for

BT-A1-1000-LN
BT-B1.1-1000-LN
BT-B2-1000-LN
Revision and Amendment Status
These course notes have been produced in accordance with AMC 147.A.120, Part 66 and
AMC/GM Rev May 2012.

Amendment Service is not provided.

REVISION REVISION REVISION NOTE REVISED BY

NO DATE

00 01.01.2015 This document is produced from TTS and reviewed according to Part- 66 S. Güncan
Appendix I.

01 14.09.2015 UK CAA specific notes were removed in sub-modules10.1 and 10.7. S. Sönmezışıklar
S.Gökmen
R.Aykan
02 31.03.2016 Sub-modules 10.0 and 10.5 were added. Revised for format change S. Sönmezışıklar
including cover, header and footer.

Revision and Amendment Status Rev.02 – 31 March 2016

BT-A1-1000-LN
BT-B1.1-1000-LN i Turkish Technic Inc.
BT-B2-1000-LN © Copyright 2016
 MODULE CONTENT AND APPLICABILITY

Level
Sub Rev.
10 Rev. Date Page(*)
Module Nbr.
A1 B1.1 B2

10.0 Regulatory Framework 00 31.03.2016 N/C N/C N/C 5

10.1 Certifying Staff – Maintenance 02 31.03.2016 1 1 1 13
10.2 Approved Maintenance Organisations 01 31.03.2016 2 2 2 67
10.3 Air Operation 01 31.03.2016 2 2 2 115
Certification of aircraft, parts and
10.4 01 31.03.2016 1 1 1 191
appliances
10.5 Continuing Airworthiness 00 31.03.2016 N/A 2 2 295
Applicable National and International
10.6 01 31.03.2016 2 2 2 357
Requirements
10..7 Regulatory Framework 01 31.03.2016 1 2 2 431

N/A: Not Applicable

N/C: Not Classified
(*): This number indicates the page number of the digital PDF document.

Rev.02 – 31 March 2016

Revision and Amendment Status BT-A1-1000-LN
Turkish Technic Inc. BT-B1.1-1000-LN
© Copyright 2016 ii
BT-B2-1000-LN
European Aviation Safety Agency (EASA)

Module 10
Licence Category A, B1 and B2

Aviation Legislation

10.0 Acronyms and Abbreviations

 Intentionally Blank

0.2 Module 10 Acronyms and Abbreviations

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Rev.00 – 31 March 2016 Training Purpose Only © Copyright 2016
Acronyms and Abbreviations
ACAS Airborne Collision Avoidance System

AD Airworthiness Directive – a directive issued by the Authority to carry-out a

mandatory modification or inspection.

AFM Aircraft Flight Manual

AGNA Advisory Group of National Authorities – A sub-committee of EASA

AIS Aeronautical Information Service

AMC Acceptable Means of Compliance – Interpretive material for the EASA

Implementing Rules (See also GM).

AMM Aircraft Maintenance Manual

AMOC Airworthiness Directive Alternative Means of Compliance

AMP Approved Maintenance Programme

AOC Air Operator Certificate – Awarded to an operator by the competent authority to

show compliance with EU-OPS.

APU Auxiliary Power Unit

ARC Airworthiness Review Certificate – a certificate required by an aircraft in order to

keep its Certificate of Airworthiness continually valid.

ASB Alert Service Bulletin

ATA Air Transport Association of America

ATC Air Traffic Control

ATS Air Traffic Standards

CA Competent Authority of EASA – The National Aviation Authority (NAA) of an EASA

Member State

CAT Commercial Air Transport

CAME Continuing Airworthiness Management Exposition

CAMO Continued Airworthiness Management Organization – A Part-M Subpart G

organisation.

CDCCL Critical Design Configuration Control Limitations

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Training Purpose Only
CDL Configuration Deviation List

CM Condition Monitoring – a type of primary maintenance

CMM Component Maintenance Manual

C of A Certificate of Airworthiness (or Airworthiness Certificate)

or CofA

CRS Certificate of Release to Service

CS Certification Specification – EASA Design and Airworthiness Codes

CVR Cockpit Voice Recorder

DDG Dispatch Deviation Guide

DDPG Dispatch Deviation Procedures Guide

DH Decision Height

DOA Design Organisation Approval

EAD Emergency Airworthiness Directive

EASA European Aviation Safety Agency (The ‘Agency’)

EC European Commission

EU European Union

ELA Extra Light Aircraft

ELT Emergency Locator Transmitter

EM Engine Manual

ETOPS Extended range Twin engine Operations

ETSO European Technical Services Order

EU-OPS The requirements for an Air Operators Certificate for operation of an aircraft for
CAT. Replaces JAR-OPS. Now replaced by AIR-OPS

FAA Federal Aviation Administration – The National Aviation Authority (NAA) of the
United States of America.

FCL Flight Crew Licensing

FDR Flight Data Recorder

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FH Flying Hours

FIM Fault Isolation Manual

FL Flight Level (multiples of 100 ft from Standard Sea Level)

FRM Fault Reporting Manual

GA General Aviation – Activity and operation of aircraft of MTOM less than 5700 kg.

GM Guidance Material – Interpretive material for the EASA Implementing Rules (See
also AMC)
G/S Glideslope

HT Hard Time – a type of primary maintenance

IATA International Air Transport Association

ICAO International Civil Aviation Organisation

IFR Instrument Flight Rules

IMC Instrument Meteorological Conditions

IPC Illustrated Parts Manual

JAA Joint Aviation Authorities – The predecessor of EASA, now dissolved.

JAR Joint Aviation Regulations – Aviation regulations devised and promulgated by the
JAA and implemented into all JAA member states. Now superseded by EASA
Regulations and Implementing Rules.

JAR-OPS The original requirements for an Air Operators Certificate for operation of an
aircraft for CAT. Replaced by EU-OPS (and now AIR-OPS).
MCTOM Maximum Certified Take-Off Mass

MEL Minimum Equipment List

MMEL Master Minimum Equipment List

MOE Maintenance Organisation Exposition

MOPSC Maximum Operational Passenger Seating Configuration

MPD Maintenance Planning Document

MRB Maintenance Review Board

MRBR Maintenance Review Board Report

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MSG Maintenance Steering Group

MTOM Maximum Take-Off Mass (Now replaced by MCTOM)

MTOW Maximum Take-Off Weight (now replaced by MTOM)

MTWA Maximum Take-off Weight Authorized (now replaced by MTOM in metric system)

NAA National Aviation Authority – the aviation authority of any individual state

NOTAMS Notices to airmen

OC On Condition – a type of primary maintenance

OAMP Operator Approved Maintenance Programme

POA Production Organisation Approval

RVR Runway Visual Range

RVSM Reduced Vertical Separation Minima

SB Service Bulletin

SL Service Letter

SMI Scheduled Maintenance Inspection

SMP Standard Maintenance Practice

SCP Special Categories of Passengers

SRM Structural Repair Manual

SSM System Schematic Manual

STC Supplemental Type Certificate

TAWS Terrain Awareness Warning System

TC Type Certificate

The Agency EASA

UAV Unmanned Aerial Vehicle

UN United Nations

VFR Visual Flight Rules

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WM or WDM Wiring Manual/Wiring Diagram Manual

Module 10 Acronyms and Abbreviations 0.7

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© Copyright 2016 Rev.00 – 31 February 2016
Training Purpose Only
 Intentionally Blank

0.8 Module 10 Acronyms and Abbreviations

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European Aviation Safety Agency (EASA)

Module 10
Licence Category B1 and B2

Aviation Legislation

10.1 Regulatory Framework

 Intentionally Blank

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Copyright Notice
© Copyright. All worldwide rights reserved. No part of this publication may be reproduced,
stored in a retrieval system or transmitted in any form by any other means whatsoever: i.e.
photocopy, electronic, mechanical recording or otherwise without the prior written permission of
Turkish Technic Inc.
Knowledge Levels — Category A, B1, B2, B3 and C Aircraft
Maintenance Licence
Basic knowledge for categories A, B1, B2, B3 are indicated by the allocation of knowledge levels indicators (1, 2 or
3) against each applicable subject. Category C applicants must meet the appropriate category B basic knowledge
levels.
The knowledge level indicators are defined as follows:

LEVEL 1
 A familiarisation with the principal elements of the subject.
Objectives:
 The applicant should be familiar with the basic elements of the subject.
 The applicant should be able to give a simple description of the whole subject, using common words and
examples.
 The applicant should be able to use typical terms.

LEVEL 2
 A general knowledge of the theoretical and practical aspects of the subject.
 An ability to apply that knowledge.
Objectives:
 The applicant should be able to understand the theoretical fundamentals of the subject.
 The applicant should be able to give a general description of the subject using, as appropriate, typical
examples.
 The applicant should be able to use mathematical formulae in conjunction with physical laws describing the
subject.
 The applicant should be able to read and understand sketches, drawings and schematics describing the
subject.
 The applicant should be able to apply his knowledge in a practical manner using detailed procedures.

LEVEL 3
 A detailed knowledge of the theoretical and practical aspects of the subject.
 A capacity to combine and apply the separate elements of knowledge in a logical and comprehensive
manner.
Objectives:
 The applicant should know the theory of the subject and interrelationships with other subjects.
 The applicant should be able to give a detailed description of the subject using theoretical fundamentals
and specific examples.
 The applicant should understand and be able to use mathematical formulae related to the subject.
 The applicant should be able to read, understand and prepare sketches, simple drawings and schematics
describing the subject.
 The applicant should be able to apply his knowledge in a practical manner using manufacturer's
instructions.
 The applicant should be able to interpret results from various sources and measurements and apply
corrective action where appropriate.

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Table of Contents
Table of Contents _________________________________________________________ 5
Enabling Objectives and Certification Statement ________________________________ 7
International Civil Aviation Organisation (ICAO) ________________________________ 8
History _________________________________________________________________ 8
The Chicago Convention __________________________________________________ 10
How it Works ___________________________________________________________ 12
Current Membership _____________________________________________________ 12
The International Standards and Codes ______________________________________ 12
European Union (EU) _____________________________________________________ 16
Current Member States of the EU ___________________________________________ 16
European Council _______________________________________________________ 18
European Commission____________________________________________________ 18
European Parliament _____________________________________________________ 18
Council of the European Union _____________________________________________ 18
European Commission (EC) ________________________________________________ 20
Composition ____________________________________________________________ 20
Proposing new laws ______________________________________________________ 20
Managing the EU’s budget and allocating funding _______________________________ 21
Enforcing European law ___________________________________________________ 21
Representing the EU Internationally _________________________________________ 21
Location _______________________________________________________________ 21
EU Agencies ____________________________________________________________ 22
European Aviation Safety Agency (EASA) ____________________________________ 24
General _______________________________________________________________ 24
EASA Member States ____________________________________________________ 26
Before EASA ___________________________________________________________ 26
Jurisdiction _____________________________________________________________ 28
Purpose of EASA ________________________________________________________ 30
EASA Structure _________________________________________________________ 30
Aircraft Exempt from EASA Regulations ______________________________________ 32
Relationships with Other Organizations _______________________________________ 34
Structure of EASA Regulations _____________________________________________ 34
Soft Law and Hard Law ___________________________________________________ 36
Part-66: Certifying Staff ___________________________________________________ 41
Part-145: Maintenance Organisation Approval _________________________________ 41
EASA Part-M: Continuing Airworthiness ______________________________________ 41
EASA Part-147: Training Organisation Requirements ____________________________ 41
EASA Part-21: Subpart J Design Organisation Approval __________________________ 41
EASA Part-21: Subpart G Production Organisation Approval ______________________ 42
Aircraft Type Certification by EASA __________________________________________ 42
Role of the Member States, and Role of the National Aviation Authorities __________ 43
General _______________________________________________________________ 43
Some Examples of Non-European National Aviation Authorities ____________________ 44
Some Examples National Aviation Authorities in Europe __________________________ 45
Regulation (EU) No. 1321/2014 and the Relationship between its Parts and Others___ 46

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 Worksheet 10.1 __________________________________________________________ 51

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Enabling Objectives and Certification Statement
Certification Statement
These Study Notes comply with the syllabus of EASA Regulation (EU) No. 1321/2014 Annex III
(Part-66) Appendix I, and the associated Knowledge Levels as specified below:

Part-66 Knowledge Levels

Objective
Reference A B1 B2 B3
Role of International Civil Aviation Organisation; 10.1 1 1 1 1
Role of the European Commission;
Role of EASA;
Role of the Member States and National Aviation
Authorities;
Regulation (EU) No. No 216/2008 and its
implementing rules Regulations (EU) No 748/2012
and (EU) No 1321/2014;
Relationship between the various Annexes (Parts)
such as Part-21, Part-M, Part-145, Part-66, Part-
147 and Regulation (EU) No 965/2012

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References: EASA Regulation (EC) No. No. 216/2008
and further EASA Regulation (EU) No. 748/2012
reading material EASA Regulation (EU) No. 1321/2014
EASA Regulation (EU) No. 965/2012

http://www.icao.int
http://www.easa.europa.eu
http://eur-lex.europa.eu

International Civil Aviation Organisation (ICAO)

History
After the Second World War international air travel was in its infancy, however technological
development was moving at a rapid pace, not least because of the development of the Gas
Turbine Engine. The opportunity to transport many persons across long distances was
becoming a reality, but there were no common standards between countries.

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 The ICAO Headquarters in Montreal, Canada

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The Chicago Convention
The American Government recognised this fact and brought together the allied nations in 1944
to discuss the issue. The outcome of 5 weeks of discussion was the Convention on International
Civil Aviation. The convention consists of a preface and 96 Articles.

An organisation was needed to develop these articles and as a result the ICAO came into
existence in 1947, based in Montreal Canada. The ICAO is one of the many Agencies of the
United Nations (UN).

Convention on International Civil Aviation (also known as Chicago Convention), was signed on
7 December 1944 by 52 States. Pending ratification of the Convention by 26 States, the
Provisional International Civil Aviation Organization (PICAO) was established. It functioned from
6 June 1945 until 4 April 1947. By 5 March 1947 the 26th ratification was received. ICAO came
into being on 4 April 1947. In October of the same year, ICAO became a specialized agency of
the United Nations linked to Economic and Social Council (ECOSOC).

The Convention on International Civil Aviation set forth the purpose of ICAO:

"WHEREAS the future development of international civil aviation can greatly help
to create and preserve friendship and understanding among the nations and
peoples of the world, yet its abuse can become a threat to the general security;
and

WHEREAS it is desirable to avoid friction and to promote that co-operation

between nations and peoples upon which the peace of the world depends;

THEREFORE, the undersigned governments having agreed on certain principles

and arrangements in order that international civil aviation may be developed in a
safe and orderly manner and that international air transport services may be
established on the basis of equality of opportunity and operated soundly and
economically;

Have accordingly concluded this Convention to that end."

Each member country of the ICAO is known as a ‘Contracting State’ due to their contractual
commitment to the Chicago Convention.

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 The Convention on International Civil Aviation (also known as
Chicago Convention), was signed on 7 December 1944 by 52 States

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How it Works
The constitution of ICAO is the Convention on International Civil Aviation, drawn up by a
conference in Chicago in November and December 1944, and to which each ICAO Contracting
State is a party. According to the terms of the Convention, the Organization is made up of an
Assembly, a Council of limited membership with various subordinate bodies and a Secretariat.
The chief officers are the President of the Council and the Secretary General.

The Assembly, composed of representatives from all Contracting States, is the sovereign body
of ICAO. It meets every three years, reviewing in detail the work of the Organization and setting
policy for the coming years. It also votes a triennial budget.

The Council, the governing body which is elected by the Assembly for a three-year term, is
composed of 36 States. The Assembly chooses the Council Member States under three
headings: States of chief importance in air transport, States which make the largest contribution
to the provision of facilities for air navigation, and States whose designation will ensure that all
major areas of the world are represented. As the governing body, the Council gives continuing
direction to the work of ICAO. It is in the Council that Standards and Recommended Practices
are adopted and incorporated as Annexes to the Convention on International Civil Aviation. The
Council is assisted by the Air Navigation Commission (technical matters), the Air Transport
Committee (economic matters), the Committee on Joint Support of Air Navigation Services and
the Finance Committee.

The Secretariat, headed by a Secretary General, is divided into five main divisions: the Air
Navigation Bureau, the Air Transport Bureau, the Technical Co-operation Bureau, the Legal
Bureau, and the Bureau of Administration and Services. In order that the work of the Secretariat
shall reflect a truly international approach, professional personnel are recruited on a broad
geographical basis.

ICAO works in close co-operation with other members of the United Nations family such as the
World Meteorological Organization, the International Telecommunication Union, the Universal
Postal Union, the World Health Organization and the International Maritime Organization. Non-
governmental organizations which also participate in ICAO's work include the International Air
Transport Association, the Airports Council International, the International Federation of Air Line
Pilots' Associations, and the International Council of Aircraft Owner and Pilot Associations.

Current Membership
There are currently 191 ICAO members, consisting of 190 of the 193 UN members (all but
Dominica, Liechtenstein, and Tuvalu), plus the Cook Islands.

Liechtenstein has delegated Switzerland to implement the treaty to make it applicable in the
territory of Liechtenstein.

The International Standards and Codes

Since its creation the main achievement of ICAO has been to establish a set of standards in the
operation of a safe, regular and efficient service.

ICAO also standardizes certain functions for use in the airline industry, such as the Aeronautical
Message Handling System (AMHS), making it a standards organization.

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Each country should have an accessible Aeronautical Information Publication (AIP), based
on standards defined by ICAO, containing information essential to air navigation. Countries are
required to update their AIP manuals every 28 days and so provide definitive regulations,
procedures and information for each country about airspace and aerodromes. ICAO's standards
also dictate that temporary hazards to aircraft are regularly published using NOTAMs.

ICAO defines an International Standard Atmosphere (also known as ICAO Standard

Atmosphere), a model of the standard variation of pressure, temperature, density, and viscosity
with altitude in the Earth's atmosphere. This is useful in calibrating instruments and designing
aircraft.

ICAO is active in infrastructure management, including Communication, Navigation,

Surveillance / Air Traffic Management (CNS/ATM) systems, which employ digital technologies
(like satellite systems with various levels of automation) in order to maintain a seamless global
air traffic management system.

Both ICAO and IATA have their own airport and airline code systems. ICAO uses 4-letter airport
codes (vs. IATA's 3-letter codes). The ICAO code is based on the region and country of the
airport—for example, Charles de Gaulle Airport has an ICAO code of LFPG, where L indicates
Southern Europe, F, France, PG, Paris de Gaulle.

ICAO also assigns 3-letter airline codes (versus the more-familiar 2-letter IATA codes—for
example, UAL vs. UA for United Airlines). ICAO also provides telephony designators to aircraft
operators worldwide, a one- or two-word designator used on the radio, usually, but not always,
similar to the aircraft operator name. For example, the identifier for Japan Airlines International
is JAL and the designator is Japan Air, but Aer Lingus is EIN and Shamrock. Thus, a Japan
Airlines flight numbered 111 would be written as "JAL111" and pronounced "Japan Air One One
One" on the radio, while a similarly numbered Aer Lingus would be written as "EIN111" and
pronounced "Shamrock One One One".

ICAO maintains the standards for aircraft registration ("tail numbers"), including the
alphanumeric codes that identify the country of registration. For example, airplanes registered in
the United States have tail numbers starting with N.

ICAO is also responsible for issuing alphanumeric aircraft type codes containing two to four
characters. These codes provide the identification that is typically used in flight plans. The
Boeing 747 would use B741, B742, B743, etc., depending on the particular variant.
Standardisation has been achieved through the creation of 19 Annexes to the Convention,
known as International Standards and Recommended Practices. The difference between the
two is that a standard is essential and recommended practice is desirable. If a member state
has a standard different from ICAO then it must inform ICAO of the difference.

Because aeronautical technology is continuously developing, the Annexes are constantly

reviewed and updated when necessary. The typical content of an Annex is based upon:

1. Standards intended as specifications when their application is considered as necessary

for the safety and regularity of international air navigation.
2. Recommended practices intended as specifications when their application is considered
as a recommendation in the interest of safety, regularity, and efficiency of international
air navigation.

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 3. Appendices dealing with the preceding points.
4. Definitions of the used terminology.

In Europe, the applicable EASA certification standards for the certification of aircraft to be
internationally recognized are issued in accordance with the ICAO Annexes. Then, from a
practical point of view, the certification process is based on these airworthiness standards rather
than (directly) on the ICAO International Standards.

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 The 19 Annexes are described as follows:

Annex 1 Personnel Licensing - provides information on licensing of flight crews, air traffic controllers,
and aircraft maintenance personnel, including medical standards for flight crews and air traffic
controllers.

Annex 2 Rules of the Air - contains rules relating to visual and instrument-aided flight.

Annex 3 Meteorological Service for International Air Navigation - provides meteorological services for
international air navigation and reporting of meteorological observations from aircraft.

Annex 4 Aeronautical Charts - contains specifications for the aeronautical charts used in international aviation.

Annex 5 Units of Measurement to be used in Air and Ground Operations – lists dimensional systems to be used
in air and ground operations.

Annex 6 Operation of Aircraft - enumerates specifications to ensure a level of safety above a prescribed
minimum in similar operations throughout the world. The three parts of this Annex are as follows:
- Part I. International Commercial Air Transport - Airplanes
- Part II. International General Aviation - Airplanes
- Part III. International Operations - Helicopters.

Annex 7 Aircraft Nationality and Registration Marks - specifies requirements for registration and identification of
aircraft.

Annex 8 Airworthiness of Aircraft - specifies uniform procedures for certification and inspection of
aircraft.

Annex 9 Facilitations - provides for the standardization and simplification of border crossing formalities.

Annex 10 Aeronautical Telecommunications - Volume 1 provides for standardizing communications equipment

and systems, Volume 2 standardizes communications procedures.

Annex 11 Air Traffic Services - includes information on establishing and operating ATC, flight information, and
alerting services.

Annex 12 Search and Rescue - provides information on organization and operation of facilities and services
necessary for search and rescue (SAR).

Annex 13 Aircraft Accident and Incident Investigation - provides for uniformity in notifying, investigating, and
reporting on aircraft accidents.

Annex 14 Aerodromes - contains specifications for the design and equipment of aerodromes.

Annex 15 Aeronautical Information Services - includes methods for collecting and disseminating aeronautical
information required for flight operations.

Annex 16 Environmental Protection

- Volume 1 contains specifications for aircraft noise certification, noise monitoring, and
noise exposure units for land-use planning,
- Volume 2 contains specifications for aircraft engine emissions.

Annex 17 Security - Safeguarding International Civil Aviation against Acts of Unlawful Interference - specifies
methods for safeguarding international civil aviation against unlawful acts of interference.

Annex 18 The Safe Transport of Dangerous Goods by Air - specifies requirements necessary to ensure
hazardous materials are safely transported in aircraft while providing a level of safety that protects the
aircraft and its occupants from undue risk.

Annex 19 Safety Management - The Safety Management System (SMS) framework applies to organizations
responsible for the type design and manufacture of aircraft

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European Union (EU)
The European Union (EU) is a politico-economic union of 28 member states that are located
primarily in Europe. The EU operates through a system of supranational institutions and
intergovernmental negotiated decisions by the member states.

The institutions are:

 the European Commission,
 the Council of the European Union,
 the European Council,
 the Court of Justice of the European Union,
 the European Central Bank,
 the Court of Auditors, and
 the European Parliament.

The European Parliament is elected every five years by EU citizens.

The EU traces its origins from the European Coal and Steel Community (ECSC) and the
European Economic Community (EEC), formed by the Inner Six countries in 1951 and 1958,
respectively. In the intervening years, the community and its successors have grown in size by
the accession of new member states and in power by the addition of policy areas to its remit.
The Maastricht Treaty established the European Union under its current name in 1993 and
introduced the European Citizenship. The latest major amendment to the constitutional basis of
the EU, the Treaty of Lisbon, came into force in 2009.

Current Member States of the EU

(year of entry)

 Austria (1995)
 Belgium (1958)
 Bulgaria (2007)
 Croatia (2013)
 Cyprus (2004)
 Czech Republic (2004)
 Denmark (1973)
 Estonia (2004)
 Finland (1995)
 France (1958)
 Germany (1958)
 Greece (1981)
 Hungary (2004)
 Ireland (1973)
 Italy (1958)
 Latvia (2004)
 Lithuania (2004)
 Luxembourg (1958)
 Malta (2004)
 Netherlands (1958)
 Poland (2004)
 Portugal (1986)
 Romania (2007)
 Slovakia (2004)
 Slovenia (2004)
 Spain (1986)
 Sweden (1995)
 United Kingdom (1973)

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European Council
The European Council gives direction to the EU, and convenes at least four times a year. It
comprises the President of the European Council, the President of the European Commission
and one representative per member state; either its head of state or head of government. The
European Council has been described by some as the Union's "supreme political authority". It is
actively involved in the negotiation of the treaty changes and defines the EU's policy agenda
and strategies.

The European Council uses its leadership role to sort out disputes between member states and
the institutions, and to resolve political crises and disagreements over controversial issues and
policies. It acts externally as a "collective head of state" and ratifies important documents (for
example, international agreements and treaties).

European Commission
The European Commission acts as the EU's executive arm and is responsible for initiating
legislation and the day-to-day running of the EU. The Commission is also seen as the motor of
European integration. It operates as a cabinet government, with 28 Commissioners for different
areas of policy, one from each member state, though Commissioners are bound to represent
the interests of the EU as a whole rather than their home state.

European Parliament
The European Parliament forms one half of the EU's legislature (the other half is the Council of
the European Union). The 751 Members of the European Parliament (MEPs) are directly
elected by EU citizens every five years on the basis of proportional representation. Although
MEPs are elected on a national basis, they sit according to political groups rather than their
nationality. Each country has a set number of seats and is divided into sub-national
constituencies where this does not affect the proportional nature of the voting system.

The Parliament and the Council of the European Union pass legislation jointly in nearly all areas
under the ordinary legislative procedure. This also applies to the EU budget. Finally, the
Commission is accountable to Parliament, requiring its approval to take office, having to report
back to it and subject to motions of censure from it. The President of the European Parliament
carries out the role of speaker in parliament and represents it externally. The EP President and
Vice-Presidents are elected by MEPs every two and a half years.

Council of the European Union

The Council of the European Union (also called the "Council" and sometimes referred to as the
"Council of Ministers") forms the other half of the EU's legislature. It consists of a government
minister from each member state and meets in different compositions depending on the policy
area being addressed. Notwithstanding its different configurations, it is considered to be one
single body. In addition to its legislative functions, the Council also exercises executive
functions in relations to the Common Foreign and Security Policy.

How it works: European laws

(https://youtu.be/ypMvDKW5qm0)

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European Commission (EC)
The European Commission is one of the main institutions of the European Union. It represents
and upholds the interests of the EU as a whole. It drafts proposals for new European laws. It
manages the day-to-day business of implementing EU policies and spending EU funds.

Composition
The 28 Commissioners, one from each EU country, provide the Commission’s political
leadership during their 5-year term. Each Commissioner is assigned responsibility for specific
policy areas by the President.

The President is nominated by the European Council. The Council also appoints the other
Commissioners in agreement with the nominated President.

The appointment of all Commissioners, including the President, is subject to the approval of the
European Parliament. In office, they remain accountable to Parliament, which has sole power to
dismiss the Commission.

The day-to-day running of the Commission is taken care of by the Commission’s staff –
administrators, lawyers, economists, translators, interpreters, secretarial staff, etc. organised in
departments known as Directorates-General (DGs).

The term ‘Commission’ can be used to refer to the 28 individual Commissioners, the permanent
staff or the institution as a whole.

The Commission represents and upholds the interests of the EU as a whole. It oversees and
implements EU policies by:

 proposing new laws to Parliament and the Council

 managing the EU's budget and allocating funding
 enforcing EU law (together with the Court of Justice)
 representing the EU internationally, for example, by negotiating agreements between the
EU and other countries.

Proposing new laws

The Commission has the 'right of initiative' – it can propose new laws to protect the interests of
the EU and its citizens. It does this only on issues that cannot be dealt with effectively at
national, regional or local level (subsidiarity principle).

When the Commission proposes a law, it tries to satisfy the widest possible range of interests.
To get the technical details right, it consults experts through various committees and groups. It
also holds public consultations.

The Commission’s departments produce a draft of the proposed new law. If at least 14 of the 28
Commissioners agree with it, the draft is then sent to the Council and Parliament. After debating
and amending the draft, they decide whether to adopt it as a law.

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Managing the EU’s budget and allocating funding
With the Council and Parliament, the Commission sets broad long-term spending priorities for
the EU in the EU 'financial framework'. It also draws up an annual budget for approval by
Parliament and the Council, and supervises how EU funds are spent – by agencies and national
and regional authorities, for instance. The Commission’s management of the budget is
scrutinised by the Court of Auditors.

The Commission manages funding for EU policies (e.g. agriculture and rural development) and
programmes such as 'Erasmus' (student exchanges).

Enforcing European law

As 'guardian of the Treaties', the Commission checks that each member country is applying EU
law properly.

If it thinks a national government is failing to apply EU law, the Commission first sends an
official letter asking it to correct the problem. As a last resort, the Commission refers the issue to
the Court of Justice. The Court can impose penalties, and its decisions are binding on EU
countries and institutions.

Representing the EU Internationally

The Commission speaks on behalf of all EU countries in international bodies like the World
Trade Organisation.

It also negotiates international agreements for the EU such as the Cotonou Agreement (on aid
and trade between the EU and developing countries in Africa, the Caribbean and the Pacific).

Location
The Commission is based in Brussels and Luxembourg and has offices (representations) in
every EU country and delegations in capital cities around the world.

How it works: Press start to legislate

(https://youtu.be/E_GlgWcn4Zs)

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EU Agencies
An agency of the European Union is a decentralised body of the European Union (EU), which is
distinct from the institutions. Agencies are established to accomplish specific tasks. Each
agency has its own legal personality. Some answer the need to develop scientific or technical
know-how in certain fields, others bring together different interest groups to facilitate dialogue at
European and international level.

There are over 40 agencies. Here are some examples:

 Agency for the Cooperation of Energy Regulators (ACER)

 Body of European Regulators for Electronic Communications (BEREC)
 Community Plant Variety Office (CPVO)
 European Agency for Safety and Health at Work (EU-OSHA)
 European Agency for the Management of Operational Cooperation at the External
Borders (FRONTEX)
 European Agency for the operational management of large-scale IT systems in the area
of freedom, security and justice (eu-LISA)
 European Asylum Support Office (EASO)
 European Aviation Safety Agency (EASA)
 European Banking Authority (EBA)
 European Centre for Disease Prevention and Control (ECDC)
 European Centre for the Development of Vocational Training (Cedefop)
 European Chemicals Agency (ECHA)
 European Environment Agency (EEA)
 European Fisheries Control Agency (EFCA)
 European Food Safety Authority (EFSA)
 European Foundation for the Improvement of Living and Working Conditions
(EUROFOUND)
 European GNSS Agency (GSA)
 European Institute for Gender Equality (EIGE)
 European Insurance and Occupational Pensions Authority (EIOPA)
 European Maritime Safety Agency (EMSA)
 European Medicines Agency (EMA)
 European Monitoring Centre for Drugs and Drug Addiction (EMCDDA)
 European Network and Information Security Agency (ENISA)
 European Police College (CEPOL)
 European Police Office (EUROPOL)
 European Public Prosecutor's Office (in preparation) (EPPO)
 European Railway Agency (ERA)
 European Securities and Markets Authority (ESMA)
 European Training Foundation (ETF)
 European Union Agency for Fundamental Rights (FRA)
 Office for Harmonisation in the Internal Market (OHIM)
 Single Resolution Board (SRB)
 The European Union’s Judicial Cooperation Unit (EUROJUST)
 Translation Centre for the Bodies of the European Union (CdT)

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European Aviation Safety Agency (EASA)

General
The European Aviation Safety Agency (EASA) is a European Union (EU) agency with
regulatory and executive tasks in the field of civilian aviation safety. Based in Cologne,
Germany, the EASA was created on 15 July 2003, by the European Parliament and it reached
full functionality in 2008, taking over functions of the Joint Aviation Authorities (JAA).

The responsibilities of EASA include to conduct analysis and research of safety, authorizing
foreign operators, giving advice for the drafting of EU legislation, implementing and monitoring
safety rules (including inspections in the member states), giving type-certification of aircraft and
components as well as the approval of organizations involved in the design, manufacture and
maintenance of aeronautical products.

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EASA Member States
The member states of EASA are (28 Members + 4 Associates):

 Austria
 Belgium
 Bulgaria
 Croatia
 Cyprus
 Czech Republic
 Denmark
 Estonia
 Finland
 France
 Germany
 Greece
 Hungary
 Iceland*
 Ireland * These Countries participate in the
 Italy activities of EASA under Article 66 of
 Latvia the Basic Regulation and are members
 Liechtenstein* of the Management Board without
 Lithuania
 Luxembourg
voting rights.
 Malta
 Netherlands
 Norway*
 Poland
 Portugal
 Romania
 Slovakia
 Slovenia
 Spain
 Sweden
 Switzerland*
 United Kingdom

Before EASA
Prior to EASA being formed there was a European organization called the Joint Aviation
Authorities (JAA). This was an organization of various European states that standardized their
regulations, in accordance with the ICAO Annexes. Upon formation of EASA it was stated that
EASA would take over all functions of the JAA. By 2010 the JAA ceased to exist, however all of
the regulations produced by the JAA are incorporated into EASA regulations.

The JAA was dissolved in June 2009. Therefore; the JAA no longer exists, and all the Joint
Aviation Regulations (JARs) have been superseded by equivalent EASA Regulations.

The JAA was headquartered at Hoofddorp, North Holland. One difference between EASA and
JAA is that EASA has legal regulatory authority within the European Union (EU) through the
enactment of its regulations through the European Commission, Council of the European Union
and European Parliament, while most of the JAA regulatory products were harmonized codes
without direct force of law. Also, some JAA nations such as Turkey were outside the EU
whereas by definition, EASA is an agency of the EU and other nations adopt its rules and
procedures on a voluntary basis.

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 The EASA Building and Logo

EASA, based in Cologne, Germany, was formed by the European Parliament

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Jurisdiction
EASA has jurisdiction over new type certificates and other design-related airworthiness
approvals for aircraft, engines, propellers and parts. EASA works with the National Aviation
Authorities (NAAs) of the EU members but has taken over many of their functions in the interest
of aviation standardization across the EU and non-EU members in Europe.

EASA is also responsible for assisting the European Commission in negotiating international
harmonization agreements with the 'rest of the world' on behalf of the EU member states and
also concludes technical agreements at a working level directly with its counterparts around the
world such as the US Federal Aviation Administration (FAA). EASA also sets policy for
aeronautical repair stations (Part-145 organizations in Europe and the US – also known as Part
571 organizations in Canada) and issues repair station certificates for repair stations located
outside the EU (which permits foreign repair stations to perform work acceptable to the
European Union on EU aircraft). EASA has developed regulations for air operations, flight crew
licensing and non-EU aircraft used in the EU.

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Purpose of EASA
The European Aviation Safety Agency (The Agency) is the centre-piece of the European
Union’s strategy for aviation safety. EASA’s mission is to promote the highest common
standards of safety and environmental protection in civil aviation.

The agency’s responsibilities include:

 Expert advice to the EU on the drafting new legislation;

 Developing, implementing and monitoring safety rules, including inspections in the
Member States;
 Type-certification of aircraft and components, as well as the approval of organizations
involved in the design, manufacture and maintenance of aeronautical products;
 Certification of personnel and organizations involved in the operation of aircraft;
 Certification of organizations providing pan-European services;
 Certification of organizations located outside the territory subject to the EC law and
responsible for providing services or training in the Member States where EC law
applies;
 Authorization of third-country (non EU) operators;
 Safety analysis and research, including publication of an Annual Safety Review.

The Agency's tasks are to:

 Help the Community legislature draw up common standards to ensure the highest
possible levels of safety and environmental protection;
 Ensure that they are applied uniformly in Europe and that any necessary safeguard
measures are implemented;
 Promote the spread of standards worldwide.

The Agency may adopt various types of act. It may:

 Take binding individual decisions by granting aircraft type certificates and by conducting
inspections and investigations;
 Issue non-binding documents containing certification specifications, acceptable means of
compliance and guidance material (for use in the certification process) and present
opinions to the European Commission on the essential requirements and implementing
rules to be adopted.

EASA Structure
The National aviation authorities of the EU member states are known as EASA ‘Competent
Authorities’ (CAs). The Competent Authorities are responsible for administering and enforcing
the Rules and Regulations produced by EASA.

The CAs are also responsible for maintaining an individual register of aircraft for their state, and
a register of organizations (such as airline companies operating under an Air Operator
Certificate (AOC) situated in their territories.

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 The EASA administrative structure (correct at July 2015)

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Aircraft Exempt from EASA Regulations
All aircraft are covered by Regulation (EC) No. 216/2008 except for those excluded by
Article 1 of 216/2008 which comprises those engaged in military, customs, police or similar
services. In addition Annex II of 216/2008 also excludes historical aircraft which are very few in
number, experimental aircraft, homebuilt aircraft, microlight aircraft, gliders of very light weight
and very light unmanned aircraft.

The definition of the word ‘aircraft’ is found in Article 2 of Regulation (EU) No 1321/2014 as
follows:

‘aircraft’ means any machine that can derive support in the atmosphere
from the reactions of the air other than reactions of the air against the
earth’s surface

Aircraft used for carrying out military, customs, police, search and rescue, firefighting,
coastguard or similar activities or service. These are considered “government aircraft” and are
not operated or maintained under EASA Regulations.

Annex II aircraft include the following:

 Historic aircraft or aircraft having a historical significance such as

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

 Aircraft specifically designed or modified for research, experimental or scientific

purposes, and likely to be produced in very limited numbers;

 Aircraft of which at least 51% is built by an amateur, or a non-profit making association of

amateurs, for their own purposes and without any commercial objective;

 Aircraft that have been in the service of military forces, unless the aircraft is of a type for
which a design standard has been adopted by the Agency;

 Aeroplanes, helicopters and powered parachutes having no more than two seats, and a
maximum take-off mass (MTOM), of between 300 – 495 kg depending on type

 Aeroplanes, having the stall speed or the minimum steady flight speed in landing
configuration not exceeding 35 knots calibrated air speed (CAS);

 Single and two-seater gyroplanes with a maximum take-off mass not exceeding 560 kg;

 Gliders with a maximum empty mass, of no more than 80 kg when single-seat or 100 kg
when two-seat, including those which are foot launched;

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 Homebuilt aircraft, like this 90% scale
Spitfire, and this ‘historic’ aircraft, the Avro Lancaster, are
“EASA exempt” under Annex II
of the Basic Regulation and are therefore
maintained and flown under National regulations

Homebuilt aircraft, like this 90% scale Spitfire, and this

‘historic’ aircraft, the Avro Lancaster, are “EASA exempt”
under Annex II of the Basic Regulation and are therefore
maintained and flown under National regulations

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Relationships with Other Organizations
The EASA works closely with representatives of other organizations to ensure that it takes their
views into account. Examples are shown below:

1. Interested parties in industry, which are subject to rules drafted by the EASA, are pivotal
in ensuring the success of civil aviation safety standards by assisting in the drafting and
correct application of European Community and EASA rules. European aviation
authorities perform a critical role in assisting the EASA with the performance of its core
rulemaking, certification, and standardization functions.

2. International aviation organizations such as the Joint Aviation Authorities, EUROCON-

TROL, and the International Civil Aviation Organization (ICAO) work together with the
EASA to promote international civil aviation standards.

3. International aviation authorities such as the Federal Aviation Administration, Transport

Canada, DAC/CTA (Brazil), and the Interstate Aviation Committee (Russia) work with the
EASA to ensure compliance with international standards and to facilitate trade in aero-
nautical products.

Of particular note at this time is the imminent trilateral agreement between EASA, FAA
and Transport Canada to release to service components certified by these organizations
in each other’s country, without the Form 1 (or 8130-3) having a dual release
requirement.

4. Accident investigation bodies issue safety recommendations and analysis that guide the
agency’s safety strategy.

Structure of EASA Regulations

The EASA Regulations are written and issued, by the EASA, for and on behalf of the EU
parliament. Once done so, they are written into the Official Journal of the European Union.
This Journal can be viewed online at http://eur-lex.europa.eu.

The drafting and approval of rules (“rulemaking”) is a lengthy process, and involvement of the
EU National Aviation Authorities (NAAs) is maintained throughout via its Advisory Group of
National Authorities (AGNA).

Each Part consists of two sub-sections, A and B.

Sub-section A contains the implementing rules for personnel and organization.

Sub-section B contains implementing rules to enable the Competent Authorities of EASA to

carry out their duties.

The Sub-section paragraphs can be recognized by the inclusion of the letters ‘A’ or ‘B’ as
appropriate in the paragraph number, such as 66.A.15, and 66.B.15.

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 Regulation (EC) No.
216/2008

Regulation (EU) No. 748/2012 Regulation (EU) No. 1321/2014

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Soft Law and Hard Law
EASA regulations are divided into recommendations (soft law) and standards (hard law). Hard
law is binding for all member states and established by the EU Commission, EU Parliament or
the EU Council; whereas soft law [Acceptable Means of Compliance (AMC), Guidance Material
(GM) and Certification Specification (CS) are not binding.

Acceptable means of Compliance (AMC) illustrate a means, but not the only means, by which a
requirement contained in an EASA airworthiness code or an implementing rule of the Basic
Regulation, can be met. An applicant correctly implementing an AMC issued by EASA is
assured of acceptance of compliance. The soft regulations are established directly by EASA
itself.

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Regulation (EC) No. 216/2008
The Basic Regulation

The basic regulation establishes common essential requirements to provide for a high uniform
level of civil aviation safety. It establishes EASA Article 1 and annex ll defines those aircraft
(types and roles) not covered by this regulation.

The regulation has been amended by Commission Regulations (EC) No. 690/2009, (EU) No.
6/2013 and (EC) No. 1108/2009. The amended Regulation (EC) No. 216/2008 further
established regulations regarding:

 Flight Crew Licensing

 Air Operations

Regulation (EU) No. 748/2012

Initial Airworthiness
This lays down implementing rules for the airworthiness and environmental certification of
aircraft and related products, parts and appliances, as well as for the certification of design and
production organisations. It has been amended by Commission Regulation (EU) No. 7/2013.

Regulation (EU) No. 748/2012 contains Annex I - Part-21; the implementing rules for initial
certification of aircraft and environmental standards.

To provide detailed assistance to manufacturers, Certification Specifications (CS) are also

provided to amplify this regulation. These are currently:

 CS-22 (Sailplanes and Powered Sailplanes)

 CS-23 (Normal, Utility, Aerobatic and Commuter Aeroplanes)
 CS-25 (Large Aeroplanes)
 CS-27 (Small Rotorcraft)
 CS-29 (Large Rotorcraft)
 CS-31HB (Hot Air Balloons)
 CS-34 (Aircraft Engine Emissions and Fuel Venting)
 CS-36 (Aircraft Noise)
 CS-APU (Auxiliary Power Units)
 CS-AWO (All Weather Operations)
 CS-E (Engines)
 CS-ETSO (European Technical Standard Orders)
 CS-Definitions (Definitions and Abbreviations)
 CS-P (Propellers)
 CS-VLA (Very Light Aeroplanes)
 CS-VLR (Very Light Rotorcraft)

These are also known as “airworthiness codes” and are based upon (and in most cases are
identical to) the JAA codes which they replace.

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Regulation (EU) No. 1321/2014
Continuing Airworthiness

Regarding on the continuing airworthiness of aircraft and aeronautical products, parts and
appliances, and on the approval of organizations and personnel involved in these.

Consists of 4 Annexes:

o Annex I Part-M Management of Continuing Airworthiness

o Annex ll Part-145 Approval of Maintenance Organisations Commercial and

Large Aircraft

o Annex lll Part-66 Licensing of Aircraft Maintenance Engineers and

Certifying Staff

o Annex lV Part-147 Approval of Training Organisations

To assist organisations and individuals to comply with this regulation Acceptable Means of
Compliance (AMC) and Guidance Material (GM) is provided where applicable, relevant to the
appropriate annex paragraph.

If an organisation wishes to achieve compliance with a regulation by some alternative to the

AMC as published, then it can do so providing it can demonstrate that the alternative method of
compliance is acceptable to the relevant National Aviation Authority (NAA).

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Acceptable Means of Compliance (AMC) and Guidance Material (GM)
The term Acceptable Means of Compliance (AMC) as referred to in Articles 18 and 19 of the
Basic Regulation and its implementing rules is primarily used to qualify technical interpretative
material to be used in the EASA certification process. In this respect, the AMC serve as means
by which the certification requirements contained in the Basic Regulation, and its implementing
rules, and more specifically in their annexes (also referred as "Parts"), can be met by the
applicant.

Acceptable Means of Compliance (AMC) and Guidance Material (GM) illustrate a means, but
not the only means, by which a requirement contained in an EASA airworthiness code or an
implementing rule of the Basic Regulation, can be met. An applicant correctly implementing an
AMC/GM issued by EASA is assured of acceptance of compliance.

As such published acceptable means of compliance / guidance material are not the only means
to show compliance, the applicant may decide to show compliance by other means. When so
doing it does not need to justify why an alternative is used, but the burden of proof that the
requirement is met relies entirely with it.

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Part-66: Certifying Staff
In Europe, Aircraft Maintenance Certifying Personnel have to comply with Part-66 Certifying
Staff of the EASA.

Part-66 was based on the older JAR system and the required training level followed the ATA
104 system. There are 3 levels of authorisation:

A significant difference between the US and the European systems is that in the United States,
aircraft maintenance technicians (Part-65 Airframe and Powerplant Mechanics) are permitted to
work under their own certificates and approve their own work for return to service. European
Part-66 certificate holders are required to perform their functions under the aegis of a Part-145
organisation for Transport Category and Large (MTOM>5700 kg) Airplanes. The Part-145
organisation in the EASA system has the authority to approve for return to service. Many non-
European countries have been moving toward the European approach, most notably Canada.
______________________________________________________

Part-145: Maintenance Organisation Approval

To obtain approval to be an aeronautical repair station, an organisation must write, submit and
keep updated a Maintenance Organisation Exposition (MOE). To support their MOE they must
have a documented set of procedures. Thirdly the organisation must have a compliance matrix
to show how they meet the requirements of Part-145.
______________________________________________________

EASA Part-M: Continuing Airworthiness

EASA Part-M consists of several subparts. The noteworthy subparts are F (Maintenance for
aircraft below 5700 kg in non-commercial environment), and G (Continuing Airworthiness
Management Organization = CAMO, coordinating the compliance of aircraft with maintenance
program, airworthiness directives and service bulletins).
______________________________________________________

EASA Part-147: Training Organisation Requirements

To go with Part-66 on the issuing of licenses is the larger area of setting up and gaining
approval for a training school for aircraft mechanics. Part-147 governs the larger situation of
establishing such a training school.
______________________________________________________

EASA Part-21: Subpart J Design Organisation Approval

Design Organisation means an organisation responsible for the design of aircraft, aircraft
engines, propellers, auxiliary power units, or related parts and appliances, and holding, or
applying for, type-certificates, supplemental type-certificates, changes or repairs design
approvals or ETSO Authorisations. A design organisation holds DOA (Design Organisation
Approval) or, by way of derogation, Alternatives Procedures to DOA. A DOA-list listing all
companies holding DO Approval with their capabilities can be downloaded from the EASA
website.
______________________________________________________

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EASA Part-21: Subpart G Production Organisation Approval
A part built for an aircraft can be certificated with an EASA Form 1 as approved for a particular
aircraft type once it has been installed as prototype to an aircraft and has been certificated by a
Design Organisation with a Minor Change Approval, a Supplemental Type Certificate (STC) or a
Type Certificate (TC).
______________________________________________________

Aircraft Type Certification by EASA

On 28 September 2003, the EASA took over responsibility for the airworthiness and
environmental certification of all aeronautical products, parts, and appliances designed,
manufactured, maintained or used by persons under the regulatory oversight of EU Member
States.

The Certification work also includes all post-certification activities, such as the approval of
changes to, and repairs of, aeronautical products and their components, as well as the issuing
of airworthiness directives to correct any potentially unsafe situation.

All type-certificates are therefore now issued by the EASA and are valid throughout the
European Union. It also carries out the same role for foreign organisations involved in the
manufacture or maintenance of such products. The EASA relies on national aviation authorities
who have historically filled this role and concludes contractual arrangements to this effect.

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Role of the Member States, and Role of the National Aviation
Authorities

General
Each member state has a National Aviation Authority (NAA). Each NAA may or may not be a
fully Competent Authority of EASA, depending on each Authority’s capability. If a NAA is not a
fully Competent Authority, then the functions in which they are not competent, may be
contracted to the NAA of another Member State, or the EASA may perform these functions
directly.

The Member State is responsible for establishing their own National Aviation Authority. From a
general point of view, the National Aviation Authority has the following tasks:

 To prescribe airworthiness requirements and procedures relating to those aircraft and

products that are exempt from EASA regulation, and the implementation of procedures to
incorporate EASA regulations into their own legislative procedures.
 To inform the interested parties regarding the above-mentioned prescriptions. This is
performed in different ways. The authority publishes technical regulations, technical
standards, circulars, etc., to be obtained on request or by other means.
 To control aeronautical material, design, and manufacturing organizations, and aircraft
operators. This is to ensure that all pertinent prescriptions are complied with. Control can
be performed in different ways, with the appropriate involvement of the relevant authority.
 To certificate aeronautical material and organizations. This is to declare in a legal form
compliance with the applicable requirements of an aircraft or part of it, or a change to a
type certificate, the capability of an organization, and so on. This also include the
licensing of aircraft maintenance personnel.

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Aviation regulation and policy is, as far as possible, harmonized across the world to ensure
consistent levels of safety and consumer protection. Within Europe much of the regulations and
legislation that the Member States use to protect consumers is developed and enforced on a
Europe-wide basis. These predominantly originate from the European Commission or via the
EASA.

The Member State plays an active role in assisting with the development of these policies and
regulations and has a close working relationship with the EC and other relevant bodies.

The Member States work very closely with EASA to implement and enforce the regulations in
their own State.

Some Examples of Non-European National Aviation Authorities

United States Federal Aviation Administration (FAA)

Brazil National Civil Aviation Agency of Brazil

Canada Transport Canada

China Civil Aviation Administration of China

Jamaica Jamaica Civil Aviation Authority

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 Some Examples National Aviation Authorities in Europe

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Regulation (EU) No. 1321/2014 and the Relationship between its
Parts and Others
Regulation (EU) No.1321/2014 has four annexes (or ‘Parts’) as previously noted: Part-M, Part-
145, Part-66 and Part-147.

The Regulation and its four parts are integral to continued airworthiness. The following diagram
will assist in understanding how they interrelate.

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 Part-M
Part-145
Maintenance Part-66
Operator Organisation Certifying Staff
Approvals

Part-21
Flight Crew Part-147
Design, Manufacture and
Licensing Training Organisation
Certification of New
and Requirements
Products
Air Operations

Certification
Specifications
(CS)

EASA Regulation (EU) No. 1321/2014 relationships

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An owner or a lessee must have a management organization approved under Part-M Sub-
Part G to manage the airworthiness of his aircraft. This Part-M organization is responsible for
contracting and monitoring the activities of those Part-145 or Part-M Sub Part F Approved
organizations who carry out maintenance on aircraft and its components.

Part-145 organisations require licensed engineers to carry out release to service functions.
These engineers are licensed in accordance with Part-66. To achieve the standards required by
Part-66, engineers have to attend training courses of various standards at Part-147 Approved
training schools.

Part-145 and Part-M organizations require liaison with Part-21 Design organizations to enable
repairs to be approved in accordance with Certification Specification as exemplified by CS-25
(Large Aeroplanes).

Finally, flight crews have an airworthiness responsibility under Part-M in that they can be trained
to carry out pre-flight inspections, which are a Part-M requirement.

If the Owner is operating the aircraft for commercial air transport; then he must hold an Air
Operators Certificate (AOC). In this case, the Part-M approval is issued in conjunction with the
issue of the AOC. The operator cannot have an AOC without an associated Part-M approval.

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 The Air Operator Certificate is
issued to the owner or Lessee of
the aircraft in conjunction with a
Part-M approval.

All operators of aircraft, whether

used for commercial air transport
or flight training etc., must obtain
an AOC in accordance with
Regulation (EU) 965/2012 (see
Chapter 4)

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1-50 Module 10.1 Regulatory Framework
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Worksheet 10.1
Use the following worksheet to revise your knowledge. It may require you to investigate some of
the references quoted at the beginning of this section. However most of the information is
contained in these Study Notes.

