information be available for each component under study:
(a) The time on each operating component at the beginning of the study;
(b) The time on each component removed and installed during this period;
(c) The reason for removal and disposition of each component; and
(d) The time on each operating component at the end of the study period.

9.7 An analysis is made of the performance of each component as its life progresses from one
overhaul to another as follows:
(a) A time and failure distribution chart is prepared showing the amount of operating
time for each component and the failures experienced in each 100-hour time
bracket for the specified study period. In conjunction with this chart, a digest of the
causes of failure for each 100-hour time bracket is also prepared.
(b) The next step is to develop failure rate and survival curves versus time since
overhaul (TSO). A failure rate curve shows the failure rate per 1000 hours for each
component in each 100 (one hundred) hour time bracket. A survival curve shows
the number of units remaining at any given TSO. The shape of the survival and
failure rate curves are valuable when determining the deterioration of reliability.
The operating time which can be realized between consecutive overhauls is
determined by the area which is under the survival curve and is bounded by the
horizontal and vertical axes.
(c) Additional information is available from these data by developing a probability
curve. This curve will show the probability of a component reaching a given TSO
and the number of components expected to fail in a given time bracket. The
number of components that would probably fail in a given time bracket is obtained
by taking the difference of the ordinates at the beginning and end of a given time
bracket. This would also be a reflection of the slope of the survival curve at that
point. The percentage of components which survive to a given TSO is also the
probability of a single component operating to that time without failing.
(d) A still better evaluation is possible by developing a conditional probability curve.
This curve will show the probability of failure of a component within a given time
interval. Data for a conditional probability is obtained by dividing the number (or
percentage) of components entering an interval by the number (or percentage) of
components removed during an interval. It is considered that this curve best depicts
the relationship between reliability and overhaul time.
9.8 Some advantages of this type of analysis are as follows:
(a) A determination can be made as to whether failures are being prevented by the TSO
specification;
(b) An indication is given statistically concerning the current TSO limit and whether or
not it has reached an optimum point;
(c) An indication is provided as to what might occur to the overall premature removal
rate if the TSO limit were changed;
(d) An indication will be provided of any unusual high rate of premature removals /
failures that have occurred immediately after a check and repair or overhaul;
(e) In some cases, an indication may be given that scheduled interim maintenance
would result in an improvement of the overall premature rate;
(f) Other useful conclusions can be made concerning the relationship of the failure to
the time in service, time intervals, engineering change accomplishment, etc; and
(g) This technique of in-service component reliability analysis readily lends itself to
computer programming. These advantages emphasize the value of such an analysis
in determining a maintenance program that is best for the component involved.
10. CONTROLS FOR ADJUSTING TIME LIMITATIONS

10.1 When considering the merits of a time extension, there are many different methods which
may be used. The program should identify these methods and the group responsible for the
preparation of a substantiation report to justify the requested time extension. The program
should show that such action is approved by at least two separate organizational segments
of the operator, one of which exercises inspection or quality control responsibility for the
operator. The program should also identify the other organizational segment responsible
for the performance of the function. When evaluating a particular program, consideration
should be given to the following:
(a) Are the specific parameters used to determine time extensions spelled out (i.e.
sampling, functional checks, unscheduled removal, etc.)?
(b) If sampling is used, does it explain the method, number of samples required, when
they will be taken, and at what time interval? Time on units or exhibits used as
samples should be specified.
(c) Does the program provide for time increase in overhaul times, periodic services,
routine and service checks, phase checks and block overhauls?
(d) Are provisions made for changing items having specified fixed time between
overhaul to “on-condition”?
(e) What substantiating data are provided to justify a time increase for emergency
equipment which is not normally operated during routine flight?
(f) Who establishes the increments of time increases, the sampling requirements, and
other substantiation for each proposed action?
(g) Are instructions available relative to manual revision concerning time increases
and what will have to be accomplished prior to pursuing a subsequent time
increase?
(h) Does the program provide for revision of the “Maintenance” or “Continuing
Airworthiness” part of the Operations Specifications of the Operator, whenever a
change is made to the current document?
10.2 It should be ensured that the proposed time between overhauls (TBO) adjustment does not
conflict with a corrective action program established by a previous reliability analysis. A
provision should be made for the AELD to be advised when increases to time limitations of
system/components controlled by the program occur. Furthermore, operators should be
encouraged where possible to include a graphic display of major system/component
(engine/airframe) TBO escalation.
11. APPROVAL OF PROGRAMS
11.1 Maintenance reliability program approvals are a means of complying with the CAAB
Regulations and, therefore, become part of the Aircraft Maintenance Program (AMP). The
programs are to be administered, monitored and controlled by the AOC holders. An
operator's application for approval should be accompanied by a document describing
program operation. This document should contain the essentials of systems operation and
any other instructions required because of the particular program or character of
maintenance organization involved.
11.2 The AOC holder should submit the maintenance reliability program and standard for
determining time limitations to be included in the operations specifications, Part —
Maintenance (it is not necessary to enter the entire document). Due to the differences

encountered in the programs submitted for approval, the operations specifications will vary
somewhat from operator to operator.
11.3 An attempt should be made to list all the important elements that should be considered
regardless of the program being evaluated. It is recognized that all of the elements may not
apply to a particular program; however, the AELD Inspector should use those that are
appropriate to the program being evaluated. Emphasis should be given to the elements
entered in the operations specifications.
11.4 The procedures for implementing revisions to the program should be described in
sufficient detail to identify the isolated areas which require AELD approval. The AOC
holder should also identify the segment of the organization having overall responsibility for
the approval of amendments to the program. The areas involving program revision which
require AELD approvals include:
(a) Reliability measurement;

(b) Changes involving performance standards, including instructions relating to the
development of these standards;
(c) Data collection analysis;
(d) Data analysis methods and application to the maintenance program;
(e) Procedures for adding or deleting systems or components; and
(f) Procedures for transferring systems or components to other programs.
11.5 When evaluating program revision procedures, consideration should also be given to the
following:
(a) Does the program provide for periodic review to determine if the established
performance standard is still realistic or in need of recalculation?
(b) What distribution is given to approved revisions?
(c) Are the overhaul and inspection periods, work content and rescheduled maintenance
activities controlled by reliability methods reflected in the appropriate maintenance
manuals?
11.6 The AELD Inspector member of the operator certification team faces a complex and
demanding task in reaching a decision as to the adequacy of the applicant's proposed
maintenance reliability program. In the case of applicants proposing to operate large
aircraft, the inspector may require assistance from other AELD technical experts. Where
adequate AELD resources are not available for this important function, the CAAB should
obtain technical assistance from the CAA of the State of Manufacture or another State
possessing substantial experience in such matters.

