Aerospace Engineering EAS3103

AIR LEGISLATION

(REVISED, JULY 2011)

CONTENTS Subject / Topic Contents Cover Page Page (i)-(ii) I

Objectives & Learning Outcomes 1 Definitions and Abbreviations 2-3 Chicago Convention 4 International Civil Aviation Organisation (ICAO) 4-5 ICAO Annexes (included) 5A Malaysias Civil Aviation Regulatory Framework Department of Civil Aviation (DCA) 6 History of DCA 7-8 Airworthiness Division 9 Malaysian Civil Aviation Regulations (MCAR) 10-11 Airworthiness Notices 12 Important Foreign Airworthiness Authorities UK CAA & BCAR 13-14 FAA & FAR 15 JAA & JAR, Transition from JAA to EASA 16-17 CASA, LBA, and TC 18 Maintenance Engineers Licences 19-21 Airworthiness Notice No. 3 22-27 Airworthiness Notice No. 5 28 Airworthiness Notice No. 6 29 Airworthiness No. 7 30 Airworthiness Notice 10 31 Penalties 32 Certificate of Registration(C of R) 33 Aerial Application Certificate 34 A Typical C of R (Example) 35 Type Certification of Aeronautical Products 36-38 A Typical Type Certificate (TC) 39 Minimum Equipment List (MEL) 40 Defect Deferment Procedure 41 Weight Schedule 42 A Typical Weight Report (Example) 43 Approval of Modification 44-45 A Typical STC 46 External, Internal Markings and Signs 47 Certificate of Airworthiness (C of A) 48 Certificate of Airworthiness Recommendation 49 C of A Renewal Procedure 50 A Typical example of Malaysian C of A 51 Certificate of Airworthiness for Export 52 A Typical example for C of A For Export 53 Aircraft Flight Manual 54 Special Conditions Relating to Experimental or Test Flights A Condition, Certificate of Fitness for Flight 55-56 2

B Condition 57 C Condition 58 CONTENTS Continued

Subject / Topic Aircraft Equipment requirements Radio Station Licence and Approval A Typical radio Licence (Example) Design Organisations Inspection Organisations Approved Maintenance Schedule / Programme Primary Maintenance Processes LAMS Star Inspections Aircraft Maintenance Manual Aircraft Repair Manual Stores Systems Stores Release of Parts Bogus Parts / Unapproved Parts A Typical ARC / AAT A Typical example of completed ARC / AAT A Typical example of completed JAA Form One A Typical example of completed FAA Form 8130-3 Log Books Technical Log Book A Typical example of completed Tech Log Supplementary Tech Log Requirements Aircraft Log Book Engine and Propeller Log Book Modification Log Book Air Operators Certificate (AOC) Certificate of release to service (CRS) A Typical Duplicate Inspection Form A Typical example of completed Worksheet A Typical example of completed CRS-SMI / Maintenance Statem,ent Certificate of Maintenance Review (CMR) Statement A Typical CMR (Example) Defect Reporting Scheme A Typical example of completed MOR BCAR Section L Licensing Aircraft Maintenance Engineers Mandatory Modifications and Inspection (Airworthiness Directives) - DCA Requirements Mandatory Modifications and Inspections (British Requirements) Non-UK Manufactured Aircraft and Parts (Foreign) / FAA ADs JAR 21 Certification Procedures for Aircraft and Related Products Parts JAR 23 Normal, Utility, Aerobatic, and Commuter Category of Aeroplane JAR 25 Large Aeroplanes JAR 29 Large Rotorcraft JAR 66 Certifying Staff maintenance JAR 145 Approved Maintenance Organisations JAR 147 Approved Maintenance Training / Examinations JAR-OPS

Page 59 60 61 62 63 64-65 66 67 (Supplemental) (Supplemental) 68-69 70 71 72-73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90 92-93 94 95-97 98 99 100 101 102 103 104 105 106-112 113 114

OBJECTIVES & LEARNING OUTCOMES OBJECTIVES To impart the applicable knowledge on Regulations and Requirements so that the understanding and compliance of which shall contribute to good and safe practices in respect of aircraft maintenance operations.

LEARNING OUTCOMES At the end of this lesson, the students will be able to: Understand and have general appreciation of principles and familiarization of the Regulations and Requirements in respect of civil aircraft maintenance.

WHAT YOU WILL LEARN 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. Definitions and Abbreviations International Civil Aviation Framework Foreign National Airworthiness Authorities & Applicable Publications Malaysian Civil Aviation Regulatory Framework Maintenance Engineers Licences Certifications Aircraft, Engine and Propeller Log Book Technical Log Aircraft Documentation and Requirements Approvals Defect Reporting DCA Requirements Joint Airworthiness Authorities Requirements

DEFINITIONS AND ABBREVIATIONS contd

ABBREVIATIONS AMEL means Aircraft Maintenance Engineers Licence. ATA means Air Transport Association. BCAR means British Civil Airworthiness Requirements. DCA means Department of Civil Aviation, Malaysia. EASA means European Aviation Safety Agency CAA UK means Civil Aviation Authority, United Kingdom. FAA means Federal Aviation Administration, United States FAR means Federal Aviation Regulation. ICAO means International Civil Aviation Organisation. JAA means Joint Aviation Authorities. JAR means Joint Aviation Requirements. MCAR means Malaysian Civil Aviation Regulations.

ICAO ANNEXES
Outlines the standards and recommendation practices (SARPs). Not mandatory but advisory in nature. Consists of 18 annexes: Annex 1 Annex 2 Annex 3 Annex 4 Annex 5 Annex 6 Annex 7 Annex 8 Annex 9 Annex 10 Annex 11 Annex 12 Annex 13 Annex 14 Annex 15 Annex 16 Annex 17 Annex 18 Personnel licensing. Rules of the air. Meteorological service for international air navigation. Aeronautical charts. Units of measurement to be used in air and ground operation. Operation of aircraft. Aircraft nationality and registration mark. Airworthiness of aircraft. Facilitation. Aeronautical telecommunications. Air traffic services. Search and rescue. Aircraft accident investigation. Aerodrome. Aeronautical information services. Environmental protection. Security. The safe transport of dangerous good by air.

Most significant annexes to aircraft engineer are: > Annex 1 Personnel licensing. It provides information on licensing for: * Flight crew. * Air traffic controller. * Aircraft maintenance personnel. > Annex 6 Operation of aircraft. It enumerates specification that ensures safety above a prescribed minimum in similar personnel. > Annex 8 Airworthiness of aircraft. It specifies uniform procedures for certification and inspection of aircraft.

INTERNATIONAL CIVIL AVIATION ORGANISATION (ICAO) contd The purpose of ICAO: To promote multilateral agreements between nations in order that international civil aviation may be developed in a safe and orderly manner and that international air transport services may be establish on the basis of equality of opportunity and operated soundly and economically. One of ICAOs chief activities is standardisation, the establishment of International Standards, Recommended Practices and Procedures covering the technical fields of aviation, which include: Licensing of personnel Air traffic services Aeronautical information services Aircraft accident investigation Aeronautical charts Aeronautical meteorology Units of measurement Aerodromes Aircraft noise and engine emissions Search and rescue Nationality and registration marks Airworthiness Aeronautical communications Rules of the air Security and the safe transport of dangerous goods Operation of aircraft

After a Standard is adopted it is put into effect by each ICAO Contracting State in its own territories. As aviation technology continues to develop rapidly, the Standards are kept under constant review and amended as necessary.
Website: www.icao.int

CONTRACTING STATES
Contracting States are any States/Countries that are parts to the Chicago Convention. Currently, ICAO comprise of over 189 Contracting States. Malaysia, as a Contracting State is bound to the Chicago Convention. Malaysia adopts ICAOs Standards and Recommended Procedures (SARPs) as basis for its own Civil Aviation Regulations.

MALAYSIAS CIVIL AVIATION REGULATORY FRAMEWORK Being a Contracting State, Malaysias government ratifies the Chicago Convention and Annexes thereto through its civil aviation regulating Act, the Civil Aviation Act 1969. The Act provides power to the Minister to make regulations necessary to give effect to and for the better regulating nations civil aviation activities.

The regulations prescribed under the Act are cited as Civil Aviation Regulations 1996 and shall come into force on 1 April 1996. These regulations are commonly known as Malaysian Civil Aviation Regulations 1996 (MCAR). MCAR consists of 204 Regulations in 16 Parts, and 16 Schedules Prior to the MCAR coming into force, Malaysia adopted the Air Navigation Order (of the United Kingdom) as means to regulating civil aviation. Department of Civil Aviation (DCA) Malaysia

Department of Civil Aviation (DCA) Malaysia is established as an organisation under the Ministry of Transport Malaysia to provide efficient and safe air transportation. Organising itself under following Divisions:
FLIGHT OPERATIONS AIR TRAFFIC SERVICES (ATS) AIR TRANSPORT AVIATION SECURITY CIVIL AVIATION COLLEGE AIRWORTHINESS AIRPORT STANDARDS MANAGEMENT & FINANCE FLIGHT CALIBRATION ATS INSPECTORATE

The DCA is charged with the responsibilities to administer and regulate the civil aviation industry in Malaysia and is headed by the Director General of Civil Aviation (DGCA) Regulatory enforcement via legislation to ensure the aviation industry complies with the regulations as specified in the MCAR. DCA administers aviation safety and regulatory programmes.
In pursuant to MCAR 1996 the DCA issues Airworthiness Notices (AN). All Notices are concerned with matter affecting airworthiness of civil aircraft; the colour of paper of which they are printed indicates the type of information contained therein: (a) (b) Pink paper Notices which include items with a mandatory compliance requirement White paper Notices which contain general information, administrative and technical procedures