1. What is ICAO; where and when was it formed?

International Civil Aviation Organisation. Convention signed 1944, 1947 came into
being

2. What is the function of EASA?

To promote the highest common standards and environmental protection in civil

aviation.
To harmonize regulations for aircraft operation and maintenance across all EU
member states.

3. To whom is the Agency accountable?

European Union

4. When did the Agency take over the responsibility of rules and procedures for operations
and crew licensing?

2008

5. Which aircraft are excluded from EASA?

Annex II aircraft and ‘state’ (or ‘government’) aircraft

6. What is the current number of the basic regulation?

Regulation (EU) No. 216/2008

7. What is Regulation (EU) No. 1321/2014 concerned with and what are its 4 annexes
called?

Continuing Airworthiness
Annex I – Part-M
Annex II – Part-145
Annex III – Part-66
Annex IV – Part-147

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8. What is Regulation (EU) No. 748/2012 concerned with and what are the Certification
Specifications contained within it?

Initial Airworthiness
Certification Specifications provide minimum technical standards for the design and
manufacture of aircraft, engines and propellers

9. The Implementing Rules (IR) contain the AMC and GM. What are the AMC and GM?

Acceptable Means of Compliance and Guidance Material are “soft laws” which
provide examples of how the regulations can be complied with

10. What organisation in an EASA state approves a company to maintain aircraft?

The National Aviation Authority (competent authority)

11. What Organisation approves a company under Part-M or Part-147 if that company’s main
place of business is outside the EU?

EASA directly

12. Which four former JAA members are now treated as members of EASA even though they
are not members of the EU?

Iceland, Liechtenstein, Norway, Switzerland

13. Which organisation can issue approval for design of a product or type certification of a
new aircraft in EU states?

Only EASA

14. Which Regulation created EASA?

Basic Regulation – 216/2008

15. Who created EASA?

European Union (European Parliament)

16. Where will you find a list of aircraft types that do not need to be maintained under EC
regulations?

Annex II of the Basic Regulation

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17. What Regulation establishes the Rules for Initial Certification of aircraft and aircraft
products?

Regulation (EU) No. 748/2012

18. State two certificates that are issued under Implementing Rules of Part 21.

Type Certificate
Certificate of Airworthiness
Noise Certificate

19. What are the Certification Specifications also known as?

Airworthiness Codes

20. What Regulation establishes the Rules for Continuing Airworthiness?

1321/2014

21. What is Annex I of Regulation (EU) No. 1321/2014?

Part-M: Continuing Airworthiness

22. What is Annex II of Regulation (EU) No. 1321/2014?

Part-145: Maintenance Organisation Approvals

23. What is Annex III of Regulation (EU) No. 1321/2014?

Part-66: Certifying Staff

24. What is Annex IV of Regulation (EU) No. 1321/2014?

Part-147: Training Organisation Requirements

25. What Implementing Rule is applicable to the operation of aircraft for Commercial Air
Transport, and what was it previously known as?
Regulation (EU) No. 965/2012
AIR-OPS
Previously EU-OPS / JAR-OPS

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26. Which organisation promotes airworthiness and safety internationally?

ICAO

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European Aviation Safety Agency (EASA)

Module 10
Licence Category A, B1 and B2

Aviation Legislation

10.2 Certifying Staff - Maintenance

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Copyright Notice
© Copyright. All worldwide rights reserved. No part of this publication may be reproduced,
stored in a retrieval system or transmitted in any form by any other means whatsoever: i.e.
photocopy, electronic, mechanical recording or otherwise without the prior written permission of
Turkish Technic Inc.

Knowledge Levels — Category A, B1, B2, B3 and C Aircraft

Maintenance Licence
Basic knowledge for categories A, B1, B2, B3 are indicated by the allocation of knowledge levels indicators (1, 2 or
3) against each applicable subject. Category C applicants must meet the appropriate category B basic knowledge
levels.
The knowledge level indicators are defined as follows:

LEVEL 1
 A familiarisation with the principal elements of the subject.
Objectives:
 The applicant should be familiar with the basic elements of the subject.
 The applicant should be able to give a simple description of the whole subject, using common words and
examples.
 The applicant should be able to use typical terms.

LEVEL 2
 A general knowledge of the theoretical and practical aspects of the subject.
 An ability to apply that knowledge.
Objectives:
 The applicant should be able to understand the theoretical fundamentals of the subject.
 The applicant should be able to give a general description of the subject using, as appropriate, typical
examples.
 The applicant should be able to use mathematical formulae in conjunction with physical laws describing the
subject.
 The applicant should be able to read and understand sketches, drawings and schematics describing the
subject.
 The applicant should be able to apply his knowledge in a practical manner using detailed procedures.

LEVEL 3
 A detailed knowledge of the theoretical and practical aspects of the subject.
 A capacity to combine and apply the separate elements of knowledge in a logical and comprehensive
manner.
Objectives:
 The applicant should know the theory of the subject and interrelationships with other subjects.
 The applicant should be able to give a detailed description of the subject using theoretical fundamentals
and specific examples.
 The applicant should understand and be able to use mathematical formulae related to the subject.
 The applicant should be able to read, understand and prepare sketches, simple drawings and schematics
describing the subject.
 The applicant should be able to apply his knowledge in a practical manner using manufacturer's
instructions.
 The applicant should be able to interpret results from various sources and measurements and apply
corrective action where appropriate.

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Table of Contents

Introduction____________________________________________________________________ 8
General ________________________________________________________________________________8
Age Limitation ___________________________________________________________________________8
Some Definitions _________________________________________________________________________8
Line Maintenance and Base Maintenance____________________________________________ 9
Categories of Licence __________________________________________________________ 10
Category A Licence ______________________________________________________________________10
Category B Licence ______________________________________________________________________11
Category C Licence______________________________________________________________________12
Group Ratings of Aircraft Maintenance Licence ________________________________________________13
Application for a Licence __________________________________________________________________14
Certification Privileges __________________________________________________________ 15
Category A - Aircraft Maintenance Licence ___________________________________________________16
Category B1 - Aircraft Maintenance Licence __________________________________________________16
Category B2 - Aircraft Maintenance Licence __________________________________________________16
Category B3 - Aircraft Maintenance Licence __________________________________________________16
Category C - Aircraft Maintenance Licence ___________________________________________________17
Limitation of Privileges ___________________________________________________________________17
Medical Fitness _________________________________________________________________________17
The Basic Licence - Knowledge Requirements ______________________________________ 18
Category A, B1, B2 and B3 Knowledge Requirements __________________________________________18
Category C Knowledge Requirements _______________________________________________________18
Modular Examinations to be Passed ________________________________________________________18
How many Questions on the Exams? ________________________________________________________20
Experience Requirements _______________________________________________________ 22
Category A, B1.2, B1.4 and B3 Experience Requirements: _______________________________________22
Category B2, B1.1 and B1.3 Experience Requirements: _________________________________________23
Category C Experience Requirements: ______________________________________________________25
Extension to the Basic Licence _____________________________________________________________25
Part-66 Licence Extension Experience Requirements ___________________________________________26
Support Staff ___________________________________________________________________________26
Type Training for B1, B2, B3 or C Category Licences ___________________________________________28
Part-147 Approved Type Course ___________________________________________________________28
Type Experience ________________________________________________________________________29
Type Training for Category C Licence Holders _________________________________________________31
Category B3 Type Endorsement ____________________________________________________________31
Evidence of Qualification ________________________________________________________ 31
Examination by the Competent Authority _____________________________________________________32
Examination by an Approved Part-147 Organisation ____________________________________________32
The Procedure for Licence Application ____________________________________________ 33
The Language of the Licence ______________________________________________________________34
After You Receive Your Licence ____________________________________________________________34
Renewal ______________________________________________________________________________34
The Pages of the Licence ________________________________________________________ 35
Worksheet 10.2 ________________________________________________________________ 41
Part-66________________________________________________________________________________43
Acceptable Means of Compliance (AMC) to Part-66 ____________________________________________47
Guidance Material (GM) to Part-66 __________________________________________________________48

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Enabling Objectives and Certification Statement
Certification Statement
These Study Notes comply with the syllabus of EASA Regulation (EU) No. 1321/2014 Annex III
(Part-66) Appendix I, and the associated Knowledge Levels as specified below:

Part-66 Knowledge Levels

Objective
Reference A B1 B2 B3
Detailed understanding of Part-66. 10.2 2 2 2 2

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References Regulation (EU) 1321/2014 Annex III (Part
and further 66) and its AMC/GM
reading material:

The above mentioned documents can be found here:

http://eur-lex.europa.eu/legal-content/EN/TXT/?uri=uriserv:OJ.L_.2014.362.01.0001.01.ENG

https://easa.europa.eu/system/files/dfu/decision_ED_2003_19_RM.pdf

You are strongly encouraged to study this document (including the AMC/GM) in detail. The
following is a summary of the salient points only. On any Module 10 examination, you are likely
to be examined on all details of the Part-66 including its AMC and GM.

Introduction
General
Part-66 is the name given to Annex III of Regulation (EU) 1321/2014 and it defines the licensing
of aircraft maintenance staff who are employed by a Part-145 or Part-M (Subpart F)
organisation. Part-66 came into force on 29 November 2003, but various derogations allowed
the regulation not to be mandatory until September 2006 for large aircraft (MTOM > 5700 kg), or
September 2008 for light aircraft (MTOM< 5700 kg).

All staff issuing Certificates of Release to Service (CRS) in accordance with Part-145.A.50 and
a Part-M (Subpart F) are required to be licenced in accordance with Part-66; they will hold a
Basic Licence with an aircraft Type/Task endorsement. In addition; there are experience and
age requirements.

An aircraft maintenance engineer can hold multiple categories of licence and of multiple types.

Age Limitation
The minimum age to apply for a Part-66 licence is 18 years. However, the experience and
examinations can be gained prior to this age. The competent authority may impose their own
minimum age limit for taking exams. The minimum age to certify with a licence is 21 years (this
is specified in Part-145).

Some Definitions
 Categories of licence: The types of licence that can be held, with respect to the broad
levels of work that can be performed and certified.
 Certification Privileges of licence holder: The level and category of work that a licence
holder may certify by issuance of a Certificate of Release to Service (CRS). This includes
a breakdown by type and/or specific task, the latter being endorsed on the licence itself.
 Experience Requirements: The practical experience gained prior to the application for a
licence which the applicant must document and have independently verified.
 Knowledge Requirements: The level of theoretical knowledge gained prior to the
application for a licence, which the applicant must gain by examination.

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Line Maintenance and Base Maintenance
The AMC to Part-66 defines the following:

Line maintenance is any maintenance that is carried out before flight to ensure that the aircraft
is fit for the intended flight. It may include:
 trouble shooting;
 defect rectification;
 component replacement with use of external test equipment if required. Component
replacement may include components such as engines and propellers;
 scheduled maintenance and/or checks including visual inspections that will detect
obvious unsatisfactory conditions/discrepancies but do not require extensive in depth
inspection. It may also include internal structure, systems and powerplant items which
are visible through quick opening access panels/doors;
 minor repairs and modifications which do not require extensive disassembly and can be
accomplished by simple means;
 for temporary or occasional cases (such as to comply with an airworthiness directives or
a service bulletins) the quality manager may accept base maintenance tasks to be
performed by a line maintenance organisation provided all requirements are fulfilled. The
Member State will prescribe the conditions under which these tasks may be performed.

Base maintenance is any maintenance tasks falling outside the criteria described above.

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Categories of Licence
The categories of licence are as follows:

 Category A Line Maintenance Certifying Mechanic

 Category B1 Base Maintenance Certifying Technician (Mechanical)
 Category B2 Base Maintenance Certifying Technician (Avionic)
 Category B3 Maintenance Certifying Technician (Light Aircraft)
 Category C Base Maintenance Certifying Engineer

The titles adopted by each competent authority may differ from those shown above, to reflect
titles used in the national language for the above functions but the designators A, B1, B2, B3
and C are required by 66.A.20.

Category A Licence
The Category A licence is further divided into 4 sub categories as follows:

 A1 Aeroplanes – Turbine
 A2 Aeroplanes – Piston
 A3 Helicopters – Turbine
 A4 Helicopters – Piston

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Category B Licence
The Category B licence is further divided into 6 sub categories as follows:

 B1.1 Aeroplanes – Turbine

 B1.2 Aeroplanes – Piston
 B1.3 Helicopters – Turbine
 B1.4 Helicopters – Piston
 B2 Avionics (no further sub division)
 B3 Light Aircraft

Category B3 is applicable to piston-engine non-pressurised aeroplanes of 2000 kg MTOM and

below. There is a proposed future sub division B3 ELA (Extra light Aircraft).

The wider privileges of the Category B licence and the role of the Technician in defect diagnosis
and rectification and system inspection require a more detailed knowledge than that for
Category A. This requires a longer period of experience and examination at a higher level than
for Category A.

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Category C Licence
The category C certification authorisation permits certification of scheduled base maintenance
by the issue of a single certificate of release to service for the complete aircraft after the
completion of all such maintenance. The basis for this certification is that the maintenance has
been carried out by competent mechanics and both category B1 and B2 staff have signed for
the maintenance under their respective specialisation. The principal function of the category C
certifying staff is to ensure that all required maintenance has been called up and signed off by
the category B1 and B2 staff before issue of the certificate of release to service. Category C
personnel who also hold category B1 or B2 qualifications may perform both roles in base
maintenance.

The requirements for Category C can be achieved via two routes;

 a graduate with a degree in Aeronautical Engineering recognised by the competent

authority, or a similar discipline that is considered relevant to aircraft maintenance and
that has been accepted for this purpose by the competent authority, or;
 a B1 or B2 licence holder with a prescribed period of certifying experience.

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Group Ratings of Aircraft Maintenance Licence
For the purpose of ratings on aircraft maintenance licences, aircraft are classified in the
following groups:

 Group 1: complex motor-powered aircraft as well as multiple engine helicopters,

aeroplanes with maximum certified operating altitude exceeding FL290, aircraft equipped
with fly-by-wire systems and other aircraft requiring an aircraft type rating when defined
so by the Agency.
 Group 2: aircraft other than those in Group 1 belonging to the following subgroups:
— sub-group 2a: single turbo-propeller engine aeroplanes
— sub-group 2b: single turbine engine helicopters
— sub-group 2c: single piston engine helicopters.
 Group 3: piston engine aeroplanes other than those in Group 1.

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Application for a Licence
Application for an aircraft maintenance licence (and also any subsequent change to it) is always
made to the competent authority, on EASA Form 19, providing proof of age, identity, level of
theoretical knowledge (exam pass certificates) and level of experience (usually documented
and verified via a completed log book or worksheets).

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 Maintenance Staff are Category A, B1, B2,
B3 or C, for the purposes of certification

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Certification Privileges
Category A - Aircraft Maintenance Licence
A Category A aircraft maintenance licence permits the holder to issue certificates of release to
service following minor scheduled line maintenance and simple defect rectification within the
limits of tasks specifically endorsed on the authorisation (examples of such tasks can be found
in the AMC). The certification privileges are restricted to maintenance which the authorisation
holder has personally performed within a Part-145 or Part-M (Subpart F) organisation.

Category B1 - Aircraft Maintenance Licence

A category B1 certifying staff authorisation permits the holder to issue certificates of release to
service following maintenance, including aircraft structure, powerplants and mechanical and
electrical systems. Authorisation to replace avionic line replaceable units requiring simple tests
to prove their serviceability is also permitted.

Note: Compass compensation and adjustment certification privileges are contained within a
Category B1 licence.

Category B1 includes the corresponding A subcategory.

Category B2 - Aircraft Maintenance Licence

The B2 licence is avionic based and permits the holder to issue certificates of release to
service, following line maintenance on avionic systems:
 Instrument Systems
 Automatic Pilot Systems (fixed and rotary wing), including auto-throttle and auto-land
Systems
 Radio Communication, Navigation and Radar Systems
 Electrical Power Generation and Distribution to Avionic Systems

Note: A Part-66 B2 licence does not automatically include any Category A licence authorisation
entitlement. No A-licence exists for avionic mechanics. However, provision is made to allow the
issue certificates of release to service following minor scheduled line maintenance and simple
defect rectification within the limits of tasks specifically endorsed on the certification
authorisation. This certification privilege is restricted to work that the licence holder has
personally performed in the maintenance organisation which issued the certification
authorisation and limited to the ratings already endorsed in the B2 licence.

Note: Compass compensation and adjustment certification privileges are contained within a
Category B2 licence.

Category B3 - Aircraft Maintenance Licence

The category B3 licence holder can certify piston engine non-pressurised aircraft less than
2000 kg MTOM which are not used for Commercial Air Transport. There are no B3 type
approvals. The B3 licence is a mechanical based licence and permits the holder to issue
certificates of release to service following line maintenance, including aircraft structure,
powerplants and mechanical and electrical systems. Simple testing of avionic systems to prove
their serviceability is also included within the privileges of this licence. Avionic troubleshooting is
not permitted.

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Category C - Aircraft Maintenance Licence
The Category C licence permits the release of an aircraft to service in its entirety by a single
certificate of release to service (CRS) by one overall signatory, once all base maintenance work
and checks have been completed in accordance with Part-145 following a base maintenance
Scheduled Maintenance Inspection of Check. The Category C licence certifier will act primarily
in a maintenance management role controlling the progress of aircraft maintenance work

Category C certifying staff may not carry out the duties of category B1 or B2, or equivalent
within base maintenance, unless they hold the relevant B1 or B2 category and have passed
type training corresponding to the relevant B1 or B2 category.

During Base maintenance, the Category B1, B2 and B3 act as support staff for the Category C
licenced engineer.

Limitation of Privileges
The holder of an aircraft maintenance licence may not exercise certification privileges unless:

 He/she is in compliance with the applicable requirements of Part-M and/or Part-145.

 In the preceding two-year period he/she has, either had six months of maintenance
experience in accordance with the privileges granted by the aircraft maintenance licence
or, met the provision for the issue of the appropriate privileges.

 He/she is able to read, write and communicate to an understandable level in the

language(s) in which the technical documentation and procedures necessary to support
the issue of the certificate of release to service are written.

The level of knowledge should be such that the licence holder is able to:

− read and understand the instructions and technical manuals in use within the
organisation;
− make written technical entries and any maintenance documentation entries, which
can be understood by those with whom they are normally required to communicate;
− read and understand the maintenance organisation procedures;
− communicate at such a level as to prevent any misunderstanding when exercising
certification privileges.

Medical Fitness
Certifying staff must not exercise the privileges of their certification authorisation if they know or
suspect that their physical or mental condition renders them unfit to exercise such privileges.

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The Basic Licence - Knowledge Requirements
Category A, B1, B2 and B3 Knowledge Requirements
Regardless of the method by which a candidate learns the knowledge, in all cases he/she must
pass an examination for those modules in the category he/she is applying for. Upon passing the
first module taken there is then a 10-year window in which all modules required for the particular
licence category must be passed, and the application for the licence made to the competent
authority.

Examinations are conducted by most EASA competent authorities and also at appropriately
approved Part-147 training organisations. You do not need to have studied at the Part-147
training organisation in order to sit exams there.

Details of the modules required, the syllabus for each module and the knowledge level required
are found in Annex I to Part-66.

Some competent authority may operate a Credit system, whereby examinations passed which
form the knowledge requirement for a different licence category and/or other equivalent
technical qualifications may be acceptable to the competent authority. In such cases, each
application is usually considered and reviewed by the competent authority on an individual
case-by-case basis.

If an applicant is previously qualified with an academic degree in an aeronautical, mechanical or

electronic discipline from a recognised university or other higher educational institute the need
for any examination will depend upon the course taken and its relation to Appendix I to Part-66
(the Syllabus). For example, if the applicant has a university degree in Aeronautical
Engineering, they may be exempt the maths, physics and aerodynamics exams.

However, the content of their degree syllabus must have been assessed by the competent
authority regarding its suitability for this purpose.

Knowledge gained and examinations passed during previous experiences, for example, in
military aviation and civilian apprenticeships will be credited where the competent authority is
satisfied that such knowledge and examinations are equivalent to the Part-66 syllabus.

Category C Knowledge Requirements

Category C certifying staff with a mechanical background should meet the Category B1 basic
knowledge levels. Category C certifying staff with an avionic background should meet the
category B2 basic knowledge levels.

Applicants following the Graduate route for direct issue of Category C must still pass either the
Category B1 or B2 full examinations unless the degree course has been approved by the
competent authority for this purpose, or exemptions have been agreed as a result of the
assessment of the particular degree course.

Modular Examinations to be Passed

The table below shows the examinations which the prospective licenced aircraft maintenance
personnel must pass in order to show compliance with the Part-66 Knowledge Requirements.

The syllabus for each Module can be found in Appendix I of Part-66.

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How many Questions on the Exams?
The following shows how many questions are required to be asked on the examination for each
Module. The time allowed for the exam (based on 1 minute 15 seconds per question) is also
shown.

Note that these are the MINIMUM number of questions based on the requirement of Part-66.
Examination centres may choose to use quantities of questions in excess of the required
minimum.

1. Mathematics
Category A: 16 multi-choice and 0 essay questions, 20 minutes.
Category B1: 32 multi-choice and 0 essay questions, 40 minutes.
Category B2: 32 multi-choice and 0 essay questions, 40 minutes.
Category B3: 28 multi-choice and 0 essay questions, 35 minutes.

2. Physics
Category A: 32 multi-choice and 0 essay questions, 40 minutes.
Category B1: 52 multi-choice and 0 essay questions, 65 minutes.
Category B2: 52 multi-choice and 0 essay questions, 65 minutes.
Category B3: 28 multi-choice and 0 essay questions, 35 minutes.

3. Electrical Fundamentals
Category A: 20 multi-choice and 0 essay questions, 25 minutes.
Category B1: 52 multi-choice and 0 essay questions, 65 minutes.
Category B2: 52 multi-choice and 0 essay questions, 65 minutes.
Category B3: 24 multi-choice and 0 essay questions, 30 minutes.

4. Electronic Fundamentals
Category B1: 20 multi-choice and 0 essay questions, 25 minutes.
Category B2: 40 multi-choice and 0 essay questions, 50 minutes.
Category B3: 8 multi-choice and 0 essay questions, 10 minutes.

5. Digital Techniques, Electronic Instrument Systems

Category A: 16 multi-choice and 0 essay questions, 20 minutes.
Category B1.1 and B1.3: 40 multi-choice and 0 essay questions, 50 minutes.
Category B1.2 and B1.4: 20 multi-choice and 0 essay questions, 25 minutes.
Category B2: 72 multi-choice and 0 essay questions, 90 minutes.
Category B3: 16 multi-choice and 0 essay questions, 20 minutes.

6. Materials and Hardware

Category A: 52 multi-choice and 0 essay questions, 65 minutes.
Category B1: 72 multi-choice and 0 essay questions, 90 minutes.
Category B2: 60 multi-choice and 0 essay questions, 75 minutes.
Category B3: 60 multi-choice and 0 essay questions, 75 minutes.

7A. Maintenance Practices

Category A: 72 multi-choice and 2 essay questions, 90 minutes plus 40 minutes.
Category B1: 80 multi-choice and 2 essay questions, 100 minutes plus 40 minutes.
Category B2: 60 multi-choice and 2 essay questions, 75 minutes plus 40 minutes.

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7B. Maintenance Practices
Category B3: 60 multi-choice and 2 essay questions, 75 minutes plus 40 minutes.

8. Basic Aerodynamics
Category A: 20 multi-choice and 0 essay questions, 25 minutes.
Category B1: 20 multi-choice and 0 essay questions, 25 minutes.
Category B2: 20 multi-choice and 0 essay questions, 25 minutes.
Category B3: 20 multi-choice and 0 essay questions, 25 minutes.

9A. Human Factors

Category A: 20 multi-choice and 1 essay question, 25 minutes plus 20 minutes.
Category B1: 20 multi-choice and 1 essay question, 25 minutes plus 20 minutes.
Category B2: 20 multi-choice and 1 essay question, 25 minutes plus 20 minutes.

9B. Human Factors

Category B3: 16 multi-choice and 1 essay questions, 20 minutes plus 20 minutes.

10. Aviation Legislation

Category A: 32 multi-choice and 1 essay question, 40 minutes plus 20 minutes.
Category B1: 40 multi-choice and 1 essay question, 50 minutes plus 20 minutes.
Category B2: 40 multi-choice and 1 essay question, 50 minutes plus 20 minutes.
Category B3: 32 multi-choice and 1 essay questions, 40 minutes plus 20 minutes.

11A. Turbine Aeroplane Aerodynamics, Structures and Systems

Category A: 108 multi-choice and 0 essay questions, 135 minutes.
Category B1: 140 multi-choice and 0 essay questions, 175 minutes.

11B. Turbine Aeroplane Aerodynamics, Structures and Systems

Category A: 72 multi-choice and 0 essay questions, 90 minutes.
Category B1: 100 multi-choice and 0 essay questions, 125 minutes.

11C. Turbine Aeroplane Aerodynamics, Structures and Systems

Category B3: 60 multi-choice and 0 essay questions, 75 minutes.

12. Helicopter Aerodynamics, Structures and Systems

Category A: 100 multi-choice and 0 essay questions, 125 minutes.
Category B1: 128 multi-choice and 0 essay questions, 160 minutes.

13. Aircraft Aerodynamics, Structures and Systems

Category B2: 180 multi-choice and 0 essay questions, 225 minutes.
Questions and time allowed may be split into two examinations as appropriate.

14. Propulsion
Category B2: 24 multi-choice and 0 essay questions, 30 minutes.

15. Gas Turbine Engine

Category A: 60 multi-choice and 0 essay questions, 75 minutes.
Category B1: 92 multi-choice and 0 essay questions, 115 minutes.

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16. Piston Engine
Category A: 52 multi-choice and 0 essay questions, 65 minutes.
Category B1: 72 multi-choice and 0 essay questions, 90 minutes.
Category B3: 68 multi-choice and 0 essay questions, 85 minutes.

17A. Propeller
Category A: 20 multi-choice and 0 essay questions, 25 minutes.
Category B1: 32 multi-choice and 0 essay questions, 40 minutes.

17B. Propeller
Category B3: 28 multi-choice and 0 essay questions, 35 minutes.

Experience Requirements
Category A, B1.2, B1.4 and B3 Experience Requirements:
For category A, subcategories B1.2 and B1.4 and category B3, the required minimum
experience is one of the following:

 3 years of practical maintenance experience on operating aircraft, if the applicant has no

previous relevant technical training; or
 2 years of practical maintenance experience on operating aircraft and completion of
training considered relevant by the competent authority as a “skilled worker”, in a
technical trade; or
 1 year of practical maintenance experience on operating aircraft and completion of a
basic training course approved in accordance with Part-147.

A “skilled worker” is a person who has successfully completed a course of training, acceptable
to the competent authority, involving the manufacture, repair, overhaul or inspection of
mechanical, electrical or electronic equipment. The training would include the use of tools and
measuring devices.

It should be noted that the Category A licence allows approval to release to service of only
those “tasks” for which the licenced mechanic is approved by the Part-145 Organisation. There
are no type approvals for Category A Basic Licence.

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 The aircraft maintenance experience logbook is usually used to record,
verify and demonstrate the applicant’s level of practical experience

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Category B2, B1.1 and B1.3 Experience Requirements:
For category B2 and subcategories B1.1 and B1.3 the required minimum experience is one of
the following:

 5 years of practical maintenance experience on operating aircraft if the applicant has no

previous relevant technical training; or
 3 years of practical maintenance experience on operating aircraft and completion of
training considered relevant by the competent authority as a “skilled worker”, in a
technical trade; or
 2 years of practical maintenance experience on operating aircraft and completion of a
basic training course approved in accordance with Part-147.

A “skilled worker” is a person who has successfully completed a course of training, acceptable
to the competent authority, involving the manufacture, repair, overhaul or inspection of
mechanical, electrical or electronic equipment. The training would include the use of tools and
measuring devices.

“Recent” Practical Maintenance Experience - All applicants must have gained at least one
year of experience on aircraft typical of the category or sub-category applied for. Of this one
year of experience, 50% must have been gained in the 12 months immediately prior to the
application. The remainder must have been gained in the 7 years before the application for the
licence.

Any aircraft maintenance experience gained outside a civil aircraft maintenance environment
(on military aircraft for example) is accepted when such maintenance is equivalent to that
required by this Part-66 as established by the competent authority. Additional experience of civil
aircraft maintenance shall, however, be required to ensure adequate understanding of the civil
aircraft maintenance environment.

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Category C Experience Requirements:
The Category C licence may be obtained via one of two available routes: either by experience
gained through holding a Category B1 or B2 licence, or as a graduate entrant with a degree that
is considered to be acceptable to the competent authority.

 The B1 and B2 Route

This route requires that an applicant has worked 3 years as a B1.1, B1.3 or B2 certifying
technician on Large Aircraft or 5 years as a B1.2 and B1.4 certifying technician. It is
however recommended that any applicant to a category C holding a B1 or B2 licence
demonstrate at least 12 month’s experience as a B1 or B2 base maintenance support
staff.

 The Graduate Route

A graduate holding a degree in Aeronautical Engineering, or a similar discipline that is
considered by the competent authority relevant to aircraft maintenance that has been
accepted for this purpose by the competent authority, must have at least 3 years of
experience in a civil aircraft maintenance environment including 6 months of observation
of base maintenance tasks. There are currently no standard assessment terms for these
applications and therefore applicants are advised, before applying for licence issue, to
ensure they meet the experience criteria in accordance with Part-66 paragraph 66.A.30
and related AMC. A person qualifying for a Category C licence via this route will not be
entitled to a Category B1, B2 or B3 licence unless the requirements for those categories
are met independently.

An applicant holding an academic degree the representative selection of tasks should

include the observation of hangar maintenance, maintenance planning, quality
assurance, record-keeping, approved spare parts control and engineering development.

Extension to the Basic Licence

A licence holder is permitted to extend his basic licence to include an additional category. To
achieve this, he/she needs to pass those exams or parts of exams to satisfy the extra licence
requirement and also show proof of experience in the new category.

The original licence must have been issued by the competent authority before any extension to
it will be considered. The additional experience duration can be found in Appendix IV to Part-
66.

For subsequent category/subcategory additions to an existing aircraft maintenance licence, the

additional recent maintenance experience required may be less than 1 year, but is at least 3
months. The required experience is dependent upon the difference between the licence
category/subcategory held and applied for. Such additional experience is typical of the new
licence category/ subcategory sought.

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Part-66 Licence Extension Experience Requirements
The table below shows the experience requirements for adding a new category or subcategory
to an existing Part-66 licence.

The experience shall be practical maintenance experience on operating aircraft in the

subcategory relevant to the application.

The experience requirement will be reduced by 50% if the applicant has completed an approved
Part-147 course relevant to the subcategory.

From /
A1 A2 A3 A4 B1.1 B1.2 B1.3 B1.4 B2 B3
To

A1 - 6m 6m 6m 2y 6m 2y 1y 2y 6m

A2 6m - 6m 6m 2y 6m 2y 1y 2y 6m

A3 6m 6m - 6m 2y 1y 2y 6m 2y 1y

A4 6m 6m 6m - 2y 1y 2y 6m 2y 1y

B1.1 None 6m 6m 6m - 6m 6m 6m 1y 6m

B1.2 6m None 6m 6m 2y - 2y 6m 2y None

B1.3 6m 6m None 6m 6m 6m - 6m 1y 6m

B1.4 6m 6m 6m None 2y 6m 2y - 2y 6m

B2 6m 6m 6m 6m 1y 1y 1y 1y - 1y

B3 6m None 6m 6m 2y 6m 2y 1y 2y -

Support Staff
By certifying individual tasks during base maintenance, the B1, B2 and B3 licenced staff, who
may or may not have certification privileges in their own right, are defined as Support Staff. The
category C licenced engineer can only certify the whole aircraft after the support staff have
certified the individual tasks required by the Scheduled Maintenance Inspection or “Check”.

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 Base Maintenance checks (such as A, C or D checks), are
certified in their entirety, by a Category C licence holder

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Endorsements with Aircraft Type Ratings
General
In order to be entitled to exercise certification privileges on a specific aircraft type, the holder of
an aircraft maintenance licence in categories B1, B2, B3 and C need to have his/her licence
endorsed with the relevant aircraft ratings. A Category A licence does not contain type ratings.

For category B1, B2 or C the relevant aircraft ratings are as follows:

 For group 1 aircraft, the appropriate aircraft type rating.

 For group 2 aircraft, the appropriate aircraft type rating, manufacturer sub-group rating or
full sub-group rating.
 For group 3 aircraft, the appropriate aircraft type rating or full group rating.

For category B3, the relevant rating is ‘piston-engine non-pressurised aeroplanes of 2,000 kg
MTOM and below.

Note: There are additional requirements to be satisfied for authorisation issue. ‘Certification
Authorisation’ means the authorisation issued to certifying staff by the Part-145 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 Part-145 organisation.

The endorsement of aircraft type ratings requires the satisfactory completion of the relevant
category B1, B2 or C aircraft type training.

The endorsement of the first aircraft type rating within a given category/sub-category requires
satisfactory completion of the corresponding On the Job Training, as described in Appendix III
to Part-66.

Type Training for B1, B2, B3 or C Category Licences

Type training is carried out by approved Part-147 training organisation. Each type course, is
then approved by the competent authority and added to the Part-147 approval certificate for that
organisation. Exceptionally the competent authority can approve a type course to be carried out,
without the provider being approved. However, the standard required will be that of a Part-147
approved training organisation.

Part-147 Approved Type Course

An approved B1 or B2 type course consists of all the elements of an aircraft, as required for a
B1 or B2 licenced aircraft maintenance technician to carry out the requirements of his/her
approval.

Full details can be obtained in Appendix III of Part-66.

The completion of aircraft type training will be demonstrated by a multi-choice written

examination carried out by a Part-147 organisation.

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 Aircraft Type Training includes classroom and practical tuition, and is
completed by success in the associated examination

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Type Experience
Part-66 requires that a satisfactory amount of experience is required for an aircraft rating, in
addition to the training. As a guide, 4 months is considered to be acceptable although the
experience required will largely depend on the licence(s) and rating(s) already held. Where a
similar aircraft type is held to that which is being applied for, experience can be reduced;
however, the experience should not be less than two weeks. For each application, the
competent authority will need to satisfy itself that the practical training is of sufficient duration
before adding a type rating.

There are three types of experience that are deemed to be acceptable, as detailed below.

1 Experience gained during an approved Part-147 training course. This experience should
be detailed in logbook format and supported by the appropriate Part-147 certificate.

2 Experience gained in an approved Part-145 maintenance organisation. Again this

experience should be detailed in logbook format, however, worksheets that are certified
by an Assessor and cross-referred to on the Licence Application Form (Form 19) will be
accepted.

3 Any experience gained in an organisation that has been officially accepted by the
competent authority. This experience must again be detailed in logbook format or
worksheets, both of which must be suitably verified and certified.

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Type Training for Category C Licence Holders
A category C licence holder must attend and pass, one aircraft type course, typical of the types
in his certifying environment, to the same standard as B1 or B2 certifying staff. There is no
practical training requirement.

Category B3 Type Endorsement

There is no aircraft type course requirement for a B3 type endorsement, Just the general
endorsement: ‘Piston Engine Non Pressurised Aeroplanes 2000 kg MTOM and below’

Evidence of Qualification
Personnel exercising certification privileges as well as support staff shall produce their licence,
as evidence of qualification, within 24 hours upon request by an authorised person.

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Examination Standards and Requirements
An applicant for an aircraft maintenance licence or the addition of a category or subcategory to
such an aircraft maintenance licence shall demonstrate, by examination, a level of knowledge in
the appropriate subject modules in accordance with Appendix I to Part-66. The basic knowledge
examinations must be conducted by a training organisation appropriately approved under
Part-147 or by the competent authority. Type examinations are carried out by approved
Part-147 type training organisations. Examinations are all multiple choice except for the essay
element.

Examination by the Competent Authority

 All examination questions have to be kept in a secure manner prior to an examination, to
ensure that candidates will not know which particular questions will form the basis of the
examination. The competent authority shall nominate those persons who control the
questions to be used for each examination.
 The competent authority shall appoint examiners who are present during all
examinations to ensure the integrity of the examination.
 Basic examinations shall follow the standard specified in Appendix I (The Syllabus) and II
(Basic Examination Standard) to Part-66.
 Type examinations must follow the standard specified in Appendix III (Aircraft Type
Training and Examination Standard) to this Part-66.
 New essay questions are raised at least every six months and used questions withdrawn
or rested from use. A record of the questions used is retained in the records for
reference.
 All examination papers are handed out at the start of the examination to the candidate
and handed back to the examiner at the end of the allotted examination time period.
 No examination paper may be removed from the examination room during the allotted
examination time period.
 Apart from specific documentation needed for type examinations, only the examination
paper may be available to the candidate during the examination.
 Examination candidates are separated from each other so that they cannot read each
other's examination papers. They may not speak to any person other than the examiner.
 Candidates who are proven to be cheating are banned from taking any further
examination within 12 months of the date of the examination in which they were found
cheating.

Examination by an Approved Part-147 Organisation

The examinations carried out by a Part-147 organisation are drawn from a database held by the
organisation and approved by the competent authority. The standards and methodology for
examinations conducted by the Part-147 organisation are the same as those of the competent
authority.

Examinations have a 75% pass mark with no negative marking.

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 Examinations to prove
knowledge levels can
be carried out either at
the Competent
Authority’s own exam
centres, or at a Part-147
organisation

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The Procedure for Licence Application
So what do you need to do to apply for a basic licence or an extension to a licence? The
following list details the requirement

 Pass the appropriate Basic Licence Modules and collect the pass-certificates See
Appendix I (The Syllabus) to Part-66.

 Gain the experience required and record using a logbook. The competent authority may
specify a preferred logbook format although worksheets may be permitted. The logbook
or worksheets must be countersigned by an approved assessor from a Part-145 or Part-
147 organisation.

 Provide a proof of Identity (Passport or Birth Certificate is preferred).

 Complete EASA Form 19.

 Pay the appropriate fee.

Applications should be sent to the competent authority of the Member State.

Some companies have delegated the screening of a licence application to approved Part-145
companies, therefore in the first instance it is desirable to check with your Part-145 quality
department, before you send it to the competent authority. In all instances the competent
authority issues the licence.

To apply for a type endorsement to the basic licence then apply on Form 19 as before attaching
a certificate showing a pass in the type course taken. This certificate must be issued by a
Part-147 organisation.

Worksheets/logbook evidence suitably endorsed will also be needed as evidence of experience.

As always the appropriate fee is required.

The Language of the Licence

The licence is written in the language of the issuing competent authority but if you wish to use it
in another Member State it must also have an English translation.

After You Receive Your Licence

Upon receipt of a Part-66 basic licence it must be signed by the holder and kept with a visual
proof of identity.

Renewal
The Part-66 Aircraft Maintenance Licence becomes invalid five years after its last issue or
amendment, unless the holder submits his/her Licence to the competent authority that issued it,
in order to verify that the information contained in the licence is the same as that contained in
the competent authority records.

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 The EASA Form 19 can be adapted and translated (if necessary)
by the competent authority

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The Pages of the Licence
The Licence is issued by the Competent Authority in a hard-bound A5 size booklet. The
Licence is officially known as EASA Form 26.

The document may be printed in the English or the official language of the Member State
concerned, except that if the official language of the Member State concerned is used, a second
English copy is attached for any licence holder that works outside that Member State to ensure
understanding for the purpose of mutual recognition.

Each licence holder shall have a unique licence number based upon a National identifier and an
alpha-numeric designator.

The document may have the pages in any order and need not have some or any divider lines as
long as the information contained is positioned such that each page layout can clearly be
identified with the format of the example of the aircraft maintenance licence contained herein.

The document may be prepared by either of the following:

 the competent authority of the Member State; or

 by any maintenance organisation approved in accordance with Part-145 if the competent
authority agrees so and subject to a procedure developed as part of the maintenance
organisation exposition

In either case above, the competent authority of the Member State will issue the document.

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 The EASA Part-66 Aircraft Maintenance Licence is issued by the
competent authority. This example is issued by the UK Civil Aviation
Authority (UK CAA)

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The aircraft maintenance licence once issued is required to be kept by the person to whom it
applies in good condition and who shall remain accountable for ensuring that no unauthorised
entries are made. Failure to comply with this may invalidate the document and could lead to the
holder not being permitted to hold any certification privilege and may result in prosecution under
national law.

The Part-66 aircraft maintenance licence is recognised in all Member States and it is not
necessary to exchange the document when working in another Member State.

The pages are typically as follows:

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Worksheet 10.2
Use the following worksheet to revise your knowledge. Use the original documents of Part-66
and the AMC and the GM as stated.

Part-66

1. To what current EU Regulation is Part-66 an annex of, and what annex is it?

Regulation (EU) 1321/2014 - Annex III

2. To what aircraft are the following Part-66 categories applicable?

 A1 and B1.1:- Aeroplanes Turbine

 A2 and B1.2:- Aeroplanes Piston

 A3 and B1.3:- Helicopters Turbine

 A4 and B1.4:- Helicopters Piston

 B2:- All Avionics

 B3:- Light aircraft

3. To what category of aircraft is the B3 licence applicable?

Piston engined non-pressurised aeroplanes of 2000 kg MTOM and below

4. A single turbine engine helicopter would belong to what Group of aircraft for the purpose
of maintenance licensing?

Sub-Group 2b

5. On what EASA Form is an aircraft maintenance licence application made, and to whom
is the application made?

Form 19
Competent authority

6. When making an application for a licence, documentation is to accompany the

application. This is to demonstrate compliance with what?

Completed logbook – Proof of Experience requirements

Module exam certificates (Module credits) – Proof of Knowledge requirements
ID (e.g. certified copy of passport) – proof of age and identity

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7. What is the minimum age for an applicant for a Part-66 licence?

18 (but cannot certify with it until 21)

8. A Category A licence holder issues certificates of release to service for what?

Following minor scheduled line maintenance and simple defect rectification within
the limits of tasks specifically endorsed on the authorisation.

9. Can a category A licence holder sign for work carried out by someone else?

No, only work they have personally carried out

10. Where will you find a list of typical tasks that a category A licence holder may be
authorised to perform and certify?

AMC to Part-145

11. A Category B1 licence holder issues certificates of release to service for what?

Following maintenance, including aircraft structure, powerplants and mechanical and

electrical systems, and avionic LRUs requiring simple tests to prove serviceability.

12. Does a category B1 licence holder automatically hold a category A licence?

Yes

13. A Category B2 licence holder issues certificates of release to service for what?

Following maintenance on avionic systems, including instruments, autopilots, radio

com, nav and radar and electrical power generation systems.

14. Does a category B2 licence holder automatically hold a category A licence?

No

15. Category C Issues certificates of release to service for what?

Of an aircraft in its entirety after a base maintenance Scheduled Maintenance

Inspection (SMI).

16. Before a licence holder is authorised to exercise the privileges of their licence, they must
be in compliance with the requirements of what two other Implementing Rules?

Part-M and Part-145.

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17. Before a Part-66 licence holder signs a certificate of release to service, he/she must
check that they have had how much aircraft maintenance experience in the preceding 2
years?

6 months

18. What determines the language the Part-66 licence holder must speak?

The language in which the technical documentation and procedures necessary to

support the issue of the CRS are written.

19. Where would you find the syllabus for the modules you need to study for a Part-66
licence?

Appendix I of Part-66 (Annex III of 1421/2014)

20. Where must you go to sit the Part-66 licence examinations?

Either the competent authority or the a Part-147 approved `organisation

21. The relevant experience requirements for the following categories of licence are:

Category A, B1.2 and B1.4

 Three years of practical maintenance experience, if:-

applicant has no previous experience

 Two years of practical maintenance experience, if:-

applicant has completed training considered relevant by the competent authority

as a “skilled worker” in a technical trade

 One years of practical maintenance experience, if:-

applicant has attended a Part-147 approved training course

Category B2, B1.1 and B1.3

 Five years of practical maintenance experience, if:-

applicant has no previous experience

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  Three years of practical maintenance experience, if:-

applicant has completed training considered relevant by the competent authority

as a “skilled worker” in a technical trade

 Two years of practical maintenance experience, if:-

applicant has attended a Part-147 approved training course

Category C

 Three years of experience of:-

after working as a B1.1, B1.3 or B2 certifying technician

 Five years of experience of:-

after working as a B1.2 or B1.4 certifying technician

 The academic route - _3___ years of experience

in a civil aircraft maintenance environment, including 6 months observation of

base maintenance tasks

22. If someone wishes to “extend” a licence, where will they find how much experience in the
respective discipline is required?

Appendix IV of Part-66

23. How much of the required maintenance experienced is required to be “recent”?

6 months gained in 12 months immediately prior to application.

24. The total amount of experience required is to be gained in what time period?

7 years

25. For what reason is a part-66 licence returned to the competent authority 5-years after
issue?

To verify that the information contained in the licence is the same as that
contained in the competent authority records

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26. What is the first thing the licence holder must do to make his/her licence valid, once it
has been received from the competent authority?

Sign it

27. Which licence category does not require any type rating endorsement?

Category A (has ‘task’ endorsements)

28. Within what time period must licensed aircraft maintenance personnel provide evidence
of their qualification, if required to do so by an authorised person?

24 hours

29. What are the titles of the following Appendices to Part-66?

Appendix I – Basic Knowledge Requirements (the syllabus)

Appendix II – Basic examination standard

Appendix III – Aircraft type training and examination

standard

Appendix IV – Experience requirements for extending a

Part-66 aircraft maintenance licence

Appendix V – Application form – EASA Form 19

Appendix VI – Aircraft maintenance licence referred to

in Annex III (Part-66) – EASA form 26

Acceptable Means of Compliance (AMC) to Part-66

30. A change of an engine or propeller is what type of maintenance (line or base

maintenance)?

Line

31. It is recommended that an applicant for a Category C licence has how much experience
of certifying as a B1 or B2 aircraft maintenance technician?

12 months of the 3 years

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32. 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.

33. Appendix I to the Part-66 AMC has what title, and provides a list of what?

Aircraft Type Ratings for Part-66 Aircraft Maintenance Licence

Provides a list of aircraft types above 5700 kg on which a Type Rating can be gained

34. Appendix II to the Part-66 AMC has what title, and provides a list of what?

Aircraft type practical experience list of tasks

Guidance Material (GM) to Part-66

35. What are the titles for the following aircraft maintenance designators:

Category A: Line maintenance certifying mechanic

Category B1: Maintenance certifying technician –

mechanical

Category B2: Maintenance certifying technician - avionic

Category C: Base maintenance certifying engineer

36. Category C certifying staff must meet the relevant level of knowledge for either of which
two licence category?

B1 or B2

37. Part-66 Appendix III type training levels are based upon what corresponding type training
levels?

ATA 104

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European Aviation Safety Agency (EASA)

Module 10
Licence Category A, B1 and B2

Aviation Legislation

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Copyright Notice
© Copyright. All worldwide rights reserved. No part of this publication may be reproduced,
stored in a retrieval system or transmitted in any form by any other means whatsoever: i.e.
photocopy, electronic, mechanical recording or otherwise without the prior written permission of
Turkish Technic Inc.

Knowledge Levels — Category A, B1, B2, B3 and C Aircraft

Maintenance Licence
Basic knowledge for categories A, B1, B2, B3 are indicated by the allocation of knowledge levels indicators (1, 2 or
3) against each applicable subject. Category C applicants must meet the appropriate category B basic knowledge
levels.
The knowledge level indicators are defined as follows:

LEVEL 1
 A familiarisation with the principal elements of the subject.
Objectives:
 The applicant should be familiar with the basic elements of the subject.
 The applicant should be able to give a simple description of the whole subject, using common words and
examples.
 The applicant should be able to use typical terms.

LEVEL 2
 A general knowledge of the theoretical and practical aspects of the subject.
 An ability to apply that knowledge.
Objectives:
 The applicant should be able to understand the theoretical fundamentals of the subject.
 The applicant should be able to give a general description of the subject using, as appropriate, typical
examples.
 The applicant should be able to use mathematical formulae in conjunction with physical laws describing the
subject.
 The applicant should be able to read and understand sketches, drawings and schematics describing the
subject.
 The applicant should be able to apply his knowledge in a practical manner using detailed procedures.

LEVEL 3
 A detailed knowledge of the theoretical and practical aspects of the subject.
 A capacity to combine and apply the separate elements of knowledge in a logical and comprehensive
manner.
Objectives:
 The applicant should know the theory of the subject and interrelationships with other subjects.
 The applicant should be able to give a detailed description of the subject using theoretical fundamentals
and specific examples.
 The applicant should understand and be able to use mathematical formulae related to the subject.
 The applicant should be able to read, understand and prepare sketches, simple drawings and schematics
describing the subject.
 The applicant should be able to apply his knowledge in a practical manner using manufacturer's
instructions.
 The applicant should be able to interpret results from various sources and measurements and apply
corrective action where appropriate.

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Table of Contents

General _________________________________________________________________ 10
Competent Authority _____________________________________________________ 10
Applicability ____________________________________________________________ 10
Application _____________________________________________________________ 11
145.A.10 – Scope _________________________________________________________ 11
Maintenance Organisation Exposition (MOE) __________________________________ 11
Line Maintenance and Base Maintenance _____________________________________ 12
Small Part-145 Organisations ______________________________________________ 12
Part-M Subpart F Maintenance Organisation___________________________________ 12
145.A.20 – Terms of approval _______________________________________________ 14
Classes and Ratings _____________________________________________________ 16
145.A.25 – Facility requirements ____________________________________________ 18
The Working Environment _________________________________________________ 18
Storage Facilities ________________________________________________________ 22
145.A.30 – Personnel Requirements _________________________________________ 24
The Accountable Manager _________________________________________________ 24
The Management Team___________________________________________________ 24
Maintenance Man-hour Plan _______________________________________________ 25
Personnel Competence ___________________________________________________ 25
Human Factors Training __________________________________________________ 26
Limited Certification Authorisations, and Aircraft Away from Base___________________ 27
145.A.35 – Certifying Staff and Support Staff __________________________________ 28
Definitions _____________________________________________________________ 28
Adequate Understanding of the Aircraft _______________________________________ 28
Recency and Continuation Training __________________________________________ 28
Records of Certifying Staff _________________________________________________ 29
Category A Certifying Staff ________________________________________________ 30
145.A.40 – Equipment, Tools and Materials ___________________________________ 32
Approved Tooling ________________________________________________________ 32
Calibration _____________________________________________________________ 32
145.A.42 Acceptance of Components ________________________________________ 33
Component Classification _________________________________________________ 34
Eligibility to be Fitted _____________________________________________________ 35
Locally Manufactured Parts ________________________________________________ 35
Life Expired Parts________________________________________________________ 35
145.A.45 – Maintenance Data _______________________________________________ 36
General _______________________________________________________________ 36
Examples of Applicable Data _______________________________________________ 38
CDCCL Modifications_____________________________________________________ 38
Work cards_____________________________________________________________ 38
Electronic Recording _____________________________________________________ 38

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 145.A.47 – Production planning _____________________________________________ 40
General _______________________________________________________________ 40
Planning for Human Performance Limitation ___________________________________ 40
Shift/Task Handover _____________________________________________________ 40
145.A.50 – Certification of Maintenance ______________________________________ 41
Certificate of Release to Service for Class ‘A’ Approved Organisations ______________ 42
The Certificate of Release to Service for Class ‘B’ and ‘C’ Approved Organisation ______ 44
145.A.55 – Maintenance Records ____________________________________________ 46
General _______________________________________________________________ 46
Retention ______________________________________________________________ 46
Record Keeping for Modular Engines ________________________________________ 46
145.A.60 – Occurrence Reporting ___________________________________________ 48
External Occurrence Reporting _____________________________________________ 48
Examples of reporting: ____________________________________________________ 48
Internal Occurrence Reporting ______________________________________________ 50
145.A.65 – Safety and Quality Policy, Maintenance Procedures and Quality Systems _ 52
Quality Policy Contents ___________________________________________________ 52
Critical Systems _________________________________________________________ 52
Procedures ____________________________________________________________ 52
Sign-offs_______________________________________________________________ 54
CDCCL Tasks __________________________________________________________ 54
Quality System __________________________________________________________ 54
Product Sampling________________________________________________________ 55
Who can carry out audits? _________________________________________________ 55
Administration of Part-145 _________________________________________________ 56
145.A.70 – Maintenance Organisation Exposition (MOE) _________________________ 56
145.A.75 – Privileges of the organisation______________________________________ 56
145.A.80 – Limitations of the Organisation ____________________________________ 56
145.A.85 – Changes to the Organisation ______________________________________ 56
145.A.90 - Continued Validity of Approval _____________________________________ 57
145.A.95 – Findings ______________________________________________________ 57
Class Rating Limitation____________________________________________________ 58
The EASA Form-1 ________________________________________________________ 60
Part-M Subpart F _________________________________________________________ 62
Maintenance of Light Aircraft Not used for Commercial Air Transport Maintenance
Organisations ___________________________________________________________ 62
Application _____________________________________________________________ 62
M.A.604 Maintenance Organisation Manual ___________________________________ 62
M.A.607 Certifying Staff ___________________________________________________ 64
M.A.608 Components, Equipment and Tools __________________________________ 64
M.A.609 Maintenance data ________________________________________________ 65
M.A.610 Maintenance work orders __________________________________________ 65
M.A.611 Maintenance standards ____________________________________________ 65
M.A.612 Aircraft certificate of release to service ________________________________ 65
M.A.613 Component certificate of release to service _____________________________ 65

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 Worksheet 10.3 __________________________________________________________ 66
Part-145 _______________________________________________________________ 67
Part-M Subpart F ________________________________________________________ 71
Acceptable Means of Compliance (AMC) to Part-M______________________________ 71
Acceptable Means of Compliance (AMC) to Part-145 ____________________________ 71

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Enabling Objectives and Certification Statement
Certification Statement
These Study Notes comply with the syllabus of EASA Regulation (EU) No. 1321/2014 Annex III
(Part-66) Appendix I, and the associated Knowledge Levels as specified below:

Part-66 Knowledge Levels

Objective
Reference A B1 B2 B3
Detailed understanding of Part-145 and Part-M
10.3 2 2 2 2
Subpart F

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References Regulation (EU) 1321/2014 Annex I (Part
and further M) and Annex II (Part-145) and its AMC/GM
reading material:

The above mentioned documents can be found here:

http://eur-lex.europa.eu/legal-content/EN/TXT/?uri=uriserv:OJ.L_.2014.362.01.0001.01.ENG

https://easa.europa.eu/system/files/dfu/decision_ED_2003_19_RM.pdf

You are strongly encouraged to study this document (including the AMC/GM) in detail. The
following is a summary of the salient points only. On any Module 10 examination, you are likely
to be examined on all details of the Part-66 including its AMC and GM.

