10.2 -Question 01.

Briefly describe from start to finish, how a person would obtain a Personal
Authorization Certificate (PAC), giving the person certification privileges on a specific
aircraft type. You may assume the person initially has no experience or training.
In order to obtain a PAC and certification privileges the following requirements must be
satisfied.
a. Successfully pass all the necessary license examinations as specified in the CAA IS-66
either independently or through a maintenance training organization within a period of 10
years.
b. Have the necessary practical experience in an approved maintenance organization.
c. Successfully have completed the aircraft type training course in a Part 147 AMTO.
d. Completed on the job training on the type of aircraft in a Part 145 AMO.
e. Obtain a type rating endorsement on license from the Civil Aviation Authority for the type
of aircraft. Type training and on the job training should have been started and completed
within 3 years from date of application for rating endorsement.
f. Gain employment in a Part 145 AMO doing maintenance on that type of aircraft and
successfully complete the approved maintenance organization company procedures training
and examinations.
g. The Part 145 AMO will then issue a Personal Authorization Certificate (PAC) to certify for
maintenance completed on an aircraft in the AMO; by the issue of Certificate of Release to
Service (CRS).
h. Should be at least 21 years.
10.2 Question 02.
Explain the privileges of category A and category B1 certifying staff and state any
major differences.
-Category A certifying staff authorization permits the holder to issue Certificates of Release
to Service following minor scheduled line maintenance and simple defect rectification, as
specified in the Personal Authorization Certificate, endorsed with the limitations for
certifications. The authorizations to issue Certificates of Release to Service are restricted to
work that the authorization holder has personally performed.
-Category B1 certifying staff authorization permits the holder to issue Certificates of Release
to Service after maintenance on aircraft, including the aircraft structure, power plants,
mechanical and electrical systems. The authorization also permits the replacement of
avionics line replaceable units(LRU), requiring simple built in test equipment (BITE) to prove
their serviceability. The category B staff may certify for work performed by subordinate staff.

10.3 Question 01-Occurrence Reporting.

A Sri Lankan Airlines Airbus A320 aircraft develops a serious defect.
a. Explain what the operator needs to do in respect of the serious defect?

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b. What follow up action has to be taken to address the serious defect?
All initial action by the operator and follow up action by the other organizations to
overcome the serious defect should be described in a proper sequence.
1. The Sri Lankan Airlines Part 145 maintenance organization would have to raise a defect
report in the approved defect reporting form.
2. The report should be raised as soon as practicable, but within 72 hours of discovering the
defect.
3. All details of the defect and the rectification action taken should be listed in the report.
4. A copy each of report should be sent to the State of Registry (CAA,SL) and to the
manufacturer (Airbus industry).
5. The CAA,SL will transmit the report to the State of Design (EASA).
6. The manufacturer will analyze the defect and find a solution to the serious defect,
monitored by EASA.
7. Airbus industry will send instructions regarding the defect and how to overcome it, by
issuing a Service Bulletin (SB) approved by EASA. The Service Bulletin will not only be
issued to Sri Lankan Airlines, but to all registered operators of the A 320 aircraft.
8. If EASA wants to send instructions pertaining to this defect, EASA will send an
Airworthiness Directive (AD) to all the operators of the A 320 aircraft.
9. Sri Lankan Airlines and the other operators of the A 320 aircraft would have to comply
with the SB and the AD issued as applicable to their aircraft.

10.3 Question 02
Write short notes to explain the requirements in respect of certifying staff and support
staff employed by a Part 145 AMO.
Requirements for certifying staff and support staff employed by a Part 145 organization are
as given below: The legal requirement is that the certifying staff and the support staff must

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be aircraft maintenance license holders in the applicable categories with appropriate ratings
for the aircraft types. The AMO requirement is to authorize the rated license holders to issue
certificates of release to service on behalf of the AMO for the completed maintenance on the
aircraft. For category B support staff the legal requirement of a license and the authorization
issued by the AMO will enable them to perform base maintenance work on large aircraft
under the supervision of a category C license holder.
The certifying staff and the support staff need to be engaged in their certifying duties for at
least a period of 6 months in a consecutive period of 2 years to maintain their certification
privileges. The AMO needs to provide recurrent training including human factor issues for an
approved number of hours within a two year period for the staff to maintain their knowledge
and skill levels to the required standard. Only staff who have reached the age of 21 years
are eligible by age to issue a certificate of release to service for completed maintenance.