HISTORY OF DCA
1911 First heavier-than-air aeroplane lands at Kuala Lumpur (Antoinette Monoplane piloted by Mr. G. P. Fuller) 1924 First commercial flight to Malaya, operated by KLM, lands at Alor Star (a Fokker FV II) 1935 Management unit for Civil Aviation formed, headed by Director of Public Works Dept. Singapore. 1947 DCA formed in Singapore. First Director, Mr. S. E. Storror. 1948 Air Traffic Control (ATC) conducted for DCA by British Army. DCA emplaced under Ministry of Lands, Mines & Communications. 1953 DCA formed in Kuala Lumpur under a Director General of Civil Aviation, Federation of Malaya. DCA emplaced under Ministry of Posts & Communication. First Director General Mr. N. A. Oxford. Air Navigation Order (ANO) legislated. 1956 Kuala Lumpur Airport (Sungei Besi) becomes an International Airport. 1957 Malaysia becomes a member state of ICAO. First international flight to Europe by BOAC using a Bristol Britrannia aircraft. 1958 All Malaysian aircraft registered as 9M 1965 New Kuala Lumpur International Airport at Subang opens. 1976 DCA becomes a self-accounting department under Ministry of Transport. DCA responsible for administering 20 Airports including 4 International Airports. Kuala Lumpur and Kota Kinabalu FIRS established. ATC Primary Radar Service for Area Control within the KL FIR. 1981 Civil Aviation College (CAC) replaces the Civil Aviation Training Centre at Subang Airport. School of Aviation Security opens at Penang Airport. 1984 CAC commences international courses under Malaysian Technical Co-operation Programme.

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AIRWORTHINESS DIVISION, DCA The Division is headed by Director of Airworthiness. AIRWORTHINESS ACTIVITIES : Registration of all civil aircraft Certification of aircraft standards Licensing of aircraft maintenance engineers Approval of organizations for maintenance aircraft and equipment. Certification of aircraft manufacture Aircraft accident investigations Approval of Aircraft design centre.

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MALAYSIAN CIVIL AVIATION REGULATIONS (MCAR) 1996

Published by Authority as Civil Aviation Regulations 1996 and became effective on 1st April 1996. MCAR consists of 204 Regulations in 16 Parts, and 16 Schedules. Regulations/Parts which are of significance to the maintenance personnel: > > > > > > > > Regulations 3, 4, 5, and 6 in Part II Registration of Aircraft Regulation 24, under Part IV Air Operators Certificate Regulations 26 and 27 under Part V Chapter 1 Certificate of Airworthiness Regulations 28 31 under Part V Chapter 2 Maintenance of Aircraft Regulations 32 35 under Part V Chapter 3 Equipment of Aircraft Regulations 36 38 under Part V Chapter 4 General Provisions Regulations 82 88 under Part IX Documents and Records Regulations 103 and 104 under Part XI Chapter 1 Aerodromes

Regulations 194 and 195 under Part XVI General

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MALAYSIAN CIVIL AVIATION REGULATIONS (MCAR) contd Schedules which are of significance to maintenance personnel: > First Schedule > Second Schedule > Third Schedule > Fourth Schedule > Fifth Schedule > Six Schedule > Seventh Schedule > Tenth Schedule > Thirteenth Schedule > Sixteenth Schedule
Ref: MCAR 1996

Table of Classification of Aircraft Special Conditions Relating to Experimental or Test Flights Categories of Aircraft and Purpose of Flights Maintenance Engineers: Privileges of Licences Aircraft Equipment Radio and Radio Navigation Equipment to be carried in Aircraft Aircraft, Engine and Propeller Log Books Document to be carried by Malaysian Aircraft Public Transport Penalties

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AIRWORTHINESS NOTICES (ANs) Airworthiness Notices are issued by the DCA. Purpose To circulate information to all concerned with the airworthiness of civil aircraft. Mandatory matters covered in Airworthiness Notices are either absent or insufficiently covered or highlighted by other airworthiness publications. Clarify the DCAs interpretation of certain airworthiness matters. Color of paper printed indicates the type of information contained therein. > Pink paper > White paper notices which include item with a mandatory compliance requirement. notices where contain general information, administrative and technical procedures.

Complete set of Airworthiness Notices are to be obtained by: > Holders of Malaysian Aircraft Maintenance Engineers Licences. > Organisations approved by DCA under the MCAR. > Operators of Malaysian Registered aircraft. Airworthiness Notices related to AMEL are: Notice No. 3 Licensed Aircraft Maintenance Engineers certification responsibilities of the type-rated Engineers/Company Approval Holders/Authorisation Holders in relation to Malaysian Civil Aviation Regulations. Notice No. 5 Applications for Malaysian Aircraft Maintenance Engineers Licences Notice No. 6 Renewal of Aircraft Maintenance Engineers Licences Notice No. 7 Issue of Malaysian Aircraft Engineers Licences to persons who hold equivalent licences issued by foreign countries. Notice No. 10 Aircraft Maintenance Engineers Licences - type ratings.

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IMPORTANT FOREIGN AIRWORTHINESS AUTHORITIES

Due to their pre-eminent status, the states listed below, stem the fact that the civil aviation activities are among the most numerous and most advance in the world. Their civil aviation codes and administration serve as a model for the rest of the world. These States are: > United Kingdom > Australia > Canada > United State of America > States in European Union

CIVIL AVIATION AUTHORITY OF UNITED KINGDOM (UK CAA)

The Civil Aviation Authority (CAA), which is a public corporation, was established by Parliament in 1972as an independent specialist aviation regulator and provider of air traffic services. Following the separation of air traffic services from CAA in 2001, the CAA is now the UKs independent aviation regulator, with all civil aviation regulatory functions (economic regulation, airspace policy, safety regulation and consumer protection) integrated within a single specialist body. The UK Government requires that the CAAs costs are met entire from its charges on those whom it regulates. Unlike any other countries, there is no direct Government funding of the CAAs work. Serve as advisor to the DCA of Malaysia. Its airworthiness codes form the basis for Malaysian airworthiness codes. Many commonwealth countries follow the UK CAAs codes of airworthiness as guideline.

BRITISH CIVIL AIRWORTHINESS REQUIREMENTS (BCAR)

Published by UK CAA. Divided into various Sections. Guidelines to DCA for regulatory purposes. Comprises of minimum; > Technical requirements > Administrative procedures that form the basis for: * Certification and continued airworthiness procedures. * Approval of Manufacturing and Maintenance Organisations. * Construction of aircraft. * Approval of Design Organisations. * Approval of equipment. * Approval of Personnel. Website: www.caa.co.uk.

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BRITISH CIVIL AVIATION REQUIREMENT (BCAR) Contd BCARs set out within the framework of: > > Current knowledge. Permissive objective to those concerned with the design, construction and maintenance of aircraft to show possible alternative method of compliance which would offer equivalent airworthiness.

BCARs are sub-divided into the following sections: Section A Airworthiness procedures where the CAA has primary responsibility for type approval of the product (CAP 553). Section B Airworthiness procedure where the CAA does not have primary responsibility for type approval of the product (CAP 554). Section L Licensing Aircraft Maintenance Engineers (CAP 468) Section M Emission Certificate (CAP 514). Section N Noise (CAP 469).

Note: Requirements prescribed in Sections A & B which are of significant importance to aircraft maintenance shall be discussed later in this lesson. Section Q Section R Section S Section T BCAR 31 Non-rigid Airship (CAP 471) Radio (CAP 472) Small Light Aeroplane (CAP 482) Light Gyroplane (CAP 643) Manned Free Balloons (CAP 494)

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FEDERAL AVIATION ADMINISTRATION OF UNITED STATE (FAA) Issue and enforces rules, regulations and minimum standards to the aerospace industry in the US. Global influence due to massive presence of US aviation activities worldwide, including aeronautical products (e.g. aircraft, engines, propellers, etc.). Website: www.faa.gov FEDERAL AVIATION REGULATIONS (FARs) The Federal Aviation Regulations, or FARs, are rules prescribed by the Federal Aviation Administration (FAA) governing all aviation activities in the United States. The FARs are part of the Code of Federal Regulations. A wide variety of activities are regulated, such as: airplane design, typical airline flights, pilot training activities, hot-air ballooning and even model rocket launches. The rules are designed to promote safe aviation, protecting pilots, passengers and the general public from unnecessary risk. The FARs are organised into 50 separate titles arranged in major topics and divided into appropriate number of chapters. Each chapter is divided into numbers sub-chapters by topics. Each sub-chapter is made up of individual parts. Each part may be further divided into sub-parts.

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JOINT AVIATION AUTHORITIES OF THE EUROPEAN UNION (JAA) The JAAs work started in 1970. It is an association body of the European Civil Aviation Conference (ECAC) representing the civil aviation regulatory authorities of a number of European States who have agreed to co-operate in developing and implementing common safety regulatory standards and procedures. This co-operation is intended to provide high and consistent standards of safety and a level playing field for competition in Europe. Much emphasis is also placed on harmonising the JAA regulations with those of the USA. The objectives of JAA are: > Aviation Safety > Transition from JAA to EASA > Business Effectiveness > Worldwide Aviation Safety > Consolidation of Common Standards www.jaa.nl JOINT AVIATION REQUIREMENTS (JARs) Joint requirements developed and adopted by JAA Member States in the field of aircraft design and manufacture, aircraft operations and maintenance, and the licensing of aviation personnel. Published as Joint Aviation Requirements (JARs), including Advisory Material. JARs that are of importance to aircraft maintenance engineering are as follows: 1) JAR-1 : Definitions and Abbreviations, and associated AM & GM 2) 3) 4) 5) 6) 7) JAR-145: Approved Maintenance Organisations, and associated AM & GM JAR-E : Engines JAR-P : Propellers JAR-TSO: Joint Technical Standard Orders JAR-OPS Part 1: Commercial Air Transportation (Aeroplanes), AM & GM JAR-OPS Part 3: Commercial Air Transportation (Helicopters), AM & GM

Website:

Amendment is issued in grey papers when Notice Proposed Amendment (NPA) has been approved by JAA.