12. PROCEDURES FOR APPROVAL OF RELIABILITY PROGRAM
12.1 Meet with operator / applicant. When related program information is requested by an
Operator, provide Advisory Circular 120-17, Maintenance Control by Reliability Methods,
as amended and draw attention to the requirements of the ANO (AW) B.15. Advise the
operator/applicant of the following program requirements:
(a) Program application

(b) Organizational structure
(c) Data Collection system
(d) Methods of data analysis and application to maintenance control
(e) Procedures for establishing and revising performance standards
(f) Definition of significant terms
(g) Program displays and status of corrective action programs
(h) Procedures for program revision
(i) Procedures for maintenance control changes
12.2 Evaluate the program application procedures. When the applicant submits a formal
program, ensure that the program document defines the following:
(a) Components, systems, or complete aircraft controlled by the program.
Individual systems and/or components are identified by Air Transportation
Association Specification 100. A list of all components controlled by the program
must be included as an appendix to the program document or included by reference
(e.g., time limits, manuals, or computer report).
(b) The portion of the maintenance program controlled by the reliability program
(overhaul and/or inspection, check periods, etc.).
12.3 Evaluate organizational structure. The structure must be described adequately and
address committee membership, if appropriate, and meeting frequency.
(a) Ensure that the reliability program includes an organizational chart that shows the
following:
(i) the relationships among organizational elements responsible for
administering the program; and
(ii) the 2 (two) organizational elements responsible for approving changes to
maintenance controls and specifying the duties and responsibilities for
initiating maintenance program revisions
Note: 1 (one) of the 2 (two) organizations must have inspection or quality control
responsibility or have overall program responsibility.
12.4 Evaluate the organizational responsibilities
(a) Determine if the reliability program document addresses the following:

(i) the method of exchanging information among organizational elements.
This may be displayed in a diagram;

(ii) activities and responsibilities of each organizational element and/or

reliability control committee for enforcing policy and ensuring corrective
action
(b) Ensure that authority is delegated to each organizational element to enforce policy.
12.5 Evaluate the data collection system
(a) Ensure that the reliability document fully describes the data collection system for
the aircraft, component, and/or systems to be controlled. The following must be
addressed:
(i) flow of information;
(ii) identification of sources of information;
(iii) steps of data development from source to analysis; and
(iv) organizational responsibilities for each step of data development
(b) Ensure that the document includes samples of data to be collected, such as power
plant disassembly and inspection reports, component condition reports, mechanical
delay and cancellation reports, flight record reports, premature removal reports, in-
flight shutdowns, confirmed failure reports, internal leakage reports, and engine
shutdown reports.
(c) Ensure that the reliability document includes a graphic portrayal of program
operations. It must be a closed loop and show source data, data correction, and
analysis.
12.6 Evaluate the methods of data analysis and application to maintenance controls.
Ensure that the data analysis system includes the following:
(a) One or more of the types of action appropriate to the trend or level of reliability
experienced, including:
(i) actuarial or engineering studies employed to determine a need for

maintenance program changes;
(ii) maintenance program changes involving inspection frequency and content,
functional checks, overhaul procedures, and time limits;
(iii) aircraft, aircraft system, or component modification or repair; and
(iv) changes in operating procedures and techniques.
(b) The effects on maintenance controls such as overhaul time, inspection and check
periods, and overhaul and/or inspection procedures.
(c) Procedures for evaluating critical failures as they occur.
(d) Documentation used to support and initiate changes to the maintenance program,
including modifications, special inspections, or fleet campaigns. The program must
reference the operator's manual procedures for handling these documents.
(e) A corrective action program that shows the results of corrective actions in a
reasonable period of time. Depending on the effect on safety, a "reasonable" period
of time can vary from immediate to an overhaul cycle period. Each corrective
action plan or program must be made a matter of record and include a planned
completion date. Samples of forms used to implement these actions must be
included in the program document.
(f) A description of statistical techniques used to determine operating reliability levels.

12.7 Evaluate the procedures for establishing and revising performance standards
(a) Ensure that each program includes one of the following for each aircraft system
and/or component controlled by the program:
(i) initial performance standards defining the area of acceptable reliability; and
(ii) methods, data, and a schedule to establish the performance standard.
(b) Ensure that the performance standard is responsive and sensitive to the level of
reliability experienced and is stable without being fixed. The standard should not
be so high that abnormal variations would not cause an alert or so low that it is
constantly exceeded in spite of the best known corrective action measures.
(c) Ensure that the procedures specify the organizational elements responsible for
monitoring and revising the performance standard, as well as when and how to
revise the standard.
12.8 Evaluate definitions. Verify that each program clearly defines all significant terms used in
the program. Definitions must reflect their intended use in the program and will therefore
vary from program to program. Acronyms and abbreviations unique to the program also
must be defined.
12.9 Evaluate program displays and status of corrective action programs and reporting
(a) Ensure that the program describes reports, charts, and graphs used to document
operating experience. Responsibilities for these reports must be established and the
reporting elements must be clearly identified and described.
(b) Ensure that the program displays containing the essential information for each
aircraft, aircraft
System, and component controlled by the program are addressed. Each system and
component must be identified by the appropriate ATA Specification 100 (one
hundred) system code number.
(d) Ensure that the program includes displays showing:
(i) performance trends;
(ii) the current month's performance;
(iii) a minimum of 12 (twelve) months' experience; and
(iv) reliability performance standards (alert values)
(e) The program must include the status of corrective action programs. This includes
all corrective action programs implemented since the last reporting period.
12.10 Evaluate the interval adjustments and process and / or task changes system.
(a) Review the change system procedures. Ensure that there are special procedures for
escalating systems or components whose current performance exceeds control
limits.
(b) Ensure that the program does not allow for the maintenance interval adjustment of
any Certification Maintenance Requirements (CMR) items. CMR's are part of the
certification basis. No CMR item shall be escalated through the operator
maintenance/reliability program.

Note: The operator may not use its reliability program as a basis for adjusting the repeat
interval for its corrosion prevention and control program; however the operator may use
the reliability program for recording data for later submission to the Chairman to help
substantiate repeat interval changes.
(c) Ensure that the program includes provisions for notifying the Authority when
changes are made.