General
An organisation can be approved to maintain Aircraft, Engines or Components or any
combination of the three. Annex ll to Regulation (EU) No. 1321/2014 - Part-145 (The Part)
details the requirements. This section will discuss these in the order that they are detailed in the
Part.

Aircraft maintenance organisations are approved for either Line or Base maintenance or both,
as appropriate.

Part-145 came into effect on 29 November 2003 for the maintenance of all EASA aircraft when
used for Commercial Air Transport (CAT), and from 28 September 2008 to include all large
aircraft regardless of use.

The Certificate of Release to Service (CRS) required after maintenance of an aircraft or an

aircraft component used on a large aircraft, or any aircraft used for Commercial Air Transport,
can only be issued by an organisation appropriately approved in accordance with Part-145.

Competent Authority
For the purpose of Part-145, the competent authority is:

1. for organisations having their principal place of business in an EASA Member State, the
authority designated by that Member State, or;
2. for organisations having their principal place of business located in a country other than
an EASA state, EASA (The agency).

Applicability
Part-145 covers the approval of organisations engaged in the maintenance of aircraft or aircraft
components used for Commercial Air Transport, and applies to all large aircraft, regardless of
use. Part-145 and the Acceptable Means of Compliance and Guidance Material is available on
the EASA Website.

For the purpose of this regulation a “large aircraft” means an aeroplane with a Maximum Take-
Off Mass (MTOM) exceeding 5700 kg, or a multi-engine helicopter.

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Organisations engaged in the maintenance of aircraft with a MTOM not exceeding 5700 kg and
single engine helicopters not engaged in Commercial Air Transport need to be approved in
accordance with Part-M Subpart F. See Module 10.5 for details of the Part-M organisation.

Application
Application for Part-145 approval is made to the Competent Authority on EASA Form-2. The
Organisation’s Maintenance Organisation Exposition (MOE) forms a part of the application.

145.A.10 – Scope
Maintenance Organisation Exposition (MOE)
To be approved the organisation must submit to the Competent Authority a document known as
the Maintenance Organisation Exposition (MOE). The document contains full details of how the
AMO intends to comply with Part-145 and the classes and types of equipment it is applying for
approval to maintain.

Appendix II of Part-145 provides the breakdown of the Class and Rating system used for the
approval of maintenance organisations.

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Line Maintenance and Base Maintenance
The AMC to Part-145 defines the following:

Line maintenance is any maintenance that is carried out before flight to ensure that the aircraft
is fit for the intended flight. It may include:

 trouble shooting;
 defect rectification;
 component replacement with use of external test equipment if required. Component
replacement may include components such as engines and propellers;
 scheduled maintenance and/or checks including visual inspections that will detect
obvious unsatisfactory conditions/discrepancies but do not require extensive in depth
inspection. It may also include internal structure, systems and powerplant items which
are visible through quick opening access panels/doors;
 minor repairs and modifications which do not require extensive disassembly and can be
accomplished by simple means;
 for temporary or occasional cases (such as to comply with an airworthiness directive or
service bulletins) the quality manager may accept base maintenance tasks to be
performed by a line maintenance organisation provided all requirements are fulfilled. The
Member State will prescribe the conditions under which these tasks may be performed.

Base maintenance is any maintenance tasks falling outside the criteria described above.

Small Part-145 Organisations

The requirements for a small organisation approved under Part-145 are reduced to take into
account for example a light aircraft maintenance hangar or a small radio repair workshop.
Where only one person is employed the advice given in GM 145.A.10 is acceptable.

Note however that Category A1 aircraft and Category B1 and B3 (Gas Turbine Engines and
APUs) cannot be maintained under this scheme.

Part-M Subpart F Maintenance Organisation

Aircraft less than 5700 kg and not used for Commercial Air transport are not required to be
maintained by a Part-145 Organisation. Instead they must be maintained by an organisation
approved under Part-M Subpart F. Essentially the Part-M Subpart F organisation is a scaled
down version of a Part-145 organisation.

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 A Part-M Subpart F maintenance organisation is one that has the approval for
particular types and groups of small aircraft, not used for commercial air transport
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145.A.20 – Terms of approval
When an organisation applies for a Part-145 approval it must state which category of repair it is
applying for. These refer to the types of aircraft and the equipment which they are applying for
approval to maintain. These categories are known as “Ratings”. The Ratings are grouped into
classes.

After approval has been granted by the Competent Authority, the Competent Authority will
award a Certificate of Approval to the Organisation.

An Approval No will be designated to the Organisation in the form of:

UK.145.003 – if the approving authority is a Competent Authority of EASA, whereby the

first element denotes the issuing competent authority, such as “UK” (UK), “FR” (France),
“DE” (Germany) etc.

or

EASA.145.007 – if the approving authority is the EASA itself.

The last three-digit number is a sequential number applied by the approving authority.

Details of approved classes and ratings can be found on Page-2 (the Approval Schedule) of the
EASA approval certificate, EASA Form-3.

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 An example of an EASA Part-145 Approval Certificate (front page)

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Classes and Ratings

Category A Class rating - Aircraft - includes engines/APU/components whilst fitted to the

aircraft. The approved maintenance organisation may be approved for either “Base” or “Line”
maintenance or both. It should be noted that a “Line” facility located at a main base facility
requires a “Line” maintenance approval.

Category B Class rating - Engines -Means that organisation may carry out maintenance on
an uninstalled engine or APU and components, only whilst such components are fitted to
engine/APU (unless AMM expressly permits removal to improve access for maintenance).

Category C Class rating - Components - Organisation may carry out maintenance on

uninstalled components (excluding engines and APUs). The MOE and Part-145 approval
certificate limitation section will specify scope of such maintenance thereby indicating the extent
of the approval C rated organisation may carry out maintenance on an installed component
during base maintenance or at engine/APU maintenance facility subject to a control procedure
Such activity has to be detailed in the MOE.

Category C Class ratings are by ATA Chapter, for example C7 is engine components. For the
complete listing of those components approved under this rating the company has a capability
list which is referred to in the MOE. Amendment to the capability list is the responsibility of the
Quality Manager.

For the full list of ratings see Appendix IV of Part-M, and Appendix II of Part-145 (the latter
referring back to Appendix IV of Part-M).

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 Page 2 of the Approval Certificate shows the Approval Schedule

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145.A.25 – Facility requirements
The organisation has to ensure that facilities are 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.

The Working Environment

For base maintenance of aircraft, aircraft hangars are both available and large enough to
accommodate aircraft on planned base maintenance. For component maintenance, component
workshops are large enough to accommodate the components on planned maintenance. Where
the hangar is not owned by the organisation, it may be necessary to establish proof of tenancy.

Office accommodation must be provided for the management of the planned work and certifying
staff so that they can carry out their designated tasks in a manner that contributes to good
aircraft maintenance standards. Aircraft maintenance staff should be provided with an area
where they may study maintenance instructions and complete maintenance records in a proper
manner.

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.

For example:

 Temperatures must be maintained such that personnel can carry out required tasks
without undue discomfort.

 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. Aircraft hangar and component workshop floors should be sealed to
minimise dust generation.

 Lighting is such as to ensure each inspection and maintenance task can be carried out
in an effective manner.

 Noise shall not distract personnel from carrying 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.

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 The working environment including aircraft hangars, component workshops and
office accommodation is appropriate for the task carried out

This includes control of temperature, dust, lighting and noise

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Where a particular maintenance task requires the application of specific environmental
conditions different from the foregoing, then such conditions are observed. Specific conditions
are identified in the maintenance data.

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.
.
Protection from the weather elements relates to the normal prevailing local weather elements
that are expected throughout any twelve month period. Aircraft hangar and component
workshop structures should prevent the ingress of rain, hail, ice, snow, wind and dust etc.

For line maintenance of aircraft, hangars are not essential but it is recommended that access to
hangar accommodation be demonstrated for usage during inclement weather for minor
scheduled work and lengthy defect rectification.

Aircraft maintenance staff should be provided with an area where they may study maintenance
instructions and complete maintenance records in a proper manner.

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 The maintenance facility

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Storage Facilities
Secure storage facilities must be provided for components, equipment, tools and material.
Storage conditions must 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.
.
Storage facilities for serviceable aircraft components should be clean, well ventilated and
maintained at a constant dry temperature to minimise the effects of condensation.

Manufacturer’s storage recommendations should be followed for those aircraft components

identified in such published recommendations.

Storage racks should be strong enough to hold aircraft components and provide sufficient
support for large aircraft components such that the component is not distorted during storage.

All aircraft components, wherever practicable, should remain packaged in protective material to
minimise damage and corrosion during storage.

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 Storage facilities in a Part-145 organisation
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145.A.30 – Personnel Requirements
The Accountable Manager
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 Part-145.

The Accountable Manager shall:

 Ensure that all necessary resources are available to accomplish maintenance in

accordance with the company procedures that support the organisation approval.
 Establish and promote the safety and quality policy.
 Demonstrate a basic understanding of Part-145.

Note that as the Accountable Manager signs the front page of the Exposition he does not
require to be approved by the EASA Form 4 procedure. However on receipt of an exposition the
competent authority can refuse to accept an Accountable Manager if there is evidence of
unacceptable performance in a previous position.

With regard to the accountable manager, it is normally intended to mean the chief executive
officer of the approved maintenance organisation, who by virtue of position has overall
(including in particular financial) responsibility for running the organisation. The accountable
manager may be the accountable manager for more than one organisation and is not required
to be necessarily knowledgeable on technical matters as the maintenance organisation
exposition defines the maintenance standards. When the accountable manager is not the chief
executive officer the competent authority will need to be assured that such an accountable
manager has direct access to chief executive officer and has a sufficiency of ‘maintenance
funding’ allocation.

The Management Team

Dependent upon the size of the organisation, the Part-145 functions may be subdivided under
individual managers or combined in any number of ways.

The organisation should have, dependent upon the extent of approval,

 a base maintenance manager,

 a line maintenance manager,
 a workshop manager and a
 quality manager,

all of whom should report to the accountable manager except in small Part-145 organisation
where any one manager may also be the accountable manager, as determined by the
competent authority, he/she may also be the line maintenance manager or the workshop
manager.

The Base Maintenance Manager is responsible for ensuring that all maintenance required to
be carried out in the hangar, plus any defect rectification carried out during base maintenance,
is carried out to the design and quality standards specified in Part-145. The base maintenance

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manager is also responsible for any corrective action resulting from the quality compliance
monitoring.
The Line Maintenance Manager is responsible for ensuring that all maintenance required to be
carried out on the line including line defect rectification is carried out to the standards specified
in 145.A.65(b) and also responsible for any corrective action resulting from the quality
compliance monitoring.

The Workshop Manager is responsible for ensuring that all work on aircraft components is
carried out to the standards specified in Part-145 and also responsible for any corrective action
resulting from the quality compliance monitoring.

The Quality Manager has the responsibility for monitoring the Organisation’s continued
compliance with Part-145. This process includes the associated feedback system. 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.

Maintenance Man-hour Plan

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.

Personnel Competence
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 the competent authority. 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.

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 Agency. Personnel who carry out any other specialised task must
be appropriately qualified in accordance with officially recognised Standards. An exception to
the above however is that a person qualified in Part-66 category B1 or B3 may carry out and/or
control colour contrast dye penetrant tests.

The AMC to Part-145 details a list of maintenance tasks which a Category A Part-66 line
maintenance mechanic can gain approval for.

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Human Factors Training
‘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.

In respect to the understanding of the application of human factors and human performance
issues, maintenance, management, and quality audit personnel should be assessed for the
need to receive Initial human factors training, but in any case all maintenance, management,
and quality audit personnel should receive human factors continuation training. This should
concern to a minimum:

 Post-holders, managers, supervisors;

 Certifying staff, technicians, and mechanics;
 Technical support personnel such as, planners, engineers, technical record staff;
 Quality control/assurance staff;
 Specialised services staff;
 Human factors staff/ human factors trainers;
 Store department staff, purchasing department staff;
 Ground equipment operators;
 Contract staff in the above categories.

Initial human factors training should cover all the topics of the training syllabus specified in GM
to Part-145.A.30 either as a dedicated course or else integrated within other training. The
syllabus may be adjusted to reflect the particular nature of the organisation. The syllabus may
also be adjusted to meet the particular nature of work for each function within the organisation.

For example:

 small organisations not working in shifts may cover in less depth subjects related to
teamwork and communication,
 planners may cover in more depth the scheduling and planning objective of the syllabus
and in less depth the objective of developing skills for shift working.

Initial training should be provided to personnel within 6 months of joining the maintenance
organisation, but temporary staff may need be trained shortly after joining the organisation to
cope with the duration of employment.

Personnel being recruited from another maintenance organisation approved under Part-145 and
temporary staff should be assessed for the need to receive any additional Human factors
training to meet the new maintenance organisation’s approved under Part-145 human factors
training standard.

The purpose of human factors continuation training is primarily to ensure that staff remain
current in terms of human factors and also to collect feedback on human factors issues.
Consideration should be given to the possibility that such training has the involvement of the
quality department. There should be a procedure to ensure that feedback is formally passed
from the trainers to the quality department to initiate action where necessary.

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Human factors continuation training should be of an appropriate duration in each two-year
period in relation to relevant quality audit findings and other internal/external sources of
information available to the organisation on human errors in maintenance.

Human factors training may be conducted by the maintenance organisation itself, or

independent trainers or any training organisations acceptable to the competent authority.

The Human factors training procedures should be specified in the maintenance organisation
exposition.

Limited Certification Authorisations, and Aircraft Away from Base

For a repetitive pre-flight airworthiness directive (AD) which specifically states that the flight
crew may carry out such an 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 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.

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 are detailed in an exposition procedure.

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:

 to one of its employees holding equivalent type authorisations on aircraft of similar

technology, construction and systems; or
 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 this Part at that location
and the contracted organisation obtains and holds on file evidence of the experience and
the licence of that person.

All such cases must be reported to the competent authority 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.

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145.A.35 – Certifying Staff and Support Staff
The organisation shall ensure that certifying staff and 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 is accomplished before
the issue or re-issue of the certification authorisation.

Definitions

 ‘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.

 ‘Relevant aircraft and/or components’, means those aircraft or components specified in

the particular certification authorisation.

 ‘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.

Adequate Understanding of the Aircraft

This means that the person has received training and has relevant maintenance experience on
the product type and associated organisation procedures such that the person understands how
the product functions, what are the more common defects with associated consequences.

Recency and Continuation Training

The organisation shall ensure that all certifying staff and support staff are involved in at least 6
months of actual relevant aircraft or component maintenance experience in any consecutive 2-
year period.

The organisation should hold copies of all documents that attest to qualification, and to recent
experience.

This means they have worked in an aircraft or component maintenance environment and either
exercised the privileges of the Part-145 certification authorisation and/or actually carried out
maintenance on at least some of the aircraft type systems specified in the authorisation.

The organisation must ensure that all certifying staff and Support Staff receive sufficient
continuation training in each 2 year period to ensure that such certifying staff have up-to-date
knowledge of relevant technology, organisation, procedures and human factor issues.

Continuation training should be a two way process to ensure feedback on procedures, human
factors and technical knowledge and that the organisation receives feedback on the adequacy
of its procedures related to the Organisation’s relevant quality audit findings.

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Continuation training should cover changes in relevant requirements such as Part-145, changes
in organisation procedures and the modification standard of the products being maintained plus
human factor issues identified from any internal or external analysis of incidents. It should also
address instances where staff failed to follow procedures and the reasons why particular
procedures are not always followed.

In many cases the continuation training will reinforce the need to follow procedures and ensure
that incomplete or incorrect procedures are identified to the company in order that they can be
corrected. This does not preclude the possible need to carry out a quality audit of such
procedures.

The method of training is intended to be a flexible process and could, for example, include a
Part-147 continuation training course, aeronautical college courses, internal short duration
courses, seminars, etc. The elements, general content and length of such training should be
specified in the maintenance organisation exposition unless such training is undertaken by an
organisation approved under Part-147 when such details may be specified under the approval
and cross referenced in the maintenance organisation exposition.

Records of Certifying Staff

The organisation shall maintain a record of all certifying staff and support staff which shall
contain:

 the details of any aircraft maintenance licence held under Annex III (Part-66); and
 all relevant training completed; and
 the scope of the certification authorisations issued, where relevant; and
 the particulars of staff with limited or one-off certification authorisations.

The organisation shall retain the record for at least three years after the staff 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 with a copy of their
personal record on leaving the organisation.

The staff are given access on request to their personal records as detailed above.

The following minimum information as applicable should be kept on record in respect of each
certifying person or category B1 or B2 support person:

 Name
 Date of Birth
 Basic Training
 Type Training
 Continuation Training
 Experience
 Qualifications relevant to the approval
 Scope of the authorisation
 Date of first issue of the authorisation
 If appropriate - expiry date of the authorisation
 Identification Number of the authorisation

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The record may be kept in any format but should be controlled by the organisation's quality
department. This does not mean that the quality department should run the record system.
Persons authorised to access the system should be maintained at a minimum to ensure that
records cannot be altered in an unauthorised manner or that such confidential records become
accessible to unauthorised persons.

The competent authority is an authorised person when investigating the records system for
initial and continued approval or when the competent authority has cause to doubt the
competence of a particular person.

The organisation shall provide certifying staff with a copy of their certification authorisation in
either a documented or electronic format.

Certifying staff shall produce their certification authorisation to any authorised person within 24
hours.

The minimum age for certifying staff and support staff is 21 years.

Category A Certifying Staff

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 is demonstrated by an examination or
by workplace assessment carried out by the organisation.

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 Certifying staff must ensure recency and undergo continuation training

Certifying staff undergoing continuation training

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145.A.40 – Equipment, Tools and Materials
The organisation shall have available and use the necessary equipment, tools and material to
perform the approved scope of work.

Approved Tooling
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 the competent
authority via procedures specified in the exposition.

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 are detailed in an exposition procedure.

An organisation approved for base maintenance shall have sufficient aircraft access equipment
and inspection platforms/docking such that the aircraft can be properly inspected.

Calibration
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. A clear system of labelling all tooling,
equipment and test equipment is therefore necessary indicating to users that the item is within
any inspection or service or calibration time-limit, giving information on when the next inspection
or service or calibration is due.

Records of such calibrations and traceability to the standard used are kept by the organisation.

All such tools and equipment that require to be controlled in terms of servicing or calibration by
virtue of being necessary to measure specified dimensions and torque figures etc. should be
clearly identified and listed in a control register including any personal tools and equipment that
the organisation agrees can be used.

Inspection, service or calibration on a regular basis should be in accordance with the equipment
manufacturers' instructions except where the organisation can show by results that a different
time period is appropriate in a particular case.

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 Control of tooling and equipment is a Part-145 requirement

Control and recording of equipment calibration is a Part-145 requirement

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145.A.42 Acceptance of Components
Component Classification
All components are classified and appropriately segregated into the following categories:

a. Serviceable Components which are released on an EASA Form 1 or equivalent and

marked in accordance with Part-21 Subpart Q.

b. Unserviceable components which are maintained in accordance with Part-145

c. Unsalvageable components The following types of components should typically be

classified as unsalvageable:

 Components with non-repairable defects.

 Components that do not meet design specifications, and cannot be brought into
conformity with such specifications;
 Components subjected to unacceptable modification or rework that is irreversible;
 Certified life-limited parts that have reached or exceeded their certified life limits, or
have missing or incomplete records;
 Components that cannot be returned to airworthy condition due to exposure to
extreme forces, heat or adverse environment;
 Components for which conformity with an applicable airworthiness directive cannot
be accomplished;
 Components for which maintenance records and/or traceability to the manufacturer
cannot be retrieved.

It is common practice for possessors of aircraft components to dispose of unsalvageable

components by selling, discarding, or transferring such items. In some instances, these
items have reappeared for sale and in the active parts inventories of the aviation
community.

Misrepresentation of the status of components and the practice of making such items
appear serviceable have resulted in the use of unsalvageable non-conforming
components. Therefore organisations disposing of unsalvageable aircraft components
should consider the possibility of such components later being misrepresented and sold
as serviceable components. Caution should be exercised to ensure that unsalvageable
components are disposed of in a manner that does not allow them to be returned to
service.

d. 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.

e. 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.

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Eligibility to be Fitted
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. Typically this information is found on the EASA Form-1, but it is still the installing
organisation’s certifying staffs’ responsibility to determine eligibility.

Locally Manufactured Parts

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.

Examples of fabrication under the scope of a Part-145 approval can include, but are not limited
to the following:

 Fabrication of bushes, sleeves and shims.

 Fabrication of secondary structural elements and skin panels.
 Fabrication of control cables.
 Fabrication of flexible and rigid pipes.
 Fabrication of electrical cable looms and assemblies.
 Formed or machined sheet metal panels for repairs.

All the above fabricated parts, should be in accordance with data provided in overhaul or repair
manuals, modification schemes and service bulletins, drawings or otherwise approved by the
competent authority.

Note: It is not acceptable to fabricate any item to pattern unless an engineering drawing of the
item is produced which includes any necessary fabrication processes and which is acceptable
to the competent authority.

Items fabricated by an organisation approved under Part-145 may only be used by that
organisation in the course of overhaul, maintenance, modifications, or repair of aircraft or
components undergoing work within its own facility.

The permission to fabricate does not constitute approval for manufacture, or to supply externally
and the parts do not qualify for certification on EASA Form-1.

Fabrication of parts, modification kits etc. for onward supply and/or sale may not be conducted
by an organisation approved under Part-145.

Life Expired Parts

Components which have reached their certified life limit or contain a non-repairable defect are
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 Part-21.

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145.A.45 – Maintenance Data
General
The organisation must hold, and use, up to date maintenance data as applicable to the scope of
work and capability list of the organisation.

Modifications are specifically mentioned as these are not normally covered by maintenance or
repair manuals.

If maintenance data is provided by an operator or customer, the organisation shall hold the data
while work is in progress.

Applicable maintenance data is defined as:

 any applicable requirement, procedure, standard or information issued by the competent

authority,
 any applicable airworthiness directive,
 applicable instructions for continuing airworthiness, issued by type certificate holders,
supplementary type certificate holders and any other organisation that publishes such
data in accordance with Part-21.
 any applicable data issued in accordance with Part-145.

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 paragraph means instructions on how to carry out the
particular maintenance task: they exclude the engineering design of repairs and modifications.

The organisation shall have a procedure to report bad data (inaccurate, incomplete or
ambiguous) to the author of the data.

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 Aircraft maintenance data is usually in the form of Manuals, either
physical hard copies, or electronic formats

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Examples of Applicable Data

 AMM/CMM/WDM/SRM
 Service Bulletins - SB
 Service Information Letters
 Illustrated Parts Catalogues
 Drawings
 Standard Practices Manuals
 Structural Repair Manuals
 Wiring Diagram Manuals
 Airworthiness Directives (ADs)
 Airworthiness Notices
 Part-145 Company Exposition & Procedures (MOE)
 Work orders.

CDCCL Modifications
Critical Design Configuration Control Limitations (CDCCL) are airworthiness limitations.
Any modification of the maintenance instructions linked to CDCCL constitutes an aircraft
modification that should be approved in accordance with Part-21.

Work-cards
The Organisation must provide a common work-card or worksheet system for use throughout all
relevant parts of the organisation by transcribing the maintenance data onto such work-cards, or
make precise reference to the particular maintenance data.

It shall transcribe complex tasks onto work-cards and sub divide into clear stages to enable a
record of accomplishment of the complete maintenance task.

Electronic Recording
Work cards may be computer generated, in that case the database must be protected against
deterioration, and there must be adequate safeguards against unauthorised alteration.

A back-up electronic database which must be updated within 24-hours of any entry made to the
main electronic database.

The Organisation must ensure that all applicable maintenance data is readily available for use
when required by maintenance personnel and that maintenance data controlled by the
organisation is kept up to date. A procedure must exist to ensure currency of data amendment
status.

Data must be available in close proximity to the aircraft being maintained. Where computer
systems are used the number of computer terminals should be sufficient in relation to the work
programme to enable easy access, unless the system can generate paper copies (sufficient
printers would then be required).

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 Maintenance data is transcribed onto work-cards for use in the hangar
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145.A.47 – Production planning
General
The Part-145 Organisation must 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.

The production planning function includes two complimentary elements:

 Scheduling the maintenance work ahead, to ensure that it will not adversely interfere with
other maintenance work as regards the availability of all necessary personnel, tools,
equipment, material, maintenance data and facilities.
 During maintenance work, organizing maintenance teams and shifts and provide all
necessary support to ensure the completion of maintenance without undue time
pressure.

Planning for Human Performance Limitation

The planning of maintenance tasks, including the organising of shifts, must take into account
human performance limitations, which, in the context of planning safety related tasks, refers to
the upper and lower limits, and variations, of certain aspects of human performance (circadian
rhythm / 24-hours body cycle) which planners should be aware of when planning work and
shifts.

Shift/Task Handover
When shift or task handover are required, a procedure should define how relevant information is
communicated.

A formalized process for exchanging the information must be documented and contained within
the MOE (Company Procedures). A planned overlap of shifts and a place for handover is
required. In all cases the handover must be written and where possible verbal. The written
record is mandatory.

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 When shift or task handover are required, a procedure should
define how relevant information is communicated

Production planning is a Part-145 requirement

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145.A.50 – Certification of Maintenance
Certificate of Release to Service for Class ‘A’ Approved Organisations
A certificate of release to service is 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 MOE taking into
account the availability and use of the maintenance data and that there are no non-compliances
which are known that hazard seriously the flight safety.

At any scheduled or unscheduled maintenance task carried out to a fuel system feature
classified as a Critical Design Configuration Control Limitations (CDCCL) and before release to
service, the maintenance records shall reflect that the correct configuration is maintained and
ensured. This should be done by the marking: “CDCCL task” on the CRS.

A Certificate of Release to Service is issued before flight at the completion of any maintenance.
It may be written on the Technical Log-book for line and base maintenance, or on a specific
form for heavy maintenance.

The AMC to Part-145 states that the CRS should contain the following statement:

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

The CRS should relate to the Operator’s instructions or the aircraft maintenance programme
which itself may cross refer to a manufacturer’s or operator’s instruction in a maintenance
manual, service bulletin etc.

The date such maintenance was carried out should include when the maintenance took place
relative to any life or overhaul limitation in terms of date/flying hours/cycles/landings etc. as
appropriate.

The CRS may summarise extensive maintenance, and cross refer to the work pack containing
full details, dimensional information should be retained in the work pack record

New defects or incomplete maintenance work orders identified during the above maintenance is
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, 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.

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 Module 10.3 Approved Maintenance Organisations 3-43
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The Certificate of Release to Service for Class ‘B’ and ‘C’ Approved Organisation
The EASA Form 1 (authorised release certificate/ airworthiness approval tag) constitutes the
component CRS. A certificate of release to service is issued at the completion of any
maintenance on a component whilst off the aircraft. EASA Form 1 and details of how to
complete it is shown in Appendix I to Part-145.

When an organisation maintains a component for its own use, an EASA Form 1 may not be
necessary depending upon the organisation's internal release procedures defined in the
exposition.

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 must be removed by the above prescribed time limit unless an appropriate
release certificate has been obtained in the meantime.

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 Certification of maintenance is a Part-145 requirement

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145.A.55 – Maintenance Records
General
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.

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

The organisation shall retain a copy of all detailed maintenance records and any associated
maintenance data for two years from the date the component was released. The revision status
of the data used should be recorded.

Records must be stored in a safe way with regard to fire, flood and theft. Computer backup
discs, tapes etc. must be stored in a different location from that containing the working discs,
tapes etc., in an environment that ensures they remain in good condition.

Where an organisation terminates its operation, all retained maintenance records covering the
last two years are distributed to the last owner or customer of the component or are stored as
specified by the competent authority.

Retention
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.

 The records must be stored in a manner that ensures protection from damage, alteration
and theft.
 Computer backup discs, tapes etc. must be stored in a different location from that
containing the working discs, tapes etc., in an environment that ensures they remain in
good condition.
 Where an organisation approved under Part-145 terminates its operation, all retained
maintenance records covering the last two years are distributed to the last owner or
customer of the respective aircraft or component or are stored as specified by the
competent authority.

Record Keeping for Modular Engines

Records for gas turbine engines made of several modules are kept for each module and shall
include:

 total time and cycles in-service

 maintenance records
 records of mandatory maintenance requirements
 engine manual life limited parts replacements

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 The organisation shall retain a copy of all detailed maintenance records and any
associated maintenance data for two years from the date the component was
released

Storage can be on a computer. Computer backup discs, tapes etc. must be stored in
a different location from that containing the working discs, tapes etc., in an
environment that ensures they remain in good condition

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145.A.60 – Occurrence Reporting
External Occurrence Reporting
The organisation shall report to the competent authority, 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.

Reporting is done in a form acceptable to the competent authority as soon as practicable, but in
any case within 72-hours of the condition being found.

Examples of reporting:
The following are examples of what should be reported:
 Structural cracks;
 Distortion, corrosion or defect to primary structure;
 Significant leak of hydraulic system;
 Traces of burn of electrical systems;
 Emergency system failure.
 An Airworthiness Directive not carried out.

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 The competent
authority may operate a
Mandatory Occurrence
Reporting Scheme,
using a standardised
form for reporting, like
this one of the UK CAA

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Internal Occurrence Reporting
The organisation shall establish an internal occurrence reporting system, to:

 enable collection and evaluation of such reports

 identify trends, corrective actions taken to address deficiencies
 include evaluation of all known information related to such occurrences and circulate the
information as necessary.

The aim of occurrence reporting is to identify the factors contributing to incidents, and to make
the system resistant to similar errors. An occurrence reporting system should enable and
encourage free and frank reporting of any (potentially) safety related occurrence. This will be
facilitated by the establishment of a just culture. An organisation should ensure that personnel
are not inappropriately punished for reporting or co-operating with occurrence investigations.

Reports are made as soon as practicable, but in any case within 72-hours.

The internal reporting process should be closed-loop, ensuring that actions are taken internally
to address safety hazards. Feedback to reportees, both on an individual and more general
basis, is important to ensure their continued support for the scheme.

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145.A.65 – Safety and Quality Policy, Maintenance Procedures and
Quality Systems
Quality Policy Contents
The Part-145 approved maintenance organisation must establish a safety and quality policy for
the organisation to be included in the exposition. The organisation’s procedures shall ensure
good maintenance practices and compliance with all relevant requirements in Part-145 and
taking into account human factors and human performance.

The safety and quality policy must include a statement in the MOE committing the Organisation
to:

 recognise safety as a prime consideration,

 apply human factors principles,
 encourage employees to report errors/incidents/failures (hazards),
 recognise that compliance with procedures, quality standards, safety standards
and regulation is the duty of all personnel,
 recognise the need for all maintenance staff to co-operate with the quality auditors.

Critical Systems
The organisation shall establish procedures to minimise the risk of multiple errors and capture
errors on critical systems and that no person is required to carry out and inspect components of
the same type fitted to more than one system on the same aircraft during a particular
maintenance check. When only one person is available the organisation’s work card shall
include an additional stage for re-inspection of the work by this person after completion of all the
same tasks.

Procedures
Procedures are established to ensure that damage is assessed and modifications and repairs
are carried out using data approved by the Agency or by an approved Part-21 design
organisation, as appropriate.

Maintenance procedures should reflect best practice within the organisation. It is the
responsibility of all organisation’s employees to report any differences via their organisation’s
internal occurrence reporting mechanisms.

All procedures, and changes to those procedures, should be verified and validated before use
where practicable.

All technical procedures should be designed and presented in accordance with good human
factors principles. Procedures should be established to detect and rectify maintenance errors,
The following maintenance tasks should primarily be reviewed to assess their impact on safety:
Installation, rigging and adjustments of flight controls, installation of aircraft engines, propellers
and rotors, Overhaul, calibration or rigging of components such as engines, propellers,
transmissions and gearboxes.

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 The Part-145 approved maintenance organisation must establish a safety and
quality policy for the organisation to be included in the exposition
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Sign-offs
To ensure the task or group of tasks is completed it should only be signed-off (certified) after
completion.

Work by unauthorised personnel (for example temporary staff, trainee) should be checked by
authorised personnel before they sign-off. The grouping of tasks for the purpose of signing-off
should allow critical steps to be clearly identified.

A “sign-off” is a statement of certification by the authorised person performing or supervising the

work, that the task or group of tasks has been correctly performed. A sign-off relates to one step
in the maintenance process and is therefore different to the release to service of the aircraft.
“Authorised personnel” means; personnel formally authorised by the maintenance organisation
approved under Part-145 to sign-off tasks. “Authorised personnel” are not necessarily “certifying
staff”.

CDCCL Tasks
The Maintenance Organisation should ensure that when carrying out a modification, repair or
maintenance, Critical Design Configuration Control Limitations are not compromised; this will
require the development of appropriate procedures where necessary by the maintenance
organisation.

Maintenance organisations can prevent adverse effects associated with wiring changes by
standardising maintenance practices through training, rather than by periodic inspection.
Training should be provided to end indiscriminate routing and splicing of wire and to provide
comprehensive knowledge of critical design features of fuel tank systems that would be
controlled by a Critical Design Configuration Control Limitation.

The exposition should contain information as applicable, on how the maintenance organisation
complies with Critical Design Configuration Control Limitations (CDCCL) instructions.

The exposition should state how the completion of CDCCL is traced.

Quality System
The Part-145 approved maintenance organisation must establish a quality system that includes;

 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
 A quality feedback reporting system to the organisations management personnel, and
ultimately to the Accountable Manager that ensures proper and timely corrective action is
taken in response to audit reports.

The primary objectives of the quality system are to enable the organisation to ensure that it can
deliver a safe product and that it remains in compliance with the requirements.

The independent audit is an objective process of routine sample checks of all aspects of the
organisation’s ability to carry out all maintenance to the required standards and includes some
product sampling (an objective overview of the complete maintenance related activities)
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The audit is intended to complement the Part-145.50 (a) certifying staff inspection and should
include a percentage of random audits carried out on a sample basis when maintenance is
being carried out (overtime / nightshift).

Product sampling should be completed on each product line every 12-months as a

demonstration of the effectiveness of maintenance procedures compliance.

It is recommended that procedure and product audits be combined by selecting a product, and
auditing all applicable procedures to ensure that the end result should be an airworthy product.

Product Sampling
The sample check of a product means to witness any relevant testing and visually inspect the
product and associated documentation. The sample check should not involve repeat
disassembly or testing.

For the purpose of the independent audit a product line includes any product under an approval
class rating as specified in the approval schedule issued to the particular organisation.

It therefore follows for example that a maintenance organisation approved under Part-145 with a
capability to maintain aircraft, repair engines, brakes and autopilots would need to carry out 4
complete audit sample checks each year.

An essential element of the quality system is the quality feedback system. The principal function
of the quality feedback system is to ensure that all findings resulting from quality audits are
properly investigated and corrected in a timely manner and to enable the Accountable Manager
to be kept informed of any safety issues and the extent of compliance with Part-145.

Who can carry out audits?

Personnel not responsible for the function, procedure or product can carry out audits. A large
organisation should have a dedicated quality audit group, whose sole function is to conduct
audits,

In a medium sized organisation (less than 500 employees), it is acceptable that audits be
conducted by competent personnel not responsible for the function, procedure or process.

In smallest organisation (less than 10 employees) such audits may be contracted out to another
Part-145 organisation.

The Accountable Manager shall hold regular meetings with senior staff to check progress on
rectifications. In large organisations such meetings may be delegated to the quality manager
subject to the accountable manager meeting at least twice per year with senior staff and
receiving at least a half yearly report on findings.

All records of audits are retained at least 2-years after the date of clearance of the finding.

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Administration of Part-145
145.A.70 – Maintenance Organisation Exposition (MOE)
“Maintenance Organisation Exposition (MOE)” 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 Part-145.

The organisation shall provide the competent authority with a maintenance organisation
exposition.

The MOE may be electronically processed. Minor amendment may be approved through an
indirect approval. Indirect approval consists of delegated approval from the competent authority
to the Quality Manager of the approved organisation. The limits of indirect approval will be
contained in a MOE procedure.

145.A.75 – Privileges of the organisation

The Part-145 approved maintenance organisation may only carry out the following tasks as
permitted by and in accordance with the MOE:
 Maintain any aircraft or component for which it is approved at the locations identified in
the approval certificate and in the Part-145 approved maintenance organisation
exposition.
 Arrange for maintenance of any aircraft component for which it is approved using a sub-
contractor.

Working under the quality system of an organisation appropriately approved under Part-145
(subcontracting) refers to the case of one organisation, not itself appropriately approved to Part-
145 that carries out aircraft line maintenance or minor engine maintenance or maintenance of
other aircraft components or a specialised service as a subcontractor for an organisation
appropriately approved under Part-145.

To be appropriately approved to subcontract the organisation should have a procedure for the
control of such subcontractors

145.A.80 – Limitations of the Organisation

The approved maintenance organisation shall only maintain an aircraft or an aircraft component
for which it is approved when all required facilities, equipment, tooling, material, maintenance
data and certifying staff are available.

145.A.85 – Changes to the Organisation

The organisation shall notify the competent authority of any of the following changes before
such changes take place:

 Change in the name of the organisation.

 Main location.
 Additional locations approved in the MOE.
 Change of the accountable manager, or any person designated in 145A.30(b) (Form 4
Post Holders).

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  Change in the facilities, material, tools, procedures, scope of work or certifying staff
which could affect the approval.

145.A.90 - Continued Validity of Approval

A Part-145 approval is issued for an unlimited duration subject to the authority being satisfied
that the organisation remains in compliance with Part-145, subject to the authority keeping open
access to the organisation and the certificate not being surrendered or revoked.

145.A.95 – Findings
In the event that the competent authority has cause for concern about the product or the
continued compliance to Part-145 they can issue findings which are shown below.

 A level 1 finding is any significant non-compliance with the Part-145 requirements which
lowers the safety standard and hazards seriously the flight safety.
 A level 2 finding is any non-compliance with the Part-145 requirements which could
lower the safety standard and possibly hazard the flight safety.

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 the
competent authority within a period agreed with this authority.

When, during audits or by other means, evidence is found showing non-compliance with the
requirements of Part-145, the competent authority shall take the following actions:

 For level 1 findings: immediate action is taken by the competent authority 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.

 For level 2 findings: the corrective action period granted by the competent authority
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
competent authority may extend the three month period subject to a satisfactory
corrective action plan agreed by the competent authority.

Action is taken by the competent authority to suspend in whole or part the approval in case of
failure to comply within the timescale granted by the competent authority.

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Class Rating Limitation
The Class and Ratings System used for the Approval of Maintenance Organisations referred to
in Part-M Subpart F and Part-145, can be found in Appendix IV of Part-M. They are detailed as
follows:

CLASS RATING LIMITATION

AIRCRAFT A1 Aeroplanes / above 5700 Will state aeroplane/series or type
kg and/or the maintenance task(s)
A2 Aeroplanes / 5700 kg and Will state Aeroplane/ manufacturer or
below group or series or type and/or the
maintenance tasks
A3 Helicopters Will state helicopter manufacturer or
group or series or type and/or the
maintenance task(s)
A4 Aircraft other than A1, A2 Will state aircraft series or type and/or
and A3 the maintenance task(s)

CLASS RATING LIMITATION

ENGINES B1 Turbine Will state engine series or type and/or
the maintenance task(s)
B2 Piston Will state engine manufacturer or group
or series or type and/or the
maintenance task(s)
B3 APU Will state engine manufacturer or series
or type and/or the maintenance task(s)

CLASS RATING LIMITATION

COMPONENTS C1 Air Conditioning and Press Will state aircraft type or aircraft
OTHER THAN C2 Auto Flight manufacturer or component
COMPLETE ENGINES C3 Comms and Nav
OR APUs manufacturer or the particular
C4 Doors — Hatches
C5 Electrical Power component and/or cross refer to a
C6 Equipment capability list in the exposition and/or
C7 Engine APU the maintenance task(s)
C8 Flight Controls
C9 Fuel — Airframe
C10 Helicopter — Rotors
C11 Helicopter — Trans
C12 Hydraulic
C13 Instruments
C14 Landing Gear
C15 Oxygen
C16 Propellers
C17 Pneumatic
C18 Protection ice/ rain/fire
C19 Windows
C20 Structure

CLASS RATING LIMITATION

SPECIALISED D1 Non-Destructive Testing Will state particular NDT Method
SERVICES

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The following table identifies the ATA Specification 100 chapter for the Class C component
Rating
CLASS RATING CHAPTER
COMPONENTS OTHER
THAN COMPLETE ENGINES OR C1 Air Cond & Press 21
APUs C2 Auto Flight 22
C3 Comms and Nav 23 - 34
C4 Doors - Hatches 52
C5 Electrical Power 24 - 33
C6 Equipment 25 - 38 - 45
C7 Engine – APU 49 - 71 - 72 - 73 - 74 - 75 - 76
- 77 - 78 - 79 - 80 - 81 - 82 -
83
C8 Flight Controls 27 - 55 - 57.40 - 57.50 -57.60
- 57.70
C9 Fuel – Airframe 28
C10 Helicopters Rotors 62 - 64 - 66 - 67
C11 Helicopter - Trans 63 - 65
C12 Hydraulic 29
C13 Instruments 31
C14 Landing Gear 32
C15 Oxygen 35
C16 Propellers 61
C17 Pneumatic 36 - 37
C18 Protection ice/rain/fire 26 - 30
C19 Windows 56
C20 Structural 53 - 54 - 57.10 - 57.20 - 57.

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The EASA Form-1
The certificate shall comply with the format as example provided in Part-145 including block
numbers in that each block must be located as per the layout. The size of each block may
however be varied to suit the individual application, but not to the extent that would make the
certificate unrecognisable. The overall size of the certificate may be significantly increased or
decreased so long as the certificate remains recognisable and legible.

All printing must be clear and legible to permit easy reading.

The certificate shall either be pre-printed or computer generated but in either case the printing
of lines and characters must be clear and legible. Pre-printed wording is permitted in
accordance with the attached model but no other certification statements are permitted.
English and, where relevant, the language(s) of the Member State concerned are acceptable.

Completion of the certificate may be in English when it is used for export purposes, otherwise it
can be completed in the official language(s) of the Member State concerned.

The details to be entered on the certificate can be either machine/computer printed or

handwriting using block letters and must permit easy reading.

Abbreviations must be restricted to a minimum.

The space remaining on the reverse side of the certificate may be used by the originator for any
additional information but must not include any certification statement.

The original certificate must accompany the items and correlation must be established between
the certificate and the items. A copy of the certificate must be retained by the organisation that
manufactured or maintained the item.

Where the certificate format and data is entirely computer generated, subject to acceptance by
the Member State, it is permissible to retain the certificate format and data on a secure
database.

Where a single certificate was used to release a number of items and those items are
subsequently separated out from each other, such as through a parts distributor, then a copy of
the original certificate must accompany such items and the original certificate must be retained
by the organisation that received the batch of items. Failure to retain the original certificate
could invalidate the release status of the items.

NOTE: There is no restriction in the number of copies of the certificate sent to the customer or
retained by the originator.

The certificate that accompanies the item may be attached to the item by being placed in an
envelope for durability.

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 An example of the
EASA Form-1

An overhauled propeller is released

to service with an EASA Form-1
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Part-M Subpart F
Maintenance of Light Aircraft Not used for Commercial Air Transport Maintenance
Organisations
This Subpart of Part-M 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 not
listed in M.A.201 (f) and (g). (Which means maintenance of large aircraft, aircraft used for
commercial air transport and components thereof must be carried out by a Part-145 approved
organisation.)

This sub-part identifies the requirements to be met by an organisation to qualify for the approval
to certify the maintenance of small aircraft not used for commercial air transport.

Therefore a Part-M Subpart F maintenance organisation is one that has the approval for
particular types and groups of small aircraft.

In addition an approved maintenance organisation may fabricate, in conformity with

maintenance data, a restricted range of parts for the use in the course of undergoing work
within its own facilities, as identified in the maintenance organisation manual.

The requirements mirror those contained in Part-145, however they have been adjusted to
reflect the complexity of the equipment and scale of the operations supported.

Application
Application for a Part-M Subpart F approval is made on EASA Form-2.

The Appendix IV to Part-M defines all classes and ratings possible under Part-M Subpart F.

M.A.604 Maintenance Organisation Manual

The maintenance organisation shall provide a manual containing at least the following
information:

 a statement signed by the accountable manager to confirm that the organisation will
continuously work in accordance with Part-M and the manual at all times, and;
 the organisation's scope of work, and;
 the title(s) and name(s) of management person(s), and;
 an organisation chart showing associated chains of responsibility, and;
 a list of certifying staff, and;
 a general description and location of the facilities, and;
 procedures specifying how the maintenance organisation ensures compliance with
Part-M, and;
 the maintenance organisation manual amendment procedure(s).

The maintenance organisation’s manual and its amendments are approved by the competent
authority.

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M.A.605 Facilities
The organisation shall ensure that:

 Facilities are provided for all planned work, specialised workshops and bays are
segregated as appropriate, to ensure protection from contamination and the
environment.
 Office accommodation is provided for the management of all planned work including in
particular, the completion of maintenance records.
 Secure storage facilities are provided for components, equipment, tools and material.

Storage conditions shall ensure segregation of unserviceable components and material from all
other components, material, equipment and tools.

Storage conditions are in accordance with the manufacturers' instructions and access must be
restricted to authorised personnel.

M.A.606 Personnel requirements

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 Part-M.

A person or group of persons is nominated with the responsibility of ensuring that the
organisation is always in compliance with this Subpart. Such person(s) (the quality manager) is
ultimately responsible to the Accountable Manager. Such persons must be able to show
relevant knowledge, background and appropriate experience related to aircraft and/or
component maintenance.

The organisation shall have appropriate staff for the normal expected contracted work.

The use of temporarily subcontracted staff is permitted in the case of higher than normally
expected contracted work and only for personnel not issuing a certificate of release to service.

The qualification of all personnel involved in maintenance must be demonstrated and recorded.

Personnel who carry out specialised tasks such as welding, non-destructive testing/inspection
other than colour contrast must be qualified in accordance with an officially recognised
standard.

The maintenance organisation shall have sufficient certifying staff to issue certificates of release
to service for aircraft and components. They shall comply with the requirements of Part-66.

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M.A.607 Certifying Staff
Certifying staff can only exercise their privileges, if the organisation has ensured:

 that certifying staff can demonstrate that in the preceding two-year period they have
either had six months of relevant maintenance experience or, met the provision for the
issue of the appropriate privileges; and,
 that certifying staff have an adequate understanding of the relevant aircraft and/or aircraft
component(s) to be maintained together with the associated organisation procedures.

In the following unforeseen cases, where an aircraft is grounded at a location other than the
main base where no appropriate certifying staff is available, the maintenance organisation
contracted to provide maintenance support may issue a one-off certification authorisation:

 to one of its employees holding type qualifications on aircraft of similar technology,

construction and systems; or
 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 Part-145 at that location
and the contracted organisation obtains and holds on file evidence of the experience and
the licence of that person.

All such cases must be reported to the competent authority within seven days of the issuance of
such certification authorisation. The approved maintenance organisation issuing the one-off
certification authorisation shall ensure that any such maintenance that could affect flight safety
is re-checked.

The approved maintenance organisation shall record all details concerning certifying staff and
maintain a current list of all certifying staff.

M.A.608 Components, Equipment and Tools

The organisation shall:

 hold the equipment and tools specified in Part-M maintenance data or verified
equivalents as listed in the maintenance organisation manual as necessary for day-to-
day maintenance within the scope of the approval; and,
 demonstrate that it has access to all other equipment and tools used only on an
occasional basis.

Tools and equipment is controlled and calibrated to an officially recognised standard. Records
of such calibrations and the standard used are kept by the organisation.

The organisation shall inspect, classify and appropriately segregate all incoming components.

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M.A.609 Maintenance data
The approved maintenance organisation shall hold and use applicable current maintenance
data specified in Part-M in the performance of maintenance including modifications and repairs.
In the case of customer provided maintenance data, it is only necessary to have such data
when the work is in progress.

M.A.610 Maintenance work orders

Before the commencement of maintenance a written work order is agreed between the
organisation and the customer to clearly establish the maintenance to be carried out.

M.A.611 Maintenance standards

All maintenance is carried out in accordance with the requirements of Part-M.

M.A.612 Aircraft certificate of release to service

At the completion of all required aircraft maintenance in accordance with this Subpart an aircraft
certificate of release to service is issued according to Part-M.

M.A.613 Component certificate of release to service

At the completion of all required component maintenance in accordance with this Subpart a
component certificate of release to service is issued according to M.A.802, EASA Form-1 is
issued except for those components fabricated in accordance with Part-M.

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 Intentionally Blank

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Worksheet 10.3
Use the following worksheet to revise your knowledge. Use the original documents of Part-145
and Part-M.

Part-145

1. To what current Regulation is Part-145 an annex of, and what annex is it?

Regulation (EU) 1321/2014 - Annex II

2. What is the descriptive title of Part-145?

Approved Maintenance Organisations

3. To what aircraft is Part-145 applicable?

All large aircraft (>5700 kg MTOM) and all aircraft used for commercial air
transport (CAT)

4. An organisation based within an EU member state applies to whom for Part-145 approval?

Their competent authority

5. An organisation based outside an EU member state applies to whom for Part-145

approval?

EASA directly in Cologne

6. Who is responsible for ensuring that all maintenance required is carried out to the
standards of Part-145?

The accountable manager

7. What is the purpose of the Category C certifying staff?

Certify when Scheduled Maintenance Inspections have been completed

8. What is the purpose of the Support Staff in Base Maintenance?

Support the certifying staff in a base maintenance environment.

9. For what task may the Commander and/or the Flight Engineer of an aircraft be issued with
a limited certification authorisation?

For repetitive pre-flight airworthiness directives (AD)

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10. If an aircraft is grounded at a location other than the main base, where no certifying staff is
available, summarize the two persons who could certify the maintenance required to
render the aircraft airworthy.

An employee holding equivalent type authorisations on aircraft of similar technology,

construction and systems

A person with not less than 5 years maintenance experience and holding a valid ICAO
licence

11. Within what time period must a report be made, after the case described in Q.10, and to
whom is the report made?

7 days to the competent authority

12. In any consecutive 2-year period, how much experience must Support Staff have had on
“relevant” aircraft?

6 months

13. For how long are records of certifying staff retained?

3 years after the staff have ceased employment

14. How long does a certifying staff have, to produce his/her certification authorisation to any
authorised person?

24 hours

15. What is the minimum age of certifying staff and support staff?

21

16. What organisation(s) (if suitably approved) may carry out the task training for Category A
certifying staff?

Part-145 or Part-147

17. If work-cards and worksheets are stored electronically, within what period must the
electronic database be backed-up after any change made?

24 hours

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18. When is a certificate of release to service issued?