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TRANSITION FROM JAA TO EASA

EASA means European Aviation Safety Agency. The establishment of EASA will cause changes to the JAA system and organisation. Since 2002 JAA has actively participated to the activity for the transition from the JAA system to EASA by developing, in consultation with the Commission, a transition plan focused on regulatory aspects. Such a single authority will soon be a reality with the recent adoption of a European Parliament and Council Regulation (EC), which puts in place a Community system of air safety and environmental regulation and creates an aviation safety agency.

The Creation of EASA The European Community and other entities involved in the sector have sought for a long time to give Europe a real aviation safety authority, like the FAA of the United States, which would be able to: draw-up common standards to ensure the highest level of safety and environmental protection; oversee their uniform application across Europe and; promote them at world level

Such a single authority will soon be a reality with the recent adoption of a European Parliament and Council Regulation (EC), which puts in place a Community system of air safety and environmental regulation and creates an aviation safety agency. EASA will develop its know-how in all the fields of aviation safety and environmental protection in order to assist Community legislators in the development of common rules for: > > > > > the certification of aeronautical products, parts and appliances; the approval of organisations and personnel engaged in the maintenance of these products; the approval of air operators; the licensing of air crew; the safety oversight of airports and traffic services operators.

Ref:

www.easa.eu.int

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CIVIL AVIATION SAFETY AUTHORITY of AUSTRALIA (CASA) CASAs primary function under the Civil Aviation Act 1988 is to conduct the safety regulation of civil air operations in Australia territories, and the operations outside Australia territories. www.casa.gov.au LUFTFAHRT-BUNDESAMT (LBA) of GERMANY Among other tasks, the LBA is responsible for the supervision of aviation industry. This supervision is limited to companies designing, manufacturing and maintaining aeronautical products which are subject to approval. The LBA participates in the elaboration of aviation regulations, which are enacted by the Federal Ministry of Transport, Building and Housing (BMVBW). Implementation orders to the regulations are issued by the LBA. www.lba.de TRANSPORT CANADA (TC) Responsibilities Transport Canada is responsible for most of the transportation policies, programs and goals set by the Government of Canada to make sure the national transportation system is safe, efficient, environmentally sound and accessible to all its users. Website: www.tc.gc.ca

Website:

Website:

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MAINTENANCE ENGINEERS LICENCES

Malaysian Aircraft Engineers Licences are granted in accordance with the current standards of the ICAO contained in Annex 1 to the Convention. The requirements for the grant, extension and renewal of Aircraft Maintenance Engineers Licences are referred to in Airworthiness Notices No. 5, 6 and 7, respectively. Licence Without Type Rating (LWTR) does not in itself confer certification responsibilities or privileges. It is, however, a pre-requisite for the grant of the relevant Type Rating which confers the privileges of certification appropriate to that Type Rating. To qualify for a type rating on a specific type of aircraft and/or its engines or systems, the applicant shall be required to attend the appropriate type course and/or a training programme acceptable to the DCA. Type Ratings for Malaysian Aircraft Maintenance Engineers Licences in respect of aircraft registered in Malaysia including also their engines and systems are categorised as follows: > Categories A Aeroplanes, which include the following: (a) Composite materials aeroplanes not exceeding 5700 kg MTWA (b) Aeroplanes where primary structure is made from wood or combination of wood and metal. (c) Unpressurised metal aeroplanes not exceeding 2730 kg MTWA (including those with fixed landing gears) (d) Unpressurised metal not exceeding 5700 kg MTWA (including those with fixed landing gears) (e) Pressurised aeroplanes not exceeding 2730 kg MTWA (f) Pressurised metal aeroplanes not exceeding 5700 kg MTWA (g) Pressurised aeroplanes exceeding 5700 kg MTWA, but excluding those defined in paragragh 14 of AN No.10. > Category C Engines, which include the following: (a) Unsupercharged reciprocating piston engines fitted with a fixed or variable pitch propeller. (b) Supercharged, turbocharged and unsupecharged reciprocating piston engines with a fixed or variable pitch propeller. (c) Jet-turbine engines not exceeding 22.25 kN (5000 lbf) static thrust including the associated APU installations. (d) Jet turbine engines, in aeroplanes, exceeding 22.25 kN (5000 lbf) static thrust including associated APU installations. (e) Propeller turbine engines fitted to specific aeroplanes (see paragraph 6.5 of AN No.10) > Categories A and C Rotorcraft, including the following: (a) Piston-engined rotorcraft (b) Turbine-engined rotorcraft not exceeding 2730 kg MTWA

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MAINTENANCE ENGINEERS LICENCES contd > Category X Electrical A TR licence for a valid Category X Electrical does not include GPWS or compass compensation unless the licence is specially endorsed to that effect. (a) Aircraft in which main generation system output is d.c. and in which secondary alternators having an individual power rating not exceeding 1.5 kVA may be fitted (paragraph 9.1 of AN NO.10) Aircraft in which the main generation system output is d.c. and which have installed frequency wild alternators with an individual power rating exceeding 1.5 kVA for auxiliary services (paragraph 9.2 of AN NO.10). Aircraft in which the main generation system output is frequency wild a.c. and d.c. power is supplied from transformer rectifier units (paragraph 9.3 of AN No.10) Aircraft in which the main generation system output is constant frequency a.c. from alternators driven by constant speed drive units, or variable speed constant frequency (VSCF) generator/converter systems, and d.c. power is supplied from transformer rectifier units (paragraph 9.4 of AN No.10)

(b)

(c) (d)

> Category X Instruments A TR licence for a valid Category X Instruments does not include INS, GPWS and Compass System unless there is a special endorsement stating otherwise. Where a system is combined flight director/automatic pilot, the rating does not include items of equipment associated with the autopilot. (a) (b) (c) General aircraft instrument systems, but excluding instruments installed on any aircraft which has a Flight Director System Flight Director Systems employing electrically driven gyroscopes (attitudes) X Instruments (Compass) Direct and Remote Reading Compass (includes Compass Compensation and Adjustment)

> Combined-Categories X Instruments and Automatic Pilots This category of licence includes all general instrumentation, flight director, automatic pilot systems, INS, GPWS, and compass systems installed in the aircraft type endorsed in the licence. In Malaysia it is B737-200 (paragraph 10 of AN No.10).

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MAINTENANCE ENGINEERS LICENCES

Malaysian Aircraft Engineers Licences are granted in accordance with the current standards of the ICAO contained in Annex 1 to the Convention. The requirements for the grant, extension and renewal of Aircraft Maintenance Engineers Licences are referred to in Airworthiness Notices No. 5, 6 and 7, respectively. Licence Without Type Rating (LWTR) does not in itself confer certification responsibilities or privileges. It is, however, a pre-requisite for the grant of the relevant Type Rating which confers the privileges of certification appropriate to that Type Rating. To qualify for a type rating on a specific type of aircraft and/or its engines or systems, the applicant shall be required to attend the appropriate type course and/or a training programme acceptable to the DCA. Type Ratings for Malaysian Aircraft Maintenance Engineers Licences in respect of aircraft registered in Malaysia including also their engines and systems are categorised as follows: > Categories A Aeroplanes, which include the following: (a) Composite materials aeroplanes not exceeding 5700 kg MTWA (b) Aeroplanes where primary structure is made from wood or combination of wood and metal. (c) Unpressurised metal aeroplanes not exceeding 2730 kg MTWA (including those with fixed landing gears) (d) Unpressurised metal not exceeding 5700 kg MTWA (including those with fixed landing gears) (e) Pressurised aeroplanes not exceeding 2730 kg MTWA (f) Pressurised metal aeroplanes not exceeding 5700 kg MTWA (g) Pressurised aeroplanes exceeding 5700 kg MTWA, but excluding those defined in paragragh 14 of AN No.10. > Category C Engines, which include the following: (a) Unsupercharged reciprocating piston engines fitted with a fixed or variable pitch propeller. (b) Supercharged, turbocharged and unsupecharged reciprocating piston engines with a fixed or variable pitch propeller. (c) Jet-turbine engines not exceeding 22.25 kN (5000 lbf) static thrust including the associated APU installations. (d) Jet turbine engines, in aeroplanes, exceeding 22.25 kN (5000 lbf) static thrust including associated APU installations. (e) Propeller turbine engines fitted to specific aeroplanes (see paragraph 6.5 of AN No.10) > Categories A and C Rotorcraft, including the following: (a) Piston-engined rotorcraft (b) Turbine-engined rotorcraft not exceeding 2730 kg MTWA

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MAINTENANCE ENGINEERS LICENCES contd > Category X Electrical A TR licence for a valid Category X Electrical does not include GPWS or compass compensation unless the licence is specially endorsed to that effect. (a) Aircraft in which main generation system output is d.c. and in which secondary alternators having an individual power rating not exceeding 1.5 kVA may be fitted (paragraph 9.1 of AN NO.10) Aircraft in which the main generation system output is d.c. and which have installed frequency wild alternators with an individual power rating exceeding 1.5 kVA for auxiliary services (paragraph 9.2 of AN NO.10). Aircraft in which the main generation system output is frequency wild a.c. and d.c. power is supplied from transformer rectifier units (paragraph 9.3 of AN No.10) Aircraft in which the main generation system output is constant frequency a.c. from alternators driven by constant speed drive units, or variable speed constant frequency (VSCF) generator/converter systems, and d.c. power is supplied from transformer rectifier units (paragraph 9.4 of AN No.10)

(b)

(c) (d)

> Category X Instruments A TR licence for a valid Category X Instruments does not include INS, GPWS and Compass System unless there is a special endorsement stating otherwise. Where a system is combined flight director/automatic pilot, the rating does not include items of equipment associated with the autopilot. (a) General aircraft instrument systems, but excluding instruments installed on any aircraft which has a Flight Director System (b) Flight Director Systems employing electrically driven gyroscopes (attitudes)

(c) X Instruments (Compass) Direct and Remote Reading Compass (includes Compass Compensation and Adjustment) > Combined-Categories X Instruments and Automatic Pilots This category of licence includes all general instrumentation, flight director, automatic pilot systems, INS, GPWS, and compass systems installed in the aircraft type endorsed in the licence. In Malaysia it is B737-200 (paragraph 10 of AN No.10).

