香港特別行政區政府

民航處

Civil Aviation Department

The Government of the Hong Kong

Special Administrative Region

CAD 452

Aircraft Maintenance Schedules and Programmes

Information and Guidance

Issue 2 Revision 4
5 July 2024
Intentionally Left Blank

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Foreword

1. This document addresses the scheduled maintenance requirements for aircraft as

required by Article 9(1)(a) of the Air Navigation (Hong Kong) Order 1995
(AN(HK)O).

2. The information given is correct at the time of issue of this document, but
amendments to the Air Navigation (Hong Kong) Order 1995, Hong Kong
Airworthiness Notices and Hong Kong Aviation Requirements may subsequently
vary the information.

Enquires

Enquiries on this document should be addressed to the email address <[email protected]>.

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Contents

Paragraph Subject Page

Preambles viii

1 Introduction 1

2 Maintenance Schedules and Maintenance Programmes 2

2.1 Maintenance Schedules 2
2.2 Maintenance Programmes 2
2.3 Compilation of Maintenance Schedules 2
2.4 Application for Approval of Maintenance Schedules 4
2.5 Amendment of Maintenance Schedules 4

3 New Maintenance Schedules - Initial Task Compilation 5

3.1 Maintenance Review Board (MRB)/Maintenance Type Board (MTB) 5
3.2 Maintenance Steering Group (MSG) Analysis 5
3.3 Maintenance Planning Document (MPD) 6
3.4 Other Tasks 6
3.4.1 Certification Maintenance Requirements (CMRs) 6
3.4.2 Airworthiness Limitation Items (ALIs) 7
3.4.3 Critical Design Configuration Control Limitations (CDCCLs) 7
3.4.4 Zonal Inspections 7
3.4.5 Lubrication 7
3.4.6 Inspection Level 8
3.4.7 Other Items 8
3.5 Task Frequency 8
3.6 Engine Tasks 9
3.6.1 Turbine Engines 9
3.6.2 Piston Engines 9
3.7 Propeller Tasks 9

4 Other Crucial Elements 10

4.1 Reliability Programmes 10
4.2 Annual Review 10
4.3 Utilisation 10
4.4 Task Escalation 11

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5 Applicability 12
5.1 Registration 12
5.2 Mixed Age and Modification of Fleets 12
5.3 Adding Aircraft to Maintenance Schedules 12
5.4 Bridging Checks 13

6 Other Considerations 13
6.1 Work Packaging 13
6.2 Repairs 13
6.3 Regulatory Requirements 14
6.4 Specific Approvals (LVO, RVSM etc.) 14
6.5 Task Variations 14
6.6 Human Factors Considerations 14

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Appendices

Appendix A Maintenance Schedule Compliance Checklist

Appendix B Standard Clauses for Insertion in Maintenance Schedule Introductory Pages
Appendix C Operator’s Certification Statement
Appendix D Maintenance Requirements
Appendix E Reserved
Appendix F Maintenance Schedule Approval
Appendix G Reserved
Appendix H Reserved
Appendix I Maintenance Schedule Amendment Request Form

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 PREAMBLES

The preambles are intended to be a summarised record of the main changes introduced
by the amendment of CAD 452.

Issue 2 Revision 2 1 March 2014

- Amended Appendix E to give guidance on the application of the manufacturers'
prescribed tolerances or permitted variations.

Issue 2 Revision 3 15 March 2019

- Revised the term 'Duplicate Inspection' as 'Duplicate/Independent Inspection' and
added a Note to indicate that Duplicate Inspection will be phased out with effect
from 1 January 2020.
- Added a term Extended Diversion Time Operations (EDTO).
- Minor typo and editorial changes

Issue 2 Revision 4 5 July 2024

- Minor editorial changes.
- Relocated the HKAR-1 Sub-section 1.5-2 ‘Maintenance Review Board /
Maintenance Type Board’ to paragraph 3.1 of CAD 452.
- Relocated paragraph 3 ‘Human Factors Consideration’ of HKAR-1 Sub-section 1.7-
5 Appendix 1 to paragraph 6.6 of CAD 452.
- Add submit application form DCA 584 requirement in paragraphs 2.4, 2.5 and 5.3.
- Add the requirement for an operator’s Aircraft Maintenance Schedule procedures
should contain the information stated in Appendix F for “Permitted Variations to
Maintenance Periods” in paragraph 6.5.
- Minor editorial changes to Maintenance Schedule Compliance Checklist.
- Combined Appendices E, F, G and H into Appendix F and with changes made.
- Minor changes to Appendix I.
- Delete forms DCA 281 and DCA 281/2/1. The information on the forms is
transferred to Appendix F.

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1 Introduction

In the early days of aviation, owners and engineers concerning with in-flight failures and
component reliability developed Maintenance Schedules to help prevent costly occurrences.
As aviation grew and scheduled air transport arrived, safety, reliability and economics
became important in order to attract passengers. It became apparent that to achieve a
controlled balance between safety and economics, Regulatory Authorities needed to ensure
minimum standards were maintained and a level playing field existed for fair competition
between operators.

What to maintain, when to maintain and how to maintain, are the keys to the content of the
Maintenance Schedules, and a system was developed for Operators, Manufacturers and
Regulators to share experience and knowledge on these issues for new aircraft being
developed. Some Commercial Air Transport operators may choose to maintain their
aircraft in accordance with a Maintenance Programme. This is a 'real time system' which
consists of a Maintenance Schedule and a whole group of review and management
procedures to ensure that it remains realistic and effective.

Article 9(1)(a) of AN(HK)O requires that an aircraft registered in Hong Kong in respect of
which a Certificate of Airworthiness is in force, shall not fly unless the aircraft (including in
particular its engines), together with its equipment and radio station, is maintained in
accordance with a Maintenance Schedule approved by the Chief Executive in relation to that
aircraft.

This document is intended to give information and guidance for the compilation of a
Maintenance Schedule that will satisfy CAD for approval. Further help and guidance can
be provided by the Manufacturer of the product in question.

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2 Maintenance Schedules and Maintenance Programmes

2.1 Maintenance Schedules

A Maintenance Schedule contains details of what is to be maintained on an aircraft and how

often. The details are those published by the Manufacturer who may also be the Type
Certificate Holder (TCH) of that product. As the aircraft will consist of an airframe, engine,
propeller and other equipment, there will be several sources of basic information. Not only
will there be details of 'What and When' but also 'How' the parts are to be maintained; there
are also details on the types of tasks that are to be performed.

The Maintenance Schedule should be based on the documents developed under the process
specified in section 3 of the International MRB/MTB Process Standard (IMPS) published by
the International MRB Policy Board. The IMPS document is available for download in the
EASA website.

For piston-engine aeroplanes or helicopters not exceeding 2730 kg MTWA, CAD accepts
the Manufacturer's maintenance recommendations. Alternatively, CAD may accept the
generic 'Light Aircraft Maintenance Schedule' (LAMS) published by the United Kingdom
Civil Aviation Authority (UKCAA), CAP 411 or CAP 412, respectively, as the basis of the
Maintenance Schedule if the Manufacturer's maintenance recommendations are not available.

Owners and operators should be aware that properly maintained records not only assist in
maintaining the safety of an aircraft but also help retain the resale value of an aircraft.

To assist owners/operators, CAD encourages the use of CAD 543 (Time Limited Task and
Component Change Record) in conjunction with the aircraft maintenance schedule to control
the overhaul life of engines, propellers and any other piece of equipment that may be installed.

2.2 Maintenance Programmes

In its simplest form, a Maintenance Programme is a Maintenance Schedule together with a

host of procedures that are designed to continually review its applicability and effectiveness
for the aircraft it is approved for.