Before flight, at the completion of any maintenance, when it has been verified that
all maintenance ordered has been properly carried out by the organisation in
accordance with the procedures specified in the MOE.

19. A certificate of release to service issued at the completion of any maintenance on a

component whilst off the aircraft, is known as what?

Authorized Release Certificate or EASA Form-1

20. Under what conditions is it permissible to temporarily fit a component without the
appropriate release certificate?

When the aircraft is grounded at a location other than the main maintenance base.
Fitted for maximum 30 flight hours or until the aircraft first returns to the main
base, whichever is sooner, subject to operator agreement and component having a
suitable release document and otherwise in compliance with all applicable maintenance
and operational requirements.

21. For how long are detailed maintenance records to be kept by a Part-145 organisation?

For 3 years after the aircraft was released

22. Where an organisation approved under Part-145 terminates its operation, all retained
maintenance records covering the last two years is distributed to whom?

To last owner or customer of the respective aircraft or stored as specified by the

competent authority.

23. To whom is an ‘occurrence’ reported?

The competent authority, the state of registry of aircraft and the organisation
responsible for design of the aircraft or component

24. What is the definition of an “occurrence”?

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.

25. Within what time period must an occurrence report be made?

72 hours

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26. What are the two sections of a quality system?

Independent Audit
A quality feedback reporting system

27. Quality feedback reports are provided ultimately to whom?

Accountable manager

28. What is the definition of a ‘maintenance organisation exposition’?

The document showing how the organisation intends to comply with Part-145.

29. Who approves any amendments to an organisation’s exposition?

Competent authority

30. What is the requirement if a Part-145 organisation subcontracts work to an organisation

which is not Part-145 approved?

It must work under the same quality system as the Part-145 organisation

31. What level of Finding is the most severe?

Level 1

32. What are the 4 Rating categories that aircraft are classified into, for the purposes of Part-
145 and Part-M?

A1 Aeroplanes above 5700 kg

A2 Aeroplanes 5700 kg and below
A3 Helicopters
A4 Aircraft other than A1, A2 and A3

33. Maintenance of what items can be carried out by a Part-145 organisation approved with
the following class ratings:

Category A - Aircraft

Category B - Engines

Category C - Components

Category D - NDT

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Part-M Subpart F

34. Part-M Subpart F is the requirements for organisations to maintain what aircraft?

Aircraft of 5700 kg MTOM and below, not used for commercial air transport

35. What is the purpose of the Accountable Manager in a Part-M Subpart F organisation?

Has corporate authority for ensuring that all maintenance required by the customer
can be financed and carried out to the standard required by Part-M

36. The certifying staff within a Part-M Subpart F organisation must be approved in
accordance with what regulation?

Part-66

Acceptable Means of Compliance (AMC) to Part-M

37. On what EASA Form is the application for a Part-M Subpart F approval made?

Form 2

38. How many possible Ratings of Components are there for a Part-M Subpart F
organisation?

20

39. If an aircraft component is removed from an aircraft, maintained off the aircraft, then
refitted to the aircraft, how many times must a CRS be issued?

2 – one for the removal and refit, one for the maintenance off the aircraft

Acceptable Means of Compliance (AMC) to Part-145

40. Summarize the 5 elements of “Line Maintenance”

Trouble shooting
Defect Rectification
Component replacement
Scheduled maintenance and/or checks (which do not require extensive in-depth
inspections)
Minor repairs and modifications

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41. Should aircraft components be stored packaged, or unpackaged, wherever possible?

Packaged

42. If there is a 25% or more shortfall of available man-hours during any calendar month, to
whom must this be reported?

Quality manager and accountable manager

43. Human factors continuation training should be of an appropriate duration in each two
year period in relation to what?

Relative quality audit findings and other internal/external sources of information

available on human errors in maintenance

44. Human factors training may be conducted by whom?

By maintenance organisation itself, or independent trainers.

45. List (or summarize where appropriate) the current typical tasks permitted after
appropriate task training to be carried out by the category A for the purpose of the
category A issuing an aircraft certificate of release to service as part of minor scheduled
line maintenance or simple defect rectification.

Replace wheel assemblies

Replace wheel brake units
Replace emergency equipment
Replace ovens, boilers and beverage makers
Replace internal and external lights, filaments and flash tubes
Replace windscreen wiper blades
Replace passenger and cabin crew seats, seat belts and harnesses
Closing cowls
Replace toilet system components
Simple repairs and replacement of internal compartment doors and placards
Simple repairs/replacements of overhead storage compartment doors and cabin
furnishings
Replacement of static wicks
Replacement of aircraft batteries
Replacement of IFE system components
Routine lubrication and fluid replenishment
De-activation of sub-systems

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46. List (or summarise where appropriate) the current typical tasks permitted to be carried
out by the holder of a Flight Crew Licence or Flight Engineer’s Licence.

ATPL or CPL licence holder

Replacement of internal lights, filaments and flash tubes
Closing of cowls
Role change
Etc.

Flight Engineer’s Licence

Replace wheel assemblies
Replace emergency equipment
Replace ovens, boilers and beverage makers
Replace internal and external lights, filaments and flash tubes
Replace passenger and cabin crew seats, seat belts and harnesses
Replace toilet system components
Simple replacements of overhead storage compartment doors and cabin furnishings
Replacement of static wicks
Replacement of aircraft batteries
Replacement of IFE system components
retentionDe-activation of sub-systems

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47. A component that has been in stores for some years, and has a JAA Form One release
document. Now that the JAR is disbanded and the JAA Form One is not used, can the
component still be used?

Yes, it is automatically recognised

48. When might an EASA Form 1 not be necessary when a component is maintained off the
aircraft?

When the organisation maintains a component for use by the organisation

49. State the wording of a Certificate of Release to Service:

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

50. Can a whole aircraft be released using an EASA Form 1?

No

51. What is the “aim” of occurrence reporting?

To identify the factors contributing to incidents, and to make the system resistant
to similar errors

52. What is the primary objective of a Part-145 quality system?

To enable the organisation to ensure that it can deliver a safe product and that
organisation remains in compliance with the requirements.

53. In what time period should an independent quality audit ensure that all aspects of Part-
145 are in compliance?

Every 12 months

54. How is the “independence” of a quality audit ensured?

By always ensuring that audits are carried out by personnel not responsible for the
function, procedure or products being checked

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55. Under what condition may a Part-145 organisation contract out the quality audit function
to another organisation?

When the organisation has a maximum of 10 maintenance staff actively engaged in

carrying out maintenance, may contract out the independent audit element.

56. Can the quality feedback system be contracted out to another organisation?

No

57. What is the principle function of the quality feedback system?

To ensure that all findings resulting from the independent quality audits of the
organisation are properly investigated and corrected in a timely manner and to
enable the accountable manager to be kept informed of any safety issues and the
extent of the compliance of Part-145.

58. All records pertaining to the independent quality audit and the quality feedback system
should be retained for how long?

2 years after the date of clearance of the finding to which they refer.

59. Can a Part-145 organisation subcontract work to an organisation which is not Part-145
approved?

Yes, providing the sucntracted organisation works under the quality system of the
Part-145 organisation

60. How many Engine Rating subcategories exist for the purpose of Part-145 approval?

B1 Turbine
B2 Piston
B3 APU

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European Aviation Safety Agency (EASA)

Module 10
Licence Category A, B1 and B2

Aviation Legislation

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Copyright Notice
© Copyright. All worldwide rights reserved. No part of this publication may be reproduced,
stored in a retrieval system or transmitted in any form by any other means whatsoever: i.e.
photocopy, electronic, mechanical recording or otherwise without the prior written permission of
Turkish Technic Inc.

Knowledge Levels — Category A, B1, B2, B3 and C Aircraft

Maintenance Licence
Basic knowledge for categories A, B1, B2, B3 are indicated by the allocation of knowledge levels indicators (1, 2 or
3) against each applicable subject. Category C applicants must meet the appropriate category B basic knowledge
levels.
The knowledge level indicators are defined as follows:

LEVEL 1
 A familiarisation with the principal elements of the subject.
Objectives:
 The applicant should be familiar with the basic elements of the subject.
 The applicant should be able to give a simple description of the whole subject, using common words and
examples.
 The applicant should be able to use typical terms.

LEVEL 2
 A general knowledge of the theoretical and practical aspects of the subject.
 An ability to apply that knowledge.
Objectives:
 The applicant should be able to understand the theoretical fundamentals of the subject.
 The applicant should be able to give a general description of the subject using, as appropriate, typical
examples.
 The applicant should be able to use mathematical formulae in conjunction with physical laws describing the
subject.
 The applicant should be able to read and understand sketches, drawings and schematics describing the
subject.
 The applicant should be able to apply his knowledge in a practical manner using detailed procedures.

LEVEL 3
 A detailed knowledge of the theoretical and practical aspects of the subject.
 A capacity to combine and apply the separate elements of knowledge in a logical and comprehensive
manner.
Objectives:
 The applicant should know the theory of the subject and interrelationships with other subjects.
 The applicant should be able to give a detailed description of the subject using theoretical fundamentals
and specific examples.
 The applicant should understand and be able to use mathematical formulae related to the subject.
 The applicant should be able to read, understand and prepare sketches, simple drawings and schematics
describing the subject.
 The applicant should be able to apply his knowledge in a practical manner using manufacturer's
instructions.
 The applicant should be able to interpret results from various sources and measurements and apply
corrective action where appropriate.

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Table of Contents
History _________________________________________________________________ 10
Regulation (EU) No 965/2012 _______________________________________________ 11
Purpose _______________________________________________________________ 11
Implementation _________________________________________________________ 11
Contents ______________________________________________________________ 11
Entry into force __________________________________________________________ 12
Regulation Structure ______________________________________________________ 12
Annex II – Part-ARO _____________________________________________________ 14
Annex III – Part-ORO _____________________________________________________ 14
Annex IV – Part-CAT _____________________________________________________ 16
Annex V – Part-SPA _____________________________________________________ 18
Annex VI, VII and VIII_____________________________________________________ 18
Annex II – Part-ARO ______________________________________________________ 20
Ramp Inspections _______________________________________________________ 20
Annex III – Part-ORO ______________________________________________________ 22
The Air Operator Certificate (AOC) - General __________________________________ 22
Issue of the air operator certificate ___________________________________________ 22
Air Operator Certificate - Description _________________________________________ 23
Air Operator Certificate - Categories _________________________________________ 23
Air Operator Certificate - Requirements _______________________________________ 24
Air Operator Certificate - Validity ____________________________________________ 24
Air Operator Certificate - Application _________________________________________ 26
Flight data monitoring — aeroplanes _________________________________________ 28
Minimum equipment list ___________________________________________________ 29
Technical crew in HEMS, HHO or NVIS operations ______________________________ 30
Annex IV – Part-CAT ______________________________________________________ 32
Taxiing of aeroplanes_____________________________________________________ 32
Documents, manuals and information to be carried ______________________________ 32
Preservation, production and use of flight recorder recordings _____________________ 33
Refuelling / defueling with passengers embarking, on board or disembarking _________ 34
Refuelling / defueling with wide-cut fuel _______________________________________ 34
Push back and towing — aeroplanes_________________________________________ 34
Ice and other contaminants — flight procedures ________________________________ 36
Fuel and oil supply _______________________________________________________ 36
Mass and Balance _______________________________________________________ 38
Instruments and equipment — general _______________________________________ 43
Minimum equipment for flight _______________________________________________ 43
Spare electrical fuses_____________________________________________________ 44
Operating lights _________________________________________________________ 44
Equipment to clear windshield ______________________________________________ 44
Operations under VFR by day — flight and navigational instruments and associated
equipment _____________________________________________________________ 46
Operations under IFR or at night — flight and navigational instruments and associated
equipment _____________________________________________________________ 47
Altitude alerting system ___________________________________________________ 47
Terrain awareness warning system (TAWS) ___________________________________ 48
Airborne collision avoidance system (ACAS) ___________________________________ 48
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 Airborne weather detecting equipment _______________________________________ 48
Additional equipment for operations in icing conditions at night_____________________ 48
Flight crew interphone system ______________________________________________ 48
Crew member interphone system ___________________________________________ 48
Public address system ____________________________________________________ 48
Cockpit voice recorder ____________________________________________________ 49
Flight data recorder ______________________________________________________ 50
Data link recording _______________________________________________________ 52
Fasten seat belt and no smoking signs _______________________________________ 52
First-aid kit _____________________________________________________________ 53
Emergency medical kit ____________________________________________________ 53
First-aid oxygen _________________________________________________________ 54
Hand fire extinguishers ___________________________________________________ 56
Crash axe and crowbar ___________________________________________________ 58
Marking of break-in points _________________________________________________ 58
Means for emergency evacuation ___________________________________________ 60
Megaphones ___________________________________________________________ 60
Emergency lighting and marking ____________________________________________ 62
Emergency locator transmitter (ELT) _________________________________________ 64
Flight over water ________________________________________________________ 66
Survival equipment ______________________________________________________ 67
Headset _______________________________________________________________ 67
Radio communication equipment ____________________________________________ 67
Reduced Vertical Separation Minima (RVSM) __________________________________ 68
RVSM operations ________________________________________________________ 68
RVSM operational approval ________________________________________________ 68
RVSM equipment requirements _____________________________________________ 70
RVSM height-keeping errors _______________________________________________ 70
Extended Range Operations (ETOPS) ________________________________________ 72
ETOPS ________________________________________________________________ 72
ETOPS operational approval _______________________________________________ 72
ETOPS en-route alternate aerodrome ________________________________________ 72
Aircraft Maintenance Programme ___________________________________________ 74
Definition ______________________________________________________________ 74
Primary Maintenance _____________________________________________________ 74
Maintenance Steering Group (MSG) Processes ________________________________ 76
Aircraft Maintenance Programme Description __________________________________ 78
Operator Approved Maintenance Programme (OAMP) ___________________________ 80
Maintenance Programme Supporting Documents _______________________________ 80
Scheduled Maintenance Inspections (SMIs) ___________________________________ 82
Aircraft Placarding (Markings) ______________________________________________ 88
General _______________________________________________________________ 88
Instrument markings _____________________________________________________ 88
Master Minimum Equipment List (MMEL), Minimum Equipment List (MEL) and
Configuration Deviation List (CDL) __________________________________________ 90
General _______________________________________________________________ 90
Master Minimum Equipment List (MMEL) _____________________________________ 90
Minimum Equipment List (MEL) _____________________________________________ 92

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 Configuration Deviation List (CDL)___________________________________________ 94
MEL and CDL Remarks and Exceptions ______________________________________ 94
Dispatch Deviation Procedures Guides (DDPG) ________________________________ 94
Dispatch Deviation Lists (DDL) _____________________________________________ 94
Worksheet 10.4 __________________________________________________________ 97

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Enabling Objectives and Certification Statement

Certification Statement
These Study Notes comply with the syllabus of EASA Regulation (EU) No. 1321/2014 Annex III
(Part-66) Appendix I, and the associated Knowledge Levels as specified below:

Part-66 Knowledge Levels

Objective
Reference A B1 B2 B3
General understanding of Regulation (EU) No
10.4 1 1 1 1
965/2012.
Operator's responsibilities, in particular regarding
continuing airworthiness and maintenance; Aircraft
Maintenance Programme;
Aircraft Maintenance Programme;
MEL//CDL;
Documents to be carried on board;
Aircraft Placarding (Markings);

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References Regulation (EU) No. 965/2012 and its
and further Annexes I - V (Part-OPS)
reading material: ICAO MEL Manual
http://www.icao.int/safety/implementation/library/manual%20-
%20mmel%20mel.pdf

A consolidated version of the above documents can be found here:

http://eur-lex.europa.eu/LexUriServ/LexUriServ.do?uri=OJ:L:2012:296:0001:0148:En:PDF

You are strongly encouraged to study this document in detail. The following is a summary of
the salient points only.

History
EU-OPS 1 was the transition into EC law of JAR-OPS 1, as specified by Regulation (EC) No
1899/2006 of the European Parliament and of the Council of 12 December 2006, amending
Council Regulation (EEC) No 3922/1991 on the harmonisation of technical requirements and
administrative procedures in the field of civil aviation. EU-OPS was almost identical in content
to JAR-OPS. EU-OPS covered aeroplanes used for commercial air transport only. Helicopters
remained under the regulatory control of JAR-OPS 3, until the new Part-OPS was adopted in
2012.

It was implemented under Commission Regulation (EC) No 8/2008 and prescribed

requirements applicable for any operator of any aeroplane for the purpose of commercial air
transport by any operator whose principal place of business and, if any, registered office was in
an EU Member State.

The new EASA Regulatory System of Implementing Regulations (IRs) under Part-OPS is now
fully developed and was adopted as Regulation (EU) 965/2012 of the European Commission in
October 2012.

Part-OPS covers the air operation of all aircraft except tilt-rotor, airships and UAVs.

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Regulation (EU) No 965/2012
Name
IR-OPS is the Annex I of Regulation (EU) 965/2012. It goes by several different names, i.e.
“Implementing Regulation (IR) OPS”, “AIR-OPS” and “Part-OPS”.

Purpose
This Regulation lays down detailed rules for commercial air transport operations with
aeroplanes and helicopters, including ramp inspections of aircraft of operators under the safety
oversight of another State when landed at aerodromes located in the territory subject to the
provisions of the ICAO Treaty.

The Regulation also lays down detailed rules on the conditions for issuing, maintaining,
amending, limiting, suspending or revoking the certificates of operators of aircraft engaged in
commercial air transport operations, the privileges and responsibilities of the holders of
certificates as well as conditions under which operations shall be prohibited, limited or subject to
certain conditions in the interest of safety.

Implementation
Regulation (EU) 965/2012 of the European Commission was adopted on 5 October 2012,
applicable from 28 October 2012. This regulation lays down detailed rules for commercial air
transport operations with aeroplanes and helicopters, including ramp inspections of aircraft of
operators under the safety oversight of another State when landed at aerodromes located in the
territory subject to the provisions of the Treaty.

This new regulation, which is generally known as IR-OPS (Implementing Rules – Operations),
replaces EU-OPS (Regulation (EU) 859/2008) and is intended to harmonise with ICAO Ops
provisions.

Contents
IR-OPS contains five annexes as follows:

 Annex I - Definitions for terms used in the other annexes;

 Annex II - Authority Requirements for Air Operations - Part-OPS-ARO - establishes
requirements for the administration and management systems to be fulfilled by the
Agency and Member States for the implementation and enforcement of IR-OPS.
 Annex III - Organisation Requirements for Air Operations – Part-OPS-ORO -
establishes requirements to be followed by an air operator conducting commercial air
transport operations
 Annex IV - Commercial Air Transport Operations - Part-OPS-CAT - contains general
requirements for commercial air transport operations, including Operating Procedures,
Aircraft Performance, Mass and Balance, instruments and equipment requirements, etc.
 Annex V - Specific Approvals – Part-OPS-SPA - contains requirements for specific
approvals, such as Performance-based Navigation, Minimum Navigation Performance
(MNPS), Reduced Vertical Separation Minima (RVSM), Low Visibility Operations (LVO),
Extended Range Twin Engine Operations (ETOPS), Transport of Dangerous Goods
(DG), and certain specified helicopter operations.

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Entry into force
IR-OPS applies from 28 October 2012; however, Member States had the option not to apply the
provisions of Annexes I to V until 28 October 2014. All 28 EASA Member States decided to
delay implementation until 2014.

Regulation Structure

EASA develops each new regulation following the same structure:

Each regulation has annexes so, called “PARTS”;

Each regulation contains a minimum of three PARTS:

 “PART AUTHORITY” (AR) related to the oversight function of the Member States
and competent authorities in the subject covered by the regulation;

 “PART ORGANISATION” (OR) applicable to the management system of approved

and declared organisations;

 “TECHNICAL PARTS”

Each part is divided into SUBPARTS. The first SUBPART of a specific PART is usually
SUBPART GEN that details general requirements.

A SUBPART is then divided into different SECTIONS.

SECTIONS are made of different CHAPTERS.

For example, looking for the requirement to be followed by a competent authority in order to
certify an operator:

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Annex II – Part-ARO
PART-ARO is composed of three SUBPARTS:

 PART-ARO SUBPART GEN, general requirements;

 PART-ARO SUBPART OPS, specific requirements related to air operations;
 PART-ARO SUBPART RAMP, requirements for ramp inspections of aircraft of operators
under the regulatory oversight of another state.

PART-ARO (ARO.GEN.005 Scope) defines common authority requirements applicable to:

 The licensing and oversight of pilots, including medical certification;

 The certification and oversight of approved pilot training organisations;
 The oversight of Flight Simulation Training Device certificate holders;
 The certification and/or oversight of air operations, commercial and non-commercial;
 The issuing of attestations for and oversight of cabin crew;
 The performance of ramp inspections of aircraft at aerodromes located in the territory
subject to the provisions of the Treaty.

Annex III – Part-ORO

PART-ORO (ORO.GEN.005 Scope) defines common technical requirements for the
administration and management systems applicable to:
 Commercial air operators;
 Non-commercial operators of complex motor powered aircraft;
 Pilot training organisations;
 Aero-medical centres;
 Flight Simulation Training Device certificate holders;

PART-ORO is composed of eight SUBPARTS:

 PART-ORO SUBPART GEN, general requirements, complemented by:

 PART-ORO SUBPART AOC, specific requirements related to air operator certification;
 PART-ORO SUBPART DEC, specific requirements for operators required to declare their
activity;
 PART-ORO SUBPART MLR, specific requirements related to manuals, logs and records;
 PART-ORO SUBPART SEC, specific requirements on security;
 PART-ORO SUBPART FC, specific requirements for flight crew;
 PART-ORO SUBPART CC, specific requirements for cabin crew; and
 PART-ORO SUBPART TC, specific requirements for technical crew in HEMS, HHO or
NVIS operations.

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 Not yet applicable
(at November 2015)

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Annex IV – Part-CAT
PART-CAT contains the technical requirements for commercial air transport operations of
aeroplanes, helicopters, sailplanes and balloons. It consists of four SUBPARTS which are
further broken down to SECTIONS containing aircraft category specific rules. Some SECTIONS
are further broken down into CHAPTERS.

Major differences between PART-CAT and EU-OPS / JAR-OPS 3

Unlike PART-ARO and PART-ORO that are fairly new, EASA did not make major changes to
the rule substance of PART-CAT, except for varying the level of text between Implementing
Rule (IR) and AMC material:

 EU-OPS and JAR-OPS 3 rules containing a safety objective have been retained as IR;
 EU-OPS and JAR-OPS 3 rules unambiguously containing a means to comply with a
safety objective have been moved to AMC level;
 In many instances, appendices of EU-OPS and JAR-OPS 3 were regarded as a means
of compliance and have been transposed as AMC;
 In such cases where it was not possible to make a clear distinction between a safety
objective and a means to comply with a safety objective, the rule text has been retained
as IR;
 In cases where the need for a more proportionate approach was demonstrated, EASA
proposed a rule text with a safety objective and an AMC;
 EU-OPS / JAR-OPS 3 rule text of an explanatory nature has been transposed as GM;
notes have either been redrafted into AMC provisions, where treated as footnotes,
transposed as GM, or deleted if they did not provide sufficient added value;
 Rules that contained provisions as “acceptable to the authority” have been consistently
redrafted through all Subparts as “the operator shall specify in the operations manual ...”.
The Agency adopted this approach in order to specify a defined procedure for how such
items should be brought to the attention of the competent authority.
.

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Annex V – Part-SPA
PART-SPA contains operator requirements for operations requiring specific approvals.

PART-SPA consists of 10 SUBPARTS:

 The first SUBPART contains general requirements, which are applicable to all nine
specific approvals addressed in PART SPA;
 The requirements for the nine specific approvals are each given in a separate
SUBPART.

The figure below provides an overview of the structure of PART-SPA.

PART-SPA requirements are applicable to commercial as well as non-commercial operators

with the following exceptions:

 SPA.ETOPS only applies to CAT operations of aeroplanes; and

 SPA.NVIS, SPA.HHO and SPA.HEMS only apply to CAT operations of helicopters.

Annex VI, VII and VIII

Annex VI – PART-NCC (Non-Commercial Operations with Complex Motor-Powered Aircraft)
and Annex VII – PART-NCO (Non-Commercial Operations with Other-Than-Complex Motor-
Powered Aircraft) have been published on the 30th August 2011. The opinion of the European
Commission is not yet available and therefore they are not applicable at the moment.

Annex VIII – PART-SPO, covering specialised operations (i.e. Aerial Work) and commercial air
transport operations of sailplanes and balloons will be published soon.

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Annex II – Part-ARO
Ramp Inspections
SUBPART RAMP
Ramp inspections of aircraft of operators under the regulatory oversight of another state.

This Subpart establishes the requirements to be followed by the competent authority or the
Agency when exercising its tasks and responsibilities regarding the performance of ramp
inspections of aircraft used by third country operators or used by operators under the regulatory
oversight of another Member State when landed at aerodromes located in the territory subject
to the provisions of the Treaty.

This section sets out the requirements for aircraft ramp inspections, including conduct of such
inspections and the qualification and training of ramp inspectors.

It also defines the categories of findings and the parameters of which an aircraft should be
grounded, based upon the findings of ramp inspections.

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 SUBPART-RAMP covers ramp
inspections of aircraft of
operators under the regulatory
oversight of another state

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Annex III – Part-ORO
The Air Operator Certificate (AOC) - General
An operator shall not operate an aeroplane for the purpose of commercial air transportation
otherwise than under, and in accordance with, the terms and conditions of an Air Operator
Certificate (AOC).

An Air Operator Certificate (AOC) is a certificate authorizing an operator to carry out specified
commercial air transport operations. (ICAO Annex 6)

An air operator certificate (AOC), sometimes alternatively described as an Air Operator Permit
(AOP), is the approval granted from a national aviation authority (NAA) to an aircraft operator to
allow it to use aircraft for commercial purposes. This requires the operator to have personnel,
assets and systems in place to ensure the safety of its employees and the general public. This
document will as a minimum detail the aircraft types which may be used, for what purpose and
in what geographic region.

The AOC is an ICAO (Annex 6) requirement. An AOC is referred to as an Air Carrier Operating
Certificate in the USA. In Europe, EASA sets out the requirements of an AOC in OPS-ARO but
the AOC is issued by the EASA competent authority of the member state.

Issue of the air operator certificate

ARO.OPS.100

"... prior to commencing commercial air operations, the operator shall apply for and obtain an air
operator certificate (AOC) issued by the competent authority."

ARO.OPS.100 details the general rules for Air Operator Certification.

An applicant for an AOC, or variation of an AOC, shall allow the authority to examine all safety
aspects of the proposed operation.

The competent authority shall issue the air operator certificate (AOC) when satisfied that the
operator has demonstrated compliance with the elements required in ORO.AOC.100.

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Air Operator Certificate - Description
IR-OPS ORO.AOC details the general rules for Air Operator Certification.

An AOC specifies the:

 Name and location (principal place of business) of the operator;
 Date of issue and period of validity;
 Description of the type of operations authorised;
 Type(s) of aeroplane(s) authorised for use;
 Registration markings of the authorised aeroplane(s) except that operators may obtain
approval for a system to inform the Authority about the registration markings for
aeroplanes operated under its AOC;
 Authorised areas of operation;
 Special limitations; and
 Special authorisations / approvals e.g.:

- CAT II / CAT III instrument landing

- ETOPS
- RVSM
- Transportation of Dangerous Goods. (IR-OPS SPA.DG),

Air Operator Certificate - Categories

AOCs can be granted for one or more of the following activities:

 Aerial surveying
 Aerial spotting
 Agricultural operations
 Aerial photography
 Aerial advertising
 Fire fighting
 Air ambulance or aeromedical
 Flight Training
 Charter
 Public transport

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Air Operator Certificate - Requirements
The requirements for obtaining an AOC vary from country to country, but are generally defined
as:

 Sufficient personnel with the required experience for the type of operations requested,
 Airworthy aircraft, suitable for the type of operations requested;
 Acceptable systems for the training of crew and the operation of the aircraft (Operations
Manual);
 A quality system to ensure that all applicable regulations are followed;
 The appointment of key accountable staff, who are responsible for specific safety critical
functions such as training, maintenance and operations;
 Carriers Liability Insurance (for airlines) - Operators are to have sufficient insurance to
cover the injury or death of any passenger carried;
 Proof that the operator has sufficient finances to fund the operation;
 The operator has sufficient ground infrastructure, or arrangements for the supply of
sufficient infrastructure, to support its operations into the aerodromes requested.

The certificate is held by a legal person who resides in the country or region of application (for
EASA) International variations

An AOC is referred to as an Air Carrier Operating Certificate in the USA.

Air Operator Certificate - Validity

The AOC shall remain valid subject to:

 the operator remaining in compliance with the relevant requirements of Regulation (EU)
No 216/2008 and itsImplementing Rules, taking into account the provisions related to the
handling of findings;
 the competent authority being granted access to the operator to determine continued
compliance with the relevant requirements of Regulation (EU) No 216/2008 and its
Implementing Rules; and
 the certificate not being surrendered or revoked

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 An operator cannot operate an aircraft in
Commercial Air Transportation (CAT)
without an AOC issued under Part-OPS
ORO-AOC

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Air Operator Certificate - Application
ORO.AOC.100
The operator shall apply for and obtain an air operator certificate (AOC) issued by the
competent authority.

The operator shall provide the following information to the competent authority:

 the official name and business name, address, and mailing address of the applicant;
 a description of the proposed operation, including the type(s), and number of aircraft to
be operated;
 a description of the management system, including organisational structure;
 the name of the accountable manager;
 the names of the nominated persons required by together with their qualifications and
experience; and
 a copy of the operations manual.
 a statement that all the documentation sent to the competent authority have been verified
by the applicant and found in compliance with the applicable requirements.

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 The AOC is granted by the
competent authority of
EASA.

This example is issued to

Heli Service International
GmbH by the LBA of
Germany

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Flight data monitoring — aeroplanes
ORO.AOC.130
Flight Data Monitoring (FDM) is the systematic, pro-active use of digital flight data from routine
operations to improve aviation safety within an intrinsically non-punitive and just Safety Culture.

Flight Data Monitoring (FDM) programmes assist an operator to identify, quantify, assess and
address operational risks.

The operator shall establish and maintain a flight data monitoring system, which shall be
integrated in its management system, for aeroplanes with a maximum certificated take-off mass
of more than 27 000 kg.

The flight data monitoring system shall be non-punitive and contain adequate safeguards to
protect the source(s) of the data.

Data is obtained from the aircraft’s digital systems by a Flight Data Acquisition Unit (FDAU) and
routed to the crash protected Digital Flight Data Recorder (DFDR). In addition to this mandatory
data ‘stream ‘, a second output is generated to a non-mandatory recorder. This output is often
more comprehensive than that of the crash-protected flight recorder due to the increased
capacity of this recorder. Unlike the DFDR, this recorder has an easily removable recording
medium (hence the name - Quick Access Recorder - QAR), previously tape or optical disk,
today more often memory cards or even a wireless system that requires no physical removal of
media.

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 Flight Data Monitoring (FDM) programmes assist an operator to
identify, quantify, assess and address operational risks

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Minimum equipment list
ORO.MLR.105
A minimum equipment list (MEL) shall be established by the operator, based on the relevant
master minimum equipment list (MMEL) as defined in the data established in accordance with
Regulation (EU) No 748/2012.

The MEL and any amendment thereto shall be approved by the competent authority.

The operator shall amend the MEL after any applicable change to the MMEL within the
acceptable timescales.

In addition to the list of items, the MEL shall contain:

 a preamble, including guidance and definitions for flight crews and maintenance
personnel using the MEL;
 the revision status of the MMEL upon which the MEL is based and the revision status of
the MEL;
 the scope, extent and purpose of the MEL.

The operator shall:

 establish rectification intervals for each inoperative instrument, item of equipment or

function listed in the MEL. The rectification interval in the MEL shall not be less restrictive
than the corresponding rectification interval in the MMEL;
 establish an effective rectification programme;
 only operate the aircraft after expiry of the rectification interval specified in the MEL
when:
- the defect has been rectified; or
- the rectification interval has been extended in accordance with the requirement

Technical crew in HEMS, HHO or NVIS operations

ORO.TC.100
This Subpart establishes the requirements to be met by the operator when operating an aircraft
with technical crew members in commercial air transport helicopter emergency medical service
(HEMS), night vision imaging system (NVIS) operations or helicopter hoist operations (HHO).

Technical crew members in commercial air transport HEMS, HHO or NVIS operations shall only
be assigned duties if they:

 are at least 18 years of age;

 are physically and mentally fit to safely discharge assigned duties and responsibilities;
 have completed all applicable training required by this Subpart to perform the assigned
duties;
 have been checked as proficient to perform all assigned duties in accordance with the
procedures specified in the operations manual.

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 Helicopter
emergency medical
service (HEMS),
night vision imaging
system (NVIS)
operations and
helicopter hoist
operations (HHO)

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Annex IV – Part-CAT
Taxiing of aeroplanes
CAT.GEN.MPA.125
The operator shall ensure that an aeroplane is only taxied on the movement area of an
aerodrome if the person at the controls:
 is an appropriately qualified pilot; or
 has been designated by the operator and:
- is trained to taxi the aircraft;
- is trained to use the radio telephone;
- has received instruction in respect of aerodrome layout, routes, signs, marking,
lights, air traffic control (ATC) signals and instructions, phraseology and procedures;
- is able to conform to the operational standards required for safe aeroplane
movement at the aerodrome.

Documents, manuals and information to be carried

CAT.GEN.MPA.180
The following documents, manuals and information shall be carried on each flight, as originals
or copies unless otherwise specified:
 the aircraft flight manual (AFM), or equivalent document(s);
 the original certificate of registration;
 the original certificate of airworthiness (CofA);
 the noise certificate, including an English translation, where one has been provided by
the authority responsible for issuing the noise certificate;
 a certified true copy of the air operator certificate (AOC);
 the operations specifications relevant to the aircraft type, issued with the AOC;
 the original aircraft radio licence, if applicable;
 the third party liability insurance certificate(s);
 the journey log, or equivalent, for the aircraft;
 the aircraft technical log, in accordance with Annex I (Part-M) to Regulation (EU) No
1321/2014;
 details of the filed flight plan, if applicable;
 current and suitable aeronautical charts for the route of the proposed flight and all routes
along which it is reasonable to expect that the flight may be diverted;
 procedures and visual signals information for use by intercepting and intercepted aircraft;
 information concerning search and rescue services for the area of the intended flight,
which shall be easily accessible in the flight crew compartment;
 the current parts of the operations manual that are relevant to the duties of the crew
members, which shall be easily accessible to the crew members;
 the MEL;
 appropriate notices to airmen (NOTAMs) and aeronautical information service (AIS)
briefing documentation;
 appropriate meteorological information;
 cargo and/or passenger manifests, if applicable;
 mass and balance documentation;
 the operational flight plan, if applicable;
 notification of special categories of passenger (SCPs) and special loads, if applicable;
and

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  any other documentation that may be pertinent to the flight or is required by the States
concerned with the flight.

Notwithstanding the above, for operations under visual flight rules (VFR) by day with other-than-
complex motor-powered aircraft taking off and landing at the same aerodrome or operating site
within 24 hours, or remaining within a local area specified in the operations manual, the
following documents and information may be retained at the aerodrome or operating site
instead:
 noise certificate;
 aircraft radio licence;
 journey log, or equivalent;
 aircraft technical log;
 NOTAMs and AIS briefing documentation;
 meteorological information;
 notification of SCPs and special loads, if applicable; and
 mass and balance documentation.

In case of loss or theft of documents specified above, the operation may continue until the flight
reaches its destination or a place where replacement documents can be provided.

Preservation, production and use of flight recorder recordings

CAT.GEN.MPA.195
Following an accident or an incident that is subject to mandatory reporting, the operator of an
aircraft shall preserve the original recorded data for a period of 60 days unless otherwise
directed by the investigating authority.

The operator shall conduct operational checks and evaluations of flight data recorder (FDR)
recordings, cockpit voice recorder (CVR) recordings and data link recordings to ensure the
continued serviceability of the recorders.

The operator shall save the recordings for the period of operating time of the FDR, except that,
for the purpose of testing and maintaining the FDR, up to one hour of the oldest recorded
material at the time of testing may be erased.

The operator shall keep and maintain up-to-date documentation that presents the necessary
information to convert FDR raw data into parameters expressed in engineering units.

The operator shall make available any flight recorder recording that has been preserved, if so
determined by the competent authority.

CVR recordings shall only be used for purposes other than for the investigation of an accident
or an incident subject to mandatory reporting, if all crew members and maintenance personnel
concerned consent.

FDR recordings or data link recordings shall only be used for purposes other than for the
investigation of an accident or an incident which is subject to mandatory reporting, if such
records are:
 used by the operator for airworthiness or maintenance purposes only; or
 de-identified; or
 disclosed under secure procedures.
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Refuelling / defueling with passengers embarking, on board or disembarking
CAT.OP.MPA.195
An aircraft shall not be refuelled / defueled with Avgas (aviation gasoline) or wide-cut type fuel
or a mixture of these types of fuel, when passengers are embarking, on board or disembarking.

For all other types of fuel, necessary precautions shall be taken and the aircraft shall be
properly manned by qualified personnel ready to initiate and direct an evacuation of the aircraft
by the most practical and expeditious means available.

Refuelling / defueling with wide-cut fuel

CAT.OP.MPA.200
Refuelling / defueling with wide-cut fuel shall only be conducted if the operator has established
appropriate procedures taking into account the high risk of using wide-cut fuel types.

Push back and towing — aeroplanes

CAT.OP.MPA.205
Push back and towing procedures specified by the operator shall be conducted in accordance
with established aviation standards and procedures.

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 Push back and towing procedures
specified by the operator shall be
conducted in accordance with
established aviation standards
and procedures

An aircraft shall not be refueled /

defuelled with Avgas (aviation
gasoline) or wide-cut type fuel or
a mixture of these types of fuel,
when passengers are embarking,
on board or disembarking

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Ice and other contaminants — ground procedures CAT.OP.MPA.250
The operator shall establish procedures to be followed when ground de-icing and anti-icing and
related inspections of the aircraft are necessary to allow the safe operation of the aircraft.

The commander shall only commence take-off if the aircraft is clear of any deposit that might
adversely affect the performance or controllability of the aircraft, and in accordance with the
AFM.

Ice and other contaminants — flight procedures

CAT.OP.MPA.255
The operator shall establish procedures for flights in expected or actual icing conditions.

The commander shall only commence a flight or intentionally fly into expected or actual icing
conditions if the aircraft is certified and equipped to cope with such conditions.

If icing exceeds the intensity of icing for which the aircraft is certified or if an aircraft not certified
for flight in known icing conditions encounters icing, the commander shall exit the icing
conditions without delay, by a change of level and/or route, if necessary by declaring an
emergency to ATC.

Fuel and oil supply

CAT.OP.MPA.260
The commander shall only commence a flight or continue in the event of in-flight replanning
when satisfied that the aircraft carries at least the planned amount of usable fuel and oil to
complete the flight safely, taking into account the expected operating conditions.

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 The commander shall only commence take-off if the aircraft is clear of any deposit that
might adversely affect the performance or controllability of the aircraft, and in
accordance with the AFM

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Mass and Balance
CAT.POL.MAB

General
During any phase of operation, the loading, mass and centre of gravity (CG) of the aircraft shall
comply with the limitations specified in the AFM, or the operations manual if more restrictive.

The operator shall establish the mass and the CG of any aircraft by actual weighing prior to
initial entry into service and thereafter at intervals of 4 years if individual aircraft masses are
used, or 9 years if fleet masses are used. The accumulated effects of modifications and repairs
on the mass and balance shall be accounted for and properly documented. Aircraft shall be
reweighed if the effect of modifications on the mass and balance is not accurately known.

The weighing shall be accomplished by the manufacturer of the aircraft or by an approved

maintenance organisation.

The operator shall determine the mass of all operating items and crew members included in the
aircraft dry operating mass by weighing or by using standard masses. The influence of their
position on the aircraft’s CG shall be determined.

The operator shall establish the mass of the traffic load, including any ballast, by actual
weighing or by determining the mass of the traffic load in accordance with standard passenger
and baggage masses.

In addition to standard masses for passengers and checked baggage, the operator can use
standard masses for other load items, if it demonstrates to the competent authority that these
items have the same mass or that their masses are within specified tolerances.

The operator shall determine the mass of the fuel load by using the actual density or, if not
known, the density calculated in accordance with a method specified in the operations manual.

The operator shall ensure that the loading of its aircraft is performed under the supervision of
qualified personnel and traffic load is consistent with the data used for the calculation of the
aircraft mass and balance.

The operator shall comply with additional structural limits such as the floor strength limitations,
the maximum load per running metre, the maximum mass per cargo compartment and the
maximum seating limit. For helicopters, in addition, the operator shall take account of in-flight
changes in loading.

The operator shall specify, in the operations manual, the principles and methods involved in the
loading and in the mass and balance system that meet these requirements. This system shall
cover all types of intended operations.

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Weighing of an Aircraft
New aircraft that have been weighed at the factory may be placed into operation without
reweighing if the mass and balance records have been adjusted for alterations or modifications
to the aircraft.

Aircraft transferred from one EU operator to another EU operator do not have to be weighed
prior to use by the receiving operator, unless more than 4 years have elapsed since the last
weighing.

The mass and centre of gravity (CG) position of an aircraft should be revised whenever the
cumulative changes to the dry operating mass exceed ±0.5 % of the maximum landing mass or
for aeroplanes the cumulative change in CG position exceeds 0.5 % of the mean aerodynamic
chord. This may be done by weighing the aircraft or by calculation.

When weighing an aircraft, normal precautions should be taken consistent with good practices
such as:

 checking for completeness of the aircraft and equipment;

 determining that fl uids are properly accounted for;
 ensuring that the aircraft is clean; and
 ensuring that weighing is accomplished in an enclosed building.

Any equipment used for weighing should be properly calibrated, zeroed, and used in
accordance with the manufacturer’s instructions. Each scale should be calibrated either by the
manufacturer, by a civil department of weights and measures or by an appropriately authorized
organisation within two years or within a time period defined by the manufacturer of the
weighing equipment, whichever is less. The equipment should enable the mass of the aircraft to
be established accurately.

One single accuracy criterion for weighing equipment cannot be given. However, the weighing
accuracy is considered satisfactory if the accuracy criteria in the Table below are met by the
individual scales/cells of the weighing equipment used:

For a scale/cell load An accuracy of

below 2000 kg ±1 %
from 2000 kg to 20000 kg ±20 kg
from 2000 kg to 20000 kg ±0·1 %
Accuracy criteria for weighing equipment

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Fleet Mass and CG Position – Aeroplanes
For a group of aeroplanes of the same model and configuration, an average dry operating mass
and CG position may be used as the fleet mass and CG position, provided that:

 the dry operating mass of an individual aeroplane does not differ by more than ±0.5 % of
the maximum structural landing mass from the established dry operating fleet mass; or
 the CG position of an individual aeroplane does not diff r by more than ±0.5 % of the
mean aerodynamic chord from the established fleet CG.

The operator should verify that, after an equipment or configuration change or after weighing,
the aeroplane falls within the tolerances above.

To add an aeroplane to a fleet operated with fleet values, the operator should verify by weighing
or calculation that its actual values fall within the tolerances specified here.

To obtain fleet values, the operator should weigh, in the period between two fleet mass
evaluations, a certain number of aeroplanes as specified in the Table below, where ‘n’ is the
number of aeroplanes in the fleet using fleet values. Those aeroplanes in the fleet that have not
been weighed for the longest time should be selected first.

Number of aeroplanes in the Minimum number of weighings

fleet
2 or 3 n
4 to 9 (n + 3)/2
10 or more (n + 51)/10
Minimum number of weighings to obtain fleet values

The interval between two fleet mass evaluations should not exceed 48 months.

The fleet values should be updated at least at the end of each fleet mass evaluation.

Aeroplanes that have not been weighed since the last fleet mass evaluation may be kept in a
fleet operated with fleet values, provided that the individual values are revised by calculation
and stay within the tolerances above. If these individual values no longer fall within the
tolerances, the operator should determine new fleet values or operate aeroplanes not falling
within the limits with their individual values.

If an individual aeroplane mass is within the dry operating fleet mass tolerance but its CG
position exceeds the tolerance, the aeroplane may be operated under the applicable dry
operating fleet mass but with an individual CG position.

Aeroplanes for which no mean aerodynamic chord has been published should be operated with
their individual mass and CG position values.

They may be operated under the dry operating fleet mass and CG position, provided that a risk
assessment has been completed.

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Centre of Gravity Limits – Operational CG Envelope and In-Flight CG
In the Certificate Limitations section of the AFM, forward and aft CG limits are specified. These
limits ensure that the certification stability and control criteria are met throughout the whole flight
and allow the proper trim setting for take-off. The operator should ensure that these limits are
respected by:

Defining and applying operational margins to the certified CG envelope in order to compensate
for the following deviations and errors:

 Deviations of actual CG at empty or operating mass from published values due, for
example, to weighing errors, unaccounted modifications and/or equipment variations.
 Deviations in fuel distribution in tanks from the applicable schedule.
 Deviations in the distribution of baggage and cargo in the various compartments as
compared with the assumed load distribution as well as inaccuracies in the actual mass
of baggage and cargo.
 Deviations in actual passenger seating from the seating distribution assumed when
preparing the mass and balance documentation. Large CG errors may occur when ‘free
seating’, i.e. freedom of passengers to select any seat when entering the aircraft, is
permitted. Although in most cases reasonably even longitudinal passenger seating can
be expected, there is a risk of an extreme forward or aft seat selection causing very large
and unacceptable CG errors, assuming that the balance calculation is done on the basis
of an assumed even distribution. The largest errors may occur at a load factor of
approximately 50% if all passengers are seated in either the forward or aft half of the
cabin. Statistical analysis indicates that the risk of such extreme seating adversely
affecting the CG is greatest on small aircraft.
 Deviations of the actual CG of cargo and passenger load within individual cargo
compartments or cabin sections from the normally assumed mid position.
 Deviations of the CG caused by gear and flap positions and by application of the
prescribed fuel usage procedure, unless already covered by the certified limits.
 Deviations caused by in-flight movement of cabin crew, galley equipment and
passengers.
 On small aeroplanes, deviations caused by the difference between actual passenger
masses and
 standard passenger masses when such masses are used.

Defining and applying operational procedures in order to:

 ensure an even distribution of passengers in the cabin;

 take into account any significant CG travel during flight caused by passenger/crew
movement; and
 take into account any significant CG travel during flight caused by fuel
consumption/transfer.

Dry Operating Mass

The dry operating mass includes:

 crew and crew baggage;

 catering and removable passenger service equipment; and
 tank water and lavatory chemicals.

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Mass Values for Crew Members
The operator should use the following mass values for crew to determine the dry operating
mass:
 actual masses including any crew baggage; or
 standard masses, including hand baggage, of 85 kg for flight crew/technical crew
members and 75 kg for cabin crew members.

The operator should correct the dry operating mass to account for any additional baggage. The
position of this additional baggage should be accounted for when establishing the centre of
gravity of the aeroplane.

Mass Values for Passengers and Baggage

When the number of passenger seats available is:
 less than 10 for aeroplanes; or
 less than 6 for helicopters,

passenger mass may be calculated on the basis of a statement by, or on behalf of, each
passenger, adding to it a predetermined mass to account for hand baggage and clothing.

The predetermined mass for hand baggage and clothing should be established by the operator
on the basis of studies relevant to his particular operation. In any case, it should not be less
than:
 4 kg for clothing; and
 6 kg for hand baggage.

The passengers’ stated mass and the mass of passengers’ clothing and hand baggage should
be checked prior to boarding and adjusted, if necessary. The operator should establish a
procedure in the operations manual when to select actual or standard masses and the
procedure to be followed when using verbal statements.
When determining the actual mass by weighing, passengers’ personal belongings and hand
baggage should be included. Such weighing should be conducted immediately prior to boarding
the aircraft.

When determining the mass of passengers by using standard mass values, the standard mass
values in the Table below should be used. The standard masses include hand baggage and the
mass of any infant carried by an adult on one passenger seat. Infants occupying separate
passenger seats should be considered as children.

20 and more 30 and more

Passenger seats:
Male Female All adult
All flights except holiday charters 88 kg 70 kg 84 kg
Holiday charters* 83 kg 69 kg 76 kg
Children 35 kg 35 kg 35 kg

 Holiday charter means a charter flight that is part of a holiday travel package. On such flights the entire
passenger capacity is hired by one or more charterer(s) for the carriage of passengers who are travelling,
all or in part by air, on a round- or circle-trip basis for holiday purposes. The holiday charter mass values
apply provided that not more than 5 % of passenger seats installed in the aircraft are used for the non-
revenue carriage of certain categories of passengers. Categories of passengers such as company
personnel, tour operators’ staff, representatives of the press, authority officials etc. can be included within
the 5% without negating the use of holiday charter mass values.

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Instruments and equipment — general
CAT.IDE.A.100
Instruments and equipment required by this Subpart shall be approved in accordance with
Regulation (EU) No 748/2012, except for the following items:

 Spare fuses;
 Independent portable lights;
 An accurate time piece;
 Chart holder;
 First-aid kits;
 Emergency medical kit;
 Megaphones;
 Survival and signalling equipment;
 Sea anchors and equipment for mooring; and
 Child restraint devices.

Minimum equipment for flight

CAT.IDE.A.105
A flight shall not be commenced when any of the aeroplane’s instruments, items of equipment
or functions required for the intended flight are inoperative or missing, unless:

 the aeroplane is operated in accordance with the operator’s MEL; or

 the operator is approved by the competent authority to operate the aeroplane within the
constraints of the master minimum equipment list (MMEL).

Module 10.4 Air Operations 4-43

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Spare electrical fuses
CAT.IDE.A.110
Aeroplanes shall be equipped with spare electrical fuses, of the ratings required for complete
circuit protection, for replacement of those fuses that are allowed to be replaced in flight.

The number of spare fuses that are required to be carried shall be the higher of:

 10 % of the number of fuses of each rating; or

 three fuses for each rating.

Operating lights
CAT.IDE.A.115
Aeroplanes operated by day shall be equipped with:

 an anti-collision light system;

 lighting supplied from the aeroplane’s electrical system to provide adequate illumination
for all instruments and equipment essential to the safe operation of the aeroplane;
 lighting supplied from the aeroplane’s electrical system to provide illumination in all
passenger compartments; and
 an independent portable light for each required crew member readily accessible to crew
members when seated at their designated stations.

Aeroplanes operated at night shall in addition be equipped with:

 navigation/position lights;
 two landing lights or a single light having two separately energised filaments; and
 lights to conform with the International Regulations for Preventing Collisions at Sea if the
aeroplane is operated as a seaplane.

Equipment to clear windshield

CAT.IDE.A.120
Aeroplanes with an MCTOM of more than 5 700 kg shall be equipped at each pilot station with a
means to maintain a clear portion of the windshield during precipitation.

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 Aeroplanes shall be equipped with spare electrical
fuses, of the ratings required for complete circuit
protection, for replacement of those fuses that are
allowed to be replaced in flight

Aeroplane lighting
requirements are specified in
OPS-CAT

Aeroplanes with an
MCTOM of more than 5 700
kg shall be equipped at
each pilot station with a
means to maintain a clear
portion of the windshield
during precipitation

Module 10.4 Air Operations 4-45

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Operations under VFR by day — flight and navigational instruments and associated
equipment
CAT.IDE.A.125
Aeroplanes operated under VFR by day shall be equipped with the following equipment,
available at the pilot’s station:

 A means of measuring and displaying:

- Magnetic heading;
- Time in hours, minutes, and seconds;
- Pressure altitude;
- Indicated airspeed;
- Vertical speed;
- Turn and slip;
- Attitude;
- Heading;
- Outside air temperature; and
- Mach number whenever speed limitations are expressed in terms of Mach number.

 A means of indicating when the supply of power to the required flight instruments is not
adequate.

 Whenever two pilots are required for the operation, an additional separate means of
displaying the following shall be available for the second pilot:
- Pressure altitude;
- Indicated airspeed;
- Vertical speed;
- Turn and slip;
- Attitude; and
- Heading.

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Operations under IFR or at night — flight and navigational instruments and associated
equipment
CAT.IDE.A.130
Aeroplanes operated under VFR at night or under IFR shall be equipped with the following
equipment, available at the pilot’s station:

 A means of measuring and displaying:

- Magnetic heading;
- Time in hours, minutes and seconds;
- Indicated airspeed;
- Vertical speed;
- Turn and slip, or in the case of aeroplanes equipped with a standby means of
measuring and displaying attitude, slip;
- Attitude;
- Stabilised heading;
- Outside air temperature; and
- Mach number whenever speed limitations are expressed in terms of Mach number.

 Two means of measuring and displaying pressure altitude.