12.11 Evaluate the procedures for program revisions. The reliability document must
accomplish the following:
(a) Identify and isolate areas which require approval of the Chairman for program
revision, including the following:
(i) reliability measurement;
(ii) changes involving performance standards, including instructions relating to
the development of these standards;
(iii) data collection system;
(iv) data analysis methods and application to maintenance program; and
(v) any procedural or organizational change concerning program administration.
(b) If the operator proposes that all revisions to the program document be approved by
the Chairman, isolation of those areas requiring Chairman’s approval is not
required. However, the document must recognize each of the above requirements
and must contain procedures for adequately administering and implementing
changes required by these actions.
(c) Identify the organizational element responsible for approving amendments to the
program.
(d) Provide a periodic review to determine that the established performance standard is
still realistic.
(e) Provide procedures for distributing approved revisions.
(f) Reference the operator's manual and provide the overhaul and inspection periods,
work content, and other maintenance program activities controlled by the program.
12.12 Evaluate the procedures for maintenance control changes. Ensure that the reliability
program document addresses the following:
(a) Procedures for maintenance control changes to the reliability program

(b) The organizational elements responsible for preparing substantiation reports to
justify maintenance control changes. At least two separate organizational elements
are required, one of which exercises inspection or quality control responsibility for
the operator.
(c) Processes used to specify maintenance control changes (e.g., sampling, functional
checks, bench checks, decision tree analysis, and unscheduled removal)
(d) Procedures covering all maintenance program activities controlled by the program
(e) Procedures for amending operations specifications, as required
(f) procedures to ensure maintenance interval adjustments are not interfering with
ongoing corrective actions
(g) Critical failures and procedures for taking corrective action
(h) Procedures for notifying the Chairman, when increased time limit adjustments or
other program adjustments occur are addressed
12.13 Analyze reliability program evaluation: Upon completion, record all deficiencies noted.
Determine the appropriate corrective action(s) to be taken. Deficiencies noted in the
program must be given to the operator/applicant in writing.
12.14 Oversight of Reliability Programme: Airworthiness Inspector is responsible to design

an ongoing surveillance program for AOC holder facilities where implementation of

reliability program can be ensured. Such surveillance inspection on Reliability Program

has to be conducted by Airworthiness Inspector at least once in a year.
12.15 Reliability Board Meeting: AOC holder shall hold reliability board meeting at least
once in every three (03) months in presence of concern Airworthiness Inspector. AOC
holder shall inform CAAB to detail one inspector for this meeting at least two (02)
weeks prior to the meeting. CAAB Inspector shall monitor the analysis of reliability
report in the meeting and the inspector may comment logically. If there is any deficiency
or indication is identified which may require any operational restriction(s), the meeting
shall recommend such restriction (s) (if any) in the report. In any circumstances of the
meeting, inspector may consult instantly with any senior official(s). In such cases,
airworthiness inspector shall bring the matter into the knowledge of DFSR. Inspector
may propose a further meeting to be held in CAAB in presence of DD (AELD), concern
FOI to decide on the operational restriction(s). Industry experts may be invited in the
meeting.
12.16 Operational Restrictions:
During surveillance inspection of Airworthiness Inspector or

scrutiny of Reliability Report submitted by AOC holder, if it
i s f o u n d t h a t acceptable level of reliability is not maintained, that significant
adverse trends exist, or that significant deficiencies are detected in the type design or the
conduct of the operation, the Airworthiness Inspector shall immediately inform to the
Director (Flight Safety & Regulations) and may initiate special evaluation or may
recommend imposition of operational restrictions in consultation with AOC Manager,
DD (AELD) & Concern FOI, if necessary, and stipulate corrective action for the operator
to adopt to resolve the problems in a timely manner and will notify and alert the
certificating authority of the State of the Design.
____________________

Chapter 57: CERTIFICATE OF REGISTRATION AND MODE “S” CODES FOR AIRCRAFT
CHAPTER 57
CERTIFICATE OF REGISTRATION AND MODE “S” CODES FOR AIRCRAFT
1. INTRODUCTION:
1.1 The proper registration of aircraft is fundamental to the regulation of international air
operations and is therefore accorded considerable attention in Chapter III of the Convention
on International Civil Aviation. Details on the registration and marking of aircraft are
contained in Annex 7 to the Convention.
1.2 In accordance with international provisions, each aircraft must be registered in a State and
each State must maintain a registry of aircraft. An aircraft cannot be validly registered in more
than one State, but its registration may be changed from one State to another.
1.3 Each aircraft must have only one State of Registry and that State has, among a number of
responsibilities in respect of each aircraft on its registry, a fundamental responsibility to
ensure that the aircraft is operated in an airworthy condition. A transfer of responsibilities
may be agreed but only under the specific formal arrangements required by Article 83 bis of
the Convention.
1.3 Under Article 19 of the Convention, the registration or transfer of registration of aircraft in
any Contracting State shall be made in accordance with its laws and regulations. Accordingly,
the CAAB will need to adopt detailed regulations covering all aspects of registration
including such matters as the basic requirement for aircraft to be registered with the
Bangladesh application procedures, data required, display of the Registration Certificate and
fees (if any).
2. REFERENCE:
CAR 1984 The Rules 171 and 177
ANO (AW) Chapter A.5 and A.8
ICAO Annex 6
AELD Files CAA/5518/AELD
CAA/5518/1/AELD (Volume-1)
3. ALLOCATION OF NATIONALITY AND REGISTRATION MARKS:
3.1 The nationality or common mark and registration mark shall consist of a group of characters.
The nationality or common mark shall precede the registration mark. When the first character
of the registration mark is a letter, it shall be preceded by a hyphen.
3.2 The nationality or common mark is selected from the series of symbols included in the radio
call signs allocated to the International Civil Aviation Organization by the International

Telecommunication Union. The ICAO is responsible for assigning of the common mark to a
common mark registering authority (i.e. DCA/CAA/ or the Organisation responsible in the
particular State).
3.3 The registration mark shall be letters, numbers, or a combination of letters and numbers, and
shall be that assigned by CAAB or common mark registering authority.
3.4 When letters are used for the registration mark, combinations shall not be used which might
be confused with the five-letter combinations used in the International Code of Signals, Part
II, the three-letter combinations beginning with Q used in the Q Code, and with the distress
signal SOS, or other similar urgent signals, for example XXX, PAN and TTT. For reference
to these codes, see the currently effective International Telecommunications Regulations.
3.5 The nationality or common marks and the registration marks (3 letter combination) for civil
registered aircraft as assigned to Bangladesh and communicated by the Office of Director
General Telegraph and Telephone, Bangladesh, through Communication Division of the
CAAB [reference BW.6-35/75, dated 10 February 1976 and DCA/COMM(40-52) dated 18
February 1976 respectively] are mentioned below, which are meant for allocation to
Operators’ of Civil Aircraft only:
Nationality or Registration Marks Suitable for allocation for

Common Marks (Combination of 3 letters) number of aircraft
AAA - AAZ 26
S2 - ABA- ABZ 26
ACA - ACZ 26
ADA- ADZ 26
AEA - AEZ 26
AFA- AFZ 26
Total no. of aircraft 156
4. REGISTER OF CIVIL AIRCRAFT:
4.1 The Airworthiness Official responsible for initiating the process of issue of C of R or De-
Registration of an aircraft is responsible that appropriate entries are made in the Register of
Civil Aircraft maintained by AELD on behalf of the Chairman as required under the rule 171
(1) and 175 of the CARs 1984.
4.2 The AELD may allocate “Provisional Registration Marks” to an eligible applicant, who has
been issued with No Objection Certificate (NOC) for establishment of Air Transport Service
or Procurement of aircraft as per the ANO (AT) A.2. The provisionally allocated Registration
Marks shall remain valid for a period of 6 (six) months from the date of allocation for formal
registration of the aircraft failing which the allocated Provisional Registration Marks shall
stand cancelled. This condition shall be mentioned by AELD on the letter while notifying the
applicant.