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MAINTENANCE ENGINEERS LICENCES contd

> Category R Radio A TR licence for a valid Category R does not include compass compensation and GPWS unless the licence is specifically endorsed to that effect. (a) (b) (c) Airborne Communication Systems, including VHF, HF, Voice Recorder and Audio equipment (paragraph 12.1 of AN No.10) Airborne Navigational Systems, including ADF, VOR, ILS, LORAN, VLF/OMEGA, GPS and CW Hyperbolic equipment (paragraph 12.2 of AN No.10) Airborne radar systems (paragraph 12.3 of AN No.10)

> Category X Automatic Pilots A TR licence for a valid Category X Automatic Pilots does not include compass compensation and adjustment, and excluding automatic pilot systems listed in paragraph 10 of AN No.10. (a) Non-Radio-Coupled Automatic Pilots (Aeroplanes) (b) Radio-Coupled (VOR and/or LOC) Automatic Pilots (aeroplanes) (c) ILS-Coupled Automatic Pilots (Aeroplanes) (d) Non-Radio-Coupled Automatic Pilots (Rotorcraft) (e) Radio-Coupled Automatic Pilots (Rotorcraft) The combined Category X Instruments / Automatic Pilots (Aeroplanes) LWTR is the licence required by engineers authorised to issue certifications in respect of instruments or automatic pilots on which have an automatic landing capability or potential. Certain aircraft and non-rigid airships which were first certificated after 1 January 1972 may be maintained only by an Organisation approved specifically for the purpose. Type ratings will not be granted for these aircraft, engines and systems. List of these aircraft are found in paragraph 14 of AN No.10.

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AIRWORTHINESS NOTICE NO. 3 Certification Responsibilities of Type Rated Engineers / Company Approval Holders / Authorisation Holders in Relation to Malaysia Civil Aviation Regulations Licensed Aircraft Maintenance Engineers mentioned in this Notice includes Company Approval holders and Authorisation holders. Aircraft Maintenance Engineer Licences Without Type Rating and/or Type Rated Licences may be used for the grant of a company approval. An authorized engineer may only issue certificates as permitted within the limits of the authorization. To exercise certification privileges of a type licence or company approval, the holder of a type rated licence or company approval holder shall, during the 24 months preceding the date of the certification, has been engaged for period totaling at least 6 months, on work affording experience comparable with that required for the grant of the Licence/Company Approval. When working with a DCA Approved Maintenance Organization, a licensed Engineer is certifying under the privileges of a company approval and not certifying under the privileges of the licence. A type rated Licensed Engineer may issue the Certificates identified below in relation to aircraft for which the licence is type rated. (a) Certificate of Release to Service (CRS) for aircraft not required to be maintained under approved organization (b) Certificate of Maintenance Review (CMR) the holder of an appropriately Type Rated Licence in at least two Categories (other than Category X Compass) may issue a CMR. (c) Certificate of Fitness for Flight (C of FF) the holder of an appropriate TR Licence may issue C of FF subject to compliance with the requirements of MCAR. Certification Responsibilities (1) Type Rated in Category A Aeroplanes Responsible for all parts of the aeroplane, excluding overhaul of airframe parts and those parts which are the responsibility of Category C Engines. CRS may be issued relating to maintenance of parts of the aeroplane for which the holder is responsible , providing the work has not involved any of the following: a) Bolted joints requiring special techniques b) Complete riveted joints in primary structures c) Complete glued joints in primary structures d) Bonded assemblies in primary structures e) Composite material primary structures f) Welded and brazed joints g) Cotton, linen, polyester and glass fibre fabric covering of a complete fuselage or aerofoil.

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Type Rated in Category A Aeroplanes (contd) In connection with the maintenance of electrical, instrument, automatic pilot and radio systems installed in aeroplanes, entitled a Category A Aeroplanes TR licence holder to issue CRS for aircraft for which he holds a Type Rating, subject to the following limitations. In respect of instrument systems in the aeroplane (excluding instrument systems associated with the engine(s) and auxiliary power unit(s):(a) (b) If the aeroplane has a general instrument system, but excluding instruments installed on any aircraft which has a Flight Director system, CRS may be issued. If the aeroplane has an instrument system with a Flight Director installed, CRS may be issued relating to replacement only, provided that functional checks to prove serviceability do not require the use of test apparatus. If the aeroplane has an instrument system which includes general instrumentation, flight director and automatic pilot system, CRS may not be issued.

(c)

In respect of electrical systems in the aeroplane (excluding electrical systems associated with the engine(s) and auxiliary power unit(s):(a) (b) If the aeroplane has an electrical system in which main generation system output is d.c. and in which secondary alternator(s) having an individual power rating not exceeding 1.5 kVA may be fitted, CRS may be issued. If the aeroplane has an electrical system in which the main generation system output is d.c. and which has installed frequency wild alternators with individual power rating exceeding 1.5 kVA for auxiliary services, or a main generation system output is supplied from transformer rectifier units, or a generation system output is constant frequency a.c. from alternators driven by constant speed drive units, or variable speed constant frequency generator/converter systems and d.c. power is from rectifier units, CRS may be issued relating to replacements only, provided that functioning checks prove to serviceability do not required the use of test apparatus.

In respect of automatic pilot systems in the aeroplane:(a) (b) If the aeroplane has an automatic pilot system with non-Radio-Coupled Automatic Pilots installed, CRS may be issued. If the aeroplane has a Radio-Coupled (VOR and/or LOC) Automatic Pilots, CRS may be issued relating to replacements only, provided that functioning to prove serviceability do not require the use of test apparatus. If the aeroplane has an ILS Coupled Automatic Pilots installed, CRS may not be issued. CRS may not be issued in respect of radio systems, except that if the aeroplane has a MTWA not exceeding 2730 kg, CRS may be issued in respect of the replacement of VHF communication equipment only. CRS may not be issued in respect of compass compensation and adjustment unless the licence is endorsed to that effect.

(c) (d)

(e)

27

Type Rated in Category C Engines The holder of a C licence is responsible for all parts of the engine(s), the engine installation(s), auxiliary power unit(s), other propulsive device(s) and all associated systems and devices which are concerned with their operation. The holder of a Category C licence may issue CRS in respect of maintenance in relation to engines and auxiliary power units for which the licence is Type Rated. The holder of a Category C licence may issue CRS in respect of maintenance (excluding overhaul) of components or parts for which the holder is responsible, providing that the work has not involved: (a) (b) Dismantling of piston engine other than to obtain access to the piston/cylinder assemblies. Dismantling of main casings or main rotating assemblies of a turbine engine (Read page 37, paragraph 4.4 of Airworthiness Notice No. 3 in conjunction with page 75, paragraph 6.5 of airworthiness Notice No. 10, for details on limitations). The removal or dismantling of reduction gears. Propeller balancing, except for those propellers which require check balancing in accordance with the aircraft maintenance manual, and providing suitable training on the balancing equipment and procedures has been received. Welded or brazed joints. The disturbing of individual parts of units which are supplied as bench tested units, except for the replacement or adjustment of items normally replaceable or adjustable in service.

(c) (d)

(e) (f)

In respect of instrument systems associated with the engine(s) and auxiliary power unit(s):(a) (b) If engine is installed in an aeroplane which has a general instrument system but excluding a Flight Director system, CRS may be issued. If the engine is installed in an aeroplane which has Flight Director system employing electrically driven gyroscope (attitude), CRS may be issued relating to replacement only, provided that functioning checks to prove serviceability do not require the use of test apparatus. If the engine is installed in an aeroplane which has flight director and automatic pilot systems included, CRS may not be issued. In respect of electrical systems associated with the engine(s) and auxiliary power unit(s):If the engine installed in an aeroplane which has main generation system output is d.c. and in which secondary alternators having an individual power rating not exceeding 1.5 kVA, CRS may be issued. If the engine is installed in an aeroplane which has main generation system output is d.c. with frequency wild alternators with an individual power rating exceeding 1.5 kVA for auxiliary services, CRS may be issued.

(c) (a)

(b)

28

Type Rated in Category C Engines (contd) In respect of automatic pilot systems associated with engine(s):(a) (b) If the aeroplane has a Non-Radio-Coupled Automatic Pilot system, CRS may be issued. If the aeroplane has Radio-Coupled (VOR and/or LOC) Automatic Pilot system, CRS may be issued in relating to replacements only, provided that functioning checks to prove serviceability do not require the use of test apparatus. If the aeroplane has ILS coupled Automatic Pilot system, CRS may not be issued.