2.3 Compilation of Maintenance Schedules

As previously stated, the first place for information is the Manufacturer/TCH documentation
that is relevant to the aircraft being operated. As data will be obtained from several manuals,
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there will be a collection of tasks to be accomplished at varying intervals. These intervals
can be based either on flying hours, flight cycles or calendar time and sometimes there are
combinations of these. It is quite often inconvenient to take each task as it comes and
accomplishes it; it is usually expedient to parcel the tasks into packages of work that can be
carried out when it is convenient to do so, but at a frequency not exceeding the approved
intervals. The general rule that can be applied for compiling work packages is that tasks
can quite often be done earlier than when recommended. They can only be done later with
the agreement of CAD and only in exceptional circumstances. So for tasks that have more
than one frequency in terms of flying hours, flight cycles and calendar time, then the event
that occurs first is normally the governing one.

For large transport aircraft, the tasks can be found in the Maintenance Planning Document
provided by the TCH, these are described further in Paragraph 3 of this document. Smaller
aircraft usually have the TCH recommended maintenance in the Maintenance Manual
Chapter 5.

The frequency of maintenance tasks is affected by the way the aircraft is to be operated.
When the TCH recommendations are first compiled they will have in mind a 'typical' flight
profile for the aircraft type; any deviation from this may need an adjustment on the basic
recommendations. For example, an aircraft may have a 'typical' flight profile of six hours
for every cycle while another may be of six cycles every hour. It can be seen that in these
cases a schedule based solely on flying hours may mean the first aircraft is maintained too
often and the other not enough, so, with the help of the TCH, usually a schedule can be
developed for any particular type of operation.

The area of operation is another important consideration, for example operating over salt
water may require special tasks, such as engine compressor washes and other maintenance,
to be done on a more frequent basis. Similarly, operation in sandy areas or off rough strips
may affect the tasks required.

The age of an aircraft may affect the number and frequency of tasks, particularly if it has
ageing structural inspections and significant repairs.

Significant parts of the aircraft, such as make and type of engines, propellers and/or APU,
should be detailed as quite often operators have a choice of equipment and adding the same
type with a different engine to a common schedule will mean careful identification of tasks
applicable to each aircraft. Finally, the modification state of equipment onboard has to be
considered as it may be unique to the aircraft on any particular Maintenance Schedule.

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To assist operators in preparing the Maintenance Schedule and showing compliance, CAD
has produced following documents.

a) Maintenance Schedule Compliance Checklist (See Appendix A) to be submitted with

the draft Maintenance Schedule
b) Standard Clauses for Insertion in Maintenance Schedule Introductory Pages (See
Appendix B) to be used as a template when preparing the Maintenance Schedule
c) Operator’s Certification Statement (See Appendix C) to be submitted with the draft
Maintenance Schedule.
d) Maintenance Requirements (See Appendix D) that should be adopted in the absence of
manufacturer’s recommendations

2.4 Application for Approval of Maintenance Schedules

An operator shall submit an application form DCA 584 with the application letter and
supporting documents in electronic format to CAD for the approval of the Maintenance
Schedule. The application letter should be accompanied by the draft Maintenance Schedule,
the Maintenance Schedule Compliance Checklist and the Operator’s Certification Statement.
The letter shall specify the revision status of the MRBR, MPD, CMR, airworthiness/time
limitation and other relevant manufacturer’s documents based upon which the Maintenance
Schedule is drafted. The operator should include the information contained in Appendix F in
the Maintenance Schedule.

Upon satisfactory assessment of the Maintenance Schedule, CAD will issue an approval
letter in electronic format to the operator.

2.5 Amendment of Maintenance Schedules

Once established, an owner or operator may wish to amend the Maintenance Schedule due
to addition or deletion of task, or change of task interval. This can be done with the aid of
an amendment to the Maintenance Schedule, which is submitted to CAD for agreement and
subsequent approval. To request approval of the Maintenance Schedule amendment, an
operator shall submit an application form DCA 584 together with the Maintenance Schedule
Amendment Request Form (Appendix I of CAD 452) and a cover letter in electronic format
to CAD.

Doing tasks less frequently requires suitable justification in order that it may be approved.
Proof that safety will not be compromised must be provided. Maintenance Schedules
supported by a reliability programme will have an advantage here as they will readily be able
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to show how often a task has been performed without deterioration of the item/system. CAD
418 (Condition Monitored Maintenance: an Explanatory Handbook) provides general
information on the concepts and practices of aircraft maintenance control by the use of
Condition Monitored Maintenance Programmes. More information can be found in
Paragraph 4 of this document.

3 New Maintenance Schedules - Initial Task Compilation

3.1 Maintenance Review Board (MRB) / Maintenance Type Board (MTB)

The following gives guidance on the procedures of conducting a Maintenance Review Board
(MRB) or Maintenance Type Board (MTB) for a new aircraft type or type variant. The
MRB Report or MTB Report contains the minimum set of tasks, developed under the
Maintenance Steering Group (MSG) logic process where applicable, required for an
aircraft’s maintenance schedule/programme.

3.1.1 CAD will inform the Type Design Organisation whether an MRB or MTB is to be
established for a new aircraft type or type variant.

3.1.2 CAD accepts the International MRB/MTB Process Standard (IMPS) document
(Document No. IMPS), published by the International Maintenance Review Board
Policy Board (IMRBPB), as the procedures for use in the MRB/MTB process.

3.1.3 If an aircraft type which has been subject to the MRB/MTB process is modified
by Supplemental Type Certificate, the relevant systems, powerplant and structure
must be reviewed to determine the maintenance requirements, i.e. instructions for
continuing airworthiness, as a result of the modification.

3.1.4 The IMPS document can be located in the IMRBPB website:www.easa.europa.eu/easa-

and-you/aircraft-products/international-maintenance-review-board-policy-board-IMRBPB

3.2 Maintenance Steering Group (MSG) Analysis

This is basically a process driven by a set of logic diagrams that are followed by the MRB
and Working Groups in order to determine the types and frequency of tasks, depending on
component and system failure modes and the visibility of those failures to the operating crew.

For more information on MSG analysis, please contact Airlines for America at
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www.airlines.org as the owner of this analysis logic.

3.3 Maintenance Planning Document (MPD)

All the maintenance tasks identified during the MSG analysis are published in the MRB
Report. These tasks, along with other tasks such as Airworthiness Limitations Items (ALIs)
considered applicable by the Manufacturer/TCH, are all published in the MPD, and hence,
this is the source document that the operator of a new aircraft type has to follow when
compiling the Maintenance Schedule.

3.4 Other Tasks

3.4.1 Certification Maintenance Requirements (CMRs)

CMRs arise from the aircraft type certification process. FAR/CS 25.1309, for example,
requires a System Safety Assessment (SSA) to ensure that failures are categorized on their
consequential severity and within defined bounds of probability.

A CMR is a required periodic task, established during the design certification of the aircraft
as an operating limitation of the type certificate. CMRs usually result from a formal,
numerical analysis conducted to show compliance with catastrophic and hazardous failure
conditions. A CMR is intended to detect safety significant latent failures that would, in
combination with one or more other specific failures or events, result in hazardous or
catastrophic failure condition.

Major aircraft manufacturers predominantly refer to two types of CMR task:

a) One Star CMR (CMR*)

Such tasks and intervals are mandatory and shall not be changed or deleted without the
approval of the State of Type Certification Authority.

b) Two Star CMR (CMR**)

Changes to task intervals must be supported by an approved procedure and monitoring

programme. Tasks may not be changed or deleted without the agreement of the State of
Registry Authority.

NOTE: It is important to read carefully the introduction to the TC Holder's data that is
being used for the production of a Maintenance Schedule. Some manufacturers

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 will use different terminology, for example, some TCHs have the opposite
definition for One/Two Star tasks to other TCHs.

CMRs should be clearly identified as such in a Maintenance Schedule submitted to CAD for
approval. Any subsequent applications for approval to vary these tasks must be supported by
the TCH. Care should be taken in understanding the Manufacturer's certification
philosophy as some do allow short-term variations of these tasks.

3.4.2 Airworthiness Limitation Items (ALIs)

ALIs are structural items that the Certification process has defined as critical from a fatigue
point of view during the Damage Tolerance assessment. The inspection frequency of such
items is Mandatory.