5. ALLOCATION OF PREVIOUSLY ASSIGNED REGISTRATION MARKS:
5.1 The previously assigned registration marks which were allocated in past to an aircraft, may be
re-allocated (re-assigned) provided the aircraft in respect of which the registration marks was
allocated, has been de-registered or withdrawn permanently form service or destroyed at least
3 (three) years earlier from the date of re-allocation (re-assignment).
6. ALLOCATION OF MODE “S” CODES:
6.1 The ICAO Annex 10, Volume III, Part I, Chapter 9 have laid down WORLD-WIDE
SCHEME FOR THE ALLOCATION TO STATES OF SSR MODE S ADDRESSES and
the mode address codes allocated to various States are mentioned in the Table 9-1 of the
referred Annex 10.
6.2 The ANO (AW) A.8 issued by the Chairman states the procedures for compliance by the
Bangladesh registered aircraft which are required to be equipped with Mode S Transponder
equipment.
6.3 The CAAB has selected the method of allocating Aircraft addressing procedures based on the
Sequential Assignment procedure (Example number 1, attachment A to the ICAO State letter
AN 7/11 .11-91/16, dated 12 April 1991, reference file no. CAA/5518/5/AELD, Volume 1).
7. ALLOCATION OF PREVIOUSLY ASSIGNED MODE “S” ADDRESS CODES:
7.1 The previously assigned mode “S” address codes which were allocated in past to an aircraft,
may be re-allocated (re-assigned) provided the aircraft in respect of which the mode S address
codes was allocated, has been de-registered or withdrawn permanently form service or
destroyed at least 3 (three) years earlier from the date of re-allocation (re-assignment).
_________________

Chapter 58: MAINTENCE RECORD KEEPING
CHAPTER 58
MAINTENANCE RECORD KEEPING

1. INTRODUCTION:
1.1 The chapter provides guidance for evaluating an applicant's procedures for utilizing,
preserving, and retrieving the maintenance records. As per the ICAO Annex 6, Part I,
Chapter 8, Paragraph 8.4.1 and Part III, Section II,6.4.1 states that an operator shall ensure
that the following records are kept:
(a) The total time in service (hours, calendar time and cycles, as appropriate) of the
aeroplane and all life limited components;
(b) The current status of compliance with all mandatory continuing airworthiness
information;
(c) Appropriate details of modifications and repairs;
(d) The time in service (hours, calendar time and cycles, as appropriate) since last
overhaul of the aeroplane or its components subject to a mandatory overhaul life;
(e) The current aeroplane inspection status such that compliance with the maintenance
manual can be established; and
(f) The detailed maintenance records to show that all requirements in the maintenance
manual for issuance of a maintenance release have been met.
1.2 The records listed above (a) to (e) shall be kept for a period of 90 (ninety) days after the
end of the operating life of the unit to which they refer, and the records in (f) for a period of
1 (one) year after the issuance of the maintenance release.
1.3 The records shall be transferred to the new operator in the event of any change of operator.
2. REFERENCES:
O
ANO (AW) Chapter B.4
ICAO Annex 6
Check list AWS-29 Records Assessment Check List
3. GENERAL.
3.1 Maintenance records should give an overall picture of the maintenance status of the
aeroplane.
3.2 Operators should ensure that they always receive complete records associated with
maintenance release from approved maintenance organizations so that the required records
can be retained.
3.3 The term “an operator shall ensure that the following records are kept” does not mean that
operators have to retain the maintenance records by themselves. This can also be done be
an approved maintenance organization to retain maintenance records on their behalf, they
will nevertheless continue to be responsible for the preservation and transfer of records.
Operators should ensure that the approved maintenance organization retains the
maintenance records in compliance with the retention periods as prescribed in Annex 6
and that they receive all maintenance records concerning their aircraft retained by the

approved maintenance organization when this maintenance organization terminates its

operation.
3.4 In all cases, an approved maintenance organization must record details of all work carried
out.
3.5 The appropriate authority must have access to any maintenance records, whether kept by an
operator or an approved maintenance organization.
3.6 The keeping of maintenance records should be described in the operator’s maintenance
control manual and the approved maintenance organization’s procedures manual.
3.7 To comply with the maintenance recording requirements of the Chairman, the applicant's
Maintenance Procedures and Control Manual must identify and contain procedures to
complete an applicable documents used by the applicant.
4. CONTENTS OF RECORDS
4.1 When recording data on the compliance of airworthiness requirements, the aircraft or
component identification should contain information about:
(a) Registration mark of the aircraft;

(b) Name of the component and Location;
(c) The model;
(d) Serial number;
(e) Part number;
(f) Information about the work carried;
(g) Identification of the certifying staff who performed or supervised the work;
(h) The inspector of that work, if applicable; and
(i) The date the work was completed.
4.2 The current status of compliance with all mandatory continuing airworthiness information
should identify the applicable information, including revision or amendment numbers.
Where the information is generally applicable to the aircraft or component type but is not
applicable to the particular aircraft or component, this should be identified. The status of
the information should include the date when it was accomplished. The status of the
information should further specify which part of a multi-part directive has been
accomplished and the method, where a choice is available in the information.
4.3 Appropriate details of modifications and repairs include records identifying any
Modification or Repair and information about their accomplishment as well as the return-
to-service approval; the details should include component installation and removal data.
Note: Chapter 33 “Modifications and Repairs Approval” of the Manual contains further
information about the retention of records of modifications and repairs concerning
the substantiating data supporting compliance with the airworthiness requirements.
4.4 Records about aircraft or component inspection status found during inspections should
include information about defects or un-airworthy conditions, details of faults and any
subsequent rectification, the total time in service as appropriate and the state of maintenance
when it enters the approved maintenance organization’s facilities.