(c)

Type Rated in Categories A & C Rotorcraft The holder of Categories A & C Rotorcraft may issue CRS in respect of maintenance in relation to rotorcraft and its engines for which the licence is type rated, provided that the work has not involved any of the following: (g) (h) Dismantling of piston engine other than to obtain access to the piston/cylinder assemblies. Dismantling of main casings or main rotating assemblies of a turbine engine (Read page 39, paragraph 6.4 of Airworthiness Notice No. 3 in conjunction with page 74, paragraph 4 of airworthiness Notice No. 10, for details on limitations). (i) The removal or dismantling of reduction gears. (j) Welded or brazed joints. (k) The disturbing of individual parts of units which are supplied as bench tested units, except for the replacement or adjustment of items normally replaceable or adjustable in service. (l) Bolted joints requiring special techniques. (m) Complete riveted joints in primary structures. (n) Complete glued joints in primary structures. (o) Bonded assemblies in primary structures. (p) Composite material primary structures. In respect of instrument systems in the rotorcraft, if the rotorcraft is specified in sub-paragraph 7.4 of Airworthiness Notice No.10, CRS may be issued relating to replacements only, providing that functioning checks to prove serviceability do not require the use of test apparatus. In respect of electrical systems in the rotorcraft, if the rotorcraft is specified in sub-paragraph 7.4 of airworthiness Notice No.10, CRS may be issued relating to replacements only, providing that functioning checks to prove serviceability do not require the use of test apparatus. In respect of automatic pilot/automatic stabilizer systems in rotorcraft which has Non-RadioCoupled or Radio Coupled Automatic Pilot system, CRS may be issued relating to replacements only, provided that the functioning checks to prove serviceability do not require the use of test apparatus. CRS may not be issued in respect of radio systems if the rotorcraft has a MTWA exceeding 2730 kg. In respect of rotorcraft has a MTWA not exceeding 2730 kg, CRS may be issued in respect of the replacement of VHF communication equipment only.

29

Type Rated in Category X Instruments The holder of a Category X Instruments licence may issue CRS in respect of maintenance in relation to aircraft instrument systems for which the licence is Type Rated, subject to the following limitations: (a) CRS may be issued in respect of maintenance, excluding overhaul of components and parts for which the holder is responsible provided that units which are supplied as bench tested units and may not have their individual parts disturbed, except for replacements or adjustment of items normally replaceable or adjustable in service. In connection with the certification of maintenance, excluding overhaul, the holder is responsible for all parts of instrument systems included in the type rating. CRS in respect of compass compensation and adjustment may not be issued unless the licence is endorsed to that effect.

Type Rate in Category X Electrical In connection with the certification of maintenance, excluding overhaul, the holder is responsible for all parts of electrical systems included in the type rating. The holder of a Category X Electrical licence may issue CRS in respect of maintenance in relation to aircraft electrical systems for which the licence is Type Rated, subject to the following limitations: (a) CRS may be issued in respect of maintenance, excluding overhaul of components and parts for which the holder is responsible provided that units which are supplied as bench tested units and may not have their individual parts disturbed, except for replacements or adjustment of items normally replaceable or adjustable in service. CRS in respect of compass compensation and adjustment may not be issued unless the licence is endorsed to that effect.

Type Rated in Category X Automatic Pilots In connection with the certification of maintenance, excluding overhaul, the holder is responsible for all parts of electrical systems included in the type rating. The holder of a Category X Automatic Pilots licence may issue CRS in respect of maintenance in relation to aircraft automatic pilot systems for which the licence is Type Rated, subject to the following limitations: (a) CRS may be issued in respect of maintenance, excluding overhaul of components and parts for which the holder is responsible provided that units which are supplied as bench tested units and may not have their individual parts disturbed, except for replacements or adjustment of items normally replaceable or adjustable in service.

30

Type Rated in Combined Categories X Instruments/Automatic Pilots The Type Rated Licence in this category is comprised of two X Category ratings and the provisions and limitations contained in both X Instruments rating and X Automatic Pilots rating apply in relation to instrument and automatic pilot systems in any aircraft for which the Combined Categories X Licence is type rated. Type Rated in Category R Radio In connection with the certification of maintenance, excluding overhaul, the holder is responsible for all parts of radio systems included in the type rating. The holder of a Category X Radio licence may issue CRS in respect of maintenance in relation to aircraft radio systems for which the licence is Type Rated, subject to the following limitations: (a) CRS may be issued in respect of maintenance, excluding overhaul of components and parts for which the holder is responsible provided that units which are supplied as bench tested units and may not have their individual parts disturbed, except for replacements or adjustment of items normally replaceable or adjustable in service. The holder of a Type Rated Licence in Category R Radio, endorsed to include the overhaul of radio apparatus, is responsible for and may issue CRS in respect of maintenance of parts and components of all radio apparatus undergoing periodic checks, repair or overhaul in workshop for which the Licence is Type Rated, provided that the work done does not involve the making of radio components or parts. The holder of a Type Rated Licence in Category R Radio endorsed including GPWS may issue CRS in respect of maintenance, excluding overhaul or scheduled maintenance inspection, of Ground Proximity Warning Systems for aircraft which the licence is Type Rated in respect to its radio systems, subject to the following limitations: (a) CRS may be issued in respect of maintenance, excluding overhaul of components and parts for which the holder is responsible provided that units which are supplied as bench tested units and may not have their individual parts disturbed, except for replacements or adjustment of items normally replaceable or adjustable in service. Compass Compensation and Adjustment Licence endorsed with Compass Compensation and Adjustment permits the issue of CRS in respect of the compensation and adjustment of direct and remote reading compasses on any aircraft except those required to be maintained only by approved maintenance organizations.

31

AIRWORTHINESS NOTICE NO. 5 MAINTENANCE ENGINEERS LICENCES

APPLICATIONS

FOR

MALAYSIAN

AIRCRAFT

See attached copy of AN No. 5.

32

AIRWORTHINESS NOTICE NO. 6 RENEWAL OF MAINTENANCE ENGINEERS LICENCES Malaysian AMEL is initially granted for a period of two years and renewed, on application, for the same period. An AMEL may be renewed on application provided that during the 24 months preceding the expiry of the licence, the holder has been engaged for period totaling at least six months on work affording experience comparable with that required for the grant of the licence. A Licence which has been lapsed for less than two years will be considered for examination provided that the requirement above is met. Whilst, a Licence which has been lapsed for more than two years will not be considered for renewal without examination. It is the responsibility of the individual engineer to ensure that his or her licence remains valid. Application for renewal must be received by the DCA at least 45 days prior to the date of expiry of the licence. The validity of the licence will not be back dated. The renewal of a licence which has lapsed will only be affected from the date of receipt of an acceptable application. When changing their place of employment, engineers should notify the DCA Airworthiness Division. Renewal of a licence shall not be acceptable for a non-Malaysian holder who has left the country unless the applicant could satisfactory show a need for it.

33

AIRWORTHINESS NOTICE NO. 7 ISSUE OF MALAYSIAN AIRCRAFT ENGINEERS LICENCE TO PERSONS WHO HOLD EQUIVALENT LICENCES ISSUED BY FOREIGN COUNTRIES The possession of a foreign licence, authorization or approval does not give the holder automatic right to an equivalent Malaysian Aircraft Maintenance Engineers Licence (AMEL). The DCA will always consider giving credit, which may range from exemption from certain examinations to outright grant of an equivalent licence. Licences which comply strictly ICAO Annex 1 will usually be given the most consideration. In all cases, applicants will be required to pass an examination on Malaysian regulations and the associated requirements. The following provisos will apply when an extension of Malaysian AMEL may be granted: (a) (b) The foreign Licence must be current. Applicants who are not Malaysia nationals must provide documentary evidence by the employer to reflect the need for them to provide certification in respect of Malaysian registered aircraft. Type Ratings will only be granted for aircraft types on the Malaysian register. Endorsements for equivalent Group ratings in Category A will be limited to wooden and wood and metal aeroplanes, unpressurised metal aeroplanes not exceeding 2730 kg MTWA. Endorsements for equivalent Group Ratings in Category C will be limited to unsupercharged reciprocating engines fitted with a fixed pitch propeller, and unsupercharged reciprocating piston engines fitted with a fixed or variable pitch propeller. For aircraft and engines which are included in a foreign licence group rating but are not contained within the above groups (d) and (e), only individual Type ratings will be granted. Subsequent extensions for Group ratings will only be made on the basis of examination in Malaysia on additional representative types. Extensions to the Malaysian AMEL on the basis of subsequent endorsements to the foreign licence will be considered on an individual basis only.

(c) (d)

(e)

(f) (g) (h)

34

AIRWOTHINESS NOTICE NO. 10 AIRCRAFT MAINTENANCE ENGINEERS LICENCES TYPE RATINGS

See copy of attached AN No. 10

35

PENALTIES A person commits an offence against Regulations when: (a) he does any act contrary to the provisions thereof; (b) he fails to comply with any direction or requirement properly given to or of him pursuant to any of the provisions thereof; or (c) he fails to observe or perform any duty directly or by implication place upon him thereby. The Director General of Civil Aviation (DGCA), may, if he thinks fit, provisionally suspend any certificate, licence, approval, permission, exemption, authorisation, permit or other documents issued, pending inquiry into or consideration of the case. The DGCA may, under sufficient grounds after due inquiry, revoke, suspend or vary any such certificate, licence, approval, etc. Any person who be in breach of any provision in Part A of Sixteenth Schedule, shall be guilty of an offence and shall, on conviction, be liable to a fine or to imprisonment for a term, or to both.