3.4.3 Critical Design Configuration Control Limitations (CDCCLs)

CDCCLs are design features that have been identified as being critical to the integrity of the
Fuel System and must be maintained in order to ensure that unsafe conditions do not develop
throughout the service life of the aircraft and must be retained during modification, repair or
maintenance.

3.4.4 Zonal Inspections

The inspection level for the Zonal tasks in each Maintenance Schedule must be clearly
defined, since interpretation of the MSG rule may differ between aircraft types and their
respective Zonal Programmes. The MRB report should provide clearly defined criteria and
in most cases this is repeated in the MPD.

The principle of Zonal inspections is to group tasks within an area together, in order to
minimise the number of times an area is disturbed. Systems, installations and structure
within a zone will all be inspected for security and general condition.

3.4.5 Lubrication

During the Working Group phase of the MRB process, the MSG analysis has lubrication as
the first consideration when looking at reducing a risk of failure of a component or system.
It is a relatively quick and cost effective method of preventive maintenance.

Lubrication requirements may either be in the ATA chapters of the Maintenance Schedule
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with the daily and weekly check or in a specific lubrication section defining the intervals
determined by the MRB.

Rescheduling of the lubrication frequency may be necessary if a check cycle is changed or

the operating pattern is changed, so that degradation does not result. Deterioration may
take some time to be evident so the effectiveness of a lubrication programme must be
monitored.

3.4.6 Inspection Level

There are no defined standards of inspection level; different manufacturers will have applied
their own standards and these need to be understood and published in the Maintenance
Schedule. Types of Inspection, such as General Visual Inspection (GVI), Detailed
Inspections (DVI), etc., can be found in the MSG documents published by the Airlines for
America.

3.4.7 Other Items

There are significant parts of aircraft that also have mandatory lives that are not determined
by the Certification process but arise due to their significance and use. Such items may
include the rotating assembly within an engine, transmission parts of helicopters and landing
gear parts.

3.5 Task Frequency

The maintenance task will have a time interval allocated based on the most appropriate
parameter to maintain the condition of the item to which the task refers. The three types of
frequency are: Flying hours, Flight cycles and Calendar time; sometimes there will be two
limits with the operator normally having to comply with whichever limit comes first in their
particular operation.

In cases of structural inspections, the threshold and repetitive inspection frequency can vary
depending on the type of operation being used. When reviewing the effectiveness of a
Maintenance Schedule, or carrying out an annual review, it is the frequency of all the tasks
that is being considered. Reliability monitoring is the continual monitoring of task frequency.
It is permissible to amend these frequencies recommended by the manufacturer by making
an application to CAD. As the operation of an aircraft is usually unique to an operator, a
conscientious owner/operator will develop their maintenance schedule in accordance with
reliability data to minimise costs.
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3.6 Engine Tasks

Turbine powered engines, by implication, are more complex than piston ones and the way
their lives and reliability are managed is significantly different, so they will be treated
separately below.

3.6.1 Turbine Engines

Turbine engine reliability is based on a Condition Monitored Maintenance Programme for

both on-wing and off-wing tasks. CAD 418 was developed by CAD to provide guidance
as to what should be contained in a Condition Monitored Maintenance Programme, a part of
the Maintenance Schedule.

By implication Auxiliary Power Units, being Turbine powered, are treated in a similar
manner.

Engine Maintenance Programme is complicated and requires some expert control. On-
wing health monitoring may include regular oil analysis (such as Spectrometric Oil Analysis
Program), magnetic plug inspections and borescope inspection. Modules may have
separate lives, generally hot sections being shorter than cold ones, with rotating parts have
finite cyclic lives. Removed engines need agreed workscopes and good strip reports to
remain in compliance with the Engine Maintenance Programme. For gas turbine engine
parts subject to retirement or ultimate (scrap) lives, Hong Kong Airworthiness Notice No.
44 should be referred to.

3.6.2 Piston Engines

Piston engines work on a manufacturer's ‘recommended' overhaul life. CAD views this
'recommended' life as the life limit of the engines concerned. Some aircraft not used for
commercial air transport may have the life of their engine extended beyond that
recommended by the manufacturer. Please refer to Hong Kong Airworthiness Notice No.
35 for CAD requirements on piston engine overhaul periods of light aircraft.

3.7 Propeller Tasks

For maintenance requirements of variable pitch propellers installed on aircraft holding a

Certificate of Airworthiness, refer to Hong Kong Airworthiness Notice No. 75.

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4 Other Crucial Elements

4.1 Reliability Programmes

There is guidance in CAD 418 on what constitutes a Reliability Programme. Typically, on

a monthly basis, an operator will review Technical Log entries, component failures (in
particular - cause of failure), delays, Ground Incident Reports, Mandatory Occurrence
Reports (MORs) and findings from task cards and look for trends or areas of deterioration
that can be addressed by taking some kinds of preventative maintenance action.

Operators/Owners whose aircraft with MTWA do not exceed 2730 kg are exempted from
this requirement. It has also been found that for fleets of six or fewer aircraft, insufficient
data is produced to maintain an accurate programme and hence, alternative procedures need
to be established whereby events rather than trends are monitored.

4.2 Annual Review

At least once a year an owner or operator should meet and discuss with their contracted
maintenance organisation and fleet technical management organisation on the performance
of the aircraft over the preceding period of time. As already stated a good Maintenance
Schedule will make an aircraft more reliable, cheaper to run and more available.

4.3 Utilisation

The utilisation of an aircraft is inextricably linked to the effectiveness of a Maintenance

Schedule. When optimised for a certain utilisation, tasks will lose their effectiveness if the
relationship between Flying Hours and Flight Cycles varies by a significant amount. The
MRB Report will set task intervals to meet, what they have considered to be a 'typical' flight
profile for their product. For example, an aircraft type might reasonably have been
considered to have a profile of about seven Flying Hours to one Flight Cycle. An operator
then chose to use the aircraft on thirty-minute sectors. By using the original MRB Report
derived data the operator would suffer failures due to the flight hour tasks not being done
soon enough to protect the cyclic dependent parts and systems.

Operators are required to state their expected annual utilisation in the Maintenance Schedule.
The expected annual utilisation can either be a “range” (in Flight Hours and/or Flight Cycles)
or a definite “figure”. Part of the annual review of effectiveness is to determine that
operations are within the “range” specified or in the case of a “figure”, the “figure” remains
within plus or minus 25% of that “figure”. In case of operations outside the “range”, or have
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deviated for 25% or more of the “figure”, the Operator should conduct a review of the
Maintenance Schedule with the TCH to see if any amendment is required.

Quite often manufacturers will produce a 'low utilisation' programme for operators doing
very low hours, for example, executive jet operation. This can be a cost effective solution
for such an operator.

Finally, Supplemental Structural Inspection Programmes (SSIP) can have different

inspection frequencies dependent on the type of operation. Details of these can be found in
the introduction of the SSIP document itself.

4.4 Task Escalation

Following a period in operation it may be noticed that a particular inspection task is carried
out routinely and no faults are ever detected. It is possible that the task frequency can be
reduced, such that the task is carried out less frequently, provided that the inspection task is
performed in accordance with the inspection standards required by the Maintenance
Schedule. This gives an immediate cost saving with no loss of safety or reliability.

Task escalation is carried out on a grander scale by the manufacturers, as less frequent tasks
mean lower maintenance costs for their products, which they perceive makes them more
saleable. They achieve this by holding working group meetings, where a group of operators
and regulators meet with the manufacturer to review the results of scheduled inspections
pooled by as many operators as they can get interested. This is basically a way of validating
their original predictions for task requirements, which would have been understandably quite
conservative.

In order to escalate the tasks, they will revisit the failure rates that the type design requires
to achieve, and apply operational experience to determine that the goal of no loss of safety
or reliability can still be met with less frequent inspections.