4.5 The current record status of all life-limited parts (any part for which a retirement time,
service life limitation, part retirement, retirement life limitation or life limitation exists, and
is permanently removed from service when its operating limit i.e. hours, cycles or calendar
time is exceeded) should contain the required information. It is important to retain
authentication data for the components that have been installed.
4.6 When operators wish to take advantage of modular design (e.g. modular assembled gas
turbines where a specification of a true total time in service is not relevant), the total time in
service and maintenance records for each module are to be maintained. The maintenance
records as specified are to be kept with the module and should show compliance with any
mandatory requirements pertaining to that module.
5. RECORDS-KEEPING
5.1 The maintenance records required in Annex 6 should be kept in a form and manner
acceptable to the authority.
5.2 If a paper system is applied, a robust material which can withstand normal handling and
filing should be used. The record should remain legible throughout the required retention
period, irrespective of the medium.
5.3 If a computer system is used, it should have at least one back-up system which should be
updated within 24 (twenty four) hours of any maintenance. Each terminal should contain
program safeguards against unauthorized alteration of the database and should also have
traceability features (for example, requiring the use of a magnetic or optical card in
conjunction with a Personal Identity Number (PIN) known only to the individual
concerned).
5.4 If microfilming or optical or other high-density storage of maintenance records is used, the
records should be as legible as the original record and remain so over the required retention
period.
5.5 Maintenance records should be kept in such a way that they are protected from hazards such
as fire, flood, theft or alteration. Computer backup disks, tapes, etc. should be safely stored
in a different location.
5.6 Records should be structured or stored in such a way as to facilitate auditing.
6. EXAMPLES OF RECORDS TO BE KEPT
6.1 Current Airworthiness Directive Status: The applicant must keep a record showing the
current status of applicable Airworthiness Directives (ADs), including the method of
compliance.
(a) This record shall include the following:
(i) a list of ADs applicable to the aircraft;

(ii) the date and time in service or cycles, as applicable;
(iii) the method of compliance; and
(iv) the time in service or cycles and/or date when the next action is required (if
it is a recurring AD).
(b) An acceptable method of compliance description should include one or more of the
following:
(i) reference to a specific portion of the AD;
(ii) a manufacturer's service bulletin, if the bulletin is referenced in the AD; and
(iii) another document generated by the applicant that shows compliance with
the AD, such as an Engineering Order/Inspection Order/Modification Order
or Equivalent document.
(c) When an Engineering Order is used, the details must be retained by the applicant. If
the Engineering Order also contains the accomplishment instructions and sign-off,
it must be retained indefinitely.
(d) An applicant may apply for an alternate method of compliance for accomplishing
ADs. Alternate methods of compliance must be approved by the Chairman and will
apply only to the applicant making the application.
(e) The applicant's manual must have procedures to ensure compliance with new and
emergency ADs within given time limits. The procedures must ensure that the
individuals responsible for implementation during other than routine duty hours are
notified, as necessary.
(f) The document that contains the current status of ADs/method of compliance may
be the same as the record of AD accomplishment, although the retention
requirements are different.
(i) the record of AD accomplishment must be retained with the aircraft
indefinitely
(ii) the AD method of compliance record will only be retained until the work is
superseded/repeated or until one year after the work is performed
6.2 Total Time in Service Records
(a) A record of total time in service of all life-limited parts the engines, propellers and
rotors shall be maintained.
(b) Total time in service records may consist of aircraft maintenance record pages,
separate component cards or pages, a computer list, or other methods as described
in the applicant's manual.
6.3 Life-Limited Parts Status Records: Records for components of the airframe, engine,
propellers, rotors, and appliances that are identified to be removed from service when the
life limit has been reached.
(a) The current life-limited status of the part is a record indicating the operating time
limits, total number of hours or accumulated cycles, or the number of hours or
cycles remaining before the required retirement time of the component are reached.
This record must include any modification of the part in accordance with ADs,
service bulletins, or product improvements by the manufacturer or applicant.
(b) The following are not considered a current life-limited status record:
(i) work orders;

(ii) maintenance installation records;
(iii) purchase requests;
(iv) sales receipts;
(v) manufacturers documentation of original certification; and
(vi) other historical data.
(c) Whenever the current status of life-limited parts records cannot be established or
has not been maintained (e.g., a break in current status) and the historical records
are not available, the airworthiness of that product cannot be determined and
therefore it must be removed from service.
6.4 Maintenance (Airworthiness) releases: When maintenance, preventive maintenance, or

modifications on an aircraft are performed, a Maintenance Release or log entry must be
completed prior to operating the aircraft. Using the procedures described in the manual, the
applicant must be able to retain all of the records necessary to show that all requirements
for the issuance of an airworthiness release have been met.
6.5 Overhaul list: The applicant is required to develop manual procedures for recording the
time since the last overhaul of all items installed on the aircraft that are required to be
overhauled on a specified time basis. The items requiring overhaul are listed either on the
operations specifications, or in a document (AMP/ AMS) referenced to in the operations
specifications or COSL or CMM.
(a) The overhaul list includes the actual time or cycles in service since the last
overhaul of all items installed on the aircraft. If continuity cannot be established
between overhaul periods, the last overhaul records must be reviewed to reestablish
the currency of the overhaul list.
(b) The overhaul list refers to the time since the last overhaul of an item and must not
be confused with an overhaul record, which requires a description of the work and
identification of the person who performed and/or approved the work.
6.6 Overhaul records
(a) A record must be made whenever an item of aircraft equipment is overhauled and
must include the following:
(i) a description of the work performed or reference to data acceptable to the
Chairman;
(ii) the name of the person performing the work; and
(iii) the name or other positive identification of the individual approving the
work
Note: A return to service tag does not constitute an overhaul record.
(b) The applicant must retain the record and be able to make it available to the
Chairman upon demand. The overhaul records shall be retained until the work is
superseded by work of equal scope and detail.
6.7 Current aircraft inspection status: The applicant is required to retain a record identifying
the current inspection status of each aircraft.
(a) This record shall show the time in service since the last inspection required by the
inspection program under which the aircraft and its appliances are maintained.
(b) Inspection work packages or routine and non-routine items generated while
performing any part of the inspection program must be retained as follows:
(i) for one year after the work is performed; and

(ii) until the work is repeated or superseded by other work

6.8 Major modification and major repair. Applicants are required to retain records of
current major repairs and major modifications that are accomplished on the following:
(a) Airframe
(b) Engine
(c) Propeller
(d) Rotor
(e) Appliance
Note (1): Major modifications must be listed with the date of modification and a
brief description of the work accomplished. The manual must have
procedures for the following:
(a) Extracting the information required for the list from the actual
modification record of accomplishment.
(b) For transmitting a modification report to the Chairman.
Note (2): The manual must contain procedures for retaining a report of each major
repair and making it available for inspection by the CAAB.
7. CHECKING AND APPROVAL PROCEDURE
7.1 Review the Applicant's Maintenance Procedure and Maintenance Control Manual:
(a) Ensure that the necessary procedures exist in the applicant's manual to ensure a
suitable system for creating, preserving and retrieving required records.
(b) Ensure that all records will contain the following information, as applicable:
(i) description of the work performed (or reference to data acceptable to the
Chairman);
(ii) name of the person(s) performing the work; and
(iii) name or other positive identification of the individual approving the work.
7.2 Review the Applicant's MP & MC Manual's Procedures. Review the applicant's record
keeping procedures to ensure that the requirements of (Appropriate State Regulation) are
met for the following:
(a) Airworthiness release records: Ensure the following:
(i) airworthiness release records will be retained for one year after the work is
performed or until the work is repeated or superseded; and
(ii) the applicant's manual identifies the person(s) authorized to sign an
airworthiness release
(b) Flight maintenance records: Ensure that procedures provide for the following
entries:
(i) flight discrepancies to be entered at the end of each flight;