Ref: MCAR Regulations 87, 188 & MCAR Sixteenth Schedule Part A

36

REGISTRATION OF AIRCRAFT CERTIFICATE OF REGISTRATION (C of R)

What is a C of R and why is it necessary? (i) (ii) C of R shall mean, in relation to Malaysian aircraft, the C of R of the aircraft issued by the Director General pursuant to MCAR Regulation 5. In relation to any other aircraft, the C of R of the aircraft is issued by the registering State in which it is registered. Pursuant to MCAR Regulation 3 and AN No. 66, no aircraft shall fly in or over Malaysia unless it is registered in Malaysia or a Contracting State, EXCEPT: (a) A glider flying not for the purpose of public transport or aerial work. (b) Any aircraft flying in accordance with the B Conditions sets out in the Second Schedule of MCAR.

Only qualified persons may be the registered owner of a Malaysian registered aircraft. Qualified persons are defined as follow: (a) the Government of Malaysia (b) a citizen of Malaysia (c) a body incorporated and having its principal place of business in Malaysia. Application for registration may only be made by the owner or a person authorised by the owner. The applicant is required to summit the following: (a) An official letter from the owner for the application of C of R (b) Application form JPA Borang AP1 (1 copy) (c) Registration reservation form JPA Borang JP1A (if applicable) (d) Required fees (e) Evidence of ownership (f) Evidence of qualified aircraft

Ref: MCAR Regulations 3 & 5, Second Schedule of MCAR, DCA AN No. 66

CATEGORIES OF AIRCRAFT, PURPOSES OF FLIGHT

Categories of Aircraft and the purposes for which the aircraft may fly are as follows: Transport Category Transport Category Any purpose (Passenger) Any purpose other (Cargo) than public transport of passengers Any purpose other than public transport Any purpose other than public transport and aerial work Any purpose other than public transport specified in the certificate of airworthiness but not including the carriage of passengers unless expressly permitted

Aerial Work Category Private Category Special Category

Ref: Third Schedule of MCAR, DCA AN No. 81

37

38

A TYPICAL C of R

39

TYPE CERTIFICATION OF AERONAUTICAL PRODUCTS (e.g. AIRCRAFT)

Type certification is a process to ensure that the design, construction, material, specification and performance of the aircraft meet the prescribed design standards, rules and regulations. A TC will be issued upon successful completion of the process. Malaysia does not issue Type Certificates for imported aircraft. Acceptance is based on a process of validation by granting a Malaysian Certificate of Airworthiness (C of A). The process of validation is a prerequisite for the issue of a C of A. The DCA also require knowledge of the arrangements for post-certification design support in order to be satisfied that this airworthiness standard may be sustained after certification. Types for which a Malaysian C of A has not previously been issued, is subject to a design investigation by the DCA.

Types For Which A Malaysian C of A Has Previously Been Issued All aircraft of a type which conform to the defined standard would qualify for a C of A, provided the condition of the aircraft concerned is acceptable to the DCA. Types For Which A Malaysia C of A Has Previously Not Been Issued Piston-engined aeroplanes and rotorcraft not exceeding 2730 kg MTWA in any Category and piston-engined aeroplanes not exceeding 2730 kg MTWA in Private Category or Aerial Work Category subject to design investigation only in respect of appropriate DCA Airworthiness Notices, Statutory requirements concerning noise certification, and of MCAR for Transport Category certification. Single turbine-engined aircraft, the MTWA of which not exceeding 2730 kg, the above principles shall apply. A DCA approved Flight Manual must be provided which contains the limitation, procedures and performance information i.a.w. BCAR or JAR regulations applicable to the type being investigated. This Flight Manual (including all relevant supplements) will normally be produced by the manufacturer for use on the aircraft will be accepted by the DCA without investigation. Regardless of the extent of design investigation, an aircraft a DCA Flight Test as part of design investigation to confirm compliance with the appropriate BCAR, JAR, Special Conditions, Additional Requirements, or other regulations applicable to the type. This is also to become familiar with the flight characteristics of the aircraft, and gain information for use in preparing DCA Flight Test Schedules. Series aircraft may normally be accepted without further technical investigation. However, it is essential that it and its equipment, build standard, and means of compliance with any specific DCA Special Conditions or Additional Requirements, should be demonstrated as being substantially similar to another aircraft of the type or variant thereof accepted for Malaysian validation. Irrespective of the depth of investigation required, before an aircraft can be accepted for Malaysian validation, all documents associated with the aircraft must be provided in English. This includes all documents necessary for design investigation and those for certification, operation and continued airworthiness of the aircraft.

40

TYPE CERTIFICATION OF AERONAUTICAL PRODUCTS (e.g. AIRCRAFT) contd Document Necessary For Design Investigation US Build Aircraft 1) Statement of Build Standard 2) Copy of Production Flight Test Report 3) Modification Standard 4) Export C of A (FAA Form 8130-4) 5) Copy of Type Certificate data Sheet 6) Details of alterations under STC 7) A list of defects 8) FAA approved Flight Manual 9) All log books 10) Seating configuration approval document 11)MRB document 12) A summary of FAA approved retirement life limitations 13)Electrical load analysis 14) FAA approved MMEL 15) Weighing report and weight schedule 16) Manuals required by the DCA 17)Records of compass system and magnetic compass swings. 18)A statement stating the tests and measurements have been made and recorded to establish the satisfactory performance of the installed radio/radar apparatus and their associate antennae. A list of antennae positions must be provided. 19)Detailed list of navigation and communications installation. 20)List of Serial Numbers of significant component parts. 21)Records of rigging. 22) Noise Type Certificate.
Appliances must be supplied with FAA Airworthiness Approval Tag (FAA Form 8130-3).

41

TYPE CERTIFICATION OF AERONAUTICAL PRODUCTS (e.g. AIRCRAFT) contd

Where, in the opinion of the DCA, an aircraft is of novel or unusual construction Special Conditions may be imposed or certification may be refused.

Types For Which A Malaysian C of A Has Previously Been Issued When an aircraft type ha already been certified in Malaysia, other series aircraft may be accepted without further design investigation. However, it is essential that the aircraft and its equipment should be demonstrated as being substantially similar to another aircraft of the type or variant thereof accepted for Malaysian certification. Aircraft of United States Origin Imported From USA Aircraft eligible for export to Malaysia must comply with the requirements of sub-part L of FAR Part 21.
Ref:

Aircraft must be eligible for the issue of a standard airworthiness certificate as prescribed in sub-part H of FAR 21 unless otherwise agreed by the DCA. In compliance with Airworthiness Directives (AD) issued by the DCA (AN No. 4) In compliance with Airworthiness Notices (AN) issued by the DCA which are classified as requiring a mandatory action (AN No. 4) Completion of a flight test in accordance with a DCA approved Airworthiness Flight Test Schedule unless otherwise agreed by the DCA.
Airworthiness Notice No.1

42

A Typical Type Certificate (TC)

43

MASTER MINIMUM EQUIPMENT LIST (MMEL)

During type certification of an aircraft, the agreement between manufacturer and Airworthiness Authority formalizes the list for minimum equipment to be fitted on the aircraft to ensure safe operation, as the Master Minimum Equipment List or MMEL. Principal criteria used when adopting the MMEL: (a) (b) acceptable level of safety is assured after considering subsequent failure of the next critical component within a system. any interrelationship between allowed inoperative item do not compromise safety.

Once adopted a list is subject to periodic revision.

A Typical Master Minimum Equipment List (MMEL)

44

DEFECT DEFERMENT PROCEDURE Certifying maintenance personnel will: Properly secure the defective item, where appropriate, in accordance with procedure acceptable to the DCA. Placard the cockpit appropriately. Clear the entry on affected Technical Log or Worksheet by transcribing the defect to an Acceptable Deferred Defect (ADD) Log or Maintenance Carried Forward (MCF) Log or its equivalent. Notify the Technical Record personnel regarding the deferral. Notify dispatch and/or the pilot in command that the item is deferred. Observe any special limitations specified in the relevant MEL page and observe any maintenance or operating procedures imposed on the deferred item. Notify other parties and/or Line Station affected by the deferral. The deferred defect shall then be rectified accordingly within the specified period as laid down in the MEL. Extension to any ADDs shall be discouraged and it is only done in a case to case basis. A concession for the purpose may be required from the DCA.

45

WEIGHT SCHEDULE Subject to Regulation 36 every aircraft in respect of which a C of A issued or rendered valid and in force shall be weighed, and the position of its centre of gravity shall be determined and, the provision of information for which the loading for flight could be correctly determined. Upon the aircraft being weighed the operator shall prepare a weight schedule showing: (a) the basic weight, i.e., the weight of the aircraft when empty together with declared unusable fuel and unusable oil in the aircraft and of such items of equipment as are indicated in the weight schedule. For turbine-engine aircraft below 5700 kg MTWA, its usable fuel weight shall be included; and the position of the centre of gravity of the aircraft when the aircraft contains only the items included in its basic weight.

(b)

Aircraft exceeds 5700 kg MTWA shall be re-weighed within two years after the date of manufacture, and subsequent check weighing shall be made at intervals not exceeding five years, and at such time as the DCA may require. Aircraft below 5700 kg MTWA shall be re-weighed as such time the DCA may require. Subject to Regulation 86, the weight schedule shall be preserved by the operator of the aircraft until the expiration of period of six months following the next occasion on which the aircraft is weighed, at such time requires by the maintenance schedule. One copy of the schedule retained by DCA and one copy by the operator. Aircraft MTWA under 5700kg a copy can be found in Flight Manual (FM) or displayed in the aircraft if FM is not available. Old schedule must be retained with the aircraft document for minimum 6 months after new schedule is issued. Schedule may be signed by a member of appropriately approved inspection organization or appropriate Licensed Aircraft Engineer (LAE).
BCAR A6-4, MCAR Regulations 36 & 86

Ref:

46

A typical Weight Report

47

APPROVAL OF MODIFICATION
Modifications (mod) are changes made to a particular aircraft including its components, engines, propellers, radio apparatus, accessories, instruments, equipment, and their installations. Substitutions of one type for another when applied to components, engines, propellers, radio installation, accessories, instruments and equipment, is also considered to be a modification. A repair, the design of which has not been approved under Type Certificate process, must be treated as a modification. Modification that is contained in STC (FAA or JAA), AAN (UK), Service Bulletin, which is classified as Approved Data, need not be submitted for approval. Approved Data, which are classified as Non-OEM Data, must be submitted to DCA for review and approval. The modification may be in the form of STC (FAA), AAN (UK) or STC (JAA). A Data Package which have not been classified as Approved Data is further classified as either Major or Minor Modification Approval for modification is only issued for a change that is not so extensive as to require a new Type Certificate.