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5 Applicability

An aircraft can only be maintained to one Maintenance Schedule at any time. More than
one aircraft, however, can be maintained to the same Maintenance Schedule, providing they
all bear similarities which are covered by the entire Maintenance Schedule. The
introductory part of the Maintenance Schedule shall therefore contain details of the aircraft
to which it applies. Moving an aircraft from one Maintenance Schedule to another will
require CAD approval of an amendment for each of the affected Maintenance Schedules. In
this case, the operator needs to consider the differences between the two Maintenance
Schedules and the need for a 'Bridging Check' to cater for such differences.

5.1 Registration

Aircraft maintained to any Maintenance Schedule are listed by registration in the document.
If a new aircraft is added, an amendment will be required to be submitted for CAD approval
highlighting the changes.

5.2 Mixed Age and Modification of Fleets

For a Maintenance Schedule with a number of aircraft of the same type on it, the varying
ages and modification standards should be catered for, by highlighting effectivity of tasks
that apply. For example, should two aircraft out of the fleet have an STC applied that does
not feature on the others, then any task relevant to the STC should be included and clearly
denoted in the Maintenance Schedule that the two aircraft are applicable.

It follows that any aircraft being added to a Maintenance Schedule is to be assessed by the
operator for its modification standard and equipment fit to ensure the Maintenance Schedule
adequately addresses the needs of the individual aircraft build/change standard. Should any
further tasks need to be added, an amendment should be submitted to address these needs.

5.3 Adding Aircraft to Maintenance Schedules

When adding an aircraft to a Maintenance Schedule, an application form DCA 584 in

electronic format shall be submitted to CAD for amendment. As stated above, the
commonality of the aircraft and the Maintenance Schedule must be established, in terms of
modification standards, equipment fit, structural life inspections etc.

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5.4 Bridging Checks

A Bridging Check is a set of tasks required to transfer an aircraft from one Maintenance
Schedule to another. Every operation is unique and hence an aircraft may have been
maintained to the same tasks at a different frequency or to different maintenance standards
in its previous operation. The Bridging Check is carried out to bring the tasks in line with
the new frequencies and standards to ensure standards are met and no task is overrun.

6 Other Considerations

6.1 Work Packaging

Traditionally, the Maintenance Schedule of a large transport aircraft may contain defined
periods of A and B line checks and C and D base checks. The tasks can be grouped in order
to make more efficient use of down time and manpower. This requires complex packaging
of tasks and imposes added responsibility on the operator to ensure repetitive inspections are
controlled properly.

In order to save costs, operators will want to have the minimum number of maintenance
checks done on their aircraft. Hence, they will select items with the same or close
frequency and 'package' them into workpacks to be done together.

6.2 Repairs

Since 1980, large transport aircraft have been designed with 'Damage Tolerant' structures.
This means that the designers have calculated the expected lifetime loads experienced by the
aircraft, when significant structural parts will begin to fail due to fatigue. In this way, they
can determine suitable inspection frequencies and techniques to detect fatigue cracks long
before the part fails.

During the aircraft's life, an aircraft can suffer from accidental damage, requiring some repair
work to the structure. In most cases, the repair will return the damaged part to its 'as was'
standard, and routine inspections of that piece of structure will continue as before. In some
cases, Damage Tolerance analysis of the repair will require an interim inspection of it before
the regular inspection period falls due. This new inspection requirement is now part of the
Maintenance Schedule which should be amended to include these inspections.

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6.3 Regulatory Requirements

The CAD requirements regarding scheduled maintenance are set out in AN(HK)O 1995,
CAD 360 Part Two, and Hong Kong Airworthiness Notices.

6.4 Specific Approvals (LVO, RVSM etc.)

Operations such as Low Visibility Operations (LVO), Reduced Vertical Separation Minima
(RVSM), etc. require specific approvals and are 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.

6.5 Task Variations

All maintenance must be carried out at, or before, the specified frequency. In some
unforeseen circumstances, the task frequency, typically 10%, can be varied by the operator
based on the privilege of ‘Permitted Variations to Maintenance Periods’ granted by CAD,
per the approved operator Maintenance Schedule procedures. The Aircraft Maintenance
Schedule should contain the information stated in Appendix F for “Permitted Variations to
Maintenance Periods”.

Should the unforeseen circumstances dictate that the aircraft cannot meet its maintenance
slot even with such a variation, the operator can apply to CAD for further variation. The
form DCA 571 should be completed for the variation application and technically justified,
with a timescale supported by the TCH. If accepted, the extension will be approved as a
one-off change.

6.6 Human Factor Consideration

The Maintenance Schedule shall be prepared with respect to its design and application to
ensure that the Human Factors principles have been observed. E.g. the information is written
in “simplified” English and readily understandable to the target audience. Guidance
material on the application of Human Factors principles may be found in the ICAO Human
Factors Training Manual (Doc 9683).

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Appendix A

MAINTENANCE SCHEDULE COMPLIANCE CHECKLIST

The purpose of the Maintenance Schedule Compliance Checklist is to assist owners / operators
with a view to ensuring that Maintenance Schedules submitted to CAD for approval are
standardised and include all items that are required by CAD 452, and also other additional
CAD required items. This checklist should be used when preparing a draft or re-issued
Maintenance Schedule. When completed, it should be submitted with the draft or re-issued
Maintenance Schedule. During routine amendments to the Maintenance Schedule, the
checklist should be used as a reference to ensure compliance with CAD requirements. However,
submission of the completed checklist is not required.

This document includes all the relevant information as detailed in CAD 452, the format of
which may be modified to suit the operator’s preferred method. In all cases, the checklist
should clearly show either compliance (Yes) with the location of the compliance in the ‘Notes’
column or not applicable (N/A) with the reason(s) in the ‘Notes’ column.

The checklist is provided to ensure the minimum required items are contained in the
Maintenance Schedule. It should be enhanced as necessary to suit the aircraft’s operational,
utilisation, and environmental needs.

The specific tasks and the relevant control procedures shall be included in the Maintenance
Schedule (MS) and Maintenance Management Exposition (MME) of the operator respectively.
The relevant cross-references shall be specified in the ‘Notes’ column at the appropriate
paragraphs. The following information should be provided at the front of the checklist.

a) AOC Number

b) Owner’s / Operator’s Name

c) Owner’s / Operator’s MS reference and amendment status:

d) CAD approved MS reference (if granted)

e) MME and amendment status

15
 MAINTENANCE SCHEDULE COMPLIANCE CHECKLIST

Details of the Maintenance Schedule:

1. General requirements Compliance

Yes N/A Notes

1.1 Maintenance Schedule basic information:-
1.1.1 The type/model/and registration number of
the aircraft
The type/model of the engines
The type/model of the propellers, where
applicable
The type/model of the auxiliary power
units, where applicable
1.1.2 The name and address of the owner,
operator, maintenance organization or fleet
technical management organisation
managing the aircraft's airworthiness
1.1.3 The maintenance schedule reference, the
date of issue and issue number
1.1.4 A signed statement. (See
Appendix C)
1.1.5 Contents list
List of effective pages
Revision status of the document
1.1.6 Check periods for anticipated utilisation;
in a “range” or plus or minus 25% of a
“figure’. Where utilisation cannot be
anticipated, calendar time limits should
also be included
1.1.7 Procedures for escalation
where applicable and
acceptable to CAD
1.1.8 Pre-flight maintenance tasks
1.1.9 The tasks and the periods
(intervals / frequencies) at which
inspections should be carried out,
including the type and degree of
inspection of the following, together with
the associated systems and installations:
a. Aircraft
b. Engine(s)
c. APU
d. Propeller(s)
e. Components
f. Accessories
g. Equipment
h. Instruments
i. Electrical and radio
apparatus
1.1.10 The periods at which components should
be:
a. Checked
b. Cleaned
c. Lubricated