(ii) corrective actions and certification, per manual procedures;
(iii) certifications for Duplicate Inspection, according to manual procedures by
authorized personnel; and
(iv) minimum Equipment List (MEL) deferment per the manual procedures

(c) Total time in service records
(i) evaluate the method of recording total time in service of airframes. This
record must show the current time in service in hours; and
(ii) ensure that procedures are in place to retain the records until the aircraft is
sold and that the records will then be transferred with the aircraft.
(d) Life-Limited parts status: Ensure that the applicant has procedures for tracking
the current status of life-limited parts for each airframe, engine, propeller, rotor,
and appliance, to include the following information:
(i) total operating hours (including calendar time)/cycles accumulated;
(ii) life limit (total service life);
(iii) remaining time/cycles; and
(iv) modifications.
Note: Ensure that procedures are in place to retain the records until the aircraft is sold and
are then transferred with the aircraft.
(e) Time since last overhaul records: Ensure that the manual includes a
method/procedure for updating this document from the overhaul records and
ensuring that this document accompanies the aircraft upon sale
(f) Overhaul records: Ensure that the manual describes how the applicant will
document the last complete overhaul of each airframe, engine, propeller, rotor and
appliance. The overhaul record should include the following information:
(i) disassembly data;

(ii) dimensional check data;
(iii) replacement parts list;
(iv) repair data;
(v) reassembly/test data; and
(vi) reference to data including overhaul specifications.
Note: Ensure that these records will be retained until the work is superseded by
work of equivalent scope and detail.
(g) Current aircraft inspection status:
(i) evaluate the method the applicant will use to record the time in service
since the last inspection;
(ii) determine if procedures ensure that these records are retained until the
aircraft is sold and are then transferred with the aircraft.
(h) Airworthiness directive (AD) compliance: Evaluate how the applicant will
comply with the record keeping requirements of the ADs. The procedures must
generate a record that contains the following data:
(i) current status. Ensure that the current status data will include the following:
(aa) A list of all ADs applicable to the aircraft;
(bb) The date and time of compliance; and
(cc) The time and/or date of next required action (if a recurring

AD).
(ii) method of compliance. Ensure that this data will include either a record of
the work performed or a reference to the applicable section of the AD.
Note: This data must be retained until the aircraft is sold and transferred with the
aircraft.
(i) Major modification records
(i) evaluate the manual procedures to ensure that the applicant prepares and
maintains a list of current major modifications to each airframe, engine,
propeller, rotor, and appliance.
(ii) ensure that the list includes the following information:
(aa) the date of the modification; and
(bb) a brief description of the modification.
(j) Major repair records: Evaluate the manual procedures to ensure that the applicant
prepares and maintains a report of all major repairs to each airframe, engine,
propeller, rotor, and appliance.
8. ANALYZE THE FINDINGS:
8.1 Evaluate all deficiencies to determine if corrective actions will be required.
_____________________

AWS-29
ISSUE-1
RECORDS ASSESSMENT CHECK LIST
Description Remarks of the assessing AW Official

Review the applicant's maintenance manual
(1) The necessary procedures exist in the

applicant's manual to ensure a suitable system for
creating, preserving and retrieving required
records.
(2) Ensure that all records will contain the
following information.
Review the applicant’s record keeping
procedures
(1) Airworthiness Release Records
(2) Flight Maintenance Records
(3) Total Time In Service Records
(4) Life-Limited Parts Status
(5) Time Since Last Overhaul Records
(6) Overhaul Records
(7) Current Aircraft Inspection Status
(8) Airworthiness Directive (AD) Compliance
(9) Major modification Records
(10) Major Repair Records
Name of the AW Official: Signature of the AW Official:
_____________

Chapter 59: Type Acceptance Procedure for Imported Aeronautical Product
_________________________________________________________________________________________________________________________________________
Chapter 59
Type Acceptance Procedure for Imported Aeronautical Product
1.1 Inspector Prerequisites

(a)3 (three) years working experience as Airworthiness Inspector
(b) Have independently completed at least two type acceptance certification.
1.2 Purpose
The purpose of this procedure is to provide guidelines for the planning and conduct of a Type
Acceptance activity for an imported foreign aeronautical product in Bangladesh. Bangladesh as a
state of registry of an aeronautical product it does not issue any Type Certificate to imported
aeronautical product, but it accepted or validated type certificate issued by another contracting state
on the basis of Design Standard mentioned in ANO (AW) Chapter A.1.
1.3 Applicability
This procedure is applicable to foreign Type Acceptance projects of Class 1 Aeronautical

Products. i.e. Aircraft, Engines and Propellers.
1.4 Definitions
For the purpose of this Order, the definitions as mentioned under the Rule 2, 183 and 234 of
the Civil Aviation Rules, 1984 shall apply. Where a particular definition is not given under the
rules, the under mentioned definitions shall apply:
(a)"Aircraft appliances/components" means a major assembly of a complete aircraft, engine or
propeller and includes for example wings, flight control surfaces, landing gears, generators, fuel
pumps, actuators, avionic components etc.
(b) “Certification compliance book (check list)” means the book compiled by the respective
manufacturer(s) to show means of compliance with the applicable Design Standard of the aircraft.
(c) “Certificate of type approval” in respect of an aircraft means, the action taken by the
Chairman, as an alternative to issuing CAAB,s own Type Certificate (TC) in accepting a type
certificate including the type certificate data sheet(TCDS) issued by any other contracting state
which meets the design standard of the CAAB specified in this order.
(d) "Country of origin" means, the country having airworthiness responsibilities for the design
approval; usually this is the country in which the aeronautical product is manufactured or
assembled.
(e) “EASACS” means European Aviation Safety Agencies Certification Specification as