 A means of indicating when the supply of power to the required flight instruments is not
adequate.
 A means for preventing malfunction of the airspeed indicating systems due to
condensation or icing.
 Whenever two pilots are required for the operation, a separate means of displaying for
the second pilot:
- Pressure altitude;
- Indicated airspeed;
- Vertical speed;
- Turn and slip;
- Attitude; and
- Stabilised heading.

Altitude alerting system

CAT.IDE.A.140
The following aeroplanes shall be equipped with an altitude alerting system:

 turbine propeller powered aeroplanes with an MCTOM of more than 5700 kg or having
an MOPSC of more than nine; and
 aeroplanes powered by turbo-jet engines.

The altitude alerting system shall be capable of:

 alerting the flight crew when approaching a preselected altitude; and

 alerting the flight crew by at least an aural signal, when deviating from a preselected
altitude.

Aeroplanes with an MCTOM of 5700 kg or less, having an MOPSC of more than nine, first
issued with an individual CofA before 1 April 1972 and already registered in a Member State on
1 April 1995 are exempted from being equipped with an altitude alerting system.
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Terrain awareness warning system (TAWS)
CAT.IDE.A.150
Turbine-powered aeroplanes having an MCTOM of more than 5700 kg or an MOPSC of more
than nine shall be equipped with a TAWS that meets the requirements for Class A equipment as
specified in an acceptable standard.

Reciprocating-engine-powered aeroplanes with an MCTOM of more than 5700 kg or an

MOPSC of more than nine shall be equipped with a TAWS that meets the requirement for Class
B equipment as specified in an acceptable standard.

Airborne collision avoidance system (ACAS)

CAT.IDE.A.155
Turbine-powered aeroplanes with an MCTOM of more than 5700 kg or an MOPSC of more than
19 shall be equipped with ACAS II.

Airborne weather detecting equipment

CAT.IDE.A.160
The following shall be equipped with airborne weather detecting equipment when operated at
night or in IMC in areas where thunderstorms or other potentially hazardous weather conditions,
regarded as detectable with airborne weather detecting equipment, may be expected to exist
along the route:
 pressurised aeroplanes;
 non-pressurised aeroplanes with an MCTOM of more than 5700 kg; and
 non-pressurised aeroplanes with an MOPSC of more than nine.
Additional equipment for operations in icing conditions at night
CAT.IDE.A.165
Aeroplanes operated in expected or actual icing conditions at night shall be equipped with a
means to illuminate or detect the formation of ice.

The means to illuminate the formation of ice shall not cause glare or reflection that would
handicap crew members in the performance of their duties.

Flight crew interphone system

CAT.IDE.A.170
Aeroplanes operated by more than one flight crew member shall be equipped with a flight crew
interphone system, including headsets and microphones for use by all flight crew members.

Crew member interphone system

CAT.IDE.A.175
Aeroplanes with an MCTOM of more than 15 000 kg, or with an MOPSC of more than 19 shall
be equipped with a crew member interphone system, except for aeroplanes first issued with an
individual CofA before 1 April 1965 and already registered in a Member State on 1 April 1995.

Public address system

CAT.IDE.A.180
Aeroplanes with an MOPSC of more than 19 shall be equipped with a public address system.
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Cockpit voice recorder
CAT.IDE.A.185
The following aeroplanes shall be equipped with a cockpit voice recorder (CVR):

 aeroplanes with an MCTOM of more than 5700 kg; and

 multi-engined turbine-powered aeroplanes with an MCTOM of 5700 kg or less, with an
MOPSC of more than nine and first issued with an individual CofA on or after 1 January
1990.

The CVR shall be capable of retaining the data recorded during at least:
 the preceding two hours when the individual CofA has been issued on or after 1 April
1998;
 the preceding 30 minutes for aeroplanes when the individual CofA has been issued
before 1 April 1998; or

The CVR shall record with reference to a timescale:

 voice communications transmitted from or received in the flight crew compartment by

radio;
 flight crew members’ voice communications using the interphone system and the public
address system, if installed;
 the aural environment of the flight crew compartment, including without interruption:
- for aeroplanes first issued with an individual CofA on or after 1 April 1998, the audio
signals received from each boom and mask microphone in use;
- for aeroplanes first issued with an individual CofA before 1 April 1998, the audio
signals received from each boom and mask microphone, where practicable;
 voice or audio signals identifying navigation or approach aids introduced into a headset
or speaker.

The CVR shall start to record prior to the aeroplane moving under its own power and shall
continue to record until the termination of the flight when the aeroplane is no longer capable of
moving under its own power. In addition, in the case of aeroplanes issued with an individual
CofA on or after 1 April 1998, the CVR shall start automatically to record prior to the aeroplane
moving under its own power and continue to record until the termination of the flight when the
aeroplane is no longer capable of moving under its own power.

The CVR shall have a device to assist in locating it in water

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Flight data recorder
CAT.IDE.A.190
The following aeroplanes shall be equipped with a flight data recorder (FDR) that uses a digital
method of recording and storing data and for which a method of readily retrieving that data from
the storage medium is available:
 aeroplanes with an MCTOM of more than 5700 kg and first issued with an individual
CofA on or after 1 June 1990;
 turbine-engined aeroplanes with an MCTOM of more than 5700 kg and first issued with
an individual CofA before 1 June 1990; and
 multi-engined turbine-powered aeroplanes with an MCTOM of 5700 kg or less, with an
MOPSC of more than nine and first issued with an individual CofA on or after 1 April
1998.

The FDR shall record:

 time, altitude, airspeed, normal acceleration and heading and be capable of retaining the
data recorded during at least the preceding 25 hours for aeroplanes with an MCTOM of
less than 27 000 kg;
 the parameters required to determine accurately the aeroplane flight path, speed,
attitude, engine power and configuration of lift and drag devices and be capable of
retaining the data recorded during at least the preceding 25 hours, for aeroplanes with an
MCTOM of less than 27000 kg and first issued with an individual CofA before 1 January
2016;
 the parameters required to determine accurately the aeroplane flight path, speed,
attitude, engine power, configuration and operation and be capable of retaining the data
recorded during at least the preceding 25 hours, for aeroplanes with an MCTOM of over
27000 kg and first issued with an individual CofA before 1 January 2016;
 the parameters required to determine accurately the aeroplane flight path, speed,
attitude, engine power and
configuration of lift and drag devices and be capable of retaining the data recorded
during at least the preceding 10 hours, in the case of aeroplanes first issued with an
individual CofA before 1 January 2016; or
 the parameters required to determine accurately the aeroplane flight path, speed,
attitude, engine power, configuration and operation and be capable of retaining the data
recorded during at least the preceding 25 hours, for aeroplanes first issued with an
individual CofA on or after 1 January 2016.

Data shall be obtained from aeroplane sources that enable accurate correlation with information
displayed to the flight crew.

The FDR shall start to record the data prior to the aeroplane being capable of moving under its
own power and shall stop after the aeroplane is incapable of moving under its own power. In
addition, in the case of aeroplanes issued with an individual CofA on or after 1 April 1998, the
FDR shall start automatically to record the data prior to the aeroplane being capable of moving
under its own power and shall stop automatically after the aeroplane is incapable of moving
under its own power.

The FDR shall have a device to assist in locating it in water.

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 The FDR shall start to record the data prior to the aeroplane being capable of moving
under its own power and shall stop after the aeroplane is incapable of moving under
its own power

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Data link recording
CAT.IDE.A.195
Aeroplanes first issued with an individual CofA on or after 8 April 2014 that have the capability
to operate data link communications and are required to be equipped with a CVR, shall record
on a recorder, where applicable:

 data link communication messages related to ATS communications to and from the
aeroplane, including messages applying to the following applications:
- data link initiation;
- controller-pilot communication;
- addressed surveillance;
- flight information;
- as far as is practicable, given the architecture of the system, aircraft broadcast
surveillance;
- as far as is practicable, given the architecture of the system, aircraft operational
control data; and
- as far as is practicable, given the architecture of the system, graphics;

 information that enables correlation to any associated records related to data link
communications and stored separately from the aeroplane; and
 information on the time and priority of data link communications messages, taking into
account the system’s architecture.

The recorder shall use a digital method of recording and storing data and information and a
method for retrieving that data. The recording method shall allow the data to match the data
recorded on the ground.

The recorder shall be capable of retaining data recorded for at least the same duration as set
out for CVRs.

The recorder shall have a device to assist in locating it in water.

The requirements applicable to the start and stop logic of the recorder are the same as the
requirements applicable to the start and stop logic of the CVR.

Fasten seat belt and no smoking signs

CAT.IDE.A.210
Aeroplanes in which not all passenger seats are visible from the flight crew seat(s) shall be
equipped with a means of indicating to all passengers and cabin crew when seat belts shall be
fastened and when smoking is not allowed.

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First-aid kit
CAT.IDE.A.220
Aeroplanes shall be equipped with first-aid kits, in accordance with the following table:

First-aid kits shall be:

 readily accessible for use; and

 kept up to date.

Emergency medical kit

CAT.IDE.A.225
Aeroplanes with an MOPSC of more than 30 shall be equipped with an emergency medical kit
when any point on the planned route is more than 60 minutes flying time at normal cruising
speed from an aerodrome at which qualified medical assistance could be expected to be
available.

The commander shall ensure that drugs are only administered by appropriately qualified
persons.

The emergency medical kit shall be:

 dust and moisture proof;

 carried in a way that prevents unauthorised access; and
 kept up to date

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First-aid oxygen
CAT.IDE.A.230
Pressurised aeroplanes operated at pressure altitudes above 25000 ft, in the case of operations
for which a cabin crew member is required, shall be equipped with a supply of undiluted oxygen
for passengers who, for physiological reasons, might require oxygen following a cabin
depressurisation.

The oxygen supply referred to in (a) shall be calculated using an average flow rate of at least 3
litres standard temperature pressure dry (STPD)/minute/person. This oxygen supply shall be
sufficient for the remainder of the flight after cabin depressurisation when the cabin altitude
exceeds 8000 ft but does not exceed 15000 ft, for at least 2% of the passengers carried, but in
no case for less than one person.

There shall be a sufficient number of dispensing units, but in no case less than two, with a
means for cabin crew to use the supply.

The first-aid oxygen equipment shall be capable of generating a mass flow to each user of at
least 4 litres per minute.

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 Typical Cabin and Flight Deck emergency equipment layout (Boeing 737)

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Hand fire extinguishers
CAT.IDE.A.250
Aeroplanes shall be equipped with at least one hand fire extinguisher in the flight crew
compartment.

At least one hand fire extinguisher shall be located in, or readily accessible for use in, each
galley not located on the main passenger compartment.

At least one hand fire extinguisher shall be available for use in each class A or class B cargo or
baggage compartment and in each class E cargo compartment that is accessible to crew
members in flight.

The type and quantity of extinguishing agent for the required fire extinguishers shall be suitable
for the type of fire likely to occur in the compartment where the extinguisher is intended to be
used and to minimise the hazard of toxic gas concentration in compartments occupied by
persons.

Aeroplanes shall be equipped with at least a number of hand fire extinguishers in accordance
with the following table, conveniently located to provide adequate availability for use in each
passenger compartment.

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 The type and quantity of extinguishing agent for the
required fire extinguishers shall be suitable for the type
of fire likely to occur in the compartment where the
extinguisher is intended to be used and to minimise the
hazard of toxic gas concentration in compartments
occupied by persons

Module 10.4 Air Operations 4-57

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Crash axe and crowbar
CAT.IDE.A.255
Aeroplanes with an MCTOM of more than 5700 kg or with an MOPSC of more than nine shall
be equipped with at least one crash axe or crowbar located in the flight crew compartment.

In the case of aeroplanes with an MOPSC of more than 200, an additional crash axe or crowbar
shall be installed in or near the rearmost galley area.

Crash axes and crowbars located in the passenger compartment shall not be visible to
passengers.

Marking of break-in points

CAT.IDE.A.260
If areas of the aeroplane’s fuselage suitable for break-in by rescue crews in an emergency are
marked, such areas shall be marked as shown below.

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 Cabin emergency equipment

If areas of the aeroplane’s fuselage

suitable for break-in by rescue crews
in an emergency are marked, such
areas shall be marked

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Means for emergency evacuation
CAT.IDE.A.265
Aeroplanes with passenger emergency exit sill heights of more than 1.83 m (6 ft) above the
ground shall be equipped at each of those exits with a means to enable passengers and crew to
reach the ground safely in an emergency.

Such means are not required at overwing exits if the designated place on the aeroplane
structure at which the escape route terminates is less than 1.83 m (6 ft) from the ground with
the aeroplane on the ground, the landing gear extended, and the flaps in the take-off or landing
position, whichever flap position is higher from the ground.

Aeroplanes required to have a separate emergency exit for the flight crew for which the lowest
point of the emergency exit is more than 1.83 m (6 ft) above the ground shall have a means to
assist all flight crew members in descending to reach the ground safely in an emergency.

The heights referred to above shall be measured:

 with the landing gear extended; and

 after the collapse of, or failure to extend of, one or more legs of the landing gear, in the
case of aeroplanes with a type certificate issued after 31 March 2000.

Megaphones
CAT.IDE.A.270
Aeroplanes with an MOPSC of more than 60 and carrying at least one passenger shall be
equipped with the following quantities of portable battery-powered megaphones readily
accessible for use by crew members during an emergency evacuation.

For each passenger deck:

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 Aeroplanes with an MOPSC of more
than 60 and carrying at least one
passenger shall be equipped with the
portable battery-powered megaphones
readily accessible for use by crew
members during an emergency
evacuation

Aeroplanes with
passenger
emergency exit
sill heights of
more than 1,83 m
(6 ft) above the
ground shall be
equipped at each
of those exits
with a means to
enable
passengers and
crew to reach the
ground safely in
an emergency

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Emergency lighting and marking
CAT.IDE.A.275
Aeroplanes with an MOPSC of more than nine shall be equipped with an emergency lighting
system having an independent power supply to facilitate the evacuation of the aeroplane.

In the case of aeroplanes with an MOPSC of more than 19, the emergency lighting system,
shall include:

 sources of general cabin illumination;

 internal lighting in floor level emergency exit areas;
 illuminated emergency exit marking and locating signs;
 in the case of aeroplanes for which the application for the type certificate or equivalent
was filed before 1 May 1972, when operated by night, exterior emergency lighting at all
overwing exits and at exits where descent assist means are required;
 in the case of aeroplanes for which the application for the type certificate or equivalent
was filed after 30 April 1972, when operated by night, exterior emergency lighting at all
passenger emergency exits; and
 in the case of aeroplanes for which the type certificate was first issued on or after 31
December 1957, floor proximity emergency

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 Aeroplanes with an MOPSC of more
than nine shall be equipped with an
emergency lighting system having
an independent power supply to
facilitate the evacuation of the
aeroplane

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Emergency locator transmitter (ELT)
CAT.IDE.A.280

Aeroplanes with an MOPSC of more than 19 shall be equipped with at least:

 two ELTs, one of which shall be automatic, in the case of aeroplanes first issued with an
individual CofA after 1 July 2008; or
 one automatic ELT or two ELTs of any type, in the case of aeroplanes first issued with an
individual CofA on or before 1 July 2008.

Aeroplanes with an MOPSC of 19 or less shall be equipped with at least:

 one automatic ELT, in the case of aeroplanes first issued with an individual CofA after 1
July 2008; or
 one ELT of any type, in the case of aeroplanes first issued with an individual CofA on or
before 1 July 2008.

An ELT of any type shall be capable of transmitting simultaneously on 121.5 MHz and 406 MHz.

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 An ELT of any type shall be capable of transmitting
simultaneously on 121.5 MHz and 406 MHz

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Flight over water
CAT.IDE.A.285
The following aeroplanes shall be equipped with a life-jacket for each person on board or
equivalent flotation device for each person on board younger than 24 months, stowed in a
position that is readily accessible from the seat or berth of the person for whose use it is
provided:

 landplanes operated over water at a distance of more than 50 NM from the shore or
taking off or landing at an aerodrome where the take-off or approach path is so disposed
over water that there would be a likelihood of a ditching; and
 seaplanes operated over water.

Each life-jacket or equivalent individual flotation device shall be equipped with a means of
electric illumination for the purpose of facilitating the location of persons.

Seaplanes operated over water shall be equipped with:

 a sea anchor and other equipment necessary to facilitate mooring, anchoring or

manoeuvring the seaplane on water, appropriate to its size, weight and handling
characteristics; and
 equipment for making the sound signals as prescribed in the International Regulations for
Preventing Collisions at Sea, where applicable.

Aeroplanes operated over water at a distance away from land suitable for making an
emergency landing, greater than that corresponding to:

 120 minutes at cruising speed or 400 NM, whichever is the lesser, in the case of
aeroplanes capable of continuing the flight to an aerodrome with the critical engine(s)
becoming inoperative at any point along the route or planned diversions; or
 for all other aeroplanes, 30 minutes at cruising speed or
100 NM, whichever is the lesser, shall be equipped with the equipment specified below.

- life-rafts in sufficient numbers to carry all persons on board, stowed so as to facilitate

their ready use in an emergency, and being of sufficient size to accommodate all the
survivors in the event of a loss of one raft of the largest rated capacity;
- a survivor locator light in each life-raft; life-saving equipment to provide the means for
sustaining life, as appropriate for the flight to be undertaken; and
- at least two survival ELTs.

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Survival equipment
CAT.IDE.A.305
Aeroplanes operated over areas in which search and rescue would be especially difficult shall
be equipped with:

 signalling equipment to make the distress signals;

 at least one ELT(s); and
 ‘additional survival equipment’ for the route to be flown taking account of the number of
persons on board.

The ‘additional survival equipment’ specified above does not need to be carried when the
aeroplane:

 remains within a distance from an area where search and rescue is not especially difficult
corresponding to:
- 120 minutes at one-engine-inoperative (OEI) cruising speed for aeroplanes capable
of continuing the flight to an aerodrome with the critical engine(s) becoming
inoperative at any point along the route or planned diversion routes; or
- 30 minutes at cruising speed for all other aeroplanes;
 remains within a distance no greater than that corresponding to 90 minutes at cruising
speed from an area suitable for making an emergency landing, for aeroplanes certified in
accordance with the applicable airworthiness standard.

Headset
CAT.IDE.A.325
Aeroplanes shall be equipped with a headset with a boom or throat microphone or equivalent
for each flight crew member at their assigned station in the flight crew compartment.

Aeroplanes operated under IFR or at night shall be equipped with a transmit button on the
manual pitch and roll control for each required flight crew member.

Radio communication equipment

CAT.IDE.A.330
Aeroplanes shall be equipped with the radio communication equipment required by the
applicable airspace requirements.

The radio communication equipment shall provide for communication on the aeronautical
emergency frequency
121.5 MHz.

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Reduced Vertical Separation Minima (RVSM)
RVSM operations
SPA.RVSM.100
Aircraft shall only be operated in designated airspace where a reduced vertical separation
minimum of 300 m (1 000 ft) applies between flight level FL 290 and FL 410, inclusive, if the
operator has been granted an approval by the competent authority to conduct such operations.

RVSM operational approval

SPA.RVSM.105
To obtain an RVSM operational approval from the competent authority, the operator shall
provide evidence that:
 the RVSM airworthiness approval has been obtained;
 procedures for monitoring and reporting height-keeping errors have been established;
 a training programme for the flight crew members involved in these operations has been
established;
 operating procedures have been established specifying:
- the equipment to be carried, including its operating limitations and appropriate entries
in the MEL;
- flight crew composition and experience requirements;
- flight planning;
- pre-flight procedures;
- procedures prior to RVSM airspace entry;
- in-flight procedures;
- post-flight procedures;
- incident reporting;
- specific regional operating procedures.

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 Module 10.4 Air Operations 4-69
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RVSM equipment requirements
SPA.RVSM.110
Aircraft used for operations in RVSM airspace shall be equipped with:

 two independent altitude measurement systems;

 an altitude alerting system;
 an automatic altitude control system;
 a secondary surveillance radar (SSR) transponder with altitude reporting system that can
be connected to the altitude measurement system in use for altitude control.

RVSM height-keeping errors

SPA.RVSM.115
The operator shall report recorded or communicated occurrences of height-keeping errors
caused by malfunction of aircraft equipment or of operational nature, equal to or greater than:

 a total vertical error (TVE) of ± 90 m (± 300 ft);

 an altimetry system error (ASE) of ± 75 m (± 245 ft); and
 an assigned altitude deviation (AAD) of ± 90 m (± 300 ft).

Reports of such occurrences shall be sent to the competent authority within 72 hours. Reports
shall include an initial analysis of causal factors and measures taken to prevent repeat
occurrences.

When height-keeping errors are recorded or received, the operator shall take immediate action
to rectify the conditions that caused the errors and provide follow-up reports, if requested by the
competent authority.

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 The skin area around static vents are
RVSM critical areas and require
special inspections

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Extended Range Operations (ETOPS)

ETOPS
SPA.ETOPS.100
In commercial air transport operations, two-engined aeroplanes shall only be operated beyond
the threshold distance determined in if the operator has been granted an ETOPS operational
approval by the competent authority.

ETOPS operational approval

SPA.ETOPS.105
To obtain an ETOPS operational approval from the competent authority, the operator shall
provide evidence that:

 the aeroplane/engine combination holds an ETOPS type design and reliability approval
for the intended operation;
 a training programme for the flight crew members and all other operations personnel
involved in these operations has been established and the flight crew members and all
other operations personnel involved are suitably qualified to conduct the intended
operation;
 the operator’s organisation and experience are appropriate to support the intended
operation;
 operating procedures have been established.

ETOPS en-route alternate aerodrome

SPA.ETOPS.110
An ETOPS en-route alternate aerodrome shall be considered adequate, if, at the expected time
of use, the aerodrome is available and equipped with necessary ancillary services such as air
traffic services (ATS), sufficient lighting, communications, weather reporting, navigation aids
and emergency services and has at least one instrument approach procedure available.

Prior to conducting an ETOPS flight, the operator shall ensure that an ETOPS en-route
alternate aerodrome is available, within either the operator’s approved diversion time, or a
diversion time based on the MEL generated serviceability status of the aeroplane, whichever is
shorter.

The operator shall specify any required ETOPS en-route alternate aerodrome(s) in the
operational flight plan.

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 In commercial air
transport operations,
two-engined aeroplanes
shall only be operated
beyond the threshold
distance determined in if
the operator has been
granted an ETOPS
operational approval by
the competent authority

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© Copyright 2016 Training Purpose Only Rev.01 – 31 March 2016
Aircraft Maintenance Programme
Definition
The Aircraft Maintenance Programme is a document containing the maintenance
requirements/tasks that needs to be carried out on an aircraft in order to ensure its continuing
airworthiness.

Primary Maintenance
In the early days of aviation, maintenance programs were developed primarily by pilots and
mechanics. They assessed an aircraft’s needs for maintenance based on their individual
experiences and created programs that were simple and devoid of analysis.

The introduction of the airlines as a new method of transport demanded new regulations and
broader involvement of the regulatory authorities in maintenance requirements. During this era
not only were regulations put in place but programs began to be used to monitor reliability and
safety. The entry of the large jet aircraft (Boeing 707 and DC-8) in the 1950s focused public
attention on the need for safer and more reliable aircraft. The aircraft manufacturer became the
source of maintenance programme development. Time limitations were established for
maintenance and the entire aircraft was periodically disassembled, overhauled, and
reassembled in an effort to maintain the highest level of safety. This was the origin of the first
primary maintenance process referred to as Hard-Time (HT).

Hard-time Maintenance mandated that all components be taken out of service when they
reached a specified age, expressed as the number of operating flight hours, flight cycles,
calendar time, or other stress units since new or since last shop visit. Removed units were
routed to repair centres and effectively zero-timed, whereby the operating age was restored
zero by means of an overhaul.

In 1960, representatives from both the aviation authorities and the airlines formed a task force
to investigate the capabilities of preventive maintenance. Two major discoveries resulted from
their investigation:

 Scheduled overhaul has little effect on the overall reliability of a complex equipment unless
the equipment has a dominant failure mode, and
 There are many items for which there is no effective application for scheduled hard-time
maintenance.

The findings of the task force led to the development of a second primary maintenance process
defined as On-Condition (OC).

On-Condition Maintenance requires that an appliance or part be periodically inspected or

checked against some appropriate physical standard to determine whether it can continue in
service. The purpose of the standard is to remove the unit from service before failure during
normal operation occurs.

Example of an OC process is measurement of brake wear indicator pins; compare brake wear
condition against a specified standard or limit. Brake wear will vary considerably among
operators due to operational conditions, however the wear indicator pin on-condition check will
help attain near maximum usage out of each set of brakes.

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 On-Condition Maintenance
requires that an appliance
or part be periodically
inspected or checked
against some appropriate
physical standard to
determine whether it can
continue in service. The
purpose of the standard is
to remove the unit from
service before failure
during normal operation
occurs

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Maintenance Steering Group (MSG) Processes
In 1968, the Maintenance Steering Group (MSG) was created with a mandate to formulate a
decision logic process used for development of the initial scheduled maintenance requirements
for new aircraft. The group was composed of participants from various aviation bodies, including
the Air Transport Association (ATA), airlines, aircraft manufacturers, suppliers, and aviation
authority representatives.

That same year, representatives of the steering group developed “MSG-1 - Maintenance
Evaluation and Programme Development", which for the first time used a decision-logic diagram
to develop the scheduled maintenance programme for the new Boeing 747 aircraft. Both hard-
time and on-condition processes were used for development of the aircraft’s routine
maintenance tasks.

In 1970, MSG-1 was updated to MSG-2 to make it applicable for later generation aircraft (L-
1011 and DC-10), and at the same time the methodology introduced a third primary
maintenance process defined as Condition-Monitoring (CM).

Under Condition-Monitoring no services or inspections are scheduled to determine integrity or

serviceability, however the mechanical performance is monitored and analysed. For example, a
given operating characteristic of the equipment (e.g. vibration, oil consumption, EGT margin
deterioration, etc.) is trended and compared with known “normal” operating levels. An
acceptable range is established with either upper and/or lower limits, or some maximum or
minimum level.

As long as the trend data remain inside the acceptable level, any variation is considered to be
normal. When the trend line intersects the “unacceptable” limit, removal of the unit is required to
prevent a failure in the future.

A characteristic of CM is that it is not considered a preventive maintenance process; the

process allows failures to occur, and the failure modes of conditioned-monitored items are
considered not to have a direct adverse effect on operating safety.

MSG-2 decision logic was subsequently used to develop scheduled maintenance programs for
the aircraft of the 1970s. Maintenance tasks were derived from one of three processes:

 Hard-Time,
 On-Condition, and
 Condition-Monitoring

or some combination of the three processes.

In 1979, the Air Transport Association (ATA) task force sought to improve on MSG-2 to address
a new generation of advanced technology aircraft (Boeing 757 and 767). Additionally, the task
force identified a number of shortcomings in MSG-2 decision logic, key among them:

MSG-2 did not differentiate between maintenance being done for safety reasons versus
economic reasons.

An MSG-2 programme became very unwieldy and difficult to manage because it required so
many components to be individually tracked.

MSG-2 did not effectively deal with the increased complexity of aircraft systems.
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 Module 10.4 Air Operations 4-77
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MSG-2 did not address regulations related to damage tolerance and fatigue evaluation of
structures; these are currently accounted for in Corrosion Prevention and Control Programs
(CPCP) and requirements mandated through an Aging Aircraft maintenance program.

The work of the ATA task force led to the development of a new, task-oriented, maintenance
process defined as MSG-3. The process adopted a decision tree methodology with the primary
purpose of: a) separating safety-related items from economic, and b) defining adequate
treatment of hidden functional failures.

Under MSG-3 logic, activities are assessed at the system level rather than the component level
In other words, if it can be demonstrated that the functional failure of a particular system had no
effect on operational safety, or that the economic repercussions were not significant, there was
no need for a routine maintenance activity.

Maintenance Review Board Report (MRBR) - Before introduction of a new aircraft, the aircraft
manufacturer - the Type Certificate (TC) holder – must prepare and submit for approval to the
relevant airworthiness authorities, the initial minimum scheduled maintenance requirements.
These minimum scheduled requirements are outlined in the Maintenance Review Board Report
(MRBR). After approval by the local regulatory authorities, the MRBR is used as a framework
around which each air carrier develops its own individual maintenance program. Although
maintenance programs may vary widely, the initial requirements for a particular aircraft will be
the same for all.

Maintenance Planning Document (MPD) - The MRB Report outlines the initial minimum
scheduled maintenance/inspection requirements to be used in the development of an approved
continuous airworthiness maintenance program. The Maintenance Planning Document (MPD)
contains all the MRB requirements plus mandatory scheduled maintenance requirements that
may only be changed with the permission of the applicable airworthiness authority.

Aircraft Maintenance Programme Description

The maintenance programme must be produced for each aircraft type by the Operator (the AOC
Holder) and subsequently approved by the National Aviation Authority (NAA). For Commercial
Air Transport (CAT) and Large Aeroplanes with MTOM above 13,000 kg, the Aircraft
Maintenance Programme is initially developed based on the Maintenance Review Board Report
(MRBR) and Maintenance Planning Document (MPD). However, as the MRBR for such aircraft
is developed based on MSG-3 Logic, the Operator must monitor the effectiveness of its
maintenance programme(s) by developing and running a Reliability Programme. The
Reliability Programme requires the collection of data from different sources, and the analysis of
such data to identify trends and addressing any reliability issues by taking effective corrective
actions. Such corrective actions can be in the form of amending maintenance programme to
increase tasks frequencies. Therefore, over a period of time, an Operator’s maintenance
programme evolves, based on its own operational experience.

Sometimes operators use reliability data to justify the escalation of task intervals within the
maintenance programme. This is perfectly acceptable as the escalation process requires
statistical evidence based on factual data collected from operational experience. However,
maintenance task escalations related to critical systems or components must be scrutinised
from system safety point of view. System design must be reviewed carefully and risk based
decisions must be made to avoid any catastrophic failure.

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Alaska Airlines MD83 Crash in Jan 2000, which was due to a failed stabiliser jackscrew, is a
typical example of how such maintenance tasks escalations crucially affect airworthiness of the
aircraft.

Operator Approved Maintenance Programme (OAMP)

The MPD scheduled maintenance tasks should not be considered as all-inclusive. Each
individual operator has final responsibility to decide what to do and when to do it.

Additional requirements in the form of Service Letters, Service Bulletins and Airworthiness
Directives are the responsibility of the individual airline to incorporate.

Maintenance tasks recommended in engine, APU, and vendor manuals should also be
considered.

Maintenance Programme Supporting Documents

The Aircraft Maintenance Programme outlines an operator’s routine, scheduled maintenance
tasks required to provide instructions for continued airworthiness. Each scheduled task in turn
will need to be converted to procedures that will be used by the maintenance organisation to
fulfil the intended requirement. The manual containing these procedures is defined as the
Aircraft Maintenance Manual (AMM).

The AMM is organized by Air Transport Association (ATA) chapterisation system - the ATA
Chapter numbers provide a common referencing standard for all commercial aircraft
documentation including the MPD, AMM, Illustrated Parts Catalogue (IPC), etc.

Most operator’s maintenance departments will use the Aircraft Maintenance Programme in
conjunction with extracted procedures from an aircraft’s AMM to generate the task cards.

The tasks cards are used as a simple means of complying with regulations for performing
maintenance, as well as maintenance recordkeeping. Task cards provide detailed, concise
procedural instructions that organize and control maintenance activities while providing a means
to ensure compliance with their maintenance manual.

Task cards are an easy ways to ensure maintenance personnel are following proper
procedures.

During the course of normal operation, an aircraft will require unscheduled, non-routine
maintenance, to make repairs, or to remove and restore defective components. A need for
unscheduled maintenance may result from scheduled maintenance tasks, pilot reports, or
unforeseen events, such as high-load events, hard or overweight landings, tail strikes, ground
damage, lightning strikes, or an engine over-temperature.

The documents required to support rectification of discovered problems generally consists of:

 Aircraft Maintenance Manual (AMM),

 Structural Repair Manual (SRM),
 Wiring Diagram Manual (WDM),
 System Schematic Manual (SSM),
 Fault Reporting and Fault Isolation Manuals (FRM & FIM),
 Illustrated Parts Catalogue (IPC), and
 the Dispatch Deviation Guide (DDG).

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Scheduled Maintenance Inspections (SMIs)

Maintenance Event Letter Checks - All the tasks defined through the maintenance
development process will ultimately need to be allocated into scheduled work packages. Tasks
with similar intervals are then grouped into a number of maintenance packages, each with its
own interval. For commercial aircraft these intervals range from daily walk-around checks, to
Scheduled Maintenance Inspections performed at line maintenance station, to major checks
performed at base maintenance stations.

In the airline industry, a letter check is the alphabetic designation given to scheduled-
maintenance maintenance packages. The three most commonly used letter checks consists of:

 A-Check,
 C-Check
 D-Check.

The A-Check generally consists of a general inspection of the interior/exterior of the aircraft
with selected areas opened. The A-check is typically performed biweekly to monthly. Examples
of A-check tasks are checking and servicing oil, filter replacement, lubrication, operational
checks, and inspections.

The C-Check is typically scheduled every 12-20 months depending on the operator, aircraft
type and utilization. Examples of C-check tasks include functional and operational systems
checks, cleaning and servicing, attendance to minor structural inspections and Service Bulletin
requirements.

The D-Check, or Heavy Maintenance Visit, occurs every 6-12 years, depending on the aircraft
type and utilization. Usually the aircraft is taken out of service for several weeks. During this
check the exterior paint is stripped and large parts of the outer panelling are removed,
uncovering the airframe, supporting structure and wings for inspection of most structurally
significant items.

In addition many of the aircraft’s internal components are functionally checked, repaired /
overhauled, or exchanged.

For modern aircraft types (e.g. Boeing 737NG family and Boeing 777), the ‘letter check’
distinctions are often less important, since MSG-3 task-orientated maintenance programs are
employed. MSG-3 allows maintenance tasks to be grouped into packages in a way that is more
efficient for the operator matching work against operational requirement – rather than carrying
out checks that are pre-defined by the MPD.

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 The C-Check is typically scheduled every 12-20 months depending on the operator,
aircraft type and utilization

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The Block Check – The block check packaging method is focused on the principle of grouping
tasks which require frequent repetition under a letter check (i.e. “A”, “C” and “D” checks).

This method produces a small number of relatively large work packages having the
disadvantage of a relatively long maintenance ground time. Each letter check generally
incorporates all the work covered by preceding checks, plus the tasks assigned at that letter-
check interval. Thus each letter check often requires an increasing amount of man-power,
technical skills, and specialized equipment.

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Example Block Check Schedule

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The Phased Check – sometimes referred to as equalized or segmented check - apportions
tasks to smaller packages that may be accomplished more frequently than the packages in a
block check. An operator, for example, may phase or segment, portions of its heavy
maintenance tasks equally over the appropriate number of C-Checks. Usually, the objective of
this subdivision of effort is to even out the maintenance workload over time and shorten the
length of each period of down-time. Peaks and valleys in man-power requirements are
minimized by moving tasks from one check package to another. The overall result of an
equalized maintenance programme is that the total number of scheduled maintenance down-
time can be reduced over an aircraft’s maintenance cycle.

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Example Phased Maintenance Programme

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Aircraft Placarding (Markings)
CS-25, Subpart G, CS-25.1541

General
The aircraft must display:

 The specified markings and placards

 Any information, instrument markings and placards required for the safe operation if
there are unusual design, operating or handling characteristics.

Each marking and placard prescribed above must be displayed in a conspicuous place; and
may not be easily erased, disfigured, or obscured.

Instrument markings
When markings are on the cover glass of the instrument, there must be means to maintain the
correct alignment of the glass cover with the face of the dial.

Each instrument marking must be clearly visible to the appropriate crew member.

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 Each marking and placard must be displayed in a conspicuous place; and
may not be easily erased, disfigured, or obscured

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Master Minimum Equipment List (MMEL), Minimum Equipment List
(MEL) and Configuration Deviation List (CDL)
CS-MMEL, ARO.OPS.205

General
MMEL, MEL and CDL are documents used by the operator to perform commercial flight
operations even when some systems, components or other requirements do not function or
correspond with the defined standard of functionality.

These lists define the requirements in which limitations such operations may be performed.
They define the required system function, operational limitations and rectifications intervals.

Master Minimum Equipment List (MMEL)

The Master Minimum Equipment List (MMEL) is a master list appropriate to an aircraft type
which determines those instruments, items of equipment or functions that, while maintaining the
level of safety intended in the applicable regulation, may temporarily be inoperative either due to
the inherent redundancy of the design, and/or due to specified operational and maintenance
procedures, conditions and limitations, and in accordance with the applicable procedures for
continued airworthiness.

All items related to the airworthiness of the aircraft and not included in the list are automatically
required to be operative. Non-safety-related equipment, such as galley equipment, passenger
convenience items, need not be listed.

The competent authority will only accept an application for MMEL approval from the type
certificate holder.

Operational and maintenance procedures are necessary to support certain MMEL items. These
procedures are identified to the authority during the approval process; however, the procedures
themselves will not be subject to approval. These procedures are referenced in the MMEL and
published concurrently with the MMEL as a guide for operators.

The procedures are appropriately amended, as and when the MMEL is revised the MMEL is
approved by the certification authority and issued as the basis for the preparation and
authorisation of the individual operator's minimum equipment list (MEL) for each aircraft type.

Where a change to the type certificate has an effect upon the MMEL, the type certificate holder
shall apply for approval of the necessary changes to the MMEL.

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 Boeing 747-400

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Minimum Equipment List (MEL)
The MEL is a list which provides for the operation of aircraft, under specified conditions, with
particular instruments, items of equipment or functions inoperative at the commencement of
flight. This list is prepared by the operator for his own particular aircraft taking account of their
aircraft definition and the relevant operational and maintenance conditions in accordance with a
procedure approved by the authority.

An operator shall establish, for each aircraft, a MEL, to be approved by the competent authority.
The MEL is based upon, but no less restrictive than, the relevant MMEL. All items related to the
airworthiness of the aircraft and not included in the list are automatically required to be
operative. Non-safety related items such as galley equipment, passenger convenience items,
need not be listed. Operators shall 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.

The MEL may contain additional advisory material or modified operational and maintenance
procedures. The MEL may include additional operator’s requirements; however they may not be
less stringent than the MMEL.

Operators shall take operational and maintenance procedures referenced in the MMEL into
account when preparing an MEL. These procedures are referenced in the MEL and published
concurrently with the MEL as a guide for operators.

The procedures are appropriately amended, as and when the MMEL is revised. Items deferred
in accordance with the MEL must be repaired prior to the time required by the MEL category.
MEL categories are identified by the letters A, B, C and D requiring rectification intervals (see
below).

The operator may permit a one-time extension of the applicable rectification interval of the MEL
categories B, C and D for the same duration as that specified in the MMEL. A description of
specific duties and the responsibilities for controlling extensions is established by the operator
and the authority is notified within ten days of any extension authorised.

The operator is responsible for establishing an effective rectification programme that includes
tracking of the inoperative items and coordinating parts, personnel, facilities and procedures
necessary to ensure timely rectification.

Dispatch of the aircraft is not allowed after expiry of the rectification interval and possible
extension specified in the MEL.

Under certain specified conditions and circumstances operators may be granted approval by the
authority to introduce and implement special procedures for operations outside the condition of
the MEL. The special procedures will in no circumstances be used to permit flights outside the
constraints of the relevant MMEL.

Any operator-specific MEL is based on the manufacturer’s MMEL and must be approved by the
competent authority.

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Configuration Deviation List (CDL)
The CDL should not be confused with the Minimum Equipment List (MEL). MELs are associated
with inoperative equipment and systems. They define a safe deviation from the certified
configuration. Items listed in the CDL, however, define a new certificated aircraft configuration.
Therefore, the aircraft may be flown indefinitely without replacing a qualified missing part. In
practice, the part is usually replaced at the first convenient opportunity, but it is important to
remember that the aircraft remains airworthy regardless of the time the aircraft flies with an
open CDL item.

During line maintenance, procedures to handle CDL items consist of the administrative
practices necessary to release the aircraft and include log entries, down line, pilot and dispatch
notification. Also included will be any maintenance limitations associated with the missing item.

MEL and CDL Remarks and Exceptions

The inoperative equipment, system or function must be visible by a placard in the cockpit.

m- Means that a maintenance action is required when operating with item inoperative.
o- Means that a specific operation procedure must be accomplished by the flight crew.

A- No standard interval is specified, however, items in this category must be rectified in

accordance with the conditions stated in the MEL.
Where a time period is specified it shall start at 00:01 on the calendar day following the
day of discovery.
B- Items in this category must be rectified within 3-days consecutive calendar days,
excluding the day of discovery.
C- Items in this category must be rectified within 10-days consecutive calendar days,
excluding the day of discovery.
D- Items in this category must be rectified within 120-days consecutive calendar days,
excluding the day of discovery.

Dispatch Deviation Procedures Guides (DDPG)

Manufacturers may choose to produce operating and maintenance procedures such as
Dispatch Deviation Procedure Guides (also known as Dispatch Deviation Guides), for use by air
operators.

These procedures may be inserted into the appropriate MEL pages, and submitted by the air
operator, to form part of the MEL. Dispatch Deviation Procedures Guides, Dispatch Deviation
Guides, and other similar documents cannot be approved by the Authority, nor can they replace
the MEL.

Dispatch Deviation Lists (DDL)

A list of current equipment and/or system deviations, if their rectification can be deferred in
accordance with the MEL/CDL, is kept in the Technical Log, Items entered into the DDL must
have included with them, the date by which the deviation must be rectified.

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 An example page from the MEL

A missing waste water service panel door – aircraft can

be dispatched according to the CDL

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Worksheet 10.4
Use the following worksheet to revise your knowledge. Use the original documents of AIR-OPS.

1. What document succeeded JAR-OPS, but has almost the same content?

EU-OPS (which was replaced by IR-OPS)

2. IR-OPS applies from 28 October 2012; however, Member States had the option not to
apply the provisions of Annexes I to V until what date?

28th October 2014

3. To operators of what aircraft does IR-OPS apply?

All aircraft except tilt rotors, airships and UAV

4. To what Commission Regulation is each IR-OPS an Annex of?

Regulation (EU) No. 965/2012

5. List and name the five OPS Parts:

I Definitions

II Part-OPS-ARO – Authority Requirements Operations

III Part-OPS-ORO – Organisation Requirements Operations

IV Part-OPS-CAT – Commercial Air Transport Operations

V Part-OPS-SPA – Specific Approvals

6. What certificate must an operator be granted with before it can fly aircraft for the purpose
of commercial air transportation?

AOC – Public Transport

7. What certificate must an operator be granted with before it can fly aircraft for any other
type of aerial work (other than transportation)?

AOC – Aerial Work

8. What Paragraph of IR-OPS details the general rules for air operator certification?

ARO.OPS.100

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9. Who grants an Air Operator’s Certificate?

Competent authority

10. With what type of fuel must the aircraft NOT be refuelled with, whilst passengers are on-
board the aircraft?

Avgas and wide-cut turbine fuel

11. Who has responsibility to ensure that the aircraft does NOT take-off unless the aircraft is
clear of any deposit (e.g. ice and/or snow) that might adversely affect the performance or
controllability of the aircraft?

Commander

12. Who has responsibility to ensure that the aircraft has adequate fuel and oil for the
intended flight?

Commander

13. List the 10 items of equipment that must be approved and carried in accordance with IR-
OPS

First aid kits

Spar fuses
Independent Portable lights
Accurate time piece
Chart holder
Emergency medical kit
Megaphones
Sea anchor
Child restrain devices
Survival and signaling

14. How many spare electrical fuses must an aircraft carry when being operated under an
AOC?

10% or 3 of each type, whichever is lesser

15. An aeroplane flying during the day must have what EXTERNAL lights?

Anticollision

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16. An aeroplane flying during night must have what additional EXTERNAL lights?

Nav/position lights
Landing lights

17. Aircraft above what MCTOM must be equipped with a windshield wiper?

5700 kg MTOM and above

18. An aircraft being flown under IFR must have what additional instrumentation, compared
to an aircraft flying under VFR?

2 means of measuring and displaying pressure altitude

Means of preventing malfunction of ASI due to condensation or icing
Means to stabilise heading

19. Which aircraft must be equipped with an altitude alerting system?

Aeroplanes with MTOM greater than 5700 kg or more than 9 MOSPC and turbojet
engines
20. What does an altitude alerting system do?

Alert crew when approaching predetermined altitude

Alert crew when deviating from set altitude

21. Which aircraft must be equipped with a Terrain Awareness System (TAWS)?

All aircraft over 5700 kg MTOM or MOSPC of 9 or more

22. Which aircraft must be equipped with an Airborne Collision Avoidance System (ACAS)?

Turbine aircraft over 5700 kg MTOM or MOSPC of 19 or more

23. Which aircraft must be equipped with a cockpit voice recorder (CVR)?

All aircraft over 5700 kg MTOM or MOSPC of 9 or more

24. For how long must a CVR be capable of recording data?

2 hours or 30 mins depending on when CofA was first issued

25. A CVR must start recording when? And until what time must it continue to record data?

Aircraft capable of moving under its own power and continues until termination of
flight when no longer capable of moving under its own power

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26. Which aircraft must be equipped with a Flight Data Recorder (FDR)?

All aircraft over 5700 kg MTOM

27. For how long must a FDR be capable of recording data?

25 hours

28. A FDR must start recording when? And until what time must it continue to record data?

Aircraft capable of moving under its own power and continues until termination of
flight when no longer capable of moving under its own power

29. Which aircraft must be equipped with data link recording?

Aircraft first issued a CofA 8th April 2014

30. How many first aid kits are required on-board an aircraft with 200 seats?

31. What category of aircraft must carry first-aid oxygen?

Pressurised aircraft flying above 20,000ft

32. How many fire extinguishers are required in a cabin of an aircraft with 250 seats?

33. How many megaphones are required in a cabin of an aircraft with 250 seats?

34. An ELT of any type must be capable of transmitting on which frequencies?

121.5 MHz, 406 MHz

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35. Describe the following types of Primary Maintenance:

 Hard Time:

Components are taken out of service when they reach a specified age, expressed as
the number of operating flight hours, flight cycles, calendar time, or other stress
units since new or since last shop visit

 On-Condition

Requires that an appliance or part be periodically inspected or checked against some

appropriate physical standard to determine whether it can continue in service

 Condition Monitoring

No services or inspections are scheduled to determine integrity or serviceability,

however the mechanical performance is monitored and analysed (using trend
analysis)

36. Which type of Primary Maintenance is not considered a preventive type?

Condition monitoring

37. Who prepares the Maintenance Review Board Report?

Aircraft manufacturer (or TC holder)

38. What chapterization system is used in an Aircraft Maintenance Manual (AMM)?

ATA 100

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39. Summarise the following types of Scheduled Maintenance Inspection (Checks):

 A-Check

A general inspection of the interior and exterior of the aircraft with selected areas
opened. The A-check is typically performed bi-weekly to monthly.

 C-Check

Includes functional and operational systems checks, cleaning and servicing,

attendance to minor structural inspections and Service Bulletin requirements

 D-Check

Heavy Maintenance Visit, occurs every 6-12 years, depending on the aircraft type
and utilization. Usually the aircraft is taken out of service for several weeks. During
this check the exterior paint is stripped and large parts of the outer panelling are
removed, uncovering the airframe, supporting structure and wings for inspection of
most structurally significant items

31. What is the difference between an MEL and a MMEL?

MMEL is produced by the manufacturer (or TC holder) and applies to the type of
aircraft.

MEL is produced by the operator to take account of their specific operational

requirements but must not be any less restrictive than the MMEL

32. Who provides the MMEL?

Manufacturer (or TC holder)

33. Who provides the MEL?

Operator

34. Who approves the issue of an MEL?

Competent authority

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35. What are the titles of 5 columns on any page of the MEL?

1 – System (by ATA 100 chapter)

2 – Rectification interval (A, B, C or D)
3 – Number installed
4 – Number required for dispatch
5 – Remarks or exceptions (Operational or Maintenance actions/conditions required)

36. What do the following mean, when found on Column 5 of an MEL?

(o) a specific operation procedure must be accomplished by the flight crew

(m) maintenance action is required when operating with item inoperative item

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European Aviation Safety Agency (EASA)

Module 10
Licence Category A, B1 and B2

Aviation Legislation

10.5 Certification of Aircraft, Parts and

Appliances
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Copyright Notice
© Copyright. All worldwide rights reserved. No part of this publication may be reproduced,
stored in a retrieval system or transmitted in any form by any other means whatsoever: i.e.
photocopy, electronic, mechanical recording or otherwise without the prior written permission of
Turkish Technic Inc.

Knowledge Levels — Category A, B1, B2, B3 and C Aircraft

Maintenance Licence
Basic knowledge for categories A, B1, B2, B3 are indicated by the allocation of knowledge levels indicators (1, 2 or
3) against each applicable subject. Category C applicants must meet the appropriate category B basic knowledge
levels.
The knowledge level indicators are defined as follows:

LEVEL 1
 A familiarisation with the principal elements of the subject.
Objectives:
 The applicant should be familiar with the basic elements of the subject.
 The applicant should be able to give a simple description of the whole subject, using common words and
examples.
 The applicant should be able to use typical terms.

LEVEL 2
 A general knowledge of the theoretical and practical aspects of the subject.
 An ability to apply that knowledge.
Objectives:
 The applicant should be able to understand the theoretical fundamentals of the subject.
 The applicant should be able to give a general description of the subject using, as appropriate, typical
examples.
 The applicant should be able to use mathematical formulae in conjunction with physical laws describing the
subject.
 The applicant should be able to read and understand sketches, drawings and schematics describing the
subject.
 The applicant should be able to apply his knowledge in a practical manner using detailed procedures.

LEVEL 3
 A detailed knowledge of the theoretical and practical aspects of the subject.
 A capacity to combine and apply the separate elements of knowledge in a logical and comprehensive
manner.
Objectives:
 The applicant should know the theory of the subject and interrelationships with other subjects.
 The applicant should be able to give a detailed description of the subject using theoretical fundamentals
and specific examples.
 The applicant should understand and be able to use mathematical formulae related to the subject.
 The applicant should be able to read, understand and prepare sketches, simple drawings and schematics
describing the subject.
 The applicant should be able to apply his knowledge in a practical manner using manufacturer's
instructions.
 The applicant should be able to interpret results from various sources and measurements and apply
corrective action where appropriate.

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Table of Contents

Copyright Notice __________________________________________________________ 3

Knowledge Levels — Category A, B1, B2, B3 and C Aircraft Maintenance Licence ____ 3
LEVEL 1 ________________________________________________________________ 3
LEVEL 2 ________________________________________________________________ 3
LEVEL 3 ________________________________________________________________ 3
Table of Contents _________________________________________________________ 5
Module 10.5 Enabling Objectives and Certification Statement _____________________ 7
(a) General _________________________________________________________________ 8
Regulation (EU) No. 748/2012 ________________________________________________ 8
Part-21 Certification of Aircraft and Related Products, Parts and Appliances, and of
Design and Production Organisations _______________________________________ 10
Part-21 Contents by Section _______________________________________________ 10
Certification Specifications (CS) and Airworthiness Codes ________________________ 12
Certification of Parts______________________________________________________ 14
Subparts of Aircraft Certification Specifications _________________________________ 14
Part-21 Subpart J - Design Organisation Approval (DOA) ________________________ 16
Part-21 Subpart G - Production Organisation Approval (POA) ____________________ 17
POA Quality System _____________________________________________________ 18
Approval Requirements ___________________________________________________ 18
Part-21 Subpart F - Production without Production Organisation Approval _________ 20
Issue of a letter of Agreement ______________________________________________ 20
Part-21 Subpart B - Type Certification ________________________________________ 23
Type Certificates and Restricted Type Certificates ______________________________ 23
Demonstration of Capability ________________________________________________ 23
Compliance with the Type-Certification Basis and Environmental Protection Requirements
______________________________________________________________________ 23
Issue of a Type Certificate _________________________________________________ 24
Issue of a Restricted Type-Certificate ________________________________________ 24
Type Design____________________________________________________________ 28
Type Certificate _________________________________________________________ 28
Manuals _______________________________________________________________ 28
Instructions for Continued Airworthiness ______________________________________ 28
Changes in Type Design __________________________________________________ 29
Minor changes __________________________________________________________ 29
Major changes __________________________________________________________ 29
Part-21 Subpart E – Supplemental Type Certification ___________________________ 30
Example Type Certificate and Supplemental Type Certificate Procedure ___________ 31
Part-21 Subpart O - European Technical Standard Order Authorisations ___________ 34
What is ETSO? _________________________________________________________ 34
Application _____________________________________________________________ 34
(b) Documents _____________________________________________________________ 36
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 Certificate of Registration__________________________________________________ 36
Aircraft Registration ______________________________________________________ 36
International Standards ___________________________________________________ 36
The Registration Plate ____________________________________________________ 38
Part-21 Subpart H - Certificate of Airworthiness _______________________________ 42
General _______________________________________________________________ 42
Issue of a Certificate of Airworthiness ________________________________________ 42
Validity of a Certificate of Airworthiness _______________________________________ 44
Transfer of an aircraft registration within EASA member states _____________________ 46
Part-21 Subpart P - Permit to Fly ____________________________________________ 48
Purpose _______________________________________________________________ 48
Flight Conditions ________________________________________________________ 48
Issue of a Permit to Fly ___________________________________________________ 49
Duration and Continued Validity_____________________________________________ 50
Noise Certificate _________________________________________________________ 52
General _______________________________________________________________ 52
Application for a Noise Certificate ___________________________________________ 52
Issue of Noise Certificates _________________________________________________ 52
Amendment or Modification of the Noise Certificate _____________________________ 52
Transferability and Re-issuance of the Noise Certificate within Member States ________ 54
Duration and Continued Validity of the Noise Certificate __________________________ 54
Mass and Balance ________________________________________________________ 56
Introduction ____________________________________________________________ 56
Mass and balance data and documentation ___________________________________ 56
Worksheet 10.5 __________________________________________________________ 59
(a) General _____________________________________________________________ 59
(b) Documents __________________________________________________________ 61

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Module 10.5 Enabling Objectives and Certification Statement
Certification Statement
These Study Notes comply with the syllabus of EASA Regulation (EU) No. 1321/2014 Annex III
(Part-66) Appendix I, and the associated Knowledge Levels as specified below:

Part-66 Knowledge Levels

Objective
Reference A B1 B2 B3
(a) General 10.5 - 1 1 1
General understanding of Part-21 and
EASA certification specifications CS-23, 25,
27, 29.

(b) Documents 10.5 - 2 2 2

Certificate of Airworthiness; restricted
certificates of airworthiness and permit to fly;
Certificate of Registration;
Noise Certificate;
Weight Schedule;
Radio Station Licence and Approval.

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References Regulation (EU) No. 748/2012 Annex I
and further (Part-21) Certification Specifications (CS)
reading material: especially CS-25 (Large Aeroplanes)

A consolidated version of the above documents can be found here:

http://eur-lex.europa.eu/LexUriServ/LexUriServ.do?uri=OJ:L:2012:224:0001:0085:en:PDF

Certification Specifications can be downloaded from the EASA website

http://easa.europa.eu/document-library/certification-specifications

You are strongly encouraged to study this document in detail. The following is a summary of
the salient points only.

(a) General
Regulation (EU) No. 748/2012
The Commission Regulation (EU) No. 748/2012 lays down implementing rules for the
airworthiness and environmental certification of aircraft and related products, parts and
appliances, as well as for the certification of design and production organisations. This
regulation is part of the set of regulations that govern airworthiness and environmental
certification for the entire life of the product. The following diagram shows where 748/2012 fits
into the EASA regulation structure.

Regulation (EU) No. 748/2012 lays down common technical requirements and administrative
procedures for the airworthiness and environmental certification of products, parts and
appliances specifying:

 The issue of type-certificates, restricted type-certificates, supplemental type-certificates

and changes to those certificates
 The issue of certificates of airworthiness, restricted certificates of airworthiness, permits
to fly and authorised release certificates;
 The issue of repair design approvals;
 The showing of compliance with environmental protection requirements;
 The issue of Noise Certificates.
 The identification of products, parts and appliances;
 The certification of certain parts and appliances;
 The certification of design and production organisations;
 The issue of airworthiness directives.

The Annex to this Regulation is known as ‘Part-21’. Part-21 now contains requirements and
procedures for the certification of aircraft and related products, parts and appliances, and of
design and production organisations. Also forming part of the Regulation (EU) No. 748/2012 are
the Certification Specifications and Airworthiness Codes.

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 Regulation (EC) No.
216/2008

Regulation (EU) No. 748/2012 Regulation (EU) No. 1321/2014

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Part-21 Certification of Aircraft and Related Products, Parts and
Appliances, and of Design and Production Organisations
Part-21 Contents by Section

 Subpart A General provision

 Subpart B Type-certificates and restricted type certificates

 Subpart D Changes to type-certificates and restricted type-certificates

 Subpart E Supplemental type-certificates

 Subpart F Production without Production Organisation Approval

 Subpart G Production Organisation Approval

 Subpart H Airworthiness Certificates

 Subpart I Noise Certificates

 Subpart J Design Organisation Approval

 Subpart K Parts and Appliances

 Subpart M Repairs

 Subpart O European Technical Standard Order Authorisations

 Subpart Q Identification of Products, Parts and Appliances

Reference will be made to the appropriate Subparts of Part-21, as we refer to individual topics
further on in this section.

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 ESG Elektroniksystem and Logistik
GmbH has a Part-21 Subpart J

Race Completions Ltd has a Part-21 Subpart

G Approval (POA Approval)

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Certification Specifications (CS) and Airworthiness Codes
Certification Specifications are those specifications to which designers are required to
demonstrate that their new products comply with.

All such ‘airworthiness codes’ are directly derived from the JARs. The JAR denomination has
been changed to Certification Specification (CS).

The Certification Specifications are sometimes referred to as “European Aviation Certification

Standards (EACS)”

Currently, the Certification Specifications relating to initial airworthiness are the following:

• AMC-20 General Acceptable Means of Compliance for Airworthiness of

Products, Parts and Appliances
• CS-22 Sailplanes and Powered Sailplanes
• CS-23 Normal, Utility, Aerobatic and Commuter Aeroplanes
• CS-25 Large Aeroplanes
• CS-26 Additional airworthiness specifications for operations
• CS-27 Small Rotorcraft
• CS-29 Large Rotorcraft
• CS-31GB Gas Balloons
• CS-31HB Hot Air Balloons
• CS-31TGB Tethered Gas Balloons
• CS-34 Aircraft Engine Emissions and Fuel Venting
• CS-36 Aircraft Noise
• CS-APU Auxiliary Power Units
• CS-E Engines
• CS-ETSO European Technical Standard Orders
• CS-LSA Light Sport Aeroplanes
• CS-P Propellers
• CS-SIMD Simulator Data
• CS-STAN Standard Changes and Standard Repairs
• CS-VLA Very Light Aeroplanes
• CS-VLR Very Light Rotorcraft
• CS-MMEL Master Minimum Equipment List
• CS-GEN-MMEL Generic Master Minimum Equipment List
• CS-CCD Cabin Crew Data
• CS-FCD Flight Crew Data

Other Certification Specifications exist for Air Operations, Aircrew, Aerodromes and ATM/ANS -
Air Traffic Management/Air Navigation Services respectively

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 Aircraft are designed, manufactured and certified to the
Certification Specification “Airworthiness Codes”

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Certification of Parts
Some parts are made for fitment to various aircraft and equipment; for example; a hydraulic
non-return valve could have many applications, but only has to be certified once. These parts
may be certified in one of three ways:

 European Technical Standard Order authorization (ETSO) (Part-21 Subpart Q).

 Specifications written in the aircraft certification process.
 Standard parts in accordance with officially recognized standards.

Subparts of Aircraft Certification Specifications

If you look at the airworthiness standards for aircraft certification (CS 23, 25, 27 or 29 for
example) you will find a common content structure. The Structure is as follows:

 Subpart A: General. This Subpart provides information about the types and categories
of aircraft to which the standard is applicable.

 Subpart B: Flight. This Subpart deals with the flight tests to be carried out to show
compliance with the requirements for performance, controllability and manoeuvrability,
stability, etc.

This Subpart does not exclusively cover certification flight tests; other Subparts contain
some requirements that must be complied with through flight tests.

 Subpart C: Structure. This Subpart contains the requirements for flight and ground
load assessment, and for structural design of airframes, control systems, landing gears,
and other components. Crashworthiness and fatigue requirement parameters are also
provided.

 Subpart D: Design and Construction. This Subpart deals with the design technique,
materials, safety factors, control system and landing gear design, structural tests to be
carried out, cockpit and passenger cabin design, fire protection and flutter
requirements, etc.

 Subpart E: Power Plant. This Subpart contains the requirements for power plant
installations and related systems (like fuel, oil, exhaust systems, etc.). Power plant
controls, accessories, and fire protection are also considered.

 Subpart G: Operating Limitations and Information. This Subpart provides

requirements for all the information that must be available to the pilot and other
personnel for correct aircraft operations: from marking and placards, to the flight
manual content.

 Appendices These documents are of various natures; they can provide simplified
design load criteria, test procedures for assessment of material flammability,
instructions for continued airworthiness, and other information.

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Part-21 Subpart J - Design Organisation Approval (DOA)
Design Organisation Approval (DOA) is controlled by Part-21 Subpart J.

The main duties and responsibilities of a design organization are:

 To design.
 To demonstrate compliance with the applicable requirements.
 To independently check the statements of compliance.
 To provide items for continued airworthiness.
 To check the job performed by partners/subcontractors:
 To independently monitor the above functions.
 To provide the authority with the compliance documentation.
 To allow the authority to make any inspection and any flight and ground tests necessary
to check the validity of the statements of compliance.

A crucial point, besides the normal design organization, is the institution of a Design
Assurance System (DAS) for control and supervision of the design, and design changes to the
product covered by the application. This includes all the activities for the achievement of the
type certificate, the approval of changes, and the maintenance of continued airworthiness.

In particular, the DAS should include an organizational structure to:

 Control the design.

 Show compliance with the applicable certification standard and environmental
requirements.
 Show compliance with protection requirements.
 Independently check this compliance.
 Liaise with EASA.
 Continuously evaluate the design organization.
 Control subcontractors.

A DOA is for a particular part or product. It should be noted that an aircraft or engine
manufacturer will normally have both DOA and POA approvals.

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 An EASA Part-21 Design Organisation Approval (DOA)

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Part-21 Subpart G - Production Organisation Approval (POA)
Part-21 Subpart G details the issuance of a production organisation approval for a production
organisation showing conformity of products, parts and appliances with the applicable design
data.

To satisfy the requirements the applicant has to justify that, for a defined scope of work, an
approval under this Subpart is appropriate for the purpose of showing conformity with a specific
design; and hold or have applied for an approval of that specific design; or have ensured,
through an appropriate arrangement with the applicant for, or holder of, an approval of that
specific design, satisfactory coordination between production and design.

POA Quality System

The production organisation must demonstrate that it has established and is able to maintain a
quality system. The quality system must be documented. This quality system is such as to
enable the organisation to ensure that each product, part or appliance produced by the
organisation or by its partners, or supplied from or subcontracted to outside parties, conforms to
the applicable design data and is in condition for safe operation.

The control procedures need to include specific provisions for any critical parts.

An independent quality assurance function is to monitor compliance with, and adequacy of, the
documented procedures of the quality system. This monitoring will include a feedback system
ultimately to the Accountable Manager, to ensure, as necessary, corrective action.

Approval Requirements
The production organisation must demonstrate, that:

(a) with regard to general approval requirements, facilities, working conditions, equipment
and tools, processes and associated materials, number and competence of staff, and
general organisation are adequate to discharge obligations

(b) with regard to all necessary airworthiness, noise, fuel venting and exhaust emissions
data:

 The production organisation is in receipt of such data from EASA, and from the
holder of, or applicant for, the type-certificate, restricted type-certificate or design
approval, to determine conformity with the applicable design data.
 The production organisation has established a procedure to ensure that
airworthiness, noise, fuel venting and exhaust emissions data are correctly
incorporated in its production data.
 Such data are kept up to date and made available to all personnel who need access
to such data to perform their duties.

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Part-21 Subpart F - Production without Production Organisation
Approval
Subpart F establishes the procedure for demonstrating the conformity with the applicable design
data of a product, part and appliance that is intended to be manufactured without a production
organisation approval under Subpart G.

This Subpart establishes the rules governing the obligations of the manufacturer of a product,
part, or appliance being manufactured under this Subpart.

Any person may apply to show conformity of individual products, parts or appliances under this
Subpart, if:

 it holds or has applied for an approval covering the design of that product, part or
appliance, or
 it has ensured satisfactory coordination between production and design, through an
appropriate arrangement with the applicant for, or holder of, an approval of such a
design.

An application must contain evidence which demonstrate, where applicable, that:

(i) the issuance of a production organisation approval under Subpart G would be

inappropriate;

or

(ii) the certification or approval of a product, part or appliance under this Subpart is
needed pending the issuance of a production organisation approval under Subpart G.

Issue of a letter of Agreement

The applicant is entitled to have a letter of agreement issued by the Competent Authority
agreeing to the showing of conformity of individual products, parts and appliances under this
Subpart, after:

(a) having established a production inspection system that ensures that each product, part
or appliance conforms to the applicable design data and is in condition for safe operation

(b) providing a manual that contains:

 a description of the production inspection system,

 a description of the means for making the determinations of the production

inspection system,

 a description of the tests carried out to determine conformance

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 Module 10.5 Certification of Aircraft, Parts and Appliances 5-21
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(c) demonstrating that it is able to provide assistance in accordance with 21.A.3 and
21.A.129(d).

The letter of agreement is issued for a limited duration not exceeding one year. It
remains valid unless:

 The holder of the letter of agreement fails to demonstrate compliance with the
applicable requirements of this Subpart; or
 There is evidence that the manufacturer cannot maintain satisfactory control of the
manufacture of products, parts, or appliances under the agreement; or
 The manufacturer no longer meets the requirements of 21.A.122; or
 The letter of agreement has been surrendered, revoked under 21B.145, or has
expired.

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Part-21 Subpart B - Type Certification
Type certification is required for any Aircraft, Engine (including APUs) or Propeller.

After investigation by the authority, the Type Certificate is issued. Note that a type certificate is
not an authority to fly. A valid Certificate of Airworthiness is required for each aircraft for
which the type certificate is issued before that aircraft can go into service. The type-certificate
for the aircraft type design is a pre-requisite for each series aircraft Certificate of Airworthiness
issue.

The manufacturer of the aircraft is normally the applicant for a type certificate. Any manufacturer
within the EU must apply directly to EASA for type approval.

It is normal for bilateral agreements to be in place to recognise type certificates from, amongst
others, the USA, Canada and Brazil.

Sometimes the manufacturer is not the type-certificate holder. This would be the case if the
manufacturer has gone out of business, or the manufacturer no longer produces the product
and may sell the type-certificate to another organisation who wishes to specialise in the
manufacture of spare parts for those products still in service. For this reason, the owner of the
type-certificate is generally referred to as the Type-Certificate Holder (TCH).

Part-21 Subpart B deals with type certificates; extracts are shown below:

Type Certificates and Restricted Type Certificates

This Subpart establishes the procedure for issuing type certificates and restricted type
certificates for products / aircraft, and establishes the rights and obligations of the applicants for,
and holders of, those certificates.

Demonstration of Capability
Any organisation applying for a type-certificate or restricted type-certificate shall demonstrate its
capability by holding a Part-21 Subpart J Design Organisation Approval.

Compliance with the Type-Certification Basis and Environmental Protection

Requirements

 The applicant for a type-certificate or a restricted type-certificate shall show compliance

with the applicable type certification basis and environmental protection requirements
and shall provide to the EASA the means by which such compliance has been shown.

 The applicant shall declare that it has shown compliance with all applicable type
certification basis and environmental protection requirements.

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Issue of a Type Certificate
The applicant is entitled to have a product type certificate issued by EASA after:

 demonstrating its capability in accordance with Part-21;

 submitting the declaration showing that:

- The product to be certificated meets the applicable type certification basis and
environmental protection requirements designated. This is usually provided by the
issue of a Certificate of Design for the aircraft type, by the design organisation.
The Certificate of Design states that the aircraft meets current stated design
requirements specified in the Certification Specifications.
- Any airworthiness provisions not complied with are compensated for by factors
that provide an equivalent level of safety;
- No feature or characteristic makes it unsafe for the uses for which certification is
requested; and
- The type-certificate applicant has expressly stated that Part-21 has been complied
with.

In the case of an aircraft type certificate, the engine / propeller, or both, if installed in the aircraft,
have a type certificate issued or determined in accordance with Part-21.

Issue of a Restricted Type-Certificate

a) For an aircraft that does not meet the provisions of Part-21 entirely, i.e. an aircraft that is
not of normal design for which a normal type certificate may be issued, the applicant is
entitled to have a restricted type certificate issued by EASA after:

 complying with the appropriate type certification basis established by EASA

ensuring adequate safety with regard to the intended use of the aircraft, and with
the applicable environmental protection requirements;
 expressly stating that it is prepared to comply with Part-21.

b) The engine or propeller installed in the aircraft, or both, shall:

 have a type-certificate issued or determined in accordance with this Regulation;

or

 have been shown to be in compliance with the certification specifications

necessary to ensure safe flight of the aircraft.

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Type Design
The type design shall consist of:

 The drawings and specifications, and a listing of those drawings and specifications,
necessary to define the configuration and the design features of the product shown to
comply with the applicable type-certification basis and environmental protection
requirements;
 Information on materials and processes and on methods of manufacture and
assembly of the product necessary to ensure the conformity of the product;
 An approved airworthiness limitations section of the instructions for continued
airworthiness as defined by the applicable Certification Specification; and
 Any other data necessary to allow by comparison, the determination of the
airworthiness, the characteristics of noise, fuel venting, and exhaust emissions
(where applicable) of later products of the same type.

Each type design must be adequately identified.

Type Certificate
The type-certificate and restricted type certificate are both considered to include the type
design, the operating limitations, the type certificate data sheet for airworthiness and emissions,
the applicable type-certification basis and environmental protection requirements with which
EASA records compliance, and any other conditions or limitations prescribed for the product in
the applicable certification specifications and environmental protection requirements.

The aircraft type certificate and restricted type certificate, in addition, both include the type
certificate data sheet for noise. The engine type certificate data sheet includes the record of
emission compliance.

Manuals
The holder of a type-certificate or restricted type-certificate shall produce, maintain and update
master copies of all manuals required by the applicable type-certification basis and
environmental protection requirements for the product, and provide copies, on request, to
EASA.

Instructions for Continued Airworthiness

The holder of the type-certificate or restricted type-certificate shall furnish at least one set of
complete instructions for continued airworthiness, comprising descriptive data and
accomplishment instructions prepared in accordance with the applicable type-certification basis,
to each known owner of one or more aircraft, engine or propeller upon its delivery or upon issue
of the first certificate of airworthiness for the affected aircraft, whichever occurs later and
thereafter make those instructions available on request to any other person required to comply
with any of the terms of those instructions.

The availability of some manual or portion of the instructions for continued airworthiness,
dealing with overhaul or other forms of heavy maintenance, may be delayed until after the
product has entered into service, but is available before any of the products reaches the
relevant age or flight-hours/ cycles.

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In addition, changes to the instructions for continued airworthiness is made available to all
known operators of the product and is made available on request to any person required to
comply with any of those instructions. A programme showing how changes to the instructions
for continued airworthiness are distributed is submitted to EASA.

Changes in Type Design

We have previously seen that all deviations from a type design are ‘changes’ that have to be
approved by the authority (in a direct or indirect way). Because these deviations can range, for
example, from a simple correction of a drawing to the opening of a large door in the fuselage of
an aircraft for conversion in a cargo aircraft, Part-21 considers two kinds of changes:

Minor changes are those that have no appreciable effect on the mass, balance, structural
strength, reliability, operational characteristics (noise, fuel venting, exhaust emission),” or other
characteristics affecting the airworthiness of the product.

Minor changes in a type design are approved by EASA, or by appropriately approved design
organization under a procedure agreed with EASA.

Major changes are all other changes. These must be approved by EASA.

 For aircraft, an application for a new TC is required if the proposed change is:

- In the number of engines or rotors.

- To engines or rotors using different principles of operation.

 For an engine, an application for a new TC is required if the proposed change is in the
principle of operation.

 For a propeller an application for a new TC is required if the proposed change is in the
number of blades or principle of pitch change operation.

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Part-21 Subpart E – Supplemental Type Certification
We have so far implied that changes are designed by the Type Certificate Holder (TCH).

Nevertheless, another possibility does exist, and it is provided by any person who alters a
product by introducing a major change, not sufficient to require a new application for a type
certificate, applies to the authority for a Supplemental Type Certificate (STC)

To provide just a couple of the countless possible examples: a design organization (other than
the TCH) can design an agricultural system for crop spraying to be installed on a type
certificated aircraft; in a similar way, a passenger transport aeroplane can be transformed into a
cargo aeroplane.

Any organization applying for a EASA STC shall demonstrate its capability by holding a Design
Organization Approval (DOA) or, by way of derogation, alternative procedures setting out the
specific design practices, resources, and sequence of activities necessary to comply with the
applicable requirements.

Because the STC is the approval of a major change in type design, what we have discussed
about the ‘change in type design’ is entirely applicable.

The certification process of an STC is similar to the type certification process of a product
(aircraft, engine, or propeller).

In relation to the practical introduction of an STC, a person may change an aircraft, engine,
propeller or appliance based on an existing STC only if the person requesting the change is the
holder of the STC or has permission from the holder to make the change.

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 A Supplemental
Type Certificate
(STC) permitting
a change of
design from the
original TC with
respect to the jet
nozzles

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Example Type Certificate and Supplemental Type Certificate
Procedure
Air Ambulance Installation

The aircraft manufacturer (e.g. Learjet) supplies a standard design with a Type Certificate (TC).

A Part-21 Subpart G Design Organisation (e.g. Air Ambulance Technology) obtains a

Supplemental Type Certificate for the modifications necessary to convert the aircraft and fit with
all equipment necessary for operations in Emergency Medical Services (EMS). The same
company, or another company, can carry out the conversion under a Part-21 Subpart J
Production Organisation approval.

The aircraft can then be flown and operated by an approved EMS operator holding an
appropriate Air Operator Certificate issued under EASA IR-OPS.

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Part-21 Subpart O - European Technical Standard Order Authorisations
What is ETSO?
The ETSO (European Technical Standard Order) authorization represents one way (and not the
only way) to have parts and appliances approved. This is an optional step which ensures that a
part or appliance complies with a minimum performance standard.

ETSO Authorisation would normally be applied for whenever a component is likely to be fitted to
several types of aircraft.

The certification specifications for ETSO are published by EASA in CS-ETSO.

Requirements for the issue of European Technical Standard Order (ETSO) Authorisations are
found in Part 21 Section A Subpart O.

Marking requirements for the issue of European Technical Standard Order Authorisations are
found in Part 21 Section A Subpart Q.

Application
Applications for European Technical Standard Order Authorisation (ETSOA) are made through
EASA Form 34. Compliance with the applicable ETSO – standard(s) as well as Part 21 shall be
stated in a DDP (Declaration of Design and Performance).

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(b) Documents

Certificate of Registration
Aircraft Registration
An aircraft registration is a unique alphanumeric string that identifies a civil aircraft, in similar
fashion to a licence plate on a car. In accordance with the Convention on International Civil
Aviation all aircraft must be registered with a national aviation authority and they must carry
proof of this registration in the form of a legal document called a Certificate of Registration at
all times when in operation.

The register is maintained by the each National Aviation Authority of the EASA member state.

The certificate of registration must be accessible and stored with other airworthiness certificates
in the cockpit in accordance with EU-OPS regulations. Each aircraft must have its own aircraft
registration based on rules and regulation of the respective country of registration.

EU Member States’ precise requirements may differ slightly.

International Standards
The first use of aircraft registrations was based on the radio callsigns allocated at the London
International Radiotelegraphic Conference in 1913. This was modified by agreement by the
International Bureau at Berne and published on April 23, 1913. Although initial allocations were
not specifically for aircraft but for any radio user, the International Air Navigation Convention
held in Paris in 1919 made allocations specifically for aircraft registrations, based on the 1913
callsign list.

The agreement stipulated that the nationality marks were to be followed by a hyphen then a
group of four letters that must include a vowel (and for the convention Y was considered to be a
vowel).

At the International Radiotelegraph Convention at Washington in 1927, the list of markings was
revised and adopted from 1928; these allocations are the basis of the currently used
registrations. The markings have been amended and added to over the years, and the
allocations and standard are managed by the International Civil Aviation Organization (ICAO).

Article 20 of the Chicago Convention on International Civil Aviation (signed in 1944) requires
that all signatory countries register aircraft over a certain weight with a national aviation
authority. Upon registration, the aircraft receives its unique "registration", which must be
displayed prominently on the aircraft.

Annex 7 to the Convention on International Civil Aviation describes the definitions, location, and
measurement of nationality and registration marks. The aircraft registration is made up of a
prefix selected from the country's callsign prefix allocated by the International
Telecommunication Union (ITU) (making the registration a quick way of determining the country
of origin) and the registration suffix. Depending on the country of registration, this suffix is a
numeric or alphanumeric code, and consists of one to five digits or characters respectively.

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The ICAO provides a supplement to Annex 7 which provides an updated list of approved
Nationality and Common Marks used by various countries.

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The Registration Plate
Every aircraft shall have a fireproof Registration Plate bearing:

 The aircraft’s Nationality and Registration mark

 Name and address of owner
 The manufacturer’s designation and serial number

This must be mounted on a major structural part of the aircraft, usually near the front door.

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 A typical Certificate of Registration –
This example is issued by the UK
Civil Aviation Authority to a BAC
Concorde (registration G-BOAA)
owned by British Airways PLC
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 Aircraft registration
markings of France,
United Kingdom and
Norway

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This Certificate of Registration is issued by the Latvian National Aviation Authority and
gives the aircraft the registration YL-LCA. Whilst the Owner of the aircraft is stated on
the certificate, note that the Operator of the aircraft may be another organisation,
perhaps even based in another country.

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Part-21 Subpart H - Certificate of Airworthiness

General
A Certificate of Airworthiness (C of A), or an airworthiness certificate, is issued for an aircraft by
the national aviation authority in the state in which the aircraft is registered. The airworthiness
certificate attests that the aircraft is airworthy insofar as the aircraft conforms to its type design.

Each airworthiness certificate is issued in one of a number of different categories. A certificate

of airworthiness is issued when the aircraft is registered in the name of the owner.

The Certificate of Airworthiness (C of A) must be accessible and stored with other airworthiness
certificates in the cockpit accordance with EU-OPS regulations.

For each aircraft to be legally operated, the competent authority must issue a certificate of
airworthiness, which is valid for an unlimited period subject to a valid Airworthiness Review
Certificate (ARC) issued by a Part-M organisation, being attached.

Airworthiness certificates are classified as follows:

(a) Certificates of Airworthiness are issued to aircraft which conform to a type-certificate

that has been issued in accordance with Part-21.

(b) Restricted Certificates of Airworthiness are issued to aircraft which conform to a

restricted type-certificate that has been issued in accordance with Part-21; or which have
been shown to EASA to comply with specific certification specifications ensuring
adequate safety.

(c) Permits to Fly are issued to aircraft that do not meet, or have not been shown to meet,
applicable certification specifications but are capable of safe flight under defined
conditions.

Issue of a Certificate of Airworthiness

Basic documents required for the issue of a Certificate of Airworthiness are:

 A Certificate of Registration from the member state issuing the C of A,

 A Type Certificate including type certificate data sheet,
 An approved Aircraft Flight Manual (AFM),
 A Weight and Balance Report with a loading schedule,
 Radio License and Radio Installation approval,
 A recommendation for the issue of an Airworthiness Review Certificate (ARC),

Additionally:

For used aircraft imported to an EASA member state:

 An export certificate of airworthiness from the previous state of registration.

For a new aircraft:

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  A statement of conformity issued under Part-21 and validated by the competent
authority
For used aircraft, the continued airworthiness of the aircraft is regulated under Part-M, hence for
the issuance of a Certificate of Airworthiness, whilst being regulated under Part-21, is closely
connected to Part-M, since an Airworthiness Review may have to be performed in accordance
with Part-M.

Additional requirements with regard to used aircraft:

Originating from an EASA member state

 an Airworthiness Review Certificate (ARC) issued in accordance with Part-M.

Originating from a non-EASA member State:

 a statement by the competent authority of the state where the aircraft is, or was,
registered, reflecting the airworthiness status of the aircraft on its register at time of
transfer.
 a weight and balance report with a loading schedule.
 the flight manual when such material is required by the applicable airworthiness code
for the particular aircraft.
 historical records to establish the production, modification, and maintenance standard of
the aircraft, including all limitations associated with a restricted certificate of airworthiness
 a recommendation for the issuance of a certificate of airworthiness or restricted
certificate of airworthiness and an airworthiness review certificate following an
Airworthiness review in accordance with Part-M.
 An airworthiness check flight is required using a pilot agreed by the competent authority.
(A check flight is not required for aircraft imported from within the EU.)

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Validity of a Certificate of Airworthiness
An airworthiness certificate shall is issued for an unlimited duration. It remains valid subject to:

 compliance with the applicable type-design and continuing airworthiness requirements;

and
 the aircraft remaining on the same register; and
 the type-certificate or restricted type-certificate under which it is issued not being
previously invalidated

Note: A Certificate of Airworthiness is not valid unless a valid ARC is attached. See Part-M
Subpart I.

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Transfer of an aircraft registration within EASA member states
M.A.901

When transferring an aircraft with the EU the applicant shall:

 Inform the former member state, in which it was registered and
 Apply to the new member state for the issue of an Airworthiness Certificate, in
accordance with Part-21

The ARC shall remain valid until its expiry date.

Import of aircraft into an EASA Member State (M.A.904)

When importing an aircraft onto a member state register from a third country, the applicant
shall:
 apply to the member state of registry for the issue of a new Airworthiness Certificate, in
accordance with Part-21
 have an airworthiness review carried out by an appropriately approved Subpart G
organisation
 have all maintenance as requested by the Continued Airworthiness Management
Organisation carried out
 When satisfied, send a recommendation to the CA
 The owner must allow access to the CA for inspection
 A new Airworthiness Certificate and ARC will be issued by the CA when satisfied that the
requirements of Part-21 have been met.

The following Statement appears at the bottom of all Certificates of Airworthiness issued
in accordance with Part-21:

“This Certificate of Airworthiness is issued pursuant to the Convention on International Civil

Aviation dated 7 December 1944, and Regulation (EC) No.216/208, Article 5(3)(c) in respect of
the abovementioned aircraft which is considered to be airworthy when maintained and operated
in accordance with the foregoing and the pertinent operating limitations.

A current Airworthiness Review Certificate shall be attached to this certificate.”

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Part-21 Subpart P - Permit to Fly
Purpose
Permits to fly are issued in accordance with this Subpart P to aircraft that do not meet, or have
not been shown to meet, applicable airworthiness requirements but are capable of safe flight
under defined conditions and for the following purposes:

 development;
 showing compliance with regulations or certification specifications;
 design organisations or production organisations crew training;
 production flight testing of new production aircraft;
 flying aircraft under production between production facilities;
 flying the aircraft for customer acceptance;
 delivering or exporting the aircraft;
 flying the aircraft for Authority acceptance;
 market survey, including customer’s crew training;
 exhibition and air show;
 flying the aircraft to a location where maintenance or airworthiness review are to be
performed, or to a place of storage;
 flying an aircraft at a weight in excess of its maximum certificated take-off weight for flight
beyond the normal range over water, or over land areas where adequate landing facilities
or appropriate fuel is not available;
 record breaking, air racing or similar competition;
 flying aircraft meeting the applicable airworthiness requirements before conformity to the
environmental requirements has been found;
 for non-commercial flying activity on individual non-complex aircraft or types for which a
certificate of airworthiness or restricted certificate of airworthiness is not appropriate.

Flight Conditions
Flight conditions include:

 the configuration(s) for which the permit to fly is requested;

 any condition or restriction necessary for safe operation of the aircraft, including:
- the conditions or restrictions put on itineraries or airspace, or both, required for the
flight(s);
- the conditions and restrictions put on the flight crew to fly the aircraft;
- the restrictions regarding carriage of persons other than flight crew;
- the operating limitations, specific procedures or technical conditions to be met;
- the specific flight test programme (if applicable);
- the specific continuing airworthiness arrangements including maintenance
instructions and regime under which they will be performed;
 the substantiation that the aircraft is capable of safe flight under the conditions or
restrictions;
 the method used for the control of the aircraft configuration, in order to remain within the
established conditions.

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Issue of a Permit to Fly
Each application for a permit to fly shall include:

 the purpose(s) of the flight(s);

 the ways in which the aircraft does not comply with the applicable airworthiness
requirements;
 the flight conditions.
A permit to fly (EASA Form 20a) is issued by the competent authority.

The following may make an application for a Permit to Fly:

 An appropriately approved design organisation may issue a permit to fly (EASA Form
20b) under the privilege granted.

 An appropriately approved production organisation may issue a permit to fly (EASA Form
20b) under the privilege granted.

 An appropriately approved continuing airworthiness management organisation (CAMO)

may issue a permit to fly (EASA Form 20b) under the privilege granted.

The permit to fly specifies the purpose(s) and any conditions and restrictions which have been
approved.

For permits issued by organisations other than the competent authority, a copy of the permit to
fly and associated flight conditions is submitted to the competent authority at the earliest
opportunity but not later than 3 days.

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Duration and Continued Validity
A permit to fly is issued for a maximum of 12 months and shall remain valid subject to:

 compliance with the conditions and restrictions associated with the permit to fly as
imposed at issue;
 the permit to fly not being surrendered or revoked;
 the aircraft remaining on the same register.

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.

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Noise Certificate
General
The International Civil Aviation Organization (ICAO) Annex 16 states:

"Noise certification shall be granted or validated by the State of Registry of an

aircraft on the basis of satisfactory evidence that the aircraft complies with the
requirements which are at least equal to the applicable Standards specified in this
Annex".

The EASA member states discharge their responsibilities regarding this ICAO requirement
through Regulation (EC) No. 216/2008 Article 6, and specifically Part-21 Subpart J Paragraph
21.A.18

The Noise Certificate must be accessible and stored with other airworthiness certificates in the
cockpit accordance with EU-OPS regulations. Any aircraft registered in an EU Member State,
shall have a Noise Certificate. An aeroplane, when flight-tested in accordance with the
requirements of CS-36 and operated within the limits of the type certificate, shall not exceed the
noise levels specified in CS-36.140.

Application for a Noise Certificate

An application for a Noise Certificate is made in a form and manner established by the
competent authority of the Member State of registry.

Each application shall include:

 For new aircraft: A statement of conformity from the Approved Production

Organisation stating that the noise levels comply with the appropriate Certification
Specification (CS).
 For an imported aircraft: A statement, signed by the exporting authority that the aircraft
conforms to a design approved by EASA, and the noise information is determined in
accordance with the applicable noise requirements. This information is included in the
flight manual, when a flight manual is required by the applicable airworthiness code for
the particular aircraft.
 For used aircraft: The noise information is determined in accordance with the
applicable noise requirements. This information is included in the flight manual, when a
flight manual is required by the applicable airworthiness code for the particular aircraft,
and historical records to establish the production, modification, and maintenance
standard of the aircraft.

Issue of Noise Certificates

The competent authority of the Member State of registry shall issues a Noise Certificate upon
presentation of the documents shown above.

Amendment or Modification of the Noise Certificate

A Noise Certificate may be amended or modified only by the competent authority of the Member
State of registry.

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Transferability and Re-issuance of the Noise Certificate within Member States
Where ownership of an aircraft has changed:
 if the aircraft remains on the same register, the Noise Certificate is transferred together
with the aircraft.
 if the aircraft moves to the register of another Member State, the Noise Certificate is
issued upon presentation of the former Noise Certificate.

Duration and Continued Validity of the Noise Certificate

A Noise Certificate is issued for an unlimited duration. It shall remain valid subject to:
 compliance with the applicable type-design, environmental protection and continuing
airworthiness requirements;
 the aircraft remaining on the same register; and
 the type-certificate or restricted type-certificate under which it is issued not being
previously invalidated the certificate not being surrendered or revoked .

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Mass and Balance
The following information is taken from AIR-OPS Annex IV (Part-CAT)

Introduction
During any phase of operation, the loading, mass and centre of gravity (CG) of the aircraft shall
comply with the limitations specified in the AFM, or the operations manual if more restrictive.

The operator shall establish the mass and the CG of any aircraft by actual weighing prior to
initial entry into service and thereafter at intervals of four years if individual aircraft masses are
used, or nine years if fleet masses are used. The accumulated effects of modifications and
repairs on the mass and balance shall be accounted for and properly documented. Aircraft shall
be reweighed if the effect of modifications on the mass and balance is not accurately known.

The weighing shall be accomplished by the manufacturer of the aircraft or by an approved

maintenance organisation.

The operator shall determine the mass of all operating items and crew members included in the
aircraft dry operating mass by weighing or by using standard masses. The influence of their
position on the aircraft’s CG shall be determined.

Mass and balance data and documentation

The operator shall establish mass and balance data and produce mass and balance
documentation prior to each flight specifying the load and its distribution. The mass and balance
documentation shall enable the commander to determine that the load and its distribution is
such that the mass and balance limits of the aircraft are not exceeded.

The mass and balance documentation shall contain the following information:
 Aircraft registration and type;
 Flight identification, number and date;
 Name of the commander;
 Name of the person who prepared the document;
 Dry operating mass and the corresponding CG of the aircraft:
 Mass of the fuel at take-off and the mass of trip fuel;
 Mass of consumables other than fuel, if applicable;
 Load components including passengers, baggage, freight and ballast;
 Take-off mass, landing mass and zero fuel mass;
 Applicable aircraft CG positions; and
 The limiting mass and CG values.

The information above shall be available in flight planning documents or mass and balance
systems. Some of this information may be contained in other documents readily available for
use.

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Worksheet 10.5
Use the following worksheet to revise your knowledge. Use the original documents of Regulation (EU)
No. 748/2012 and its associated Annex I (Part-21).

(a) General

1. What EU Regulation contains Certification Specifications

Regulation (EC) No. 748/2012

2. What are Certification Standards?

Specifications to which designers are required to demonstrate that their new

products comply with

3. What products are the following the Certification Specifications for:

CS 23? Certification standard for Normal, Utility, Aerobatic and Commuter

Aeroplanes

CS 25? Certification standard Large Aeroplanes

CS 27? Certification standard Small Rotorcraft

4. Where would you find Certification Standards for Engine Fire Protection?

CS-E

5. Under what CS would Rolls Royce certify their engines for approval?

CS-E

6. What do the following refer to:

Part-21 Subpart G? Production Organisation Approval

Part-21 Subpart J? Design Organisation Approval

Part-21 Subpart B? Type Certification

7. Who issues type certificates within the EU states?

The EASA

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8. What is the purpose of Supplemental Type Certification (STC)?

When a product is altered by introducing a major change, not sufficient to require a

new application for a type certificate

9. Give 2 examples where supplemental type certification might be required.

- A modification to an engine component

- A repair

10. How does a Type certificate holder ensure that instructions

for airworthiness are available to all operators?

By providing manuals

11. Who can authorize minor changes to type design?

Minor changes in a type design are approved by EASA, or by appropriately approved

design organization under a procedure agreed with EASA

12. Who can authorize major changes to type design?

EASA

13. How does an approved production organisation ensure the quality of components
sourced from subcontractors?

By the organisation’s Design Assurance System (DAS)

14. When would a component be certified under European Technical Standard Order
authorization (ETSO)?

When the component is made for fitment to various aircraft and equipment

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(b) Documents

15. How long is a C of A valid?

Unlimited providing the aircraft remains compliance with the applicable type-design
and continuing airworthiness requirements; and the aircraft remains on the same
register; and the type-certificate or restricted type-certificate under which it is
issued not being previously invalidated

16. Why is it mandatory for a valid ARC to be attached to the C of A?

The CofA is not valid without it

17. When is a Permit to Fly issued instead of a Certificate of Airworthiness?

Permits to fly are issued to aircraft that do not meet, or have not been shown to
meet, applicable airworthiness requirements but are capable of safe flight under
defined conditions

18. What organisations may issue a Permit to Fly?

Competent authority
An approved design organisation
An approved production organisation
A CAMO

19. If an aircraft, which flies subject to a Permit to Fly, is sold, what are the only 2 conditions
that the Permit to Fly can be transferred with the aircraft, to the new owner?

- Aircraft remains on same register, or

- as agreed by the competent authority of the Member state of registry to

which it is transferred

20. What is the duration of the validity of a Permit to Fly?

12 months

21. When is a Noise Certificate issued?

When the aircraft is proven not to exceed the noise levels specified in CS-36.140

22. What might invalidate the Noise certificate?

If the aircraft is modified

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European Aviation Safety Agency (EASA)

Module 10
Licence Category A, B1 and B2

Aviation Legislation

10.6 Continuing Airworthiness

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Copyright Notice
© Copyright. All worldwide rights reserved. No part of this publication may be reproduced,
stored in a retrieval system or transmitted in any form by any other means whatsoever: i.e.
photocopy, electronic, mechanical recording or otherwise without the prior written permission of
Turkish Technic Inc.

Knowledge Levels — Category A, B1, B2, B3 and C Aircraft

Maintenance Licence
Basic knowledge for categories A, B1, B2, B3 are indicated by the allocation of knowledge levels indicators (1, 2 or
3) against each applicable subject. Category C applicants must meet the appropriate category B basic knowledge
levels.
The knowledge level indicators are defined as follows:

LEVEL 1
 A familiarisation with the principal elements of the subject.
Objectives:
 The applicant should be familiar with the basic elements of the subject.
 The applicant should be able to give a simple description of the whole subject, using common words and
examples.
 The applicant should be able to use typical terms.

LEVEL 2
 A general knowledge of the theoretical and practical aspects of the subject.
 An ability to apply that knowledge.
Objectives:
 The applicant should be able to understand the theoretical fundamentals of the subject.
 The applicant should be able to give a general description of the subject using, as appropriate, typical
examples.
 The applicant should be able to use mathematical formulae in conjunction with physical laws describing the
subject.
 The applicant should be able to read and understand sketches, drawings and schematics describing the
subject.
 The applicant should be able to apply his knowledge in a practical manner using detailed procedures.

LEVEL 3
 A detailed knowledge of the theoretical and practical aspects of the subject.
 A capacity to combine and apply the separate elements of knowledge in a logical and comprehensive
manner.
Objectives:
 The applicant should know the theory of the subject and interrelationships with other subjects.
 The applicant should be able to give a detailed description of the subject using theoretical fundamentals
and specific examples.
 The applicant should understand and be able to use mathematical formulae related to the subject.
 The applicant should be able to read, understand and prepare sketches, simple drawings and schematics
describing the subject.
 The applicant should be able to apply his knowledge in a practical manner using manufacturer's
instructions.
 The applicant should be able to interpret results from various sources and measurements and apply
corrective action where appropriate.

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Table of Contents

Part-21 __________________________________________________________________ 8
Description ______________________________________________________________ 8
Part-21 Subparts _________________________________________________________ 9
Part-21 - Provisions Related to Airworthiness _________________________________ 10
Part-21 Subpart A - Airworthiness Directives ___________________________________ 10
Part-21 Subpart B - Manuals _______________________________________________ 14
Part-21 Subpart H – Certificates of Airworthiness _______________________________ 16
Part-21 Subpart M – Repairs _______________________________________________ 16
Part-M – Continued Airworthiness and Airworthiness Management _______________ 18
General _______________________________________________________________ 18
Part-M Subparts _________________________________________________________ 18
Where Part-M Fits Within Regulation (EU) No. 1321/2014 ________________________ 18
Part-M In Relation To Maintenance of Aircraft __________________________________ 20
Relationship between the CAMO, the Operator and the Maintenance organisation _____ 22
Relationship between the Part-21 Design and Production Organisations and the Operator
and the Part-M / Part-145 organisation _______________________________________ 22
Part-M Subpart B - Accountability ___________________________________________ 24
General _______________________________________________________________ 24
Pre-flight Servicing _______________________________________________________ 24
Contracting of CAMO Organisations by Aircraft Owners __________________________ 24
Responsibilities _________________________________________________________ 25
Occurrence Reporting ____________________________________________________ 27
Part-M Subpart C - Continuing Airworthiness _________________________________ 28
Continuing Airworthiness Tasks _____________________________________________ 28
The Maintenance Programme ______________________________________________ 30
Data for Modifications and Repairs __________________________________________ 31
Aircraft Continuing Airworthiness Record System _______________________________ 31
Operator's Technical Log System ___________________________________________ 34
Part-M Subpart D - Maintenance Standards ___________________________________ 36
Maintenance Data _______________________________________________________ 36
Performance of Maintenance _______________________________________________ 37
Independent Inspections __________________________________________________ 38
Aircraft Defects _________________________________________________________ 39
Part-M Subpart E - Components ____________________________________________ 40
Part-M Subpart F - Non-Commercial Air Transport Maintenance Organisations______ 42
Part-M Subpart G – The Continuous Airworthiness Maintenance Organisation (CAMO)
_______________________________________________________________________ 44
General _______________________________________________________________ 44
Commercial Air Transport (CAT) Operator and Subpart G ________________________ 46
CAMO Privileges ________________________________________________________ 47
CAMO Facilities _________________________________________________________ 48
CAMO Personnel Requirements ____________________________________________ 48
CAMO Duties ___________________________________________________________ 49

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 Part-M Subpart H - Certificate of Release to Service ____________________________ 50
Aircraft Certificate of Release to Service (CRS)_________________________________ 50
Component Certificate of Release to Service __________________________________ 50
Pilot-Owner Maintenance__________________________________________________ 52
Part-M Subpart I - Aircraft Airworthiness Review and Airworthiness Review Certificate
_______________________________________________________________________ 54
General _______________________________________________________________ 54
Issue of the ARC ________________________________________________________ 55
Airworthiness Review Staff ________________________________________________ 58
The Controlled Environment _______________________________________________ 58
Initial issue of a Certificate of Airworthiness____________________________________ 58
ARC Validity____________________________________________________________ 58
Summary _______________________________________________________________ 60
Worksheet 10.6 __________________________________________________________ 61
Regulation (EU) No. 748/2012 ______________________________________________ 61
Subpart A ______________________________________________________________ 62
Subpart H______________________________________________________________ 62
Subpart M _____________________________________________________________ 63
Regulation (EU) No. 1321/2014 _____________________________________________ 64
Subpart B ______________________________________________________________ 65
Subpart C______________________________________________________________ 66
Subpart D______________________________________________________________ 68
Subpart E ______________________________________________________________ 69
Subpart F ______________________________________________________________ 69
Subpart G _____________________________________________________________ 70
Subpart H______________________________________________________________ 72
Subpart I ______________________________________________________________ 72

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Enabling Objectives and Certification Statement
Certification Statement
These Study Notes comply with the syllabus of EASA Regulation (EU) No. 1321/2014 Annex III
(Part-66) Appendix I, and the associated Knowledge Levels as specified below:

Part-66 Knowledge Levels

Objective
Reference A B1 B2 B3
Detailed understanding of Part 21 provisions 10.6 2 2 2 2
related to Airworthiness.
Detailed understanding of Part-M.

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References and Regulation (EU) No. 1321/2014 Annex I (Part- M) and its AMC/GM
further reading
material: Regulation (EU) No. 748/2012 Annex I (Part-21) and its AMC/GM

The above mentioned documents can be found here:

http://eur-lex.europa.eu/legal-content/EN/TXT/?uri=uriserv:OJ.L_.2014.362.01.0001.01.ENG

https://easa.europa.eu/system/files/dfu/decision_ED_2003_19_RM.pdf

http://eur-lex.europa.eu/LexUriServ/LexUriServ.do?uri=OJ:L:2012:224:0001:0085:en:PDF

https://easa.europa.eu/system/files/dfu/decision_ED_2003_01_RM.pdf

You are strongly encouraged to study this document (including the AMC/GM) in detail. The
following is a summary of the salient points only. On any Module 10 examination, you are likely
to be examined on all details of the Part-66 including its AMC and GM.

Part-21
Description
Part-21 is Annex I of Regulation (EU) No. 748/2012 and lays down, in accordance with Article 5
and Article 6 of Regulation (EC) No 216/2008, common technical requirements and
administrative procedures for the airworthiness and environmental certification of products,
parts and appliances specifying:

 the issue of type-certificates, restricted type-certificates, supplemental type-certificates

and changes to those certificates;
 the issue of certificates of airworthiness, restricted certificates of airworthiness, permits to
fly and authorised release certificates;
 the issue of repair design approvals;
 the showing of compliance with environmental protection requirements;
 the issue of noise certificates;
 the identification of products, parts and appliances;
 the certification of certain parts and appliances;
 the certification of design and production organisations;
 the issue of airworthiness directives.

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Part-21 Subparts

Subpart A – General Provisions

Subpart B – Type-Certificates and Restricted Type-Certificates
Subpart D – Changes to Type-Certificates and Restricted Type-Certificates
Subpart E – Supplemental Type-Certificates
Subpart F – Production without Production Organisation Approval
Subpart G – Production Organisation Approval
Subpart H – Certificates of Airworthiness and Restricted Certificates of Airworthiness
Subpart I – Noise Certificates
Subpart J – Design Organisation Approval
Subpart K – Parts and Appliances
Subpart M – Repairs
Subpart O – European Technical Standards Order Authorisation
Subpart P – Permit to Fly

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Part-21 - Provisions Related to Airworthiness
Part-21 Subpart A - Airworthiness Directives
21.A.3B

An airworthiness directive (commonly abbreviated as ‘AD’) is a notification to owners and

operators of certified aircraft that a known safety deficiency with a particular model of aircraft,
engine, avionics or other system exists and must be corrected.

If a certified aircraft has outstanding airworthiness directives that have not been complied with,
the aircraft is not considered airworthy. Thus, it is mandatory for an aircraft operator to comply
with an AD.

ADs usually result from service difficulty reporting by operators or from the results of aircraft
accident investigations. They are issued either by the national civil aviation authority of the
country of aircraft manufacture or of aircraft registration.
When ADs are issued by the country of registration they are almost always coordinated with the
civil aviation authority of the country of manufacture to ensure that conflicting ADs are not
issued.

In detail, the purpose of an AD is to notify aircraft owners:

 that the aircraft may have an unsafe condition, or

 that the aircraft may not be in conformity with its basis of certification or of other
conditions that affect the aircraft's airworthiness, or
 that there are mandatory actions that must be carried out to ensure continued safe
operation, or
 that, in some urgent cases, the aircraft must not be flown until a corrective action plan is
designed and carried out.

ADs are mandatory in most jurisdictions and often contain dates or aircraft flying hours by which
compliance must be completed.

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 Module 10.6 Continuing Airworthiness 6-11
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ADs may be divided into two categories:

 Those of an emergency nature requiring immediate compliance prior to further flight, and
 Those of a less urgent nature requiring compliance within a specified period of time.

An EASA airworthiness directive which complies Part-21 is a document issued or adopted by

EASA which mandates actions to be performed on an aircraft to restore an acceptable level of
safety, when evidence shows that the safety level of this aircraft may otherwise be
compromised.

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

When an airworthiness directive is issued by EASA to correct the unsafe, or to require the
performance of an inspection, the holder of the type-certificate, restricted type-certificate,
supplemental type-certificate, major repair design approval, shall propose the appropriate
corrective action or required inspections, or both, and submit details of these proposals to the
EASA for approval.

Following the approval they will then make available to all known operators or owners of the
product, part or appliance and, on request, to any person required to comply with the
airworthiness directive, appropriate descriptive data and accomplishment instructions.

An airworthiness directive contains at least the following information:

 an identification of the unsafe condition;

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

More details relating to the international recognition of Airworthiness Directives can be found in
Section 10.7.

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 A typical AD results from an incident occurring to an in-service aircraft anywhere
in the World. For example, the cracks found on the wing structure of a Quantas
Airbus A380 in Australia resulted in EASA issuing AD No. 2012-0013
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Part-21 Subpart B - Manuals
21.A.57 and 21.A.61

The holder of a type-certificate produces, maintains and updates master copies of all manuals
required for the continued airworthiness of the product, and provides copies, on request, to
EASA.

These Manuals include the following:

 Aircraft maintenance manual

 Structure repair manual
 Component maintenance manual
 Engine manual
 Wiring diagram

The holder of the type-certificate supplies at least one set of manuals for continued
airworthiness, comprising descriptive data and accomplishment instructions, to each known
owner of one or more aircraft, engine or propeller upon its delivery or upon issue of the first
certificate of airworthiness for the affected aircraft, whichever occurs later and thereafter make
those instructions available on request to any other person required to comply with any of the
terms of those instructions.

The availability of some manual or portion of the instructions for continued airworthiness,
dealing with overhaul or other forms of heavy maintenance, may be delayed until after the
product has entered into service, but is available before any of the products reaches the
relevant age or flight-hours/cycles.

In addition, changes to the instructions for continued airworthiness are made available to all
known operators of the product and are made available on request to any person required to
comply with any of those instructions.

A programme showing how changes to the instructions for continued airworthiness are
distributed is submitted to EASA.

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 Aircraft and Engine Manuals are no most likely supplied to
maintenance organisation on CD, to reduce storage space
requirements and make updates and amendments easier

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Part-21 Subpart H – Certificates of Airworthiness
A Certificate of Airworthiness (C of A), or an airworthiness certificate, is issued for an aircraft by
the national aviation authority in the state in which the aircraft is registered. The airworthiness
certificate attests that the aircraft is airworthy insofar as the aircraft conforms to its type design.

Each airworthiness certificate is issued in one of a number of different categories. A certificate

of airworthiness is issued when the aircraft is registered in the name of the owner.

For EASA aircraft, the Certificate of Airworthiness is issued in accordance with the requirements
of Part-21 Subpart H.

Further details of the issue of the Certificate of Airworthiness can be found in Section 10.5.

Part-21 Subpart M – Repairs

A ‘repair’ is defined as the elimination of damage and/or restoration to an airworthy condition
following initial release into service by the manufacturer of any product, part or appliance.

Elimination of damage by replacement of parts or appliances without the necessity for design
activity is considered as a maintenance task and therefore requires no approval under Part 21.

However, repairs that require design input are required to be designed by an approved Design
Organisation (approved in accordance with Part-21 Subpart J).

Classification of Repairs
A repair may be ‘major’ or ‘minor’. The classification is made in accordance with the criteria of
for a change in the type design.

A repair is classified ‘major’ or ‘minor’ either:

 by EASA;
or
 by an appropriately approved design organisation under a procedure agreed with EASA.

A further classification of repair is that of ‘Standard repair’.

Standard repairs are repairs in relation to:

 aeroplanes of 5700 kg Maximum Take-Off Mass (MTOM) or less;

 rotorcraft of 3175 kg MTOM or less;
 sailplanes and powered sailplanes, balloons and airships as defined in ELA1 or ELA2

and that follow design data included in certification specifications issued by EASA, containing
acceptable methods, techniques and practices for carrying out and identifying standard repairs,
including the associated instructions for continuing airworthiness; and that are not in conflict
with TC holder’s data.

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Standard repairs do not need to be originated or designed by an approved design organisation
but must be carried out by an approved maintenance organisation (either in accordance with
Part-M or Part-145 as applicable).

Production of repair parts

Parts and appliances to be used for the repair are manufactured in accordance with production
data based upon all the necessary design data as provided by the repair design approval holder
under Part-21 Subpart F; or by an organisation appropriately approved in accordance with Part-
21 Subpart G; or by an appropriately approved maintenance organisation

Repair embodiment
The embodiment of a repair is made in accordance with Part-M or Part-145 as appropriate, or
by a production organisation appropriately approved in accordance with Part-21 Subpart G.

The design organisation provides to the organisation performing the repair all the necessary
installation instructions.

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Part-M – Continued Airworthiness and Airworthiness Management

General
Part-M concerns the airworthiness management of aircraft registered in an EU member state.
All applicable aircraft have been subject to its provisions since September 28 2008. Prior to this
date EU-OPS Subpart M contained a lot of this detail. Where Part-M differs is that it now also
contains regulations for independent Continuing Aircraft Management Organisations
(CAMO) and introduces the concept of the non-expiring Certificate of Airworthiness and the
Airworthiness Review Certificate (ARC).

EU-OPS is now replaced by AIR-OPS. All previous contents of EU-OPS Subpart M has been
transferred to Part-M.

Part-M Subparts
Subpart A — General
Subpart B — Accountability
Subpart C — Continuing Airworthiness
Subpart D — Maintenance Standards
Subpart E — Components
Subpart F — Maintenance Organisation
Subpart G — Continuing Airworthiness Management Organisation
Subpart H — Certificate of Release to Service — CRS
Subpart I — Airworthiness Review Certificate

Where Part-M Fits Within Regulation (EU) No. 1321/2014

Part-M concerns the ‘management’ of aircraft maintenance, referred to as ‘continuing
airworthiness’. The diagram below shows the components of aircraft maintenance
management that are regulated under Part-M.

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 Pre-Flight Airworthiness
Inspections Directives Defect
Rectification
Technical
Records

MEL / CDL
Maintenance
Programme
Reliability
Monitoring
Maintenance
Check Flights
Modifications
and Repairs
Lifing Parts
Technical
Control control
Log

The objectives of Part-M – Continuing Airworthiness

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Part-M in Relation to Maintenance of Aircraft
Part-M is Annex l to EASA Regulation (EU) No.1321/2014. It regulates the matters required for
aircraft to remain continuously airworthy. In particular, it manages maintenance with special
regard to contracts and work orders for maintenance carried out by Part-145 organisations.

From the figure below it can be seen that the Part-M Subpart G Continuing Airworthiness
Management Organisation (CAMO) is the interface between the owner and any Part-145
organisation that it may contract maintenance to. In the event that the Part-145 organisation is
internal then a service level agreement must be included within the Part-M Exposition. In the
case of one-off tasks (e.g. to recover an aircraft) individual work orders can be used.

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 Operator

Contract or Maintenance
CAMO (Part-M
Work Order Organisation
Sub Part G)

Applicable
Design and
maintenance
Manufacture
and design data
organisation

Part-M in Relation to Maintenance of Aircraft

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Relationship between the CAMO, the Operator and the Maintenance organisation

The relationships between CAMO, Operator and the Part-145 organisations are almost limitless,
but the following should be noted.

 In the event of an operator seeking an AIR-OPS approval the operator must

simultaneously submit a Part-M application. Operators of CAT aircraft cannot have AIR-
OPS approval without Part-M approval concurrently.

 The operator of CAT aircraft must also be an approved CAMO.

 Private owners of large aircraft (> 5700Kg MTOW) can contract a CAMO to act on their
behalf. The CAMO will be approved under Part-M Subpart G.

 Airworthiness of all CAT aircraft, Twin Engine Helicopters and Large Aircraft must be
managed by a CAMO approved in accordance with Part-M Subpart G.

 Airworthiness of light non-CAT aircraft must be managed in accordance with Part-M

Subpart C. This can be carried out by the owner, a licensed engineer or a CAMO.

 The owner or operator of an aircraft is responsible for its airworthiness, but it is

acceptable for contracts to be raised to show that the licensed engineer (for light aircraft)
or the CAMO is assuming responsibility for airworthiness.

Relationship between the Part-21 Design and Production Organisations and the Operator
and the Part-M / Part-145 organisation

Part-21 requires that DOAs and POAs design and build in accordance with the certification
standards within Part-21 (Certification Specifications). In addition they are also required to
provide sufficient information and support to the operator to ensure continued airworthiness

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 Rheinland Air Service
GmbH is a qualified
maintenance organisation.

Design Organisation
approval under Part-21
Subpart J is just one of
their many EASA
approvals

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Part-M Subpart B - Accountability
M.A.201 and AMC

General
The owner/lessee is responsible for the continuing airworthiness of an aircraft and shall ensure
that no flight takes place unless:

 The aircraft is in an airworthy condition;

 Operational and emergency equipment installed and serviceable;
 The airworthiness certificate remains valid;
 Maintenance performed in accordance with maintenance programme.

When the aircraft is leased the responsibility of the owner is transferred to the lessee if:

 the lessee is stipulated on the registration document;

or;

 detailed in the leasing contract

For simplicity in these training notes we shall refer to the operator, who may be the owner or the
lessee, except when extra clarity is required.

Any person or organisation performing maintenance is responsible for the tasks performed.

Pre-flight Servicing
The pilot-in-command or, in the case of commercial air transport, the operator is responsible for
the satisfactory accomplishment of the pre-flight inspection. This inspection must be carried out
by the pilot or another qualified person but need not be carried out by an approved maintenance
organisation or by Part-66 certifying staff.

Contracting of CAMO Organisations by Aircraft Owners

In order to satisfy his responsibilities, the owner of an aircraft may contract the tasks associated
with continuing airworthiness to an approved CAMO as specified in M.A. Subpart G In this case,
the continuing airworthiness management organisation, assumes responsibility for the proper
accomplishment of these tasks.

In the case of large aircraft, in order to satisfy these responsibilities, the owner of an aircraft
shall ensure that the tasks associated with continuing airworthiness are performed by a CAMO.
A written contract is made in accordance with Appendix I to Part-M. In this case, the continuing
airworthiness management organisation assumes responsibility for the proper accomplishment
of these tasks.

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Responsibilities
Reference to aircraft includes the components fitted to or intended to be fitted to the aircraft

The performance of ground de-icing and anti-icing activities does not require a Part-145
approval.

The requirement means that the operator is responsible for determining what maintenance is
required, when it has to be performed and by whom and to what standard, in order to ensure
the continued airworthiness of the aircraft being operated.

An operator should therefore have adequate knowledge of the design status (type specification,
customer options, airworthiness directives (AD), modifications, operational equipment) and
required and performed maintenance. Status of aircraft design and maintenance should be
adequately documented to support the performance of the quality system.

An operator should establish adequate co-ordination between flight operations and

maintenance to ensure that both will receive all information on the condition of the aircraft
necessary to enable both to perform their tasks.

The requirement does not mean that an operator himself performs the maintenance (this is to
be done by a maintenance organisation approved to Part-145) but that the operator carries the
responsibility for the airworthy condition of aircraft it operates and thus should be satisfied
before the intended flight that all required maintenance has been properly carried out.

When an operator is not appropriately approved in accordance with Part-145, the operator
should provide a clear work order to the maintenance contractor. The fact that an operator has
contracted a maintenance organisation approved under Part-145 should not prevent it from
checking at the maintenance facilities on any aspect of the contracted work if he wishes to do
so to satisfy his responsibility for the airworthiness of the aircraft.

An operator only needs to be approved for the management of the continuing airworthiness of
the aircraft listed on its Air Operator Certificate (AOC). The approval to carry out airworthiness
reviews is optional.

This approval does not prevent the operator subcontracting certain continuing airworthiness
management tasks to competent persons or organisations. This activity is considered as an
integral element of the operator’s Part-M Subpart G approval. The regulatory monitoring is
exercised through the operator’s Part-M Subpart G. approval. The contracts should be
acceptable to the competent authority.

The accomplishment of continuing airworthiness activities forms an important part of the

operator’s responsibility with the operator remaining accountable for satisfactory completion
irrespective of any contract that may be established.

Part-M does not provide for organisations to be independently approved to perform continuing
airworthiness management tasks on behalf of commercial air transport operators. The approval
of such activity is vested in the operator’s air operator’s certificate (AOC). The sub-contracted
organisation is considered to perform the continuing airworthiness management tasks as an
integral part of the operator's continuing airworthiness management system, irrespective of any
other approval held by the subcontractor including a Part-M Subpart G approval.

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The operator is ultimately responsible and therefore accountable for the airworthiness of its
aircraft. To exercise this responsibility, the operator should be satisfied that the actions taken by
sub-contracted organisations meet the standards required by Part-M Subpart G.

The operator's management of such activities should therefore be accomplished

 by active control through direct involvement and/or;

 by endorsing the recommendations made by the sub-contracted organisation.

In order to retain ultimate responsibility, the operator should limit sub-contracted tasks to the
activities specified below:

 airworthiness directive analysis and planning;

 service bulletin analysis;
 planning of maintenance;
 reliability monitoring, engine health monitoring;
 maintenance programme development and amendments;
 any other activities which do not limit the operators responsibilities as agreed by
the competent authority.

The operator's management controls associated with sub-contracted continuing airworthiness

management tasks should be reflected in the associated written contract and be in accordance
with the operator's policy and procedures defined in his continuing airworthiness management
exposition. When such tasks are sub-contracted the operator's continuing airworthiness
management system is considered to be extended to the subcontracted organisation.

With the exception of engines and auxiliary power units contracts would normally be limited to
one organisation per aircraft type for any combination of the activities. Where arrangements are
made with more than one organisation the operator should demonstrate adequate co-ordination
controls are in place and that the individual responsibilities are clearly defined in related
contracts.

Contracts should not authorise the sub-contracted organisation to sub-contract together

organisational elements of the continuing airworthiness management tasks.

The operator should ensure that any findings arising from the competent authority monitoring of
the sub-contracted continuing airworthiness management tasks will be closed to the satisfaction
of the competent authority. This provision should be included in the contract.

The sub-contracted organisation should agree to notify the respective operators of any changes
affecting the contracts as soon as practical. The operator should then inform its competent
authority. Failure to do so may invalidate the competent authority acceptance of the contract.

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Occurrence Reporting
M.A.202

Occurrence reporting for Part-M requirements are exactly the same as those for Part-145. They
are repeated below:

 Any person or organisation responsible shall report to the State of registry, the
organisation responsible for the type design or supplemental type design and, if
applicable, the Member State of operator, any identified condition of an aircraft or
component that hazards seriously the flight safety.

 Reports are made in a manner established by EASA and contain all pertinent information
about the condition known to the person or organisation.

 Where the person or organisation maintaining the aircraft is contracted by an owner or an

operator to carry out maintenance, the person or the organisation maintaining the aircraft
shall also report to the owner, the operator or the continuing airworthiness management
organisation any such condition affecting the owner's or the operator's aircraft or
component.

 Reports are made as soon as practicable, but in any case within 72-hours of the person
or organisation identifying the condition to which the report relates.

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Part-M Subpart C - Continuing Airworthiness
M.A.301

Later in this section you will see how management of airworthiness is achieved in different ways
for large and small organisations, to suit their business. In any case they must always carry out
certain airworthiness tasks. Part-M lists those tasks.

Continuing Airworthiness Tasks

The aircraft continuing airworthiness and the serviceability of both operational and emergency
equipment are ensured by:

 the accomplishment of pre-flight inspections

 the rectification to an officially recognised standard of any defect and damage affecting
safe operation taking into account, for all large aircraft or aircraft used for commercial air
transport, the Minimum Equipment List (MEL) and Configuration Deviation List (CDL) if
applicable to the aircraft type;

 the accomplishment of all maintenance, in accordance with the approved aircraft

maintenance programme;

 for all large aircraft or aircraft used for commercial air transport the analysis of the
effectiveness of the approved maintenance programme, with regard to spares,
established defects, malfunctions and damage, and to amend the programme as
necessary;

 the accomplishment of any applicable:

- Airworthiness Directive (AD).

- Operational directive with a continuing airworthiness impact, i.e. ETOPS ; RVSM;
AWOPS
- Continued airworthiness requirement established by EASA, e.g. CDCCL
requirements.
- Measures mandated by the competent authority in immediate reaction to a safety
problem;

 the accomplishment of mandatory modifications and repairs as required;

 for non-mandatory modifications and/or inspections, for all large aircraft or aircraft used
for commercial air transport the establishment of an embodiment policy;

 maintenance check flights when necessary.

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 An inspection of the
aircraft continuing
airworthiness record
system or the operator’s
Technical Log as
applicable to ensure that
the intended flight is not
adversely affected by
any outstanding deferred
defects and no required
maintenance action Control surface
shown in the and landing gear
Maintenance Statement locks, pitot/static
is overdue or will covers, restraint
become due during the devices and
flight. engine/aperture
blanks have been
removed.

The aircraft’s
Doors are securely
external surfaces
fastened. and engines are
free from ice,
snow, sand, dust
etc.
The pre-flight inspection

Pre-flight is a Part-M function. It may be

carried out by the flight crew or
persons nominated by the CAMO.
Training procedures for performing
pre-flight inspection should be
described in the operators Continuing
Airworthiness Management Exposition
(CAME).

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The Maintenance Programme
M.A.302 and AMC

Every aircraft is maintained in accordance with a maintenance programme approved by the

competent authority, which is periodically reviewed and amended accordingly.

The maintenance programme and any subsequent amendments are approved by the
competent authority.

Notwithstanding this previous sentence, when the aircraft continuing airworthiness is managed
by a CAMO approved under Part-M Subpart G the maintenance programme and its
amendments may be approved through a maintenance programme procedure established by
such organisation (hereinafter called indirect approval).

The maintenance programme must establish compliance with:

 instructions for continuing airworthiness issued by type certificate and supplementary

type certificate holders and any other organisation that publishes such data in
accordance with Part-21, or

 instructions issued by the competent authority, if they differ from paragraph 1 or in the
absence of specific recommendations, or

 instructions defined by the owner or the operator and approved by the competent
authority if they differ from paragraphs 1 and 2.

The maintenance programme shall contain details, including frequency, of all maintenance to be
carried out, including any specific tasks linked to specific operations. The programme must
include a reliability programme when the maintenance programme is based on Maintenance
Steering Group logic, or on Condition Monitoring.

The term “maintenance programme” is intended to include scheduled maintenance tasks the
associated procedures and standard maintenance practises. The term “maintenance schedule”
is intended to embrace the scheduled maintenance tasks alone.

The aircraft should only be maintained to one approved maintenance programme at a given
point in time. Where an owner or operator wishes to change from one approved programme to
other, a transfer check or inspection may need to be performed in order to implement the
change.

The maintenance programme details should be reviewed at least annually. As a minimum

revisions of documents affecting the programme basis need to be considered by the owner or
operator for inclusion in the maintenance programme during the annual review. Applicable
Mandatory requirements for compliance with Part-21 should be incorporated into the owner or
operator’s maintenance programme as soon as possible.

The aircraft maintenance programme should contain a preface which will define the
maintenance programme contents, the inspection standards to be applied, permitted variations
to task frequencies and where applicable, any procedure to manage the evolution of established

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check or inspection intervals. Appendix 1 to AMC M.A.302 provides detailed information on the
contents of an approved aircraft maintenance programme.

The approved aircraft maintenance programme should reflect applicable mandatory regulatory
requirements addressed in documents issued by the TC holder to comply with Part-21.A.61.

Repetitive maintenance tasks derived from modifications and repairs should be incorporated
into the approved maintenance programme.

An owner or operator’s maintenance programme should normally be based upon the

maintenance review board (MRB) report where applicable, the maintenance planning
document, the relevant chapters of the maintenance manual or any other maintenance data
containing information on scheduling.

Furthermore, an owner or operator’s maintenance programme should also take into account
any maintenance data containing information on scheduling for components.

Data for Modifications and Repairs

M.A.304

Damage is assessed and modifications and repairs carried out using data approved by EASA or
by an approved Part-21 design organisation, as appropriate.

Aircraft Continuing Airworthiness Record System

M.A.305

At the completion of any maintenance, the associated certificate of release to service is entered
in the aircraft continuing airworthiness records. Each entry is made as soon as practicable but in
no event more than 30 days after the day of maintenance action.

The aircraft continuing airworthiness records shall consist of, as appropriate, an aircraft
logbook, engine logbook(s) or engine module log cards, propeller logbook(s) and log cards, for
any service life limited component and the operator's technical log.

The aircraft type and registration mark, the date, together with total flight time and/or flight
cycles and/or landings, as appropriate, is entered in the aircraft logbooks.

The aircraft continuing airworthiness records shall contain the current:

 Status of airworthiness directives and measures mandated by the competent authority

in immediate reaction to a safety problem;
 Status of modifications and repairs;
 Status of compliance with maintenance programme;
 Status of service life limited components;
 Mass and balance report;
 List of deferred maintenance.

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In addition to the authorised release document, EASA Form-1 or equivalent, the following
information relevant to any component installed is entered in the appropriate engine or propeller
logbook, engine module or service life limited component log card:

 Identification of the component.

 The type, serial number and registration of the aircraft to which the particular component has
been fitted, along with the reference to the installation and removal of the component.

 The particular component accumulated total flight time and/or flight cycles and/or landings
and/or calendar time, as appropriate.

 The current paragraph (d) information applicable to the component.

An owner or operator shall ensure that a system has been established to keep the following
records for the periods specified:

 All detailed maintenance records in respect of the aircraft and any life-limited component fitted
thereto, at least 24-months after the aircraft or component was permanently withdrawn from
service;

 The total time and flight cycles as appropriate, of the aircraft and all life-limited components, at
least 12-months after the aircraft or component has been permanently withdrawn from service,
and;

 The time and flight cycles as appropriate, since last scheduled maintenance of the component
subjected to a service life limit, at least until the component scheduled maintenance has been
superseded by another scheduled maintenance of equivalent work scope and detail;

 The current status of compliance with maintenance programme such that compliance with the
approved aircraft maintenance programme can be established, at least until the aircraft or
component scheduled maintenance has been superseded by other scheduled maintenance of
equivalent work scope and detail;

 The current status of airworthiness directives applicable to the aircraft and components, at
least 12-months after the aircraft or component has been permanently withdrawn from service,
and; Details of current modifications and repairs to the aircraft, engine(s), propeller(s) and any
other component vital to flight safety, at least 12-months after they have been permanently
withdrawn from service.

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 Module 10.6 Continuing Airworthiness 6-33
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Operator's Technical Log System
M.A.306

In the case of commercial air transport, an operator shall use an aircraft technical log system
containing the following information for each aircraft:

 information about each flight, necessary to ensure continued flight safety, and;
 the current aircraft certificate of release to service, and;
 the current maintenance statement giving the aircraft maintenance status of what
scheduled and out of phase maintenance is next due except that the competent authority
may agree to the maintenance statement being kept elsewhere, and;
 all outstanding deferred defects rectifications that affect the operation of the aircraft, and;
 any necessary guidance instructions on maintenance support arrangements.

The aircraft technical log system and any subsequent amendment is approved by the
competent authority.

An operator shall ensure that the aircraft technical log is retained for 36 months after the date of
the last entry.

For commercial air transport the operator’s aircraft technical log is a system for recording
defects and malfunctions during the aircraft operation and for recording details of all
maintenance carried out on an aircraft between scheduled base maintenance visits. In addition,
it is used for recording flight safety and maintenance information the operating crew need to
know.

Cabin or galley defects and malfunctions that affect the safe operation of the aircraft or the
safety of its occupants are regarded as forming part of the aircraft log book where recorded by
another means.

The operator’s aircraft technical log system may range from a simple single section document to
a complex system containing many sections but in all cases it should include the information
specified in Part-M.

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 An example page from an aircraft Technical Log Sector Record Page. For each sector
flown, it records details of the flight, including uplifts (fuel etc.), any ground de/anti-
icing carried out, and details of any defects and their subsequent rectification r
deferral of rectification in accordance with the MEL

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Part-M Subpart D - Maintenance Standards
This subpart identifies maintenance standards for all EASA aircraft. Be aware that the CAMO
for a particular aircraft is not carrying out the maintenance, but ensuring that those contracted
Part-145 organisations are complying with the necessary standards (as summarised herewith).

For those studying Part-145, you will notice that there is some duplication, but that is inevitable
as to comply with Subpart D those same standards must be incorporated within any Part-145
organisation also.

Maintenance Data
M.A.401

The person or organisation maintaining an aircraft shall have access to and use only applicable
current maintenance data in the performance of maintenance including modifications and
repairs.

For the purposes of Part-M, applicable maintenance data is:

 any applicable requirement, procedure, standard or information issued by the competent

authority,
 any applicable airworthiness directive,
 applicable instructions for continuing airworthiness, issued by type certificate holders,
supplementary type certificate holders and any other organisation that publishes such
data in accordance with Part-21.
 any applicable data issued in accordance with Part-145 - locally approved instructions
that improve the method of doing the task (other than design changes).

Applicable maintenance data must be current and readily available for use, before maintaining
an aircraft or component. A worksheet or work-card system required. The data must be either
accurately transcribed onto the worksheets or they should make precise reference to the tasks
in the maintenance data.

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Performance of Maintenance
M.A.402

All maintenance is performed by qualified personnel, following the methods, techniques,

standards and instructions specified in Part-M. Furthermore, an independent inspection is
carried out after any flight safety sensitive maintenance task unless otherwise specified
by Part-145 or agreed by the competent authority.

All maintenance is performed using the tools, equipment and material specified in Part-M unless
otherwise specified by Part-145. Where necessary, tools and equipment are controlled and
calibrated to an officially recognised standard.

The area in which maintenance is carried out is well organised and clean in respect of dirt and
contamination.

All maintenance is performed within any environmental limitations specified in Part-M. In case of
inclement weather or lengthy maintenance, proper facilities are used. After completion of all
maintenance a general verification must be carried out to ensure the aircraft or component is
clear of all tools, equipment and any other extraneous parts and material, and that all access
panels removed have been refitted.

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Independent Inspections
An Independent inspection must be carried out after any flight safety sensitive maintenance task
when determining the need for an independent inspection the manufacturer instructions for
continued airworthiness should be followed. In the absence of manufacturers’ instructions an
independent check is required after maintenance tasks that involve the assembly or any
disturbance of a control system that, if errors occurred, could result in a failure, malfunction, or
defect endangering the safe operation of the aircraft.

An independent inspection is an inspection first made by an authorised person signing the

maintenance release who assumes full responsibility for the satisfactory completion of the work,
before being subsequently inspected by a second independent competent person who attests to
the satisfactory completion of the work recorded and that no deficiencies have been found.

The second independent competent person is not issuing a maintenance release therefore is
not required to hold certification privileges. However they should be suitably qualified to carry
out the inspection.

When work is being done under the control of an approved maintenance organisation the
organisation should have procedures to demonstrate that the signatories have been trained and
have gained experience on the specific control systems being inspected.

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Aircraft Defects
M.A.403

Any aircraft defect that hazards seriously the flight safety is rectified before further flight.

Only the authorised certifying staff, according to Part-M or Part-145 can decide whether an
aircraft defect hazards seriously the flight safety and therefore decide when and which
rectification action is taken before further flight and which defect rectification can be deferred.
However, this does not apply when:

 The approved minimum equipment list as mandated by the competent authority is used
by the pilot; or,
 Aircraft defects are defined as being acceptable by the competent authority.

Any aircraft defect that would not hazard seriously the flight safety is rectified as soon as
practicable, after the date the aircraft defect was first identified and within any limits specified in
the maintenance data. Any defect not rectified before flight is recorded in the aircraft
maintenance record system or operator's technical log system as applicable.

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Part-M Subpart E - Components
This Subpart identifies component standards for all EASA aircraft.

The main headings within Subpart E are

M.A.501 – Installation
M.A.502 – Component maintenance
M.A.503 – Service life limited components
M.A.504 – Control of unserviceable
components

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 Module 10.6 Continuing Airworthiness 6-41
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Part-M Subpart F - Non-Commercial Air Transport Maintenance
Organisations
This Subpart of Part-M 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 not
listed in M.A.201 (f) and (g) (i.e. maintenance of large aircraft, aircraft used for commercial air
transport and components thereof must be carried out by a Part-145 approved organisation).

This Subpart identifies the requirements to be met by an organisation to qualify for the approval
to certify the maintenance of small aircraft not used for commercial air transport.

The requirements mirror those contained in Part-145, however they have been adjusted to
reflect the complexity of the equipment and scale of the operations supported.

See “Section 10.3 – Approved Maintenance Organisations”, for further details of the
requirements for organisations approved in accordance with Part-M Subpart F.

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 Module 10.6 Continuing Airworthiness 6-43
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Part-M Subpart G – The Continuous Airworthiness Maintenance
Organisation (CAMO)
General
Subpart G contains the requirements for an organisation to qualify for an approval for the
management of aircraft continuing airworthiness.

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 Example of a Part-M
Subpart G CAMO
approval
Certificate.

This one is issued

by the UK CAA to
Gamit Limited – an
aircraft
maintenance
management
company based in
the UK.

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Commercial Air Transport (CAT) Operator and Subpart G
An Air Operators Certificate (AOC) holder must also be an approved CAMO; it cannot be
contracted in its entirety to an independent organisation (although certain tasks can be
contracted to the CAMO).

An operator must have an AOC. To obtain an AOC the operator’s application must contain:

 The Continuing Airworthiness Management Exposition (CAME);

 The operator’s aircraft maintenance programmes;
 The aircraft technical log;
 Maintenance contracts.

The CAME referred to above has the same contents as the CAME content shown below for an
independent CAMO.

Independent CAMO
The application is made on EASA form 2 and shall consist of an Exposition (CAME) containing
the following:

 a statement signed by the accountable manager to confirm that the organisation will work
in accordance with Part-M and the exposition at all times, and;
 the organisation's scope of work, and;
 the title(s) and name(s) of person(s) referred to in Part-M, and;
 an organisation chart showing associated chains of responsibility between the person(s)
referred to in Part-M, and;
 a list of airworthiness review staff, and;
 a general description and location of the facilities, and;
 procedures specifying how the continuing airworthiness management organisation
ensures compliance with Part-M, and;
 The continuing airworthiness management exposition amendment procedures.

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A CAMO may:

• Manage the continuing airworthiness of non-commercial air transport aircraft

as listed on the approval certificate.

• Manage the continuing airworthiness of commercial air transport aircraft when

listed on its AOC.

• Arrange to have any task of continuing airworthiness carried out with another
organisation that is working under its quality system. (i.e. subcontract
arrangement)

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CAMO Privileges
M.A.711

A CAMO may:

 Manage the continuing airworthiness of non-commercial air transport aircraft as listed on

the approval certificate.
 Manage the continuing airworthiness of commercial air transport aircraft when listed on
its AOC.
 Arrange to have any task of continuing airworthiness carried out with another
organisation that is working under its quality system. (i.e. subcontract arrangement)

In order to retain ultimate responsibility the operator should limit sub-contracted tasks to the
activities specified below:

 airworthiness directive analysis and planning

 service bulletin analysis
 planning of maintenance
 reliability monitoring, engine health monitoring
 maintenance programme development and amendments
 any other activities which do not limit the operators responsibilities as agreed by the
competent authority

A CAMO (registered in and EASA member state), may additionally:

 issue an airworthiness review certificate (ARC), or;

 Make a recommendation for the airworthiness review to a Member State of Registry
Competent Authority.

There is no obligation on a CAMO to take on this extra task.

CAMO Facilities
M.A.705

Suitable office accommodation at appropriate locations must be provided for the CAMO staff.

CAMO Personnel Requirements

M.A.706

Accountable Manager – For airworthiness of CAT aircraft, this is the operator’s Accountable
Manager

For CAT aircraft, the Accountable Manager shall designate a nominated post holder responsible
for the management and supervision of continuing airworthiness activities.

The nominated post-holder shall not be employed by a contracted Part-145 organisation

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CAMO Management Group
Nominated person or group of persons should have practical experience and expertise in the
application of aviation safety standards and safe operating practices and comprehensive
knowledge of:

 relevant parts of operational requirements and procedures

 the AOC holder's Operations Specifications when applicable
 the relevant parts of the AOC holder's Operations Manual when applicable
 quality systems

and have five year’s relevant work experience of which at least two years should be from the
aeronautical industry in an appropriate position

CAMO Duties
M.A.708

The organisation shall for each aircraft managed: need to apply Sub-part D maintenance
standards and ensure the following Subpart C tasks are carried out:

 Develop and control an approved maintenance programme and gain approval from the
competent authority
 Manage approval of modifications and repairs
 Ensure all maintenance is carried our per the approved maintenance programme and a
CRS is issued for all work carried out
 Ensure all ADs are complied with
 Ensure all defects are rectified
 Ensure aircraft is taken to a Part-145 organisation whenever necessary
 Co-ordinate all scheduled maintenance and ADs to ensure the work is carried out
properly (standards monitoring)
 Manage and archive records
 Ensure accuracy of the mass and balance statement

Subpart D standards are enforced through continuous monitoring of contracted Part-145

organisations.

Where an Operator is not appropriately approved to Part-45, the Operator shall have a written
maintenance contract with the Part-145 organisation(s).

All maintenance is ultimately completed by a Part-145 approved organisation.

All contracts are specified in the CAME and thus approved by the Competent Authority.

Unscheduled line maintenance and component maintenance may be controlled by individual

work orders.

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Part-M Subpart H - Certificate of Release to Service
This section details the requirements for release to service for those small aircraft serviced
either by a Subpart F organisation a licensed engineer or the pilot owner.

Aircraft Certificate of Release to Service (CRS)

M.A.801

Except for aircraft released to service by a Part-145 organisation, the certificate of release to
service is issued according to this Subpart.

A certificate of release to service is issued before flight at the completion of any maintenance.
When satisfied that all maintenance required has been properly carried out, a certificate of
release to service is issued:

 By appropriate certifying staff on behalf of the Part-M Subpart F approved

maintenance organisation; or

 Except for complex maintenance tasks listed in Appendix VII, by certifying staff in
compliance with the requirements of Part-66; or

 By the pilot-owner.

The certifying staff may be assisted in the execution of the maintenance tasks by one or more
persons under his direct and continuous control.

A certificate of release to service shall contain basic details of the maintenance carried out, the
date such maintenance was completed and:

 the identity including approval reference of the Subpart F approved maintenance

organisation and certifying staff issuing such a certificate; or

 the identity and if applicable licence number of the certifying staff must be annotated
on the CRS.

In the case of incomplete maintenance, such fact is entered in the aircraft certificate of release
to service before the issue of such certificate.

A certificate of release to service shall not be issued in the case of any known non-compliance
which hazards seriously the flight safety.

Component Certificate of Release to Service

M.A.802

A certificate of release to service is issued at the completion of any maintenance on an aircraft

component whilst off the aircraft.

The authorised release certificate identified as EASA Form-1 for the Member States constitutes
the aircraft component certificate of release to service.

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 The authorised release certificate identified as EASA Form-1 for the Member States
constitutes the aircraft component certificate of release to service

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Pilot-Owner Maintenance
M.A.803

The pilot-owner is the person who owns or jointly owns the aircraft being maintained and holds
a valid pilot licence with the appropriate type or class rating.

For any privately operated aircraft of simple design with a maximum take-off mass (MTOM) of
less than 2730 kg, glider and balloon, the pilot-owner may issue the certificate of release to
service after limited pilot owner maintenance listed in Appendix VIII to Part-M.

Limited pilot owner maintenance is defined in the aircraft maintenance programme.

The certificate of release to service must be entered in the logbooks and contain basic details of
the maintenance carried out, the date such maintenance was completed and the identity and
pilot licence number of the pilot-owner issuing such a certificate.

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 For any privately operated aircraft of simple design with a maximum take-off mass
(MTOM) of less than 2730 kg, glider and balloon, the pilot-owner may issue the
certificate of release to service after limited pilot owner maintenance listed in Appendix
VIII to Part-M
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Part-M Subpart I - Aircraft Airworthiness Review and Airworthiness
Review Certificate
M.A.901

General
For an aircraft’s Certificate of Airworthiness (C of A) to be valid a current Airworthiness Review
Certificate (ARC) must be attached.

To satisfy the requirement for an airworthiness review of an aircraft, a full documented review of
the aircraft records is carried out by the approved continuing airworthiness management
organisation in order to be satisfied that:

 airframe, engine and propeller flying hours and associated flight cycles have been
properly recorded, and;
 the flight manual is applicable to the aircraft configuration and reflects the latest revision
status, and;
 all the maintenance due on the aircraft according to the approved maintenance
programme has been carried out, and;
 all known defects have been corrected or, when applicable, carried forward in a
controlled manner, and;
 all applicable airworthiness directives have been applied and properly registered, and;
 all modifications and repairs applied to the aircraft have been registered and are
approved according to Part-21,and;
 all service life limited components installed on the aircraft are properly identified,
registered and have not exceeded their approved service life limit, and;
 all maintenance has been released in accordance with Part-M, and;
 the current mass and balance statement reflects the configuration of the aircraft and is
valid, and;
 the aircraft complies with the latest revision of its type design approved by EASA.

The approved continuing airworthiness management organisation's airworthiness review staff

shall carry out a physical survey of the aircraft. For this survey, airworthiness review staff not
appropriately qualified to Part-66 are assisted by such qualified personnel.

Through the physical survey of the aircraft, the airworthiness review staff shall ensure that:

 all required markings and placards are properly installed, and;

 the aircraft complies with its approved flight manual, and;
 the aircraft configuration complies with the approved documentation, and;
 no evident defect can be found that has not been addressed, and;
 no inconsistencies can be found between the aircraft and the documented review of
records.

The airworthiness review can be anticipated by a maximum period of 90 days without loss of
continuity of the airworthiness review pattern, to allow the physical review to take place during
maintenance.

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 An Airworthiness Review includes

• review of the aircraft records

• physical survey of the aircraft

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Issue of the ARC
If approved to do so, the CAMO may issue an ARC, or make recommendation of an ARC to the
competent authority upon completion of the review.

Providing the aircraft remains under the continuous control of a CAMO the ARC may be
renewed twice at intervals of 1 year without a further physical survey, however the paperwork
review must take place at each renewal.

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 If aircraft maintained in
a controlled
environment, the
CAMO issues an ARC
2011
(on Form 15b) and may
2010
extend the validity
2009 2012 twice (for ARCs it
originally issued)

If aircraft NOT
maintained in a
controlled environment,
the CAMO issues a
recommendation to the
2009 Competent Authority
2010 2011 2012
for issue of the ARC
(on Form 15a)
annually.
ARC Issue and Extension

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Airworthiness Review Staff
M.A.707

The organisation shall have appropriate airworthiness review staff to issue airworthiness review
certificates (ARC) or recommendations. They will be qualified as follows:

 formally accepted by the competent authority prior to authorisation issue (on EASA
Form-4).
 5-years continuing airworthiness experience appropriate
 Part-66 license or aeronautical degree or equivalent in addition to formal aeronautical
engineering training.
 a position within the approved organisation with appropriate responsibilities.
 named in the CAME.

The airworthiness review staff must be independent from the airworthiness management
process.

The Controlled Environment

Definition of a “controlled environment” is a s follows:

 continuously managed by a CAMO

 has not changed during the previous 12-months,
 maintenance is carried out by an approved organisation

This includes maintenance carried out by the pilot-owner and release to service by the pilot-
owner or independent licensed engineer where permitted by Part-M.

Where the controlled environment cannot be maintained or if the CAMO does not hold the
privilege to issue an ARC, another CAMO which holds the privilege needs to be contracted.

The ARC would then be issued by the authority following a satisfactory assessment based on a
recommendation from this contracted CAMO.

Initial issue of a Certificate of Airworthiness

Initial issue of a C of A upon registration in an EASA Member State requires an airworthiness
review to be carried out by a CAMO and then recommending that the ARC and Certificate of
Airworthiness be issued. Issue of these documents is carried out by the competent authority.

ARC Validity
The ARC is invalidated when:

 it is suspended or revoked
 the Certificate of Airworthiness is suspended or revoked
 the aircraft is not on the register of an EASA member state or
 the Type Certificate (TC) is suspended or revoked

Note that the Certificate of Airworthiness is valid indefinitely providing a valid ARC is attached to
it.

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 Module 10.6 Continuing Airworthiness 6-59
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Summary
The diagram below summarises how the obligatory subparts of Part-M apply to aircraft used for
commercial air transport, and the options available for maintenance of simple aircraft not used
for commercial air transport.

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Worksheet 10.6
Use the following worksheet to revise your knowledge. Use the original documents of Part-21
and Part-M.

Regulation (EU) No. 748/2012

1. In what Journal is the Regulation (EU) No. 748/2012 published?

Official Journal of the European Union

2. List the three types of Certificates for which Regulation (EU) No. 748/2012 provides the
common technical requirements (according to the Scope and definitions).

Type certificates (and restricted type certificates and supplementary type

certificates)

Certificates of Airworthiness (and restricted Certificates of Airworthiness and

Permits to Fly)

Noise certificates

3. What are Article 8 and Article 9 of Regulation (EU) No. 748/2012 concerned with,
respectively?

Article 8 – Design Organisations

Article 9 – Production organisations

4. The only Annex (Annex I) to Regulation (EU) No. 748/2012 is better known as what?

Part-21

5. What is the full descriptive title of the Annex to Regulation (EU) No. 748/2012?

Certification of aircraft and related products, parts and appliances, and of design
and production organisations

6. Who is the competent authority for an organisation having their principle place of
business in a non-member state of EASA?

EASA

7. What is Section B of Part-21?

Procedures for competent authorities

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Subpart A

21.A.3B

8. Which two organisations can issue an Airworthiness Directive?

EASA

The competent authority (no more)

9. When is an Airworthiness Directive issued?

1. an unsafe condition has been determined by the Agency to exist in an aircraft, as

a result of a deficiency in the aircraft, or an engine, propeller, part or appliance
installed on this aircraft; and
2. that condition is likely to exist or develop in other aircraft.

21.A.57

10. Who is responsible for producing and maintaining manuals required for the continuing
airworthiness of aircraft and products?

The holder of a type-certificate or restricted type-certificate shall produce,

maintain and update master copies of all manuals required

Subpart H

21.A.173

11. List the two Classifications of Airworthiness Certificates:

Certificates of airworthiness issued to aircraft which conform to a type-certificate

Restricted certificates of airworthiness issued to aircraft which conform to a

restricted type-certificate

21.A.179

12. When an aircraft is transferred and re-registered in another EASA member state, what
happens to the Certificate of Airworthiness?

A new certificate of airworthiness is issued upon presentation of the former

certificate of airworthiness

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21A.181

13. What are the 4 conditions for a Certificate of Airworthiness to remain valid for an
unlimited duration?

1 Compliance with the applicable type-design and continuing airworthiness

requirements

2 The aircraft remaining on the same register

3 The type certificate is not invalidated

4 the certificate not being surrendered or revoked

Subpart M

21.A.431

14. What is the definition of a ‘Repair’?

Elimination of damage and/or restoration to an airworthy condition following initial

release into service by the manufacturer of any product, part or appliance

21.A.432B

15. How does an applicant for a major repair design approval demonstrate its capability?

By holding a design organisation approval, issued by the Agency in accordance with

Subpart J.

21.A.435

16. What are the two classifications of ‘Repair’?

Major

Minor

17. Who classifies a repair as either ‘Major’ or ‘Minor’?

The Agency; or
by an appropriately approved design organisation under a procedure agreed with the
Agency

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21A.439

18. Which three types of organisation can carry out a repair?

Part-M organisation

Part -145 organisation

Production organisation appropriately approved in accordance with Subpart G

Regulation (EU) No. 1321/2014

19. In what Journal is the Regulation (EU) No. 1321/2014 published in?

Official Journal of the European Union

20. According to Article 1 of Regulation (EU) No. 1321/2014, the Rules do not apply to
aircraft which are listed where?

Annex II of Regulation (EC) No. 216/2008 (Basic Regulation)

21. For the purposes of Regulation (EU) No. 1321/2014, what is the definition of a “large
aircraft”?

Aeroplanes MTOM greater than 5700 kg or a multi engined helicopter

22. What is the definition of a “pre-flight inspection”?

Inspection carried out before flight to ensure aircraft is fit for intended flight

23. Part-M is which Annex of Regulation (EU) No. 1321/2014?

Annex I

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Subpart B

M.A.201

24. Who is responsible for the continuing airworthiness of an aircraft?

The owner

25. Who is responsible for the continuing airworthiness of an aircraft if the owner leases it to
a different operator?

The lessee

26. Who is responsible for carrying out a pre-flight inspection?

Pilot-in-command or, in case of CAT, the operator

27. Tasks associated with the continuing airworthiness of a Large aircraft are to be carried
out by what organisation?

A Continuing Airworthiness Maintenance Organisation (CAMO)

28. Maintenance of large aircraft, aircraft used for commercial air transport and components
thereof are carried out by what approved organisation type?

Part-145 organisation

29. An operator of commercial air transport aircraft, must have what Subpart M approval as a
part of their Air Operator Certificate (AOC)?

Subpart G (CAMO)

30. If an operator of commercial air transport aircraft is not itself Part-145 approved, how can
they get their aircraft maintained?

Have a contract with a Part-145 organisation

31. When an operator who uses an aircraft other than for commercial air transport, they have
a choice of 2 organisations where they can get their aircraft maintained. What are they?

- Part-M Subpart F organisation, or

- Part-145 organisation

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M.A.202

32. To which persons/organisation must any person or organisation approved under Part-M,
make an occurrence report when they find any identified condition of an aircraft or
component that hazards seriously the flight safety.

Competent authority, type design organisation (manufacturer), and member state of

operator

33. How soon should any person or organisation approved under Part-M, make an
occurrence report when they find any identified condition of an aircraft or component that
hazards seriously the flight safety.

72 hours

Subpart C

M.A.302

34. Who approves a maintenance programme?

Competent authority

35. Who normally approves amendments to a maintenance programme?

Competent authority

36. What approved organisation can approve their own amendments to the maintenance
programme?

Subpart G (CAMO) – (known as Indirect approval)

M.A.304

37. What approved organisation (other than EASA) can provide data for modifications and
repairs?

Part-21 design organisation (DOA)

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M.A.305

38. What 3 Log Books must be kept in the aircraft’s continuing airworthiness records?

- Aircraft

- Engine

- Propeller

39. The aircraft continuing airworthiness records shall contain what six (6) items of
information?

- status of ADs

- status of modifications and repairs

- status of compliance with maintenance programme

- service life limitations (lifed items)

- mass and balance report

- list of deferred maintenance

40. All detailed maintenance records in respect of the aircraft and any life-limited component
fitted thereto, must be kept for how long after the aircraft or component was permanently
withdrawn from service?

36 months after the aircraft has been released to service

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M.A.306

41. Which aircraft require a Technical Log?

All aircraft used for commercial air transport

42. List the 5 items of information contained within the Technical Log for each aircraft

- information about each flight

- current aircraft CRS

- current maintenance statement (what SMI and out-of-phase maintenance is next

due)

- list of deferred defects

- guidance instructions on maintenance support arrangements

43. Who approves the Technical Log?

Competent authority

44. For how long is a technical log retained?

36 months after date of last entry

Subpart D

M.A.402

45. After what kind of maintenance task must an Independent Inspection be carried out?

After a flight safety sensitive maintenance task

M.A.403

46. Any aircraft defect that hazards seriously the flight safety must be rectified by when?

Before further flight

47. Any defect not rectified before flight is recorded where?

Tech log

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Subpart E

M.A.502

48. The maintenance of components is performed only by what appropriately approved

maintenance organisations?

Part-M subpart F, or Part-145

Subpart F

M.A.601

49. To what aircraft is Subpart F of Part-M applicable?

Aircraft which are not large and not used for commercial air transport

M.A.606

50. Who has corporate authority for ensuring that all maintenance required by the customer
can be financed and carried out to the standard required by Part-M?

Accountable manager

51. What is the restriction placed on contracted staff working in a Part-M Subpart F
organisation?

Only persons not issuing certificates of release to service

52. Maintenance staff within a Part-M organisation who issue certificates of release to
service for aircraft and components shall comply with what Implementing Rule?

Annex III (Part-66)

M.A.607

53. In the unforeseen cases, where an aircraft is grounded at a location other than the main
base where no appropriate certifying staff is available, the maintenance organisation
contracted to provide maintenance support may issue a one-off certification authorisation
to any person with not less than how many years maintenance experience and holding a
valid ICAO aircraft maintenance licence rated for the aircraft type requiring certification?

3 years

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M.A.619

54. Define a Level 1 finding

Any significant non-compliance which lowers the safety standards and hazards
seriously the flight safety

55. Define a Level 2 finding

Any non-compliance which could lower the safety standard and possibly hazard the
flight safety

Subpart G

M.A.701

56. Subpart G of Part-M is the requirements for issue of what approval?

Management of aircraft continuing airworthiness

57. Who approves the airworthiness management exposition?

Competent authority

M.A.706

58. Who is at the head of a CAMO?

Accountable manager

59. The accountable manager of a CAMO for commercial air transport is to be the same
accountable manager for the approved organisation holding what certificate?

Air Operator Certificate (AOC)

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M.A.707

60. To be approved to carry out airworthiness reviews, an approved continuing airworthiness

management organisation shall have appropriate airworthiness review staff. List the five
(5) qualifications of these staff members?

- at least 5 years’ experience in continuing airworthiness

- an appropriate Part-66 licence

- formal aeronautical maintenance training

- a position within the organisation with appropriate responsibilities

- 5 more years if not part-66 approved

61. Where are Airworthiness review staff identified and listed?

Continuing airworthiness management exposition (CAME)

M.A.708

62. Who develops and controls a maintenance programme?

CAMO

M.A.710

63. What are the two main functions required in order to complete an Airworthiness Review?

- Document review of aircraft records

- Physical survey of the aircraft (supported by part 66 staff)

64. How many days can an Airworthiness Review be anticipated?

Maximum 90 days

65. Can Airworthiness Review tasks be subcontracted?

No

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Subpart H

M.A.803

66. Under what weight category may the Pilot-Owner of an aircraft issue a certificate of
release to service?

2730 kg

67. A certificate of release to service issued by the Pilot-owner of an aircraft is entered

where?

logbook

Subpart I

M.A.901

68. For how long is an Airworthiness Review Certificate valid?

1 year

69. What is the definition of a “controlled environment”?

Continuously managed in previous 12 months by a CAMO

Maintained by Part-M subpart F or Part-145 organisations (as appropriate)

70. Under what condition can an ARC be extended?

Can be extended twice (1 year each time) if the aircraft has been maintained in a
‘controlled environment’

71. How many times can an ARC be extended?

Twice

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72. List the 4 reasons that an ARC may be invalidated before it expires:

- suspended or revoked

- airworthiness certificate is suspended or revoked

- aircraft is not on the register of a member state

- type certificate is suspended or revoked

73. If an aircraft is sold and reregistered in another EU Member state, what happens to the
ARC?

The ARC remains valid until its expiry date, then a new one must be applied for from
the new competent authority (i.e. old one cannot be extended)

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European Aviation Safety Agency (EASA)

Module 10
Licence Category B1 and B2

Aviation Legislation

10.7 Applicable National and International

Requirements
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Copyright Notice
© Copyright. All worldwide rights reserved. No part of this publication may be reproduced,
stored in a retrieval system or transmitted in any form by any other means whatsoever: i.e.
photocopy, electronic, mechanical recording or otherwise without the prior written permission of
Turkish Technic Inc.

Knowledge Levels — Category A, B1, B2, B3 and C Aircraft

Maintenance Licence
Basic knowledge for categories A, B1, B2, B3 are indicated by the allocation of knowledge levels indicators (1, 2 or
3) against each applicable subject. Category C applicants must meet the appropriate category B basic knowledge
levels.
The knowledge level indicators are defined as follows:
LEVEL 1
 A familiarisation with the principal elements of the subject.
Objectives:
 The applicant should be familiar with the basic elements of the subject.
 The applicant should be able to give a simple description of the whole subject, using common words and
examples.
 The applicant should be able to use typical terms.
LEVEL 2
 A general knowledge of the theoretical and practical aspects of the subject.
 An ability to apply that knowledge.
Objectives:
 The applicant should be able to understand the theoretical fundamentals of the subject.
 The applicant should be able to give a general description of the subject using, as appropriate, typical
examples.
 The applicant should be able to use mathematical formulae in conjunction with physical laws describing the
subject.
 The applicant should be able to read and understand sketches, drawings and schematics describing the
subject.
 The applicant should be able to apply his knowledge in a practical manner using detailed procedures.
LEVEL 3
 A detailed knowledge of the theoretical and practical aspects of the subject.
 A capacity to combine and apply the separate elements of knowledge in a logical and comprehensive
manner.
Objectives:
 The applicant should know the theory of the subject and interrelationships with other subjects.
 The applicant should be able to give a detailed description of the subject using theoretical fundamentals
and specific examples.
 The applicant should understand and be able to use mathematical formulae related to the subject.
 The applicant should be able to read, understand and prepare sketches, simple drawings and schematics
describing the subject.
 The applicant should be able to apply his knowledge in a practical manner using manufacturer's
instructions.
 The applicant should be able to interpret results from various sources and measurements and apply
corrective action where appropriate.