10.3 Question 03-Stores Procedures.

AAC orders a Fuel Control Unit (FCU) for the Piper Seneca aircraft from an approved
supplier.
a. State what action needs to be taken to bring the FCU in the store’s inventory?
b. The FCU needs to be fitted to the Piper Seneca aircraft, state what action needs to
be taken by the AAC maintenance organization to fit the unit to the aircraft.

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c. After a considerable amount of flying hours the FCU develops a defect that needs
to be repaired in an approved repair facility. Describe what action needs to be taken at
AAC regarding this defective FCU?
Note: Answers should be related only to the relevant stores procedures.
a. The action to be taken to bring the FCU in the bonded stores inventory.
1. The ordered item in this case the FCU should be subjected to an acceptance
check in the Quarantine Stores.
2. The acceptance check should be performed by a qualified inspector in accordance
with a check list. The check list will contain such items like part number, quantity
ordered, packing, obvious damage and for release documents (Form 1).
3. After passing the acceptance check, the FCU could be brought on charge in the
bonded stores inventory with a serviceable tag attached.
b. To fit the FCU to the aircraft the AAC maintenance organization need to:
1. Raise a spare parts requisition voucher to draw out the FCU from the bonded stores.
2. On submitting the voucher to the stores the item would be issued out and the
Voucher filed in the stores records to account for the stocks.
3. Prior to fitment of the FCU the certifying staff should verify for Form 1, serviceable
Tag, part number and modification and airworthiness directive (AD) status for
Applicability.
c. 1.On removal of the FCU from the aircraft, a repairable tag should be attached
giving the details for removal and the hours used.
2. The FCU should be placed in the salvage stores awaiting repair action.

M 10 .4 Air Operations-Question 01.

a. State the two main categories of scheduled maintenance Inspections.
b. Explain the difference between the two categories of Inspections.
c. Discuss the advantages and disadvantages of each.
a. Scheduled maintenance inspections are carried out on aircraft to ensure that deterioration
due to usage and wear, is restored to acceptable limits for continued safe operations. The
manufacturer of the aircraft will provide the information for the operators to prepare

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scheduled maintenance inspections. They are generally of two types; the block check and
phase check
b. The block checks are a smaller number of checks, but with relatively large work packages
as opposed to phased checks (or equalized checks) with a larger number of checks with
even maintenance workload.
c. Block checks have the advantages of simplified planning and scheduling; easy provision
for modifications; enables to attend to non-routine items; and allows for more efficient
sequencing of long duration jobs. Block checks have the disadvantages of longer ground
time and sporadic manpower requirements
Phased checks have the advantages of reduced ground time; increased aero plane
availability; reduces the need for sporadic manpower and have the flexibility of grouping
maintenance tasks. However it has the disadvantages of the complexity of production
planning and scheduling; limited time to accomplish modifications and also to identify and
rectify non-routine maintenance items.

10.4 Question 02
a. Briefly explain how the initial maintenance program is developed for a large
aircraft.
b. How is the maintenance program monitored to ensure its effectiveness in respect
of a large aircraft?
c. How is a maintenance program amended?
a.The initial maintenance program is developed for a large aircraft by the Maintenance
Review Board (MRB). The MRB comprises a Senior Airworthiness Inspector from the State
of Design and expert representatives from the aircraft manufacturer and main component

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manufacturers. The information to compile the initial maintenance program will be published
by the MRB as the Maintenance Review Board Report (MRBR).
The MRBR will contain all the maintenance tasks applicable for the expected operational life
of the aircraft, along with the associated time intervals to perform the tasks. MRBR together
with the Maintenance Planning Document (MPD) published by the aircraft manufacturer will
enable operators to compile their aeroplane maintenance programs.
b.The maintenance programs for large aircraft are monitored for effectiveness by
establishing Reliability Programs. For instance the reliability programs will monitor to find out
the random defects arising. A greater number of random defects is an indication that the
maintenance program is not effective. Therefore the maintenance program will have to be
amended accordingly for it to remain effective. The maintenance program will have to be
amended by decreasing the time interval of specific maintenance tasks or by the addition of
maintenance tasks to eliminate random defects.
Similarly a reliability program will allow to increase the time intervals of specific maintenance
tasks or to delete superfluous maintenance tasks from the maintenance program. Such
action will reduce the cost of maintenance for the aircraft operator.
c. A maintenance program has to be amended and updated by regular review, but at least
annually to ensure it remains effective and current. All repetitive Airworthiness Directives and
Service Bulletins should be incorporated in the maintenance program schedules. All
maintenance program amendments should have the approval of the Authority.