16
 d. Replenished
e. Adjusted
f. Tested
1.1.11 Details of ageing aircraft system
requirements with any specified Sampling
Programmes, if applicable
1.1.12 Details of specific Structural Maintenance
Programmes issued by TCH, if applicable,
including but not limited to:
a. Damage Tolerance and Supplemental
Structural Inspection Document
(SSID)
b. Maintenance requirement resulting
from Service Bulletin review
performed by the TCH
c. Corrosion prevention and control
d. Repair Assessment
e. Widespread Fatigue Damage
1.1.13 Details of CDCCLs
1.1.14 Statement of the limit of validity for the
Structural Maintenance Programme in
1.1.12, if applicable, in terms of flight
cycles / flying hours / calendar time
1.1.15 The periods at which
overhauls should be made
The periods at which replacements should
be made
1.1.16 A cross-reference to other documents
related to:
a. Mandatory life limitations
b. Certification Maintenance
Requirements (CMR’s), if applicable
c. Airworthiness Directives
(AD)
d. Specific identification of the
above items mandatory status
1.1.17 Reliability Programme
1.1.18 A statement that practices and procedures
should be the standards specified by the
TCH’s maintenance instructions
1.1.19 The definition of each inspection type
should be provided in a section

2. Maintenance Schedule basis. Compliance

Yes N/A Notes
2.1 Is the Maintenance Schedule based upon the
MRB report, the TCH’s Maintenance Planning
Document or Chapter 5 of the Maintenance
Manual?
2.2 For newly type-certificated aircraft /
comprehensively appraise the manufacturer’s
recommendations (MRB report) and other
applicable continuing airworthiness
information
2.3 For existing aircraft types, comparisons with
Maintenance Schedules previously approved

17
2.4 ALIs, CMRs, and CDCCLs, etc

3. Amendments. Compliance
Yes N/A Notes
3.1 Amendments (revisions) to reflect changes:
a. In the TCH’s recommendations
b. Introduced by modifications
c. Introduced by repairs
d. Discovered by service experience
e. As required by CAD

4. Permitted variations to maintenance Compliance

periods (with the exception of items identified in
1.1.16)
Yes N/A Notes
4.1 Vary the periods through a procedure approved
by CAD
4.2 Vary the periods with the approval of CAD
(Should contain in the operator Maintenance
Schedule procedures )

5. Periodic review of Maintenance Schedule contents. Compliance

Yes N/A Notes
5.1 Periodic review to ensure that the Maintenance
Schedule reflects current:
a. TCH’s recommendations
b. Revisions to the MRB report if
applicable
c. Mandatory requirements
d. Maintenance needs of the aircraft
5.2 Annual review defined

6. Reliability Programmes. Compliance

Yes N/A Notes
6.1. Applicability
6.1.1 Developed in the following cases:
a. Maintenance Schedule is based
upon MSG-3 or later logic
b. Maintenance Schedule includes
condition monitored components
c. Maintenance Schedule does not
contain overhaul periods for all
significant system components
d. Specified by the Manufacturer’s
MPD or MRB Report
6.1.2 Need not be developed in the
following cases:
a. Maintenance Schedule is based
upon the MSG-1 or 2 logic (only
hard times or on condition items)
b. Not a large aircraft (= or < 5700
kgs MTWA or single-engined
helicopter)
c. Maintenance Schedule provides
overhaul periods for all
significant system components

18
 6.1.3 Operator may develop its own
reliability monitoring programme
6.2. Applicability, small fleets
6.2.1 Less than 6 aircraft of the same type
6.2.2 Tailor reliability programmes to suit
the size and complexity of the
operation
6.2.3 “Alert levels” should be used
carefully with small fleets
6.2.4 When establishing a Reliability
Programme, consider the following:
a. Focus on areas where a sufficient
amount of data is likely to be
processed
b. How is engineering
judgement applied?
6.2.5 Pool data and analysis (paragraph 6.6
specifies conditions)
6.2.6 If unable to pool data, additional
considerations may need to be taken
on the task interval of the MRB
Report/MPD tasks
6.3 Engineering Judgment
6.3.1 Are there appropriately qualified
personnel (with appropriate
engineering experience and
understanding of the reliability
concept) for the reliability
programme?
6.4 Contracted maintenance
6.4.1 Certain functions may be delegated to
an HKAR-145 Organisation of a
Fleet Technical Management
Organisation
6.4.2 These are:
a. Developing the Maintenance
Schedule and Reliability
Programme
b. Collecting and analysing reliability
data
c. Providing reliability reports
d. Proposing corrective actions
6.4.3 Approval to implement corrective
action
6.4.4 Maintenance contract / MOE
procedures
6.5 Reliability Programme
6.5.1 Objectives
6.5.1.1 Statement summarising the prime
objectives of the programme
a. Recognise the need for
corrective action
b. Establish what corrective action is
needed
c. Determine the effectiveness of that
action

19
 6.5.1.2 The extent of the objectives should be
directly related to the scope of the
programme
6.5.1.3 All MSG-3 related tasks are effective
and their periodicity is adequate
6.5.2 Identification of items
The items controlled by the programme should
be stated
6.5.3 Terms and definitions
Significant terms and definitions should be
clearly identified
6.5.4 Information sources and collection
6.5.4.1 Sources and procedures in the
Exposition
6.5.4.2 Type of information to be collected
should be related to the objectives,
examples of the normal prime
sources:
a. Pilots Reports
b. Technical Logs
c. Aircraft Access Terminal / On-
board readouts
d. Maintenance Worksheets
e. Workshop Reports
f. Reports on Functional Checks
g. Reports on Special Inspections
h. Stores Issues/Reports
i. Air Safety Reports
j. Reports on Delays and Incidents
k. Other sources: i.e. EDTO/ETOPS,
RVSM, LVO
6.5.4.3 Due account of Continuing
Airworthiness information
promulgated under HKAR-21
6.5.5 Display of information.
Information displayed graphically or
in tabular form or in combination
6.5.5.1 Provisions for “nil returns”
6.5.5.2 Where “standards” or “alert levels”,
information oriented accordingly
6.5.6 Examination, analysis and interpretation of the
information
Method for examining, analysing and
interpreting the information should be
explained
6.5.6.1 Methods of examination may be
varied – content & quantity
6.5.6.2 The whole process should enable a
critical assessment of the
effectiveness of the programme as a
total activity. May involve:
a. Comparisons of operational
reliability with established or
allocated standards
b. Analysis and interpretation of
trends

20
 c. Evaluation of repetitive defects
d. Confidence testing of expected and
achieved results
e. Studies of life-bands and survival
characteristics
f. Reliability predictions
g. Other methods of assessment
6.5.6.3 Range and depth of analysis should
be related to the particular
programme:
a. Flight defects and reductions in
reliability
b. Defects - line and main base
c. Deterioration observed in routine
maintenance
d. Workshop and overhaul findings
e. Modification evaluations
f. Sampling programmes
g. Adequacy of maintenance
equipment and publications
h. Effectiveness of maintenance
procedures
i. Staff training
j. Service bulletins, technical
instructions, etc
6.5.6.4 Contracted maintenance -
arrangements established and details
for information input included
6.5.7 Corrective Actions
6.5.7.1 Procedures / time scales for
implementing corrective actions /
monitoring - should be fully
described and could include:
a. Changes to maintenance,
operational procedures or
techniques
b. Changes requiring amendment of
the approved Maintenance
Schedule
c. Amendments to approved
manuals
d. Initiation of modifications
e. Special inspections / fleet
campaigns
f. Spares provisioning
g. Staff training
h. Manpower and equipment
planning
6.5.7.2 Procedures for effecting changes
should be described
6.5.8 Organisational Responsibilities
Organisational structure – chains of
responsibility should be defined
6.5.9 Presentation of information to CAD
Information submitted to CAD for
approval of the Reliability