determined by the member aviation safety agency formed by the member states of European Union.
(f) “FARs” means aviation regulations issued by Federal Aviation Administration (FAA) of
USA.
(g) "Model of aircraft" means, a particular version of an aircraft type, such as would be
distinguished from another version of the same type by a change of sufficient effect on the weight
and balance, structural strength, operational characteristics, or other characteristics as would require
________________________________________________________________________________
_________________________________________________________________________________________________________________________________________
a separate entry on the type certificate identifying and approving the particular version as distinct
from the identification and approval of other version, (e.g. Boeing 747-400 model of aircraft).
(h) "Type of aircraft" means, a design and make of aircraft and refers to group of essentially
similar aircraft, which although possibly existing in different models, stem from a common basic
design (e.g. Boeing 747 aircraft).
2. Regulatory Requirements
(a) ICAO annex 8 Part-II chapter-1 deals with the Contracting state‟s responsibility of ensuring
the Airworthiness of aeronautical products. The guidance document ICAO Doc. 9760 further
details the role and responsibility of the State of Registry (i.e. the CAAB) regarding the acceptance
(also termed validation) of Type Certificate products to be imported and place on the Civil Aircraft
Register.
(b) Rule 185(1) of CAR‟84 states that a certificate of type approval in respect of a type of
aircraft or aircraft component manufactured, sold or distributed in Bangladesh as a pre-requisite to
the issue, renewal or continued validity of a certificate of airworthiness in respect of an aircraft of
that type/or in respect of an aircraft in which an aircraft component of that type has been fitted.
(c) The aeronautical product which meets the design standard mentioned in the paragraph 3.1
of ANO (AW) chapter A.1 provided Certificate of Type Approval has not been issued earlier by the
Chairman in respect of that aeronautical product. The Certificate of Type Approval shall be issued
in respect of the aeronautical product.
(d) The CAAB conducts Type Acceptances in order to verify that the design of the
aeronautical product meets the airworthiness design standard as mentioned in ANO (AW) Chapter
A.1.
(e) Type Acceptance shall include an on-site review in order to verify and validate the foreign
type certification process, in line with the design standard mentioned in ANO (AW) Chapter A.1.
3. Who can apply?

The holder of the original Type Certificate (TC) for the aircraft type may apply to the
Chairman for acceptance of a Type Certificate in respect of a aircraft/engine/propeller type.
4.1 Application
(a) The applicant shall submit a complete application form AWS- 17 together with the
following preliminary documents:
i. Type Certificate and Type Certificate Data Sheet;
ii. Certification Compliance Book or Certification Basis Book;
iii. for an aircraft type certificate, a three-view drawing of that aircraft and preliminary basic
data, including the proposed operating characteristics and limitations;
iv. a description of the design features, the operating characteristics, and the proposed
operating limitations of the engine or propeller.
(b) After received application for type acceptance, Chief of AELD will nominate a team for
type acceptance activities. The team members shall be at least one member from Airworthiness
Inspector (Aerospace) and another member from Airworthiness Inspector (Avionics).
________________________________________________________________________________
_________________________________________________________________________________________________________________________________________
(c) The Type Acceptance is the acceptance of a foreign Authority„s certification and hence the
CAAB will need to have correspondence with the foreign certifying Authority.
(d) It is the responsibility to liaise and make the Type Certificate Holder aware of the CAAB
requirements regarding application for Type Acceptance.
(e) Open a file.
(f) Acknowledge receipt of the application to the applicant in writing. Use and refer to the file
number in all correspondence. Inform the Type Certificate Holder through a formal letter advising
them that the Type Acceptance application has been received, within 10 working days, and advise
when the project is expected to commence. Advise that all correspondence should be addressed
through the team leader.
(g) Notify the Flight Operations and Airworthiness Departments that an application for Type
Acceptance application for product concerned has been received. This is done in case the relevant
departments have no knowledge of the incoming product type, so that if type ratings or training
courses are required for the inspectors, this can be arranged by the relevant departments.
(h) Review the application and determine whether the product is eligible for Type Acceptance.
This is done by checking the applicability of the product‟s certification basis (e.g. FAR 23) and
category of approval (e.g. Commuter category) with the types of aircraft listed under CAAB ANO
(AW) Chapter A.1. Verify that the product has been Type Certificated by a reputable Authority,
that the Type Certificate is still considered valid by the State of Design, and whether the product
type is still supported by the manufacturer. For amendments to an existing TAC, only the models
which are to be added are reviewed during the new project.
4.2 Acceptance for Application

CAAB will send a letter for Acceptance for Application to the applicant when it is found that
the application has met applicable requirements. CAAB will notify the applicant if refusal of the
application and give the reason by letter.
4.3 If accepted, the applicant will be asked to submit further technical data as identified by an
asterisk (*) in the Appendix-1 of this procedure for examination by the team. The examination will
normally include:
(a) An assessment of the adequacy of the code of design standards applied and their
amendment status to ensure that no hazardous characteristics exist in the design and construction of
the aircraft;
(b) An assessment of acceptability of any waivers or variations granted by the State of design;
(c) An assessment of suitability of any special conditions specified and Certified by the State of
Design; and
(d) An assessment of adequacy of type design in regard to specified requirements, operating
conditions and airworthiness requirements of the CAAB.
4.4 The remaining further technical data/documents may be supplied later on, but invariably
be submitted by the operator along with application for issue of Certificate of Airworthiness
for the first aircraft.
(a)After Completion of initial application formalities, CAAB will fix a schedule for onsite
activities after discussion with applicant. The team members shall assure that the time, location and
topic of any type acceptance meeting to be held must be agreed by the applicant. The length of this
________________________________________________________________________________
_________________________________________________________________________________________________________________________________________
review will depend on the complexity of the product, which would also determine the size of the
team conducting the review. Upon the receipt of proposed dates of the on-site review from the
applicant, a quotation regarding costs will be compiled and sent together with a draft agenda to the
applicant. For aircraft on-site reviews, at least two Airworthiness officials are required to conduct
the review for a minimum of 5 working days. No travel for on-site reviews may commence unless
the Pro-forma invoice has been settled in full. Full payment of invoices relating to the type
acceptance of a product must be received before a Type Acceptance Certificate may be issued.
5. On-site Review
(a) In the CAAB context, an On-site Review would generally include a review of
certification substantiation at the applicant‟s facility by a team of CAAB.
(b) An On –site Review is a more detailed investigation of the certification of the product in
order to verify the process leading up to certification and is regulated by ANO(AW) Chapter A.1.
This would likely include further review of compliance with the certification basis through review
of test reports, design analysis and technical presentations of the product certification process by
the applicant.
(c) An on-site review will generally consist of an opening meeting with the CAAB, applicant
and the certifying Authority of the State of Design. The Certifying authority will be expected to
present the Certification Basis of the product, as well as the applicable regulations with regards to
airworthiness. This is to determine the adequacy of the certification basis for the Bangladesh Type
Acceptance.
(d) The applicant is expected to provide presentations from specialists of the organization to
verify findings of compliance with the certification basis of the product. This exercise will generally
consist of presentations covering the following subjects:
i. Product general overview,
ii. Detailed systems, structures, power plant and avionics overviews,
iii. Review of certification ,e.g. Compliance Checklists, MRB Reports, AFM, MM, and
System Safety Analysis,
iv. Review of design and/or test reports demonstrating compliance,
v. Facility visits, and
vi. Continued Airworthiness issues, etc.
(e) The applicant should provide sufficient members of staff to allow each member of the
certification/ assessment team to be accompanied by a relevant specialist. These persons will be
expected to act in a liaison capacity and verify any findings or deficiencies found during the
certification/assessment. It is therefore essential that they are of sufficient status within the
organization to be knowledgeable of the topics being addressed.
(f) At the end of the team visit a closing meeting will be held with the applicant and certifying
authority. A preliminary report regarding the activities undertaken, referencing the final agenda, and
highlighting any findings and/or observations by the CAAB, will be presented and discussed at the
final meeting. The findings should be addressed to the applicant and time period stipulated for
corrective actions.
________________________________________________________________________________
_________________________________________________________________________________________________________________________________________
6. Preliminary Report
Upon successful completion of the on-site Type Acceptance process, a Preliminary Report
must be completed by team member, the report details the type acceptance project and any findings
and observations regarding the certification of the product.
7. Closing the Project