10.5 Question 01
a. Explain the classifications of Certificate of Airworthiness.
b. Explain the reasons to issue a Permit to Fly.
c. Explain who can issue a Permit to Fly and the documents used for its issue.
d. Explain 3 purposes for which a Permit to Fly can be issued.
e. What are the usual flight conditions specified when issuing a Permit to Fly..
a. There are three certificates to certify for airworthiness of an aircraft. The standard
Certificate of Airworthiness; Restricted Certificate of airworthiness and Permit to Fly. A
standard Certificate of Airworthiness is issued to an aircraft issued with a Type Certificate. A
Restricted Certificate of Airworthiness applicable to an aircraft issued with a Restricted Type
Certificate. In this case the aircraft does not qualify for the issue of a standard Certificate of

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Airworthiness for example aircraft with an unique design. A Permit to fly is issued when an
aircraft does not meet with all the airworthiness requirements, but can operate safely under
defined conditions.
b. A Permit to Fly is issued for example in the development and manufacturing stage of an
aircraft, to do flight testing. For crew training in a Design Organization or Production
Organization or for delivery/export of a new aircraft to a customer.
c. A Permit to Fly is issued by the Competent Authority on Form 20.a A Permit to Fly may be
issued by privileges granted to a Design Organization or Production Organization or
Continuing Airworthiness Management Organization (CAMO) on Form 20.b Copies of Form
20.b should be made available to the competent authority within 3 days of issue.
d. The usual flight conditions specified in a Permit to Fly are minimum flight crew; no
passengers; no cargo and flight allowed only during day time.

10.5 Question 02.

a. Explain what is meant by a minor change (minor modification) and a major change
(major modification)
b. Write short notes on Supplemental Type Certificates (STC).
a.A deviation to a type design is known as a change. All major changes need the approval of
the competent authority. There are two changes a minor change or a major change. Minor
changes are those that have no appreciable effect on the mass and balance, structural
strength, reliability, operational characteristics (noise, fuel venting, exhaust emissions). Minor
changes are approved by the Competent Authority or by an Approved Design Organization
(DO)) under a procedure agreed with the Competent Authority. Major Changes are all other
changes. These are only approved by the Competent Authority.
b. A Supplemental Type Certificate (STC) is applicable to a product that has undergone a
major change carried out by a non-type certificate holder. That is not the designer or the

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manufacturer of the product. A major change can be done by a 3'" party under supplemental
type certification procedure and the conditions applicable are:
1. The type certificate holder must express Chat there are no objections to the technical
content of the modification.
2. The type certificate holder must agree to support the changed product.
3. The party applying for STC shall demonstrate capability by holding a Design Organization
Approval.

10.5 Question 03.

Write short notes to explain a Type Certificate.
A Type Certificate is issued by the State of Design to a manufacturer, for a prototype aircraft
that has met with the requirements and standards of an approved design, manufacturing
processes in an approved manufacturing plant and which has carried out satisfactorily
ground and flight testing programs. A type certificate issued to a prototype aircraft permits
the manufacturer to engage in serial production of the type of aircraft to be sold to operators.
Only one type certificate is applicable to a type of aircraft and the manufacturer usually
displays it in the web site

10.6 Question 01.

a. What stands for CAMO?
b. Briefly explain how a CAMO can be established for CAT aircraft, large aircraft not
used in the CAT role, non-large and non-CAT aircraft.
a. CAMO stands for Continuing Airworthiness Management Organization.

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b. For an aircraft operated In the commercial air transport (CAT) role, it is a mandatory
requirement to set up a CAMO in house to obtain an Air Operator Certificate (AOC). The
continuing airworthiness activities for aircraft listed in the AOC Is the responsibility of the
CAMO set up in house.
For large aircraft with MTOM > 5,700 kg arid riot used in the CAT role the continuing
airworthiness functions must be carried out in an independent CAMO by having a written
agreement between the operator/owner of the aircraft and the independent CAMO, set up in
accordance with Part M subpart G.
For non-large aircraft MTOM r 5,700 kg and not used in the CAT role the continuing
airworthiness functions can be carried out by having an agreement with an independent
CAMO. The other option is for the owner/operator to make use of qualified AML holders to
perform the continuing airworthiness functions in respect of the aircraft. In this case a
recommendation is made to the competent authority for the issue of ARC. The competent
authority issues ARC on Form 15.a, which cannot be extended.

10.6 Question 02.

a. Explain the process of carrying out an Airworthiness Review Check of an aircraft to
issue an Airworthiness Review Certificate (ARC).
b. When and how can an ARC issued on Form 15.b; be extended?
(a). A CAMO approved by the competent authority to issue an Airworthiness Review
Certificate (ARC) can undertake the airworthiness review check of an aircraft. The
airworthiness review check must be carried out by qualified airworthiness review staff
employed and authorized by the CAMO. The airworthiness review comprises of two parts
the documentary check and the physical survey of the aircraft.
The documentary check comprises a check to ensure that all continuing airworthiness
activities have been carried out on the aircraft and recorded in the approved recording
documents. The documentary check is pertaining to the following.
1. The flight manual is applicable to the aircraft configuration and is to the latest revision
standard.
2. The log books have been updated with airframe, engine, propeller flying hours and
associated flight cycles.

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3. The maintenance of the aircraft has been carried out in accordance with the approved
maintenance program (AMP).
4. All defects have been rectified or carried forward in accordance with the approved MEL.
5. All AD's have been registered and applied.
6. ALL modifications and repairs have been carried out in accordance with approved data
and associated accomplishment instructions.
7. All service life limited components installed are within the service life limits.
8. All maintenance have been released in accordance with Part M.
9. The current mass & balance statement reflects the configuration of the aircraft and is
valid.
10. The aircraft complies with its type design. The type certificate and its approved data
sheets.
The physical survey shall ensure:-
1. All required markings and placards are properly carried out/installed.
2. The aircraft complies with its approved flight manual.
3. The aircraft configuration complies with the approved documentation.
4. No defects are found, which have not been attended to.
5. No discrepancies can be found between the condition of the aircraft and the documented
review of records.
(b). An Airworthiness Review Certificate (ARC) is issued by a CAMO on Form 15.b. An ARC
issued on Form 15.h can be extended twice each time for a period of one year. To extend
the ARC only a check of the aircraft documents is required and no physical survey of the
aircraft is applicable. To be granted an extension of the ARC, the aircraft has to have
remained in a controlled environment.
There are two conditions applicable to a controlled environment.
1. The continuing airworthiness functions should have been carried out by the same CAMO
within the previous 12 months.
2. The maintenance should have been carried out at an approved maintenance organization.

10.6 Question 03.

The HS-748 aero plane flying from Ratmalana to Jaffna develops a pressurization
problem during the flight. There are no resources to rectify the defect in Jaffna.
a. After landing in Jaffna in which document does the Captain enter the
pressurization problem?
b. How can this entry be cleared to resume the return flight from Jaffna?
All actions taken with regard to this problem should be described in a proper
sequence.
a. On landing in Jaffna the Captain should make an entry regarding the pressurization
problem in the technical log and place signature for the entry made.

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b. The engineers in Jaffna will inspect the detect and find out that to rectify the defect there
are no resources available in Jaffna.
The engineers will refer the approved MIL to find out whether the aircraft could he flown
without pressurization.
The MEL will allow flight without pressurization observing certain operational conditions and
with some maintenance Placarding requirements.
The engineers would clear the Captain's entry in the technical log with reference to the MEL.
Once these actions arc taken it would allow the aircraft to fly with the pressurization problem.

10.7 Question 01.

Briefly explain the following.
a. Pre-flight Inspections.
b. Safety Critical Maintenance Tasks.
c. Critical Design Configuration Control Limitations (CDCCL).
d. Service Bulletins.
a. A preflight inspection is carried out once the aircraft has been made ready for flight
operations; to ensure that the aircraft is in a condition to make the intended flight. It is
performed by a pilot or nominated person in accordance with a checklist to comply with the
approved flight manual or as specified in the approved maintenance schedule. The preflight
inspection does not require an approved maintenance organization or a CRS for
accomplishment. It is a walk around inspection to detect obvious deficiencies such as signs
for wear, damage or leakages. Any deficiencies detected during preflight inspection will have
to be rectified in an approved maintenance organization. After carrying out the preflight
inspection it has to be documented in the technical log.

b. Safety critical maintenance tasks are items which may lead to a flight safety issue, if
maintenance action is not performed to the set standards. The safety critical maintenance
tasks should be clearly identified in the maintenance documents to ensure they are properly
attended to, during maintenance. On multi engine aircraft such tasks should be performed

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on a staggered basis or by independent teams to ensure that errors are not repeated on all
the engines. After maintenance on safety critical maintenance tasks independent functional
checks are to be carried out to ascertain system serviceability.

c. CDCCL are items identified by the aircraft manufacturer for a type of aircraft, that should
not be altered in any manner during modification, repair or maintenance. For example
aircraft fuel systems fall into this category and the design configurations for any items of the
fuel system should not be altered at any stage or event. Any alteration to the fuel system
items may lead to catastrophic consequences such as aircraft fires or engine fuel starvation.

d. Service Bulletins convey information from the manufacturers' to the operators, to notify of
a product improvement or to address a safety concern. Usually when occurrences with
safety implications are reported to the aircraft manufacturer by an operator; the
manufacturer will issue a Service Bulletin specifying the action to be taken to overcome the
safety issue. Compliance within the time period specified is mandatory, especially with
respect to Alert Service Bulletins, which require priority action.

10.7 Question 02.

a. What stands for STOPS?
b. What is meant by STOPS?
c. Explain the concepts of STOPS maintenance.
d. What are the principal procedures to ensure safe STOPS?
a. ETOPS stands for Extended Range Twin Engine Operations.

b. The normal condition for operation of twin engine aircraft is to ensure a landing site is
available within one hour of flying time on single engine cruise speed, if one engine has to
be shutdown at any point of the flight path. For aircraft such as the Boeing B 777 and the
Airbus A 330; the one hour condition has been extended to 180 minutes. Both aircraft have
proved the reliability of single engine operations for an extended period, during the
certification process. The ETOPS is granted in stages of 60 — 120 — 180 minutes, the
maximum ETOPS permitted is 180 minutes.

c. The concepts of STOPS maintenance are based on staggered maintenance for the two
engines and associated systems separated by at least one flight. After maintenance on one
engine the maintenance on the other engine must be delayed by at least one flight.
Staggered maintenance avoids the need to shut down both engines in flight due to an error
caused when doing maintenance on both engines at the same time.
If staggered maintenance is not practical at base maintenance levels, then the maintenance
is performed by independent teams. Two teams working completely independent of each

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other on the two separate engines. Separate maintenance data, tools & equipment without
having to mix any of the items must be available to the teams. After maintenance
independent functional checks on systems are to be carried out to ascertain serviceability.

d. The safe operations of ETOPS are ensured by establishing procedures in respect of.
1. Oil consumption monitoring and oil consumption analysis programs. To establish early
notification of engine problems.
2. Similarly to have engine condition trend monitoring programs, where critical engine
parameters such as N1, N2 & TOT are monitored to ensure sufficient margins remain for
safe operations.
3. Service verification checks are to be performed by a pilot or engineer to ensure all
requirements for ETOPS have been met. The checks are performed in accordance with a
checklist and documented.
4. Classification of ETOPS sectors and non ETOPS sectors for the application of the MEL. 5.
Other areas include ETOPS training for personnel, ETOPS parts control and ETOPS
manuals.

10.7 Question 03.

a. Briefly explain the categories of all-weather operations.
b. Explain the maintenance procedures applicable to all weather operations.
a. All weather operations are applicable to flights performed under IFR. Statistics indicate
that most incidents/accidents take place during the approach and landing phases of a flight.
To facilitate the safe approach and landing the precision approaches for landing are
classified as Category 2 or Category 3 operations, based on the visibility requirements for
Runway Visual Range (RVR) and Decision Height (DH). The aerodrome and aircraft should
be equipped to undertake category 2 and category 3 operations. The DH for category 2 is
100' < DH < 200' and the DH for category 3 is < 100'. The RVR for category 2 is > 300 m
and for category 3 is > 200 m.

b. The maintenance requirements for Cat 2 & 3 operations are.

1. The items and systems required to be serviceable to undertake category 2 and category 3
Operations should be clearly identified, established and listed.
2. The modification status for such equipment and systems must be complied with.
Company procedures to control the modification status of equipment to be fitted for all
Weather operations should be published.
3. A Placarding system to indicate to maintenance personnel the need to fit only controlled
items should be established.
4. Procedures should be established to down grade operations from category 2 or category
3 to category 1 in the event an item is defective for all weather operations or in the event

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 an uncontrolled item has been fitted.
5. Procedures should also be established to upgrade from category 1 to category 2 and
Category 3 operations. In this case flight tests are to be carried out to ascertain that all
The systems are serviceable and functional for category 2 and category 3 operations.
6. The flight tests are to be conducted in category 1 conditions by performing a category 2
approach and a category 3 landing to prove system serviceability.
7. Provision should be made to indicate the status of the aircraft for category 2 and category
3 operations to the flight crew prior to a flight.

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