21
 Programme:
a. Format and content of routine
reports
b. Time scales for reports /
distribution
c. Format and content of reports
requesting amendments
6.5.10 Evaluation and review
Describe procedures and individual
responsibilities – continuous monitoring of the
effectiveness of the programme
6.5.10.1 Procedures for revising the
“standards” or “alert levels”
6.5.10.2 Criteria to be taken into account
during the review includes:
a. Utilisation (high / low /
seasonal)
b. Fleet commonality
c. Alert Level adjustment criteria
d. Adequacy of data
e. Reliability procedure audit
f. Staff training
g. Operational and maintenance
procedures
6.5.11 Approval of organisation to implement
Maintenance Schedule changes arising from
the Reliability Programme results:
a. Does the Reliability Programme monitor the
content of the Maintenance Schedule in a
comprehensive manner?
b. Is appropriate control exercised by the
owner / operator over the internal validation
of such changes?
6.6 Pooling Arrangements
6.6.1 Pooling information – must be
substantially the same, including:
a. Certification / modification /
Service Bulletin compliance
b. Operational factors
c. Maintenance factors
6.6.2 Is there a substantial amount of
commonality and if CAD agreed?
6.6.3 Is the aircraft on short-term lease?
CAD may permit more flexibility?
6.6.4 Reliability Programme managed by
the aircraft manufacturer if agreed
by CAD

7. CAD required items Compliance

Yes N/A Notes
7.1 Details of who may issue a CRS
7.2 Define which inspections/checks are
considered to be base maintenance
7.3 Maintenance Requirements, in the
absence of manufacturer’s recommendations.
(See Appendix D)

22
 7.3.1 Aircraft battery capacity
check / deep cycle
7.3.2 Emergency equipment
7.3.3 Emergency escape provisions:
a. Portable valise type life-rafts
b. Door & escape chutes / slides
c. Emergency exits / hatches
7.3.4 Flexible hoses
7.3.5 Fuel / oil system contamination
checks
7.3.6 Pressure vessels
7.3.7 Seat belts and harnesses
7.3.8 Airworthiness notices -
applicability
7.3.9 Vital points and control systems
7.3.10 Maintenance applicable to special
operational approvals, if
applicable:
LVO
RVSM
EDTO/ETOPS
MNPS
Transport of dangerous goods
Other (Specify) …….
7.3.11 Customer furnished equipment
7.3.12 Engine & APU condition
monitored maintenance
7.3.13 Mandatory requirements as listed
in Hong Kong Airworthiness
Notices
7.3.14 Flight data recorder systems
7.3.15 Mode “S” transponder ICAO 24-
bit aircraft addresses
7.3.16 In-flight entertainment systems

Completed by: [Name and Position] Signed and Date:

23
Appendix B

Standard Clauses for Insertion in Maintenance Schedule Introductory Pages

The purpose of this Standard Maintenance Practice is to ensure that the introductory pages of
Maintenance Schedules are reasonably consistent and, where applicable, include the following
items. Minor variation in the wording is acceptable providing that the intention remains clear.

1 Annual Utilisation and Maintenance Review

In the preparation of this Maintenance Schedule (provide reference) to meet the

requirements of the Air Navigation (Hong Kong) Order 1995, the recommendations made
by the manufacturers have been evaluated and, where appropriate, have been incorporated.
It is agreed that it is a duty of the Operator or his contracted Maintenance Organisation or
Fleet Technical Management Organisation that subsequent maintenance
recommendations, including airworthiness information promulgated in the Maintenance
Review Board Report, Maintenance Planning Document, Service Bulletins, and Service
Letters, etc., issued by the manufacturers, should be evaluated and, where appropriate,
should be incorporated in this Maintenance Schedule by approved amendment procedures.

The periods/frequencies of the maintenance tasks in this Maintenance Schedule are

generally based on an anticipated annual utilisation within the “range” specified or in the
case of a “figure”, the “figure” remains within plus or minus 25% of that “figure”. In case
of operations outside the “range”, or deviate for 25% or more from the “figure”, the
Operator, or its contracted maintenance organisation, must review the maintenance tasks
and periods with a view to making any necessary adjustments.

In addition to variations in utilisation, the data contained in this Maintenance Schedule

will be reviewed at least annually by the Operator, or its contracted Maintenance
Organisation, to ensure that the detailed requirements continue to be valid in the light of
operating experience.

2 Maintenance Schedule Applicability

This Maintenance Schedule is applicable only to the following aircraft:

Registration Type Serial No.

NOTE: Any changes in aircraft applicability must have prior approval by CAD.

24
3 Flying Times

All periods in this Maintenance Schedule quoted in 'flying hours' are to be calculated and
recorded on a 'Take-Off to Touch-Down' basis.

4 Certification of Maintenance

Attention is drawn to the necessity of ensuring that the appropriate certification of

maintenance is completed. The requirements are specified in the CAD Approval
Document and Endorsements relating to this Maintenance Schedule.

5 Permitted Variations to Maintenance Periods

The periods prescribed by this Maintenance Schedule may be varied subject to the
conditions and limits contained in Permitted Variations to Maintenance Periods stated in
the approved Maintenance Schedule .

6 Airworthiness Directives and Manufacturer’s Service Information

CAD 360 Air Operator’s Certificates Requirements Document Part Two Chapter 4
requires the operator to assess airworthiness directive and manufacturer technical
information. Airworthiness Directives (or documents of comparable intent) are issued by
the Authority responsible for the type design of the aircraft/engine concerned whereas and
manufacturer technical information is in the form of Service Bulletins, Letters,
Information Leaflets, etc. resulting from in-service experience.

Compliance with the mandatory requirements of the Authority responsible for the type
design of the aircraft/engine must be achieved unless this requirement is varied by CAD.

Continuing Airworthiness and other Service Information must be continuously evaluated

by the Operator or the contracted Maintenance Organisation or Fleet Technical
Management Organisation and, where necessary, appropriate action must be taken to
amend the Maintenance Schedule.

7 Fatigue Lives and Airworthiness Limitations Items

Structural 'fatigue' lives and Airworthiness Limitations Items published by manufacturers

are classified by CAD as mandatory for aircraft on the Hong Kong register.

25
8 Maintenance Practices and Procedures

The practices and procedures necessary to accomplish the requirements of this

Maintenance Schedule, or work resulting from its application, should be, as a minimum,
to the standards recommended in:

a) relevant Maintenance, Overhaul and Repair Manuals and where applicable

b) reserved

9 Area or Zonal Inspection

Where the term 'ZONAL' is used in this Maintenance Schedule, this is to be interpreted to
mean that a general visual inspection is made for the general condition, security and leaks
in the structure, systems and components and their installation in the specified zone or
area. The inspection must be of sufficient depth to establish that any significant
deterioration is identified and rectified to ensure that the general quality/condition of the
zone/area is satisfactory until the next higher inspection becomes due.

10 Inspection Standards

Unless otherwise stated, all inspection requirements are to be applied without removing
an item from the aircraft or dismantling the item, group or sub-assembly unless
dismantling is considered essential in order to ensure airworthiness. Where dismantling is
required by this Maintenance Schedule, this is stated against the item concerned.

All significant terms and abbreviations used within this Maintenance Schedule to define
each maintenance task are defined in accordance with the Type Certificate Holder’s
definitions, or, in the absence of formal definition, those quoted in World Airlines
Technical Operations Glossary.

The inspection standards applied to individual inspection tasks must meet the
requirements of the Type Certificate Holder’s recommended standards and practices. In
the absence of specific manufacturers’ guidance, refer to MSG documents published by
the Airlines for America or other approved data, as appropriate.

11 Condition Monitored Maintenance/Reliability Programme

The method of data collection, analysis, corrective actions and reporting specified for the

26
 implementation of this Approved Maintenance Schedule is prescribed in the current
Reliability Programme Ref. XXXX, which constitutes part of the Maintenance Schedule.