(a) The team leader will finalize the report when all the findings or observation has been
closed.
(b) The report will be forwarded to upward for acceptance/approval.
(c) All data must be compiled in the file.
8. If accepted, the Chairman will issue Type Acceptance through a letter stating the followings:
(a) Name of the regulatory authority responsible for issue of Type Certificate (TC) and Type
Certificate Data Sheet (TCDS) of the aircraft;
(b) Name of the Type Certificate holder
(c) Aircraft/Engine/Propeller Type and Model;
(d) TCDS Number, TCDS Revision Number and Date
9. Continuing Airworthiness Support

The applicant shall arrange for continued supply of revisions/amendments to the Chairman,
CAAB of the continuing airworthiness data listed the following:
Supply of Continuing Airworthiness Data:

1. Amendments to the documents/manuals listed above and other documents/manuals
necessary for airworthiness support of the aircraft.
2. Airworthiness Directives.
3. Service Bulletins (SBs)
10. Check List

Check Lists for Type acceptance is placed as Appendix II.
________________________________________________________________________________
_________________________________________________________________________________________________________________________________________
Appendix-1
Further Technical Data (para 4.3)
1. (*) Master equipment list.

2. (*) Maintenance Review Board (MRB) Report or equivalent document.
3. (*) Aircraft Flight Manual (AFM).
4. Flight Crew Operating Manual (FCOM).
5. Master Minimum Equipment List (MMEL).
6. MMEL Procedures Manual.
7. Configuration Deviation List (CDL).
8. Aircraft Maintenance Program/Schedule.
9. Aircraft Maintenance Planning Document (MPD).
10. List of Certification Maintenance Requirements (CMR) items published in applicable
document, as may be stated or referred in the TCDS.
11. Manufacturers‟ (Aircraft/Engine/Propeller) Maintenance Manual, Weight and Balance Manual,
Overhaul Manual, Structural Repair Manual and Illustrated Parts Catalog.
12. Electrical Load Analysis covering all services of the aircraft.
13. Airworthiness Directives.
14. Service Bulletins.
15. Life Limited Critical Parts (Airworthiness Limitations) having retirement/scrapped life and
which are subject to fatigue. (if this information is not provided elsewhere in the above mentioned
data).
16. Additional data and descriptive information that may be needed by the Authority to issue
Acceptance Type Certificate in respect of the product.
________________________________________________________________________________

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CIVIL AVIATION AUTHORITY OF BANGLADESH

CIVIL AVIATION PROCEDURE DOCUMENT ON

CAAB HQ, Kurmitola, Dhaka-1229

Chapter 1. CAAB Regulatory Responsibilities and Methodology

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CAAB REGULATORY RESPONSIBILITIES AND METHODOLOGY

1.3 The Headquarters of the CAAB is located in Kurmitola, Dhaka.

1.4 Bangladesh is participated in ICAO by the Representative of Bangladesh.

(a) Civil Aviation Rules 1984;

Version: 1.0, April, 2017 Page 1 of 17 CPD-8

CAAB has the following 10 divisions;

(i) Administration Division

2.1 Flight Safety & Regulations Division has 3 Sections;

(i) Airworthiness & Engineering Licensing

3 REGULATORY RESPONSIBILITIES AND FUNCTIONS OF THE CAAB

Version: 1.0, April, 2017 Page 2 of 17 CPD-8

Version: 1.0, April, 2017 Page 3 of 17 CPD-8

3.8.1 Registration of civil aircraft;

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4 RESPONSIBILITIES AND FUNCTIONS OF AIRWORTHINESS &

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4.3.4 Review of Airworthiness Directives, issued by foreign airworthiness authority of

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6.1 Staffing of the Division of Airworthiness with a sufficient number of suitable

7 QUALIFICATIONS REQUIREMENTS OF AIRWORTHINESS OFFICERS

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INSPECTION UNDER CIVIL AVIATION RULE 13

Rule 13. Inspection

Version: 1.0, April, 2017 Page 9 of 17 CPD-8

POWER TO DETAIN AIRCRAFT

Power to detain aircraft.

Version: 1.0, April, 2017 Page 10 of 17 CPD-8

PROPOSED TERMS OF REFERENCES (RECRUITMENT RULES)

Designation: Airworthiness Inspector (Class One)

Qualifications & Experience:

(i) Category ‘A’ Airframe

(B) Holder of basic Instructors Approval in the categories of Airframe/Engine/

(C) Holder of graduation degree in the subject of

Version: 1.0, April, 2017 Page 11 of 17 CPD-8

Duties & Responsibilities

a. Issue of certificate of registration, certificate of airworthiness, permit to fly and

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o. Investigation of possible violations of the national air law or regulations in regard to

Designation: Senior Airworthiness Inspector (Class One)

Qualifications & Experience:

Duties & Responsibilities

a. Issue of certificate of registration, certificate of airworthiness, permit to fly and

Version: 1.0, April, 2017 Page 13 of 17 CPD-8

i. Inspections on the aircraft undergoing routine maintenance, in order to assess the

Designation: Principal Airworthiness Inspector (Class One)

Qualifications & Experience:

Duties & Responsibilities

a. Issue of certificate of registration, certificate of airworthiness, permit to fly and

Version: 1.0, April, 2017 Page 14 of 17 CPD-8

c. Issue, endorse, renewal, validation and extension of licenses of aircraft maintenance

Version: 1.0, April, 2017 Page 15 of 17 CPD-8