Approval Application Applicant is to ensure the proposed modification can be incorporated to the subject aircraft or its components and that the interrelationship between the modification and any other modification incorporated will not adversely affect the airworthiness of the modified product. An data package for the application shall consist at least the following: a) Statement of Compliance (SOC) b) Modification document c) Approval certificate such as STC, AAN or any other document from the foreign authority d) Associated documents for incorporation of the modification e) Manuals amendments such as IPC, MM, FM (if applicable) f) Airworthiness limitations. If the modification is very complex, close monitoring work may be necessary. The modification will only be approved when all conditions and requires are satisfied.

48

APPROVAL OF MODIFICATION contd

Major Modification Major modifications are changes that: a) have appreciable effect on the weight, balance, structural strength, reliability, operational characteristics, or other characteristics affecting the airworthiness of the product; or b) are not done according to acceptable practices or cannot be done by elementary operations; or c) require the particulars given in the C of A, or associated documents, be amended, even though no physical change to the product is involved. All major modifications shall be approved by the DCA. Application for major modification shall only be made by a Design Organisation Approval (DOA) via the Statement of Compliance (SOC) form, signed by an approved signatory. A Certification Compliance Document (CCD) shall also be required for major modification. Data Package for the application of approval of major modification shall consist at least the following: a) Standard documents, i.e., modification documents, SOC, CCD, and manuals amendments b) Type design documents, i.e. drawings, specifications, airworthiness limitations, information on dimensions, materials and processes, and any other data necessary to describe the modification. c) Substantiating data, i.e., test and analysis reports, and justification reports.

Minor Modification Minor modifications are changes other than major mod. All minor modifications shall be approved by the DCA, either directly, or through the modification procedures of a DOA. When the design of the modification is undertaken by other than a DOA, a SOC shall be completed, signed by an authorised person of the organisation and submitted to the DCA.

Review of Modifications by the DCA DCA may conduct compliance inspections and witness tests to establish the compliance of the modification to the applicable regulations.
Ref:

When no further compliance inspection is required, consent will be provided by the DCA for the modification work to proceed and to signify the acceptance of the design data. Conformity inspections may also be conducted to ensure that conformity to the approved data is established. Flight test, if required, shall only be conducted after a satisfactory conformity inspection. All amendments to the affected aircraft documents, such as MM, IPC, FM, Weight & Balance Report/Schedule/Record and FM Supplement, shall be submitted to the DCA. The modification approval shall only be issued when the DCA determines that the modification meets the applicable requirements.
Airworthiness Notice No. 78

49

A TYPICAL STC

50

C OF A RENEWAL PROCEDURE

Renewal Procedure for Certificate of Airworthiness

Following requirements must be satisfied before the renewal survey will be considered: Complete and forward C of A Renewal Form JPA-AP2 with appropriate fees to DCA. The application for renewal must be received by the Department at least 30 days before date of expiry of the affected C of A. Submission of pro-forma to Airworthiness Unit as per the requirements of Airworthiness Notice No. 2, paragraph 4, at least 14 days before expected date of aircraft inspection. Flight Test Report and associated load sheet to be submitted at least 14 days before expected date of aircraft inspection. Mutual agreement with Airworthiness Surveyor concerned as to when the aircraft log books and associated records will be available for inspection.

51

A Typical Malaysian Certificate of Airworthiness

52

CERTIFICATE OF AIRWORTHINESS FOR EXPORT

Raised by the DCA to inform the Airworthiness Authority of the country that a Malaysian registered aircraft shall be exported to, in their opinion, the subject aircraft is airworthy in all respect. Upon application C of A for export, the current C of A must be cancelled. Not a statutory document, either internationally under ICAO or nationally under MCAR. Does not, by itself give authority for the aircraft to be flown. Such authority may be obtained from: Authority in the country to which the aircraft is to be registered, may issue a C of A. DCA issues a C of A that covers the delivery of the aircraft to its destination.

53

54

AIRCRAFT FLIGHT MANUAL Introduction

MCAR Tenth Schedule states that the Aircraft Flight Manual (AFM) is established as forming part of an aircrafts Certificate of Airworthiness (C of A). MCAR Regulations 82, 84 and Tenth Schedule meanwhile requires the AFM to be carried by Malaysian aircraft. The Operator shall provide DCA Airworthiness Division with a current and up-to-date AFM of the aircraft they operate for C of A issue or renewal.

Definitions AFM is a manual, containing limitations within which the aircraft is to be considered airworthy, and instructions and information necessary to the flight crew members for the safe operation of the aircraft. Note: A Pilots Operating Handbook is also considered as equivalent to AFM. Approval of AFM AFM shall be reviewed by the Operator to determine that it is current, up-to-date including changes originating from mandatory or non-mandatory instructions and modifications. Upon satisfactory review by the Operator, the AFM is submitted for DCA Airworthiness Divisions approval. In respect to aircraft of which Malaysia is the State of Design, the proposed AFM shall be accompanied with DCAs Statement of Compliance (SOC) for DCA Airworthiness Divisions approval.

Amendments of AFM Amendments originated from State of Design and approved by the State of Design, may not require DCAs approval. Amendments arising from mandatory instructions or modifications, e.g. Airworthiness Directives, Supplement Type Certificate (STC), shall be accompanied by an AFMs Listing of documents / supplements to be inserted into AFM. Two (2) copies shall be submitted for DCA Airworthiness Divisions approval.

Amendments originated from the Operator shall be accompanied by List of Effective Pages, Changes Sheets and/or Supplements. The two documents shall be submitted for DCA Airworthiness Divisions approval.

In respect of aircraft of which Malaysia is the State of Design, the proposed amendments shall be accompanied with DCAs Statement of Compliance (SOC) for DCA Airworthiness Divisions approval.

Additional Requirements for Air Operators Certificate (AOC) Holders or New AOC Applicants Existing AOC holders or new AOC applicants shall develop organization procedures to ensure that approval and the amendments/changes made by DCA on AFM are adequately documented.
Ref: Airworthiness Notice No. 88

55

SPECIAL CONDITIONS RELATING TO EXPERIMENTAL OR TEST FLIGHTS (A, B AND C CONDITIONS)

A CONDITION The aircraft shall be either an aircraft in respect of which a C of A or validation has previously been in force. An aircraft which does not have a C of A duly issued or rendered valid under the law of Malaysia shall fly under A Condition only for the purpose of enabling it to: a) b) qualify for the issue of a C of A or the validation of a C of A. carry out a functional check, test or in-flight adjustment in connection with the carrying out of any overhaul, repair, previously approved modification, inspection or maintenance. proceed to or from a place for a purpose mentioned referred to in a) or b) above. proceed to or from a place at which the aircraft is to be or has been stored.

c) d)

The aircraft and its engines shall be certified as fit for flight, by the holder of a licence, as an aircraft maintenance engineer, or a person approved by the DCA for the purpose. A Certificate of Fitness for Flight (C of FF) is required to be issued for aircraft flying under A Condition. The aircraft shall not carry any passengers or cargo except persons performing duties in the aircraft in connection with the flight. The aircraft shall carry such flight crew as may be necessary to ensure the safety of the aircraft.
Ref: MCAR Second Schedule, BCAR A3-8

56

CERTIFICATE OF FITNESS FOR FLIGHT (C of FF)

What is a C of FF? A certificate issued to certify that an aircraft and its engine(s) has/have been inspected and properly loaded and in that respect the aircraft is considered fit for flight under A Condition. Who can issue a C of FF? The signatory for a C of FF shall be: (a) (b) The holder of an appropriate Aircraft Maintenance Engineers Licence granted or rendered valid by the DCA; A firm approved by the DCA under BCAR A8-1, A8-3, and A8-18 and an A rated JAR 145 Organisation where The Terms of Approval refer to particular types of aircraft.

The period of validity shall be stated but shall not exceed 7 days. The C of FF shall be issued in duplicate and one copy kept elsewhere than in the aircraft. If the original airworthiness condition of the aircraft is affected during the period of validity, the C of FF shall be re-issued.
BCAR A3-8

Ref:

57

SPECIAL CONDITIONS RELATING TO EXPERIMENTAL OR TEST FLIGHTS (A, B AND C CONDITIONS)

B CONDITION The aircraft has not been issued a C of A or has not been registered. The flight shall be made by an Approved Organisation in accordance with BCAR A8-9 The aircraft shall fly only for the purpose of: a) experimenting with or testing the aircraft, including in particular its engines, and its equipment. b) c) enabling an aircraft to qualify for the issue or validation of a C of A or the approval of a modification of the aircraft. proceeding to or from a place at which any experiment, approval, test, inspection or weighing of aircraft, is to take place for the purpose referred to in a) or b) above.

The aircraft shall not carry any cargo or persons other than the following persons: a) b) c) person employed by manufacturers of component parts of the aircraft, who carry out during the flight duties in connection with the purposes as specified. persons approved by the DCA to furnish reports persons who are carrying out during in flight a technical evaluation of the aircraft or its operations.