12 Maintenance Requirements

The introductory page should state that in the absence of manufacturer’s recommendations,
the maintenance requirements stipulated in Appendix D and listed below should be
adhered to by operators.

a) Aircraft battery capacity checks

b) Emergency equipment
c) Emergency escape provisions (as applicable)
d) Flexible hoses
e) Fuel/oil system contamination checks
f) Pressure vessels
g) Seat belts and harnesses
h) Hong Kong Airworthiness Notices
i) Vital points and control systems
j) Maintenance applicable to specific aircraft operations
k) Customer or buyer furnished equipment
l) Engine and APU maintenance programme
m) Mandatory requirements – Airworthiness directives and manufacturer’s service
information
n) Flight recorder systems
o) Mode “S” transponder ICAO 24-bit aircraft addresses
p) In-flight entertainment systems

27
Appendix C
OPERATOR’S CERTIFICATION STATEMENT

In the preparation of this Maintenance Schedule to meet the requirements of AN(HK)O 1995
Article 9 and HKAR-1, the recommendations made by the aircraft, engine and equipment
manufacturers have been evaluated and, where appropriate, have been incorporated.

This Maintenance Schedule lists the tasks and identifies the practices and procedures, which
form the basis for the scheduled maintenance of the aircraft. The operator undertakes to ensure
that these aircraft will continue to be maintained in accordance with this Schedule.

The data contained in this Schedule will be reviewed for continued validity at least annually in
the light of operating experience.

It is accepted that this Schedule does not prevent the necessity for complying with any new or
amended regulations or requirements published by CAD from time to time where these new or
amended regulations may override elements of this Schedule.

It is understood that compliance with this Schedule alone does not discharge the operator from
ensuring that the Schedule reflects the maintenance needs of the aircraft, such that continuing
safe operation can be assured. It is further understood that CAD reserves the right to suspend,
vary or cancel the approval of the Maintenance Schedule if the CAD has evidence that the
requirements of the Maintenance Schedule are not being followed or that the required standards
of airworthiness are not being maintained.

Name ........................................................... Position.................................................

Signed .............................................................................................

For and on behalf of operator:.........................................................

Date: ...............................................................................................

NOTE: The post holder identified above is either the Accountable Manager or Quality
Manager of the operator or when the aircraft’s continuing airworthiness management is
contracted to an approved organisation, the Accountable Manager or Quality Manager of such
organisation.

28
Appendix D
MAINTENANCE REQUIREMENTS

(1) AIRCRAFT BATTERY CAPACITY CHECKS

Aircraft batteries shall be maintained in accordance with the manufacturer’s

recommendations. In the absence of any manufacturer’s instructions, the following
periods apply:

a) Lead acid Battery – not exceeding 3 months.

b) Ni-Cad Battery – not exceeding 4 months.

(2) EMERGENCY EQUIPMENT

The required Emergency Equipment will be maintained to a schedule based on the

equipment manufacturer’s recommendations. In addition, the following requirements are
complied with in the Maintenance Schedule:

Emergency equipment is to be checked for correct complement, stowage, installation and

expiry date(s) at suitable periods.

First Aid Kit(s) contents are checked at periods not exceeding 12 months.

(3) EMERGENCY ESCAPE PROVISIONS (as applicable)

a) Portable Valise Type Life rafts

At the appropriate Overhaul Period, 10% of all life rafts installed in fleets will be test
inflated using system bottle and release mechanisms.

b) Reserved.

c) Emergency Exits/Hatches
All emergency exits and hatches are functioned by both internal and external means at
periods specified in this Maintenance Schedule. In the absence of the manufacturer’s
specific recommendations, these should occur at suitable periods not exceeding six
months of elapsed time.

(4) FLEXIBLE HOSES

Flexible hoses shall be inspected, overhauled or life limited in accordance with the

29
 manufacturer’s recommendations.

In the absence of manufacturer’s recommendations, hoses shall be subject to a schedule

of pressure testing at periods not exceeding six years from installation and at three years
intervals thereafter, or in accordance with an alternative schedule as agreed by CAD.

(5) FUEL/OIL SYSTEM CONTAMINATION CHECKS

Consumable fluids, gases etc. uplifted prior to flight will be of the correct specification,
free from contamination, and correctly recorded.

Fuel system water drain checks are to be carried out in accordance with operator’s
Maintenance Management Exposition procedures.

The procedures shall be in accordance with the manufacturer’s recommendations. In

the absence of manufacturer’s recommendations, the frequency of the water drain checks
shall be approved by the CAD.

(6) PRESSURE VESSELS

Oxygen/Nitrogen pressure vessels are to be overhauled or tested in accordance with

manufacturer’s recommendations. In the absence of any such recommendations the
periods specified in British Standard Institute Standard (BSI) BS5430-2 should be
followed.

(7) SEAT BELTS AND HARNESSES

In the absence of manufacturer’s recommendations, all installed seat belts and harnesses
shall be subject to a schedule of Detailed Visual Inspection at periods not exceeding six
months.

(8) HONG KONG AIRWORTHINESS NOTICES

Hong Kong Airworthiness Notices detail additional maintenance requirements.

Procedures are in place to assess all Airworthiness Notices on a continuing basis for
applicability to aircraft maintained to this Maintenance Schedule. Where necessary,
relevant maintenance tasks should be included in the Maintenance Schedule.

30
(9) VITAL POINTS AND CONTROL SYSTEMS

Whenever inspections are made or work is undertaken on vital points in flying or engine
control systems, a detailed investigation must be made on completion of the task to ensure
that all tools, rags or any other loose articles which could impede the free movement and
safe operation of the system(s) have been removed and that the system(s) and installation
in the aircraft zone are clean and unobstructed.

If, as a result of the application of the Maintenance Schedule, any part of either the main
or any associated system is dismantled, isolated, adjusted, repaired or renewed, that part
of the system(s) which has been disturbed shall be subjected to a duplicate/independent
inspection, with free movement, range, direction and tension checks and shall be certified
in accordance with HKAR-1 Sub-section 1.6-2.

NOTE: Independent inspection serves the purpose of ‘Duplicate Inspection’ as stipulated

in various Hong Kong airworthiness requirements. ‘Duplicate inspection’ will be
phased out with effect from 1 January 2020.

(10) MAINTENANCE APPLICABLE TO SPECIFIC AIRCRAFT OPERATIONS

The Maintenance Schedule contains the necessary tasks required to ensure continued
compliance with additional specific authorisations/approvals:

 Low Visibility Operations (LVO)

 Minimum Navigation Performance Specifications (MNPS)
 Reduced Vertical Separation Minima (RVSM)
 Extended Diversion Time Operations (EDTO)/Extended Range Twin Operations
(ETOPS)
 Others (Specify)

(11) CUSTOMER OR BUYER FURNISHED EQUIPMENT

The Maintenance Schedule contains the necessary tasks required to ensure the continued
airworthiness of customer or buyer furnished equipment fitted to the aircraft.

(12) ENGINE AND APU MAINTENANCE PROGRAMME

For engines and APUs which are controlled by a Reliability Centered Maintenance or

31
 Condition Monitored Maintenance Programme, compliance with CAD 418.

Note: For engines and APUs controlled by a fixed Hot Section Inspection and Overhaul
Life, no entry is required.

(13) MANDATORY REQUIREMENTS – AIRWORTHINESS DIRECTIVES AND

MANUFACTURER’S SERVICE INFORMATION

HKAR-1 Sub-section 1.6-6 requires Operators to institute a system for the assessment of
continuing airworthiness information. An Airworthiness Directive (AD) is a document
issued or adopted by the Authority of the State of Registry of an aircraft which mandates
the actions to be performed to restore an acceptable level of safety to an aircraft when an
unsafe condition has been identified.

The constructor/manufacturer issues technical information in the form of Service

Bulletins, Letters, Information Leaflets, etc. resulting from in-service experience.
Compliance with the mandatory requirements of the Authority responsible for the type
design of aircraft and equipment must be achieved unless the requirement is varied by the
Director-General of Civil Aviation.

Continuing Airworthiness and other Service Information must be continuously evaluated

by the Operator or the contracted Maintenance Organisation or the Fleet Technical
Management Organisation and, where necessary, appropriate action must be taken to
amend the Maintenance Schedule.