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Table of Contents
Enabling Objectives and Certification Statement ________________________________ 7
(a) __________________________________________________ Error! Bookmark not defined.
Classification of aircraft as “EASA Aircraft” and “Non-EASA Aircraft” ______________ 9
_______________________________________________________________________ 10
Approved Maintenance Programs, Checks and Inspections _____________________ 15
Maintenance Schedule Contents ____________________________________________ 15
Light Aircraft Maintenance _________________________________________________ 17
Pilot Maintenance _______________________________________________________ 17
Pre-Flight Inspections ____________________________________________________ 20
Safety Critical Maintenance Tasks ___________________________________________ 22
Airworthiness Directives (ADs) _____________________________________________ 24
Non-Emergency ADs _____________________________________________________ 24
Emergency ADs _________________________________________________________ 24
Responsibilities of Owners/Operators and Individuals / Organisations Carrying Out
Maintenance and Overhaul ________________________________________________ 24
Repetitive Inspection _____________________________________________________ 25
Airworthiness Directive Alternative Means of Compliance (AMOC) __________________ 26
EASA’s View on Airworthiness Directives _____________________________________ 26
Service Bulletins, Manufacturer’s Service Information __________________________ 28
Modifications and Repairs _________________________________________________ 29
Maintenance Documentation _______________________________________________ 32
General _______________________________________________________________ 32
ATA 100 / iSpec 2200 Chapter System _______________________________________ 34
Maintenance Manuals ____________________________________________________ 39
Illustrated Parts Catalogue_________________________________________________ 39
Component Maintenance Manual ___________________________________________ 40
Structural Repair Manual __________________________________________________ 42
Wiring Diagram Manual ___________________________________________________ 43
Revision and Amendments to Manuals _______________________________________ 45
Boeing On-Line Data _____________________________________________________ 47
Microfilm ______________________________________________________________ 49
Microfiche _____________________________________________________________ 51
Computer CD-ROM ______________________________________________________ 51
Supplementary Information ________________________________________________ 51
A to B1 Licence Study_____________________________________________________ 53
Master Minimum Equipment Lists, Minimum Equipment List, Dispatch Deviation Lists ___ 53
Continuing Airworthiness __________________________________________________ 54
Continuing Airworthiness Oversight of ‘an Aircraft’ ______________________________ 54
Test Flights _____________________________________________________________ 55
Full Flight Tests _________________________________________________________ 55
Maintenance Check Flights ________________________________________________ 55
Check Flights for Continuing Airworthiness Management _________________________ 56
Extended Range Twin Operations (ETOPS) ___________________________________ 59
Module 10.7 Applicable National and International Requirements 7-5
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 Definition ______________________________________________________________ 59
ICAO Regulation (Annex 6) ________________________________________________ 61
Requirements___________________________________________________________ 63
ETOPS Maintenance Requirements _________________________________________ 63
ETOPS Maintenance Programme ___________________________________________ 63
Oil Consumption Programme _______________________________________________ 65
Engine Condition Monitoring _______________________________________________ 67
Rectification of Aircraft Defects _____________________________________________ 67
Reliability Programme ____________________________________________________ 67
Propulsion System Monitoring ______________________________________________ 67
Maintenance Training ____________________________________________________ 69
ETOPS Parts Control _____________________________________________________ 69
All Weather Operations ____________________________________________________ 70
Introduction ____________________________________________________________ 71
Decision Height _________________________________________________________ 71
Runway Visual Range ____________________________________________________ 71
ILS Categories __________________________________________________________ 73
Special CAT II and CAT III Operations _______________________________________ 75
Category II Operations and Minimum Equipment Requirements ____________________ 77
Installed Equipment ______________________________________________________ 77
Category III Operations and Minimum Equipment Requirements ___________________ 78
Worksheet 10.7 __________________________________________________________ 80
(a) ___________________________________________________________________ 80
(b) Continuing Airworthiness_____________________________________________ 82

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Enabling Objectives and Certification Statement
Certification Statement
These Study Notes comply with the syllabus of EASA Regulation (EU) No. 1321/2014 Annex III
(Part-66) Appendix I, and the associated Knowledge Levels as specified below:

Part-66 Knowledge Levels

Objective
Reference A B1 B2 B3
(a) Maintenance Programmes,
10.7 1 2 2 2
Maintenance checks and inspections;
Airworthiness Directives;
Service Bulletins, manufacturers service
information;
Modifications and repairs;
Maintenance documentation:
maintenance manuals, structural repair
manual, illustrated parts catalogue, etc.;
Only for A to B2 licences:

Master Minimum Equipment Lists, Minimum

Equipment List, Dispatch Deviation Lists.
(b) Continuing airworthiness; 10.7 - 1 1 1
Minimum Equipment Requirements - Test
flights;

Only for B1 and B2 licences:

ETOPS, maintenance and dispatch
requirements;
All weather Operations, Category 2/3
operations

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References: EASA Part-21 and Part-M and their associated AMC/GM, CS-AWO, AIR-OPS,
AMC-20

Classification of aircraft as “EASA Aircraft” and “Non-EASA

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

Aircraft that are engaged in military, customs, police or similar services are considered to be
“State Aircraft” and as such are not subject to EASA Regulations.

Module 10.7 Applicable National and International Requirements 7-9

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 Aircraft that are engaged in military, customs, police or
similar services are considered to be “State Aircraft” and
as such are not subject to EASA Regulations

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Classification of Products
Under European legislation, each aircraft type is categorised as either:
 an “EASA aircraft”; (an aircraft that is subject to European airworthiness regulations);
or
 a “Non-EASA aircraft”; (an aircraft that is subject to national
airworthiness regulations).

Aircraft that fall within the categories set out in Annex II to Regulation
216/2008 are “non-EASA aircraft” types. In addition, individual aircraft
that are operated for certain “State” purposes as set out in Article 1 of
Regulation (EU) No. 216/2008 are subject to national regulations; (e.g.
military aircraft, police aircraft). All other aircraft are “EASA aircraft”
regardless of their State of Design or State of Manufacture.
For both EASA and non-EASA aircraft, CAA and EASA requirements, and requirements notified
by the State of Design of the aircraft, (and its engines, propellers and equipment as applicable)
may be mandatory. Section 1, Part 3 of this CAP 747 identifies the sources of these mandatory
requirements.

Contents

Section 1 General Information

o Part 1 Introduction and Guide to Use

o Part 2 Lists of Products, their Classification, and States of Design

o Part 3 Sources of Data

Section 2 Mandatory Information

 Part 1 Airworthiness Directives and Mandatory Information Issued by the CAA

o Aircraft
o Engines
o Propellers
o Equipment

 Part 2 Requirements applicable to State/public service aircraft

 Part 3 Generic Requirements (GRs)

 Part 4 Generic Concessions (GCs)

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Generic Requirements
These notify Generic Requirements, including those which were published previously as
Airworthiness Notices in CAP 455. These Generic Requirements are listed below with their
applicability.

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 Module 10.7 Applicable National and International Requirements 7-13
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Generic Concessions
These measures have been notified to the European Commission in accordance with Article
14.1 of Regulation 216/2008. Following a review the Commission will decide whether to apply
the notified measures throughout the European Union (EU), or to require that the measures are
revoked.

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

The aircraft checks are divided into:

- Line maintenance checks including:

 Pre-flight inspection
 Daily check
 Weekly check
 A-check

- Base maintenance checks including:

 C-checks
 D-checks
 Special structural inspections

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

Maintenance Schedule Contents

The Schedule which is submitted to the competent authority for approval shall contain the basic
information prescribed below.

General
 Reference number, issue number and date;
 Registered name(s) and address(es) of the Owner(s)/Operator(s);
 Type and model(s) of aircraft, engines, auxiliary power-units, and, where applicable,
propellers
 Areas of operation of the aircraft,
 Class of work in relation to the areas of operation;
 Registration Marks of aircraft maintained in accordance with the schedule;
 Details of any arrangements involving the co-operation of more than one Operator, or
which involve the combination of information from other aircraft fleets for the purpose of
providing additional statistical and sampling material:

Primary Maintenance Processes

In respect of each part of the aircraft, its engines and auxiliary power-units, propellers,
components, accessories, equipment, instruments, electrical and radio apparatus, and all
associated systems and installations, a list of the primary maintenance processes must be
provided, including the following information:.

 Cross reference, where applicable, to the source of the task (e.g. Maintenance
Review Board Report (MRB) and Maintenance Planning Document (MPD));

 Periods at which the item shall be inspected, together with the type and degree of
inspection;

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  Periods at which the item shall, as appropriate, be checked, cleaned, lubricated,
adjusted and tested;

 Periods at which the item shall be overhauled or replaced by a new or

overhauled item, expressed in terms of:
– a criterion related to usage,
e.g. a period of time, number of cycles, number of landings
– a criterion related to conditions, e.g. limits of wear, limiting dimensions.

 The Mandatory Life Limitations, to which certain parts of aircraft, engines, propellers,
auxiliary power units and systems, the failure of which could have a hazardous effect on
the aircraft, are subject. For foreign products these limitations, unless otherwise agreed
by Turkish DGCA, shall be identical to those specified in the Mandatory Life Limitations
section of the Manufacturer’s Recommended Maintenance Programme The limitations
may be itemised in the schedule, or included by reference to the appropriate
airworthiness data;

 Such other processes as are agreed by the aviation authority, e.g. condition monitoring.

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

Schedule.

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

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

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Light Aircraft Maintenance
Pilot Maintenance
There are two aspects of light aircraft maintenance which may be carried out by a licensed pilot
who is also the owner of the aircraft:

 A 50-hour Check in accordance with a Light Aircraft Maintenance Programme, providing

the aircraft is NOT used for commercial air transport.
 Certain maintenance tasks prescribed in Part-M, providing the aircraft is NOT used for
commercial air transport.

Since the 50-hour Check requires visual inspection of various components in order to assess
their serviceability, it is important that due consideration should be given to the practical aspects
of this task before it is undertaken. It is strongly recommended that guidance be sought from the
licensed aircraft maintenance engineer or the Approved Organisation who normally carry out
the maintenance work on the particular aeroplane.

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Scheduled Maintenance
Maintenance to the Light Aircraft maintenance schedule is based on work being required after
the aircraft has flown for totals of 50 and 150 hours (100 hours for helicopters) and after lapsed
times of six and twelve months.

These work packages are normally referred to as Checks, and are repeated at the intervals
stated for a total of three years, when the C of A will then become due for renewal and the cycle
recommences.

In order to help all those concerned with the maintenance of these aeroplanes, Aircraft, Engine
and Propeller Log Books make provision for a running record to be kept of checks completed,
together with date and hours flown at the time they were completed. From this information it is a
simple task to deduce the hours flown and/or date when the next check will become due.

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 Module 10.7 Applicable National and International Requirements 7-19
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Inspections
Pre-Flight Inspections

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

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

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

 A walk-around inspection of the aircraft and its emergency equipment for condition
including, in particular, any obvious signs of wear, damage or leakage. In addition, the
presence of all required equipment including emergency equipment should be
established.
 An inspection of the aircraft continuing airworthiness record system or the operators
technical log as applicable to ensure that the intended flight is not adversely affected by
any outstanding deferred defects and that no required maintenance action shown in the
maintenance statement is overdue or will become due during the flight.
 A control that consumable fluids, gases etc. uplifted prior to flight are of the correct
specification, free from contamination, and correctly recorded.
 A control that all doors are securely fastened.
 A control that control surface and landing gear locks, pitot/static covers, restraint devices
and engine/aperture blanks have been removed.
 A control that all the aircraft’s external surfaces and engines are free from ice, snow,
sand, dust etc.

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

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

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 With regard to the
pre-flight
inspection it is
intended to mean
all of the actions
necessary to
ensure that the
aircraft is fit to
make the intended
flight

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

Arrangements should be made to stagger scheduled maintenance tasks on essential or primary

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

Where it is not practical to introduce staggered maintenance at Base Maintenance inputs or

during rectification of Line or Base defects, the use of separate work teams together with the
accomplishment of appropriate functional checks to verify system serviceability should ensure a
similar level of system integrity.

Procedures should be established to provide maintenance and planning personnel with

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

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

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 Engine
boroscoping

Arrangements should
be made to stagger
scheduled
maintenance tasks on
essential or primary
systems such that the
accomplishment of
similar critical tasks on
two or more systems,
are segregated.
Consideration should
be given to introducing
procedures that will
ensure that such tasks
are separated by at
least one flight cycle

Module 10.7 Applicable National and International Requirements 7-23

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© Copyright 2016 Training Purpose Only Rev.02 – 31 March 2016
Airworthiness Directives (ADs)
ADs consist of particular airworthiness requirements which are mandatory for specific aircraft,
engines and components. The ADs may be issued either by the national aviation authority of
the state of the Type Certificate holder, or by the national authority of the registered aircraft..

Non-Emergency ADs
EASA is responsible for distributing EASA ADs for aircraft subject to European regulations, to
ICAO Contracting States.

Emergency ADs
Where urgency dictates that a short timescale is required to address an unsafe condition,
EASA or NAA will issue an Emergency Airworthiness Directive (EAD).

Responsibilities of Owners/Operators and Individuals / Organisations

Carrying Out Maintenance and Overhaul
In order to ensure compliance with all applicable mandatory requirements, the owners and
operators of aircraft must ensure that they are aware of the content of any Airworthiness
Directives issued by the National Aviation Authority of the State of Design and EASA.

In addition, organisations or individuals undertaking maintenance and overhaul must ensure

that they are in receipt of Airworthiness Directives issued by the National Aviation Authority of
the State of Design and EASA, or mandatory requirements applicable to the Products, Parts
and Appliances which they maintain or overhaul.

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Repetitive Inspection

Non-Commercial Air Transport

Where an Airworthiness Directive requires an inspection to be carried out at intervals not
exceeding 24 hours (elapsed time) the national CAA may invoke the authorisation given below,
for inspection by the pilot in command. In such cases, the text of the Airworthiness Directive will
prescribe the authorisation.

Commercial Air Transport

All maintenance-related certifications for aircraft operated for Commercial Air Transport must be
made by persons authorised in accordance with Regulation (EU) No. 1321/2014, Annex II (Part
145). The authorisation of described above cannot be used.

In accordance with 145.A.30(j)(3): for compliance with a repetitive pre-flight mandatory action,
where the Airworthiness Directive states specifically that the flight crew may carry out the
action, a Part-145 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.

When certifying such an inspection the certifying signature will be that of the person authorised
by the Part-145 organisation and the relevant authorisation reference shall be recorded.

Module 10.7 Applicable National and International Requirements 7-25

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Airworthiness Directive Alternative Means of Compliance (AMOC)

EASA Aircraft
Any application to satisfy an Airworthiness Directive by means of an ‘alternative means of
compliance’ will be assessed by EASA on a case by case basis and will normally need to be
supported by the organisation responsible for the type design. The applicant must demonstrate,
to the satisfaction of the Agency, an equivalent level of safety. A request for an AMOC should
be made using an EASA Form 42.

EASA allows automatic acceptance of certain AMOCs issued by the airworthiness authorities of
Canada, Brazil and the United States of America, where that country is the State of Design for
the product, part or appliance.

Non-EASA Aircraft
Any application to satisfy an Airworthiness Directive by means of an ‘alternative means of
compliance’ will be assessed by the competent authority on a case by case basis and will
normally need to be supported by the organisation responsible for the type design.

The applicant must demonstrate, to the satisfaction of the competent authority, an equivalent
level of safety.

EASA’s View on Airworthiness Directives

Part 21A.3B
An airworthiness directive means a document issued or adopted by EASA which mandates
actions to be performed on an aircraft to restore an acceptable level of safety, when evidence
shows that the safety level of this aircraft may otherwise be compromised.

EASA issues an airworthiness directive when:

 an unsafe condition has been determined by EASA to exist in an aircraft, as a result of a

deficiency in the aircraft, or an engine, propeller, part or appliance installed on this
aircraft;
and
 that condition is likely to exist or develop in other aircraft.

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

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

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 Module 10.7 Applicable National and International Requirements 7-27
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Service Bulletins, Manufacturer’s Service Information
Service Bulletins (SB) are notices to aircraft operators from a manufacturer notifying them of a
product improvement.

Alert service bulletins are issued by the manufacturer when a condition exists that the
manufacturer feels is a safety related item as opposed to just a product improvement. These
SB's usually result in the National Aviation Authority issuing an AD. The AD will reference the
alert service bulletin as a method of compliance with the airworthiness directive.

If a service bulletin is not an alert service bulletin or a bulletin referenced in an AD, it becomes
optional and may or may not be incorporated by the operator.

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

A Service Bulletin or Alert Service Bulletin contains the following information:

 Transmittal or cover sheet if additional information may be necessary with the bulletin
 Planning information
 Compliance
 Approval
 References
 Publication affected
 Material information
 Accomplishment instruction
 Appendices as required

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 Service Bulletins (SBs) come from
the manufacturer

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Modifications and Repairs
Part-21 Subpart D, E and J
Modification and repairs must always be accomplished in accordance with approved
maintenance data to ensure that the aircraft or aircraft component can be maintained in a
condition such that the airworthiness of the aircraft, the engines and the aircraft components is
assured.

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

Approved maintenance data means:

 Aircraft maintenance manual

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

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

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

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

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

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

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© Copyright 2016 Training Purpose Only Rev.02 – 31 March 2016
Maintenance Documentation

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

Maintenance documentation can be in the form of manuals, microfiches, microfilms, CD-ROM or

other computer based data.

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

Technical manuals are provided to enable maintenance staff to carry out their maintenance
functions with the correct parts, materials, equipment and information. Originally, each
manufacturer presented this information in its own particular manner. Engineers working on the
products of several companies frequently became confused and this led to maintenance errors.

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 Technical manuals are provided to enable maintenance staff to carry out their
maintenance functions with the correct parts, materials, equipment and
information. Originally, each manufacturer presented this information in its own
particular manner. Engineers working on the products of several companies
frequently became confused and this led to maintenance errors

Module 10.7 Applicable National and International Requirements 7-33

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© Copyright 2016 Training Purpose Only Rev.02 – 31 March 2016
ATA 100 / iSpec 2200 Chapter System

This specification, known as ATA 100, was developed in the 1940s and standardised all aircraft
manufacturers' manuals into one simple format for use world-wide. It enabled the Aircraft
Engineer to find relevant information on a particular subject on any aircraft with ease.

ATA 100 can best be summed up by quoting from the Specification:

This Specification established a Standard for the presentation of technical data, by an aircraft,
aircraft accessory, or component manufacturer.

In order to standardise the treatment of the subject matter and to simplify the users' problem in
locating instructions, a uniform method of arranging material in all publications has been
developed.

The ATA 100 requirements have now been combined with those of ATA 2100 which concerned
digital data to form ATA iSpec 2200. All aircraft manufacturers now conform to these
requirements.

The requirements of ATA 100 have been revised over the years to reflect changes in aircraft
technology and the ways of maintaining them. Each manual will, therefore, reflect the
requirements in force at the time it was compiled. However, all of the manuals for a particular
aircraft type will be compiled to the same standard.

Publications covered by this Specification may be referred to by using abbreviations. Standard

abbreviations to be used are as follows:
The unique aspect of the chapter
Publication Abbreviation numbers is its relevance for all
Aircraft Maintenance Manual AMM aircraft. Thus a chapter reference
Wiring Diagram Manual WDM number for a Boeing 747 will be the
System Schematics Manual SSM same for a BAe 125. Examples of this
include Oxygen (Chapter 35),
Structural Repair Manual SRM
Electrical Power (Chapter 24) and
*Illustrated Parts Catalogue IPC Doors (Chapter 52).
Component Maintenance Manual CMM

Illustrated Tool and Equipment

TEM
Manual
Service Bulletin SB
Weight and Balance Manual WBM
Non-Destructive Testing Manual NDT
Power Plant Build-up Manual PBM
Aircraft Recovery Manual ARM
Fault Reporting Manual FRM
Fault Isolation Manual FIM
Engine Manual EM

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 The unique aspect of the chapter numbers
is its relevance for all aircraft. Thus a
chapter reference number for a Boeing 747
will be the same for a BAe 125. Examples
of this include Oxygen (Chapter 35),
Electrical Power (Chapter 24) and Doors
(Chapter 52)

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© Copyright 2016 Training Purpose Only Rev.02 – 31 March 2016
The Chapter titles and the subjects within them remain standard in all publications although only
the relevant chapters are used (e.g. the Structural Repair Manual contains only Chapters 51 -
57 while Chapter 65 would not appear in the manuals for a fixed wing aircraft).

Each chapter is broken down into sections or sub-systems and subjects or components, each of
which is numbered in a six digit, three part numbering system.

The first element, identifies the chapter number of the major system to which the subject
belongs. This element (first and second digits) is allocated by ATA 100.

The second element is the section number that identifies all of the information pertaining to a
sub-system or group of assemblies. The third digit is allocated by ATA 100, the fourth by the
user. Zeros in either digit represent information relevant to whole system or sub-system

The third element is the subject number that identifies a specific unit or component within a
sub-system or assembly. Number 00-99 allocated by user. Double zeros represent information
relevant to whole subsystem/ subject.

This three part reference will also be valid in all the other manuals relevant to the aircraft type.

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 Module 10.7 Applicable National and International Requirements 7-37
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Page Numbering
Each page has a page number in the lower right-hand corner. Page numbers are allocated in
blocks, each block serving a different purpose. The purpose of the blocks varies between
different types of manual and the revision of ATA 100/2200 they were compiled under, each
manual will contain a table of the block allocation used in the introductory matter at the front.
Below is the breakdown for a typical Aircraft Maintenance Manual.

Each page has an Effectivity block in the lower left-hand corner. This may contain a number or
code which identifies the aircraft, to which that subject refers, by serial number or registration.
Alternatively it may contain a statement to identify a particular group of aircraft, such as a
description of a configuration or a Service Bulletin (SB) incorporated.

If the Effectivity reads 'ALL' then the subject information relates to all types of equipment or
aircraft covered by the manual. These are listed in the front matter of the manual.

For aircraft with more than one configuration on a particular subject the same reference and
page number may be duplicated with a 'Config' number recorded adjacent to them. Details of
which aircraft the config applies to are found in the Effectivity block.

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The Maintenance Manual and Illustrated Parts Catalogue will be the most used of all manuals in
a line/hangar environment. It is therefore important to practice using them at the earliest
opportunity.

Maintenance Manuals
The Maintenance Manual contains all the necessary information to enable Aircraft Engineers to
service, troubleshoot, functionally check and repair all systems installed in the aircraft. It
includes information that is necessary for the Engineer to perform maintenance tasks or minor
adjustments to the components on the ramp or in the hangar. The information in the manual
relates to the particular aircraft configuration that is operated by the company. The manual may
also contain data and information provided by the customer in relation to Customer Furnished
Equipment (e.g. furnishings etc.).

Illustrated Parts Catalogue

Because of the complexity of aircraft systems and structures, we need to identify components
for removal or replacement. Most components and structures should have Part Numbers
marked on them, however, these do fade or get removed, also it may be the case that a wrong
part was installed in the past, so it is important that parts are positively identified from an
authoritive source and not by comparison. The Illustrated Parts Catalogue (IPC) provides
means to isolate and identify the correct components or aircraft parts.

The IPC uses the ATA 100 coding system and presents diagrams of structure and equipment
breakdown in disassembly sequence. It includes cut-aways and exploded diagrams with each
individual item numbered. A table for each illustration references the items and give Part
Number, effectivity, quantity, supplier and relationship information for each item.

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© Copyright 2016 Training Purpose Only Rev.02 – 31 March 2016
The Maintenance Manual and IPC are generally considered to set the limits of the scope of
work that can be accomplished in the hangar, ramp and line maintenance environments. Many
components and units require removal from the aircraft for maintenance, overhaul and repair in
a specialised workshop. To accomplish this task, the items may be sent to an approved
component overhaul facility or the original manufacturer. The organisation which completes this
work will use the Component Maintenance Manual.

Component Maintenance Manual

These manual are compiled by the Original Equipment Manufacturer (OEM) or approved
maintenance organisation to overhaul the components away from the aircraft. Using the ATA
100 format, the instructions contained in the Component Maintenance Manual enables an
experienced Engineer to complete all the tasks required to restore the component to
serviceability.

The page blocks of the CMM are generally:

DESCRIPTION AND OPERATION 1-99
TESTING AND TROUBLESHOOTING 101-199
DISASSEMBLY 301-399
CLEANING 401-499
INSPECTION/CHECK 501-599
REPAIR 601-699
ASSEMBLY 701-799
FITS AND CLEARANCES 801-899
SPECIAL TOOLS, FIXTURES, AND EQUIPMENT 901-999
ILLUSTRATED PARTS LIST (IPL) 1001-1099

There is no separate IPC as the Parts List is part of the CMM.

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As previously mentioned, the Aircraft Maintenance Manual gives guidance to the Engineer in
respect of minor repair procedures to the aircraft's structure. As this is only basic information,
there is a need to go deeper into aircraft structural repairs. This is accomplished by the use of
the Structural Repair Manual.

Module 10.7 Applicable National and International Requirements 7-41

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© Copyright 2016 Training Purpose Only Rev.02 – 31 March 2016
Structural Repair Manual
The SRM contains details of repair materials and procedures to be used for structures which
are subjected to repairs in hangar, ramp and line environments. It contains typical repairs
generally applicable to the structural components of the aircraft that are likely to be damaged.

Compiled in accordance with ATA 100, the SRM comprises 'Structures Group' subject chapters,
51. Structures, 52. Doors, 53. Fuselage, 54. Nacelles/Pylons, 55. Stabilisers, 56. Windows and
57. Wings.

Chapter 51 Structures-General is divided into sections which give generic information on:

 Investigation and Clean-up of Damage,

 Processes and Procedures,
 Materials (including substitution),
 Fasteners (including substitution),
 Airframe Support and Alignment,
 Control Surface Balancing and
 Repairs.

The section numbers are assigned sequentially while page blocks are allocated as:

General Information 1-99

Repair General 201-999

The other chapters are divided into sections or structural elements relevant to the subjects, e.g.

52-10-XX Passenger/Crew Doors,

54-10-XX Inlet Cowl,
57-10-XX Centre Wing etc.

The sections are divided into numbered subjects which are common across the chapters and
are used as applicable to the particular structural element, e.g.

5X-XX-01 Skins and Plates,

5X-XX-03 Stringers and Stiffeners,
5X-XX-15 Door Surround Structures,
5X-XX-01 Radomes and Antenna Fairings etc.

Page Blocks are assigned as:

Structural Identification 1-99

Allowable Damage 101-199
Repair Data 201-999

Damage beyond the limits stated in the SRM or the structures not specified in the SRM may
only be performed in accordance with instructions from the manufacturer or an approved design
organisation.

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Wiring Diagram Manual
The Wiring Diagram Manual (WDM) is a collection of diagrams, drawings, and lists which define
the wiring and hook-up of associated equipment installed on the aeroplanes listed in the
Effective Aircraft page in its front matter. The data is prepared essentially in accordance with
ATA 100/2200, and divided into chapters, sections and subjects. Page numbers are used to
differentiate between configurations.

All Wiring Diagrams are shown, unless otherwise specified, with the aircraft on the ground, after
normal flight, with the shutdown checklist complete (power off).

The WDM should be used in conjunction with the manufacturers generic Chapter 20 Standard
Wiring (or Electrical) Practices Manual.

Module 10.7 Applicable National and International Requirements 7-43

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© Copyright 2016 Training Purpose Only Rev.02 – 31 March 2016
7-44 Module 10.7 Applicable National and International Requirements
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Revision and Amendments to Manuals
Where changes have been made affecting maintenance, overhaul and repair, it is necessary for
these changes to be incorporated in the relevant manuals. Manufacturers’ are, therefore,
required to review their manuals at certain periods for the purpose of issuing revisions and
amendments to all registered holders of manuals. This usually happens three or four times a
year and is known as the Revision Cycle.

Each revision is issued with a covering letter (known as a Letter of Transmittal) which details the
revision number, issue date and a list of manual pages to be removed and added by the
revision. Each manual or chapter has a List of Effective Pages which lists every page and its
issue date so that the holder may check that a manual is complete and current. The revision is
incorporated by removing old pages, inserting new ones, filing the List of Effective Pages at the
beginning of the manual or chapter and the Transmittal Letter at the front of the manual. The
revision number and issue date are entered on the ‘Record of Revisions’ page at the front of
each manual.

To check the validity of a page, first check it's issue date against the List of Effective Pages,
then check the List of Effective Pages date against that of the Letter of Transmittal, finally check
the Letter of Transmittal revision number against the current ATP register or contact the
publisher.

In cases where it is necessary to issue information outside the revision cycle, a Temporary
Revision (TR) is published for inclusion in the relevant manual. These TRs are printed on yellow
paper and they remain in the appropriate chapter of the manual until the information is
incorporated through the normal revision process.

Both, a dated Control Page (or list of effective temporary revisions page) for the chapter, and a
List of Effective Control Pages are issued with each TR. The Control Page is filed at the front of
the affected chapter and the List of Effective Control Pages is filed with the List of Effective
Pages.

When an Alert Service Bulletin requires urgent changes to manual information for airworthiness
or safety reasons an Alert, printed on pink paper, is issued and filed in the relevant point in the
manual. Alerts are also recorded on the Control Page.

To check the validity of a TR or Alert, first check its issue number against the Control Page,
then check the Control Page date against that of the List of Effective Control Pages, finally
check the List of Effective Control Pages revision number against the current ATP register or
contact the publisher.

If the manual is held on microfilm or CD-ROM the TRs, Alerts and their control pages are filed in
a Manual Supplement book held adjacent to the reading machine. This must be consulted
whenever the manual is used.

If the manual is held on a network computer system, provision for access to the current TRs and
Alerts and for checking their validity will be made.

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© Copyright 2016 Training Purpose Only Rev.02 – 31 March 2016
7-46 Module 10.7 Applicable National and International Requirements
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Boeing On-Line Data
MyBoeingFleet.com is a secure global on-line delivery system that provides the aviation
industry with the most accurate, current information available to operate and maintain the
worldwide Boeing fleet. Through a single secure login, users have access to a complete digital
reference library of information previously available only in an operator’s central technical library
of paper, microfilm, and aperture cards. Formerly known as Boeing On-Line Data (BOLD),
MyBoeingFleet makes access to information as close as the nearest networked workstation. As
a result, the most current data is available at the engineers’ request.

A similar service is available from other manufacturers such as that at airbusworld.com

The ability to store and retrieve data digitally has led to the development of various systems
such as Boeing's "Portable Maintenance Aid" (PMA) and "AirN@v " from Airbus to streamline
the often time-consuming process of troubleshooting modern, complex aircraft. The systems
provides all the necessary line maintenance documentation in digital format along with a
powerful search capability. The application includes specialized process-oriented features
tailored to how each document is used. References within and between documents are
hyperlinked to further minimize cross-referencing time.

With an off-the-shelf or ruggedized Laptop computer the information is now at the mechanic’s
fingertips on the ramp, at line stations or on-board the aircraft. The interfaces are generally
Windows based and are intuitive requiring minimal training. The systems generally contain
customised versions of the following documents:

 Fault Isolation Manual.

 Aircraft Maintenance Manual.
 Illustrated Parts Catalogue.
 Wiring Diagram Manual equipment list.
 Structural Repair Manual.
 System Schematics Manual.

It may also include the following supporting documents:

 Combined index.
 Maintenance tips, service letters, and in-service activity reports.
 Dispatch deviation procedures.

In future it may be possible to access this information from the on-board Maintenance Access
Terminal or flight deck displays of modern glass cockpit aircraft.

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Microfilm
Microfilm is a spool of film (normally 16mm) in a cassette or cartridge, consisting of set of
reduced photographic negatives of documents. An entire aircraft Maintenance Manual can be
contained in five or six cassettes. Microfiche is a similar but larger photographic negative,
usually of a drawing or several documents, mounted on a window card. The images may be
accessed on a viewer and paper copies can be printed from the microfilm. Microfilm cassettes
and Reader/Printers may be located in hangars and workshops, Microfiche sets and viewers
are generally more suited to drawing libraries and offices.

This method entails one publication being reproduced, on a roll of film and contained in a
special cartridge case, approximately three inches (76 mm) square. The pages are sequentially
copied onto the film and wound upon a drum, within the cartridge case.

A microfilm ‘Reader’ (a projector) is used, to wind the film through a ‘gate’ and display a single
page of text/drawing upon a screen, which is large enough to enable the text and illustrations to
be read and understood.

Because of the condensing of the ‘hard copy’ books into a small space; a complete set of
maintenance manuals can, thus, be contained in a small number of microfilm cartridges which
can be stored close to the Reader.

A number of these projectors are provided with a printing facility that allows the person, reading
the film, to print a copy of any sheets which contain information that is required away from the
machine. All copies, removed from the microfilm reading room, must be used once only, and not
retained for later work. This practise ensures that amendments and updates are not missed.

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Microfiche
A similar process to microfilm, with the exception that many pages of the manuals are
reproduced on one clear sheet of film, measuring approximately 100 mm x 150 mm (4 in x 6 in).
Each sheet is capable of storing a large number of pages (over 100) of text/drawings and takes
up very little space.

The Reader is similar to the microfilm Reader except that the film slide is moved about, beneath
the viewing lens, until the relevant page appears upon the screen.

By simply pressing a button on the machine, a photocopy of the page being viewed can be
produced for remote use and, once again, any copies should not be retained for future use.

Amendment of both this and the microfilm system is by direct replacement, with local disposal of
the unwanted items.

Computer CD-ROM
The use of computers, with respect to aircraft maintenance manuals, (and other publications),
has the primary advantage of the huge amount of information that can be stored on one
Compact Disc (CD).

A single computer, located within a maintenance facility, could have all the necessary
publications (such as the Maintenance Manual, Illustrated Parts Catalogue and Wiring
Diagrams), for the relevant aircraft type, held on one CD.

As with the other two systems, there should be the facility to print the necessary information
required with, of course, the limitation that the information is only valid ‘on-the-day’, and must
not be used for repetitive jobs.

Updating of computer-based systems is by the simple replacement of the relevant CD-ROM,

although there may be intermediate amendments.

Supplementary Information
It is important that only the current issue, of whichever system is in use, is supplied to servicing
technicians. This means that the amendment procedures must be carefully monitored (and
especially the disposal of the out-dated material). The new amendments come with a ‘Letter of
Transmittal’, from the relevant authority, in exactly the same manner as they do with the ‘hard
copy’ technical publications.

Because of the need to dispose of large amounts of information, whenever even a minor update
or amendment is carried out, it is normal to produce Supplementary Information in hard copy
form, as an intermediate source of current information. These issues are in addition to either the
film/fiche/CD-ROM systems in use and must be not only carefully monitored, but also well
publicised.

This ensures that the technicians know that the information, contained in the system they are
using, could, possibly, contain small items of out-of-date information.

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 The use of computers, with respect to aircraft
maintenance manuals, (and other publications), has the
primary advantage of the huge amount of information
that can be stored on one Compact Disc (CD)

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A to B1 Licence Study

Master Minimum Equipment Lists, Minimum Equipment List, Dispatch

Deviation Lists

This subject is described in detail in Subsection 10.4. To avoid content duplication, please refer
to that section.

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

Continuing Airworthiness Oversight of ‘an Aircraft’

The continued airworthiness oversight of an aircraft by Turkish DGCA will be aligned with the
requirements and procedures which would be applicable had the aircraft qualified for an SHY-
21/EASA, Part-21, Subpart H, certificate of airworthiness. The principal elements for Turkish
DGCA oversight are as follows:

 An aircraft must be of a type approved by EASA or Turkish DGCA for the issue of a
Certificate of Airworthiness.
 The continuing airworthiness of any aircraft will be managed in accordance with
procedures equivalent to the requirements for public transport in accordance with SHY-M
/EASA Part-M Subpart G, as applicable.

 Maintenance of a State aircraft is to be undertaken by an organisation holding approval

for the type.

 State aircraft are to be maintained in accordance with a maintenance

schedule/programme approved by Turkish DGCA.

 An aircraft with national Certificates of Airworthiness will be subject to an annual or

triennial C of A renewal process as applicable, undertaken by an organisation holding a
SHY-M Subpart G approval. An aircraft with EASA Certificates of Airworthiness will be
subject to EASA review procedures.

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

 Changes (modifications and repairs) to State aircraft must be approved by Turkish DGCA
or alternatively approved by EASA and accepted by Turkish DGCA, in accordance with
Part-21 as appropriate.

 An aircraft must remain in compliance with Airworthiness Directives, mandatory

modifications, inspections and changes to approved documentation applicable to the
type as specified in SHY-M.

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Test Flights

Full Flight Tests

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

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

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

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

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

Maintenance Check Flights

Part-M M.A.301 (8) identify maintenance check flights as part of the continuing airworthiness
tasks necessary to ensure the serviceability of operational and emergency equipment.

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

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

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

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

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

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

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

Check Flight Schedules

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

 the handling characteristics are satisfactory and typical of the type;

 the climb performance equals or exceeds the scheduled data;

NOTE: Data is necessary in order to assess any future deterioration of performance in

service.

 the aircraft and its equipment function satisfactorily and the aircraft continues to comply
with its type design standard.

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

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

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

(b) Performance tests:

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

(c) Tests to check functioning of the aircraft equipment in flight and safe, recoverable
functioning of back-up systems, e.g. emergency gear lowering, use of alternate braking
systems. Note that controls, systems and equipment which are used regularly may be

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 considered, for the purpose of the schedule, to have been checked on the basis of normal
usage.

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

Schedules are available for most aircraft types (and variants thereof) above 5700 kg. However,
for certain categories of aeroplanes below 5700 kg, Turkish DGCA has produced generic
schedules, which can be used for a range of aeroplane types.

Check Flight Results

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

Pilots Conducting Check Flights

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

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

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Extended Range Twin Operations (ETOPS)

Definition
Extended range operations by aircraft with two turbine power units (ETOPS or EROPS) are
sometimes necessary to permit twin engine aircraft to operate over very long sectors where the
range from a suitable alternate aerodrome will exceed the maximum laid down in regulations.
This maximum is laid down by national authorities and is normally the distance corresponding to
60 minutes flight time at the single engine cruise speed.

In this context, a suitable alternate aerodrome may be defined as one that has runways of
sufficient length and strength to permit safe landing; possesses all the appropriate ancillary
services (lighting, communications, emergency services, weather reporting, navigation facilities
etc.) to permit a safe approach and landing; will be open for a period which covers the range of
possible times of arrival; and which is forecast to have weather suitable to permit a landing
throughout that period.

Extended range Twin engine OPerationS (ETOPS) is defined as an operation available for
two-engined aircraft conducted over a route that contains a point further than approved
threshold time at the approved one-engine out cruise speed (under standard conditions) from
an adequate airport.

The operator’s ETOPS flights are conducted in accordance with the aircraft manufacturers
approved standards for ETOPS. These standards present aircraft design configuration,
maintenance tasks, crew procedures and dispatch limitations for ETOPS.

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

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ICAO Regulation (Annex 6)
Extended range operations by aircraft with two turbine power units (ETOPS or EROPS) are
flights where the flight time at the one power-unit inoperative cruise speed (in ISA and still air
conditions), from a point on the route to an adequate alternate aerodrome, is greater than the
threshold time approved by the State of the Operator.

Unless the operation has been specifically approved by the State of the Operator, an aeroplane
with two turbine power-units shall not, except as provided, be operated on a route where the
flight time at single engine cruise speed to an adequate en-route alternate aerodrome exceeds
a threshold time established for such operations by that State.

In approving the operation, the State of the Operator shall ensure that:

 the airworthiness certification of the aeroplane type;

 the reliability of the propulsion system; and
 the operator’s maintenance procedures, operating practices, flight dispatch procedures
and crew training programmes;
 provide the overall level of safety intended ... . In making this assessment, account shall
be taken of the route to be flown, the anticipated operating conditions and the location
of adequate alternate aerodromes.

A flight to be conducted in accordance with ETOPS procedures shall not be commenced

unless, during the possible period of arrival, the required alternate aerodrome(s) will be
available and the available information indicates that conditions at those aerodromes will be at
or above the aerodrome operating minima approved for the operation.

In order to maintain the required level of safety on routes where an aeroplane with two power-
units is permitted to operate beyond the threshold time, it is necessary that:

 the airworthiness certification of the aeroplane type specifically permits operations

beyond the threshold time, taking into account the aeroplane system design and
reliability aspects;
 the reliability of the propulsion system is such that the risk of double power-unit failure
from independent causes is extremely remote;
 any necessary special maintenance requirements are fulfilled;
 specific flight dispatch requirements are met;
 necessary in-flight operational procedures are established; and
 specific operational authorization is granted by the State of the Operator.

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 The operator’s ETOPS flights are conducted in accordance with the aircraft
manufacturers approved standards for ETOPS. These standards present aircraft
design configuration, maintenance tasks, crew procedures and dispatch
limitations for ETOPS

120- and 180-

minute ETOPs
zones

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Requirements
The following EASA Regulations and Implementing Rules provide the current Regulations
regarding ETOPS:

 Part-OPS SPA.ETOPS
 EASA AMC-20

ETOPS Maintenance Requirements

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

 Aircraft maintenance manual

 Aircraft flight manual
 Minimum equipment list
 Route manual
 ETOPS manual

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

If the requirements as specified above may not be guaranteed, a verification flight has to be
performed. A verification flight is planned as a non-ETOPS flight. If all aircraft system work
properly after the take-off and for the prescribed time in cruise, that flight may then be continued
under ETOPS rules.

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

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

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

The maintenance and reliability program needs to be supplemented in consideration of the

special requirements of ETOPS.

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

ETOPS Maintenance Programme

The basic maintenance programme for the aircraft being considered for ETOPS is the
continuous airworthiness maintenance schedule currently approved for that operator, for the

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

ETOPS approval requires a specially controlled maintenance programme

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

ETOPS related procedures, such as involvement of centralised maintenance control, should be

clearly defined in the operator’s programme.

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

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

ETOPS Manual
The operator should develop a manual for use by personnel involved in ETOPS. This manual
need not include, but should at least reference, the maintenance programme and other
requirements described by this Appendix, and clearly indicate where they are located in the
operator’s manual system. All ETOPS requirements, including supportive programme
procedures, duties and responsibilities, should be identified and be subject to revision control.
This manual should be submitted to the Authority 30-days before implementation of ETOPS
flights. Alternatively the operator may include this information in existing manuals used by
personnel involved in ETOPS.

Oil Consumption Programme

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

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

Rectification of Aircraft Defects

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

Reliability Programme
An ETOPS reliability programme should be developed or the existing reliability programme
supplemented. This programme should be designed with early identification and prevention of
ETOPS related problems as the primary goal.

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

In addition to the items addressed by CAP 418 (Condition Monitored Maintenance) for routine
reliability reporting, the following items should be included:

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

Propulsion System Monitoring

The operator’s assessment of propulsion systems reliability for the extended range fleet should
be made available to the Authority (with the supporting data) on at least a monthly basis, to
ensure that the approved maintenance programme continues to maintain a level of reliability

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necessary for extended range operations. Any adverse trend would require an immediate
evaluation to be accomplished by the operator in consultation with the Authority. The evaluation
may result in corrective action or operational restriction being applied.

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

ETOPS Parts Control

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

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All Weather Operations

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

All Weather Operations refers to the requirements for Instrument Landing Systems (ILS), both
airborne and ground based equipment.

Decision Height
A decision height (DH) or decision altitude (DA) is a specified lowest height or altitude in the
approach descent at which, if the required visual reference to continue the approach (such as
the runway markings or runway environment) is not visible to the pilot, the pilot must initiate a
missed approach.

Runway Visual Range

In aviation meteorology, runway visual range (RVR) is the distance over which a pilot of an
aircraft on the centreline of the runway can see the runway surface markings delineating the
runway or identifying its centre line. RVR is normally expressed in feet or meters.

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ILS Categories
There are three categories of ILS equipment which support similarly named categories of
approach/landing operation. Information below is based on ICAO, FAA, and EASA certain
states may have filed differences.

ICAO classifies ILS approaches as being in one of the following categories:

Smaller aircraft generally are equipped to fly only a CAT I ILS. On larger aircraft, these
approaches typically are controlled by the flight control system with the flight crew providing
supervision. CAT I relies only on altimeter indications for decision height, whereas CAT II and
CAT III approaches use radio altimeter (RA) to determine decision height.

An ILS must shut down upon internal detection of a fault condition. Higher categories require
shorter response times; therefore, ILS equipment is required to shut down faster. For example,
a CAT I localizer must shut down within 10 seconds of detecting a fault, but a CAT III localizer
must shut down in less than 2 seconds.

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 EASA

ILS Categories for precision instrument approach and landing

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Special CAT II and CAT III Operations
In contrast to other operations, CAT III weather minima do not provide sufficient visual
references to allow a manual landing to be made. CAT III minima depend on roll-out control and
redundancy of the autopilot because they give only enough time for the pilot to decide whether
the aircraft will land in the touchdown zone (basically CAT IIIA) and to ensure safety during
rollout (basically CAT IIIB). Therefore an automatic landing system is mandatory to perform
Category III operations. Its reliability must be sufficient to control the aircraft to touchdown in
CAT IIIA operations and through rollout to a safe taxi speed in CAT IIIB (and CAT IIIC when
authorized). However, special approval has been granted to some operators for hand-flown
CAT III approaches using "heads up display" (HUD) guidance which provides the pilot with an
image viewed through the windshield with eyes focused at infinity, of necessary electronic
guidance to land the airplane with no true outside visual references.

In each case, a suitably equipped aircraft and appropriately qualified crew are required. For
example, CAT IIIB requires a fail-operational system, along with a crew who are qualified and
current, while CAT I does not. A head-up display (HUD) which allows the pilot to perform aircraft
manoeuvres rather than an automatic system is considered as fail-operational. A head-up
display allows the flight crew to fly the aircraft using the guidance cues from the ILS sensors
such that if a safe landing is in doubt, the crew can respond in an appropriate and timely
manner. HUD is becoming increasingly popular with "feeder" airlines and most manufacturers of
regional jets are now offering HUDs as either standard or optional equipment. A HUD can
provide capability to take off in low visibility.

Some commercial aircraft are equipped with automatic landing systems that allow the aircraft to
land without transitioning from instruments to visual conditions for a normal landing. Such
autoland operations require specialized equipment, procedures and training, and involve the
aircraft, airport, and the crew. Autoland is the only way some major airports such as Paris-
Charles de Gaulle Airport remain operational every day of the year. Some modern aircraft are
equipped with enhanced vision systems based on infrared sensors, which provide a day-like
visual environment and allow operations in conditions and at airports that would otherwise not
be suitable for a landing. Commercial aircraft also frequently use such equipment for take-offs
when take-off minima are not met.

For both automatic and HUD landing systems, the equipment requires special approval for its
design and also for each individual installation. The design takes into consideration additional
safety requirements for operating an aircraft close to the ground and the ability of the flight crew
to react to a system anomaly. The equipment also has additional maintenance requirements to
ensure that it is capable of supporting reduced visibility operations.

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Category II Operations and Minimum Equipment Requirements

Airworthiness Certification of Aeroplanes for Operations with Decision Heights (DH)

below 60 m (200 ft.) and Down to 30 m (100 ft.)

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

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

Installed Equipment
The approach guidance system must include:

 Two ILS glide path and localiser receivers with indication at each pilot’s station.

 An automatic approach coupler or a flight director system with display at each pilot’s
station (or an alternative giving equivalent performance and safety).

 One radio altimeter with displays at each pilot’s station of:

– radio altitude, and

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

 A visual indication at each pilot’s station (e.g. an alert light) when the aeroplane reaches
the pre-selected decision height appropriate to the approach.

 Automatic or flight director go-around system or acceptable altitude indicators.

 Audible warning of automatic pilot failure (for automatic approach).

 An automatic throttle system where necessary.

 An appropriate equipment failure warning system.

 Excess-ILS-deviation alert at each pilot’s station (e.g. amber flashing light).

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Category III Operations and Minimum Equipment Requirements

Airworthiness Certification of Aeroplanes for Operations with Decision Heights (DH)

below 30 m (100 ft.) or no Decision Height

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

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

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

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

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

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

 One radio altimeter with display at each pilot’s station.

 A visual indication at each pilot’s station (e.g. an alert light) when the aeroplane reaches
the pre-selected decision height appropriate to the approach.

 An appropriate equipment failure warning system,

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

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

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

7-78 Module 10.7 Applicable National and International Requirements

Turkish Technic Inc.
Rev.02 – 31 March 2016 Training Purpose Only © Copyright 2016
Decision height 15 m (50 ft.) or greater:

 Fail-passive automatic landing system or fail-passive automatic approach system without

automatic landing, provided that:

- It is demonstrated that manual landings can be made without excessive workload

in the visibility conditions; and
- The aeroplane has a low approach speed, and is manoeuvrable and the height of
the pilot’s eyes above the wheels is small.

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

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

Decision height below 15 m (Soft):

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

 Fail-passive automatic go-around.

 Automatic throttle control; and:

Automatic ground roll control or head-up ground roll guidance as appropriate to the limitations
on visibility conditions or RVR.

Module 10.7 Applicable National and International Requirements 7-79

Turkish Technic Inc.
© Copyright 2016 Training Purpose Only Rev.02 – 31 March 2016
Worksheet 10.7

(a)

1. How and where are non-EASA aircraft defined?

By use (‘Government/state’ aircraft - military, customs, police etc.)

By type (listed in Annex-II of Regulation 216/2008 – Basic Regulation – home built,
historic, VLA etc.)

2. What derogation is allowed for annual checks?

10%

3. What is understood by the phrase ‘safety critical maintenance tasks’?

Maintenance where failure of the item/system may be catastrophic. Items of

maintenance requiring an Independent Inspection

4. How must companies service safety critical systems to avoid compromising the
redundancy of an aircraft’s systems?

Staggered scheduled maintenance

5. Why does the pre-flight differ from all other maintenance inspections?

Not required to be released to service by a Part-145 organisation. Pilot or flight

crew or nominated other person can carry out.

6. Who can issue an Airworthiness Directive?

Either the NAA of the state of TC holder (usually manufacturer’s country) or by

the NAA of the state of registry of the aircraft

7 When will an Airworthiness Directive be issued?

When an unsafe condition exists on a type of aircraft

8. When must an AD be complied with?

By the date or further FHs stated on the AD

7-80 Module 10.7 Applicable National and International Requirements

Turkish Technic Inc.
Rev.02 – 31 March 2016 Training Purpose Only © Copyright 2016
9. What responsibility has an operator or Part-M CAMO got with respect to Non Mandatory
Service Bulletins?

To evaluate the SB to determine whether they need/want to incorporate

10. Give 6 examples of commonly used Maintenance documentation?

- Aircraft maintenance manual (AMM)

- Wiring Diagram Manual (WDM)

- Structural Repair Manual (SRM)

- Illustrated Parts Catalogue (IPC)

- Component Maintenance Manual (CMM)

- Fault Isolation Manual (FIM)

Module 10.7 Applicable National and International Requirements 7-81

Turkish Technic Inc.
© Copyright 2016 Training Purpose Only Rev.02 – 31 March 2016
(b) Continuing Airworthiness

11. What is the maximum distance a non-ETOPS approved aircraft may fly from an adequate
aerodrome?

1 hour

12 What are the two operational criteria for an ETOPS approved aeroplane?

60-minutes to 120-minutes, and 120-minutes to 180-minutes.

13 What Annex of ICAO sets out the ICAO Regulation regarding ETOPS?

Annex 6

14. In what 2 EASA Regulation document is the ETOPS regulations set out?

Part-OPS.SPA.ETOPS and EASA AMC-20

15. List the Manuals that will be affected for an ETOPS aircraft

• Aircraft maintenance manual

• Aircraft flight manual
• Minimum equipment list
• Route manual
• ETOPS manual

16. Who approves the ETOPS manual and when should it be submitted?

Competent authority 30-days before implementation of ETOPS flights

17. What items should be reported as part of the ETOPS Reliability Programme?

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

7-82 Module 10.7 Applicable National and International Requirements

Turkish Technic Inc.
Rev.02 – 31 March 2016 Training Purpose Only © Copyright 2016
18. What is the “goal” of ETOPS maintenance training?

Ensure that all personnel involved in ETOPS are provided the necessary training so
that the ETOPS maintenance tasks are properly accomplished and to emphasise the
special nature of ETOPS maintenance requirements.

19. Which organisation makes the classifications for all weather operations (ILS)?

ICAO

20. Define Decision Height

Specified lowest height or altitude in the approach descent at which, if the

required visual reference to continue the approach (such as the runway markings or
runway environment) is not visible to the pilot, the pilot must initiate a missed
approach.

21 Define Runway Visual Range

The distance over which a pilot of an aircraft on the centreline of the runway can
see the runway surface markings delineating the runway or identifying its centre
line. RVR is normally expressed in feet or meters

22. What aircraft instrument is used to measure and display the Decision Height

Rad Alt

23. State the minimum Decision Heights and minimum RVR for the following ILS categories:

CAT I DH = 200ft, RVR = 550m

CAT II DH = 100ft, RVR = 350m
CAT IIIA DH = nil, RVR = 200m
CAT IIIB DH = ni, RVR = 50m
CAT IIIC DH = nil, RVR = nil

24 What and where is the difference between EASA RVR specification and the ICAO RVR
specification?

EASA specifies 75 m RVR minimum for CAT III B

25. What additional aircraft equipment is mandatory, in order to perform CAT III operations?

Autoland

Module 10.7 Applicable National and International Requirements 7-83

Turkish Technic Inc.
© Copyright 2016 Training Purpose Only Rev.02 – 31 March 2016
26. What ADDITIONAL airborne equipment does a CAT II approved aircraft have, compared
to a CAT III approved aircraft?

An automatic approach coupler or a flight director system with display at each

pilot’s station

Automatic or flight director go-around system or acceptable altitude indicators.

Audible warning of automatic pilot failure (for automatic approach).

An automatic throttle system where necessary.

7-84 Module 10.7 Applicable National and International Requirements

Turkish Technic Inc.
Rev.02 – 31 March 2016 Training Purpose Only © Copyright 2016