The aircraft shall carry flight crew as may be necessary to ensure the safety of the aircraft. The aircraft shall not fly over congested area of city, town or settlement except in accordance with procedures which have been approved by the DCA.
Ref: MCAR Second Schedule, BCAR A3-8

58

SPECIAL CONDITIONS RELATING TO EXPERIMENTAL OR TEST FLIGHTS (A, B AND C CONDITIONS) C CONDITION The operator of the aircraft shall be the registered owner of the aircraft who shall be holder of an aircraft dealers certificate. The aircraft shall fly only for the purpose of: a) b) c) d) e) testing the aircraft demonstrating the aircraft with a view to the sale of that aircraft or other similar aircraft proceeding to and from a place at which the aircraft is to be tested or demonstrated, or overhauled, repaired or modified. delivering the aircraft to a person who has agreed to buy, sell or lease it. proceeding to or from a place for the purpose of storage.

The operator of the aircraft shall satisfy himself before the aircraft takes off that the aircraft is in every way fit for the intended flight. The aircraft shall fly within Malaysia only.
Ref: MCAR Second Schedule, BCAR A3-8

59

AIRCRAFT EQUIPMENT REQUIREMENTS Pursuant to Regulation 32 of MCAR, a Malaysian registered aircraft shall not fly unless it is so equipped as to comply with the law of the State in which it is registered. In the case of any Malaysian aircraft, the equipment required to be provided, in addition to any other equipment required by or under Regulation 32, shall be that specified in the Fifth Schedule of MCAR. The DGCA may also direct that a Malaysian aircraft shall carry such additional or special equipment or supplies as he may specify for the purpose of facilitating the navigation of the aircraft, the carrying out of search and rescue operations or the survival of the persons carried in the aircraft. The equipment carried in compliance with Regulation 32 shall be so installed or stowed and kept stowed, and so maintained and adjusted, as to be readily accessible and capable of being used by the person for whose use it is intended. The position of equipment provided for emergency use shall be indicated by clear markings in or on the aircraft and in every Malaysian aircraft flying for the purpose of public transport. Regulation 32 shall not apply in relation to radio equipment except that specified in the Fifth Schedule.
MCAR Regulation 32, MCAR Fifth Schedule

Ref:

60

RADIO STATION LICENCE AND APPROVAL

Radio Station Licence The Aircraft Station Licence is issued by the Telecommunication and Multimedia Commission of Malaysia subject to confirmation by the DCA that the radio installation is technically eligible for the issue of the Licence. The confirmation is supplied in the form of a Certificate of Approval of Aircraft Radio Installation, DCA Form Number JPA/AU/R2. Application/Approval of Radio Station Application A statement in the form of an aircraft log book certificate defining the radio installation must be made at the time of issue of a C of A for the aircraft concerned. The statement must be signed by an appropriately licensed engineer and contains the following information: (a) (b) (c) (d) NOTE: details of the equipment installed details of all aerials and their locations details of all applicable Ads and ANs details of any modifications carried out at the time of issue of the C of A. For newly manufactured aircraft the DCA is prepared to consider the acceptance of alternative documents which satisfy the requirements of (a) to (d) above.

Approval DCAs requirements for the approval of radio station i.a.w BCAR A3-11 are as follow: (1) (2) Design drawing and test reports. Survey, Ground and Flight Test survey by the DCA, followed by such ground and flight tests to prove satisfactory functioning of the installation (refer BCAR Chapter R4-6). Radio Flight Test Report A Radio Flight Test Report shall be forwarded to the DCA upon completion of the survey and the ground and flight tests. Radio Flight Test Certificate/Statement it is required at time of issue of a C of A for the aircraft concerned and is to be signed by an appropriately licensed engineer.

(3) (4)

Change of Ownership a change of aircraft ownership invalidates the Radio Station Licence; the new owner shall apply for a new licence.
Ref: DCA AN No. 1, paragraph 4.2(s), AN No. 27, AN No. 28, MCAR Regulation 33, Sixth Schedule of MCAR, BCAR A3-11

61

62

A TYPICAL RADIO LICENCE

63

Primary Maintenance The CAA and DCA recognise three primary maintenance processes. They are Hard Time, OnCondition and Condition Monitoring. In general terms, Hard Time and On-Condition both involve actions directly concerned with preventing failure, whereas Condition Monitoring does not. However, the Condition Monitoring process is such that any need for subsequent preventative actions would be generated from the process. Hard Time This is a preventative process in which known deterioration of an Item is limited to an acceptable level by the maintenance actions which are carried out at periods related to time in service (e.g. calendar time, number of cycles, number of landings). The prescribed actions normally include Servicing and such other actions as Overhaul, Partial Overhaul, Replacement, in accordance with instructions in the relevant manuals so that the Item concerned is either replaced or restored to such a condition that it can be released for service for a further specified period. On-Condition This also is a preventative process but one in which the Item is inspected or tested, at specified periods, to an appropriate standard in order to determine whether it can continue in service (such an inspection or test may reveal a need for Servicing actions). The fundamental purpose of OnCondition is to remove an Item before its failure in service. It is not a philosophy of 'fit until failure' or 'fit and forget it'. Condition Monitoring This is not a preventative process, having neither Hard Time nor On-Condition elements, but one in which information on Items gained from operational experience is collected, analysed and interpreted on a continuing basis as a means of implementing corrective procedures. Ref: CAAIP Part 1 Leaflet 1-7

64

DESIGN ORGANISATIONS
DCA approved Design Organisations are divided into 3 groups: (1) E1 Design Organisation organisations approved to provide reports and certify that the original design of an aircraft, systems, or equipment of any part thereof, and any subsequent modifications and repairs are such as to comply with DCA design requirements. The approval includes the authority to certify design-oriented documentation associated with operation, maintenance, overhaul, or repair of the product. E2 Design Organisation organisations approved to provide reports and certify that the design of modifications or repairs to an existing aircraft, systems, or equipment (i.e. originated from other organisation), or any part thereof, is such as to comply with DCA design requirements. The approval may include authority to certify any necessary changes to design originated documentation associated with maintenance, overhaul, or repairs of the modified product. E3 Design Organisations organisations approved to provide reports and to certify that a particular aircraft conforms to a standard approved by the DCA, for the issued of C of A, for the aircraft type, or, differs in a defined manner from that approved standard.

(2)

(3)

Requirements for Grant of Approval (a) In all matters affecting airworthiness, full and efficient co-ordination exists within the design office and related technical and administrative departments, and between design office and any recognised sub-contractors (b) The qualifications and experience of the design office staff shall be adequate to conduct the work involved in establishing compliance with requirements, and shall be such to ensure that good judgment is exercised with a full appreciation of current aeronautical practice in design matters. The design organisation staff shall be of sufficient number as may reasonably be expected to undertake the airworthiness investigations of the volume of work in the class for which the approval is sought. The applicant for approval shall nominate the appropriate persons for various functions in the Organisation The applicant shall provide an Exposition of the Organisation to the CAA/DCA The Organisation shall have facilities, or access to suitable approved facilities, for making such test as are necessary to establish compliance with the requirements. The design shall be so organised that, unless otherwise agreed by the CAA/DCA, all assumptions, calculations, drawings and reports on which airworthiness depends are subject to verification. Design records shall be such as to provide substantiation of, and proper correlation between, all the data comprising the design. Make possible the provision of the necessary design information of any product on which airworthiness of an aircraft may depends as long as the product may be in service, and until such time after as may be agreed by the DCA/CAA.

(c)

(d) (e) (f) (g)

(h)

Ref:

BCAR A8-8, MCAR Regulation 38

65

AIRCRAFT REPAIR MANUAL This Manual should be confined to a description of the repairs applicable to the aircraft structure and components, and to those parts of the systems and installations which are the design responsibility of the aircraft manufacturer, and include the following information: Introduction General notes on the contents and usage of the manual. General Information Details of recommended repair procedures and practices which have a general application with diagrams. Details of process specifications, heat treatment procedures, protective treatment requirements, precautions necessary during repairs, e.g. damage by drilling into hidden structures and building in assembly stresses, details of special processes such as metal-to-metal bonding, welding, sealing of pressurised structures, etc. Preparation for Repair Details of, for example, the inspection necessary before repair, damage assessment standards, methods of supporting the structure, alignment and geometry checks, material allowance for dressing of damage, and limits of wear. Tools and Equipment A list of tools and equipment necessary for applying repairs, with details of their purposes and methods of use. Temporary Repairs Details of repairs of a temporary nature which would permit the aircraft to return to base for a permanent repair. Standard Repairs Details of repairs which can, within defined limits, be applied as applicable, to various structures, systems and installations. Minor Repairs Details of permanent repairs which apply only to specified parts of the structure or particular components. Only minor repairs, which do not require extensive dismantling or the use of special jigs or equipment, should be included. Major Repairs Details of permanent repairs which would normally only be completed at the main base, e.g. those which would require the use of special jigs and equipment. Checking and Testing after Repair Details of those checks or tests necessary after repair, e.g. structure alignment checks, adjustment of control surface balance and fuselage pressure testing.

66

INSPECTION ORGANISATIONS
Organisations engaged in Radiographic Inspection and Ultrasonic Inspection of aircraft during maintenance and overhaul may be approved to provide reports and certify compliance in respect to work on aircraft structures, structural components, and welded structural components. Procedures for Approval of Organisations Concerned with Radiographic Inspection of Aircraft during Maintenance and Overhaul (BCAR A8-11) Organisation seeking an approval or the extension of an existing approval, for the radiographic work shall