(14) FLIGHT RECORDER SYSTEMS

The Maintenance Schedule should contain the necessary tasks required to ensure that
flight recorders, which include flight data recorders and cockpit voice recorders, remain
serviceable with regard to the parameters to be recorded and the duration of the recording.
In addition to the maintenance requirements stipulated by the aircraft and recorder
manufacturers, the requirements of Hong Kong Airworthiness Notice No. 36F shall be
complied with.

(15) MODE “S” TRANSPONDER ICAO 24-BIT AIRCRAFT ADDRESSES

The correct Mode S address should be periodically confirmed for each transponder
installed on the aircraft, via a field test set at an appropriate maintenance opportunity (not

32
 to exceed a 2-year period). This task should be incorporated into the Maintenance
Schedule.

(16) IN-FLIGHT ENTERTAINMENT SYSTEMS (IFE)

Hong Kong Airworthiness Notice No. 65 is issued specific to IFE installations, which
should be addressed and form part of the periodic schedule review. Appendix No. 1 to
Hong Kong Airworthiness Notice No. 65 provides detailed guidance on the development
of IFE scheduled maintenance tasks and solutions.

33
Appendix E

Reserved.

34
Appendix F

MAINTENANCE SCHEDULE APPROVAL

CAD Approval Reference: ……………………………………………………………………..

Operator's Schedule Reference …………………………….. Issue No. ……... Dated ……...

Operator(s)………………………………………………………………………………………………

Aircraft Applicability………….. ……………………………………………………………………….

For the purpose of……………... ……………………………………………………………… Flying.

1. CONDITIONS

(a) The maintenance requirements must be completed within the period specified in the Maintenance
Schedule, and the Maintenance Schedule shall be approved by CAD.

(b) All amendments/alterations to the Schedule shall be approved by the CAD. No change to the Conditions
or the Endorsement(s) shall be made other than by the CAD.

(c) Prior permission of the CAD shall be obtained before any maintenance check is sub-divided.

(d) Ensure all the recommendations made by Aircraft or Equipment Manufacturers in Maintenance Manuals,
Recommended Maintenance Schedules, Service Bulletins and other technical service information are
evaluated and, where appropriate, initiate Maintenance Schedule amendments.

(e) In addition to the accomplishment of the maintenance actions prescribed in the Maintenance Schedule,
compliance shall also be established with all appropriate mandatory requirements issued by the CAD and
by the Type Certification Authority of the aircraft. Retirement life limitations prescribed by
manufacturers shall also be observed unless otherwise directed by the Director-General of Civil Aviation,
normally through the medium of Hong Kong Airworthiness Notices or CAD Additional Airworthiness
Directives.

(f) Non-compliance with any of the Conditions of the Maintenance Schedule Approval shall invalidate the
approval of this Maintenance Schedule.

35
2. CERTIFICATION OF MAINTENANCE

(a) Work carried out on aircraft maintained to this Maintenance Schedule requires the following certification:

(i) A Certificate of Maintenance Review (CMR)

(ii) A Certificate of Release to Service (CRS)

(b) A Maintenance Review must be carried out.

(c) A CRS must be issued whenever a Scheduled Maintenance Inspection has been carried out, except Pre-
flight Check where no CRS is required.

3. GENERAL CONDITIONS

(a) To ensure that Supplementary Special Inspection, Overhaul, Placard and Notice Requirements related to
the specific aircraft are accurately entered in the appropriate supplement pages of the Schedule.

4. PERMITTED VARIATIONS TO MAINTENANCE PERIODS

1. Where the manufacturer has not prescribed tolerances or permitted variations in its maintenance schedule
recommendations, then the permitted variations to maintenance periods described in sub-paragraphs 4 (a)
to (e) shall apply. The Operator(s) may vary the periods prescribed by this Schedule provided that such
variations are within the limits of the sub-paragraphs.

2. When the manufacturer has prescribed tolerances or permitted variation in this maintenance schedule
recommendations, then these will apply. The details must be specified in the approved Maintenance
Schedule. The periods prescribed by the approved Maintenance Schedule may be varied provided that
such variations are within the manufacturer's prescribed permitted tolerances or permitted variations.
Sub-paragraphs 4 (a) to (e) shall not apply to this type of variation.

3. Variations shall be permitted only when the periods prescribed by the approved Maintenance Schedule
(or documents in support of the approved Maintenance Schedule) cannot be complied with due to
circumstances which could not have been reasonably foreseen by the Operator.

4. The decision to vary any of the prescribed periods shall be made only by the authorised person or its
contracted organisation for the management of the Maintenance Schedule per the approved Aircraft
Maintenance Schedule procedures. Particulars of every variation so made shall be entered in the
appropriate Log Book(s).

(a) Items Controlled by Flight Hours

Period Involved Maximum Variation of the Prescribed Period

(i) 5000 flight hours or less 10%

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 (ii) More than 5000 flight hours 500 flight hours

(b) Items Controlled by Calendar Time

Period Involved Maximum Variation of the Prescribed Period

(i) 1 year or less 10% or 1 month, whichever is the lesser

(ii) More than 1 year but not 10% or 2 months, whichever is the lesser
exceeding 3 years

(iii) More than 3 years 3 months

(c) Items Controlled by Flight Cycles

Period Involved Maximum Variation of the Prescribed Period

(i) 500 flight cycles or less 10% or 25 flight cycles, whichever is the lesser

(ii) More than 500 flight cycles 10% or 500 flight cycles, whichever is the lesser

(d) Items Controlled by More Than One Limit. For items controlled by more than one limit,
e.g. items controlled by flight hours and calendar time or flight hours and flight cycles, the more
restrictive limit shall be applied.

(e) Items Already Subject to CAD Trial Extension Programme. For an item already subject to
an agreed CAD trial extension programme, the trial period may be varied by a maximum of 50
flight hours only provided that such a variation is not specifically excluded by the agreed trial
extension programme.

NOTES:

(1) The variations permitted above do not apply to:

(a) Those components for which an ultimate (scrap) or retirement life has been prescribed
(e.g. primary structure of components with limited fatigue lives and high energy rotating
parts or which containment is not provided). Details concerning all items of this nature
are included in the Type Certificate Holder's documents or manuals.

(b) Those tasks included in the Maintenance Schedule, which have been classified as
mandatory by the Type Certificate Holder or the CAD.

(c) Certification Maintenance Requirements (CMR).

(2) Certain tasks under NOTES (1) (a) to (c) may be varied under a separate scheme specifically
approved by the CAD. Such scheme shall be further defined in the General Rules / Sectional
Rules of the individual Approved Maintenance Schedule.

(3) Air Navigation (Hong Kong) Order 1995, Hong Kong Airworthiness Notices and Hong Kong
Aviation Requirements may override these paragraphs 4(a) to (e).

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Appendix G
Reserved.

38
Appendix H

Reserved.

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Appendix I

MAINTENANCE SCHEDULE AMENDMENT REQUEST FORM

CAD Maintenance Schedule Ref: ____________________ Issue / Revision No: __________________________ Aircraft Type: __________________

Operator Maintenance Schedule: _______________________ Issue / Revision Date: ________________________

Item Action to be taken Justification CAD Remarks

1. Introduction page A Replace with a new page Introduction of new check cycle

dated…………………………

2. Introduction page B Replace with a new page Introduction of Aircraft

Registration B-………………
dated…………………………

3. Page 45 – Item E12 Replace with a new page Revision of forward and aft pressure
bulkhead inspection requirements.
dated………………………… In accordance with manufacturer’s
latest requirements

COMPLIANCE STATEMENT: This Maintenance Schedule complies with the manufacturer’s minimum maintenance and inspection requirements and
the requirements of the Civil Aviation Department for the airframe, engines (on wing), systems and components except wherein previously or hereby
approved by the Civil Aviation Department.

Signed: __________________________________ Position: ________________________________________ Date: _________________

Organisation: ______________________________ on behalf of : _____________________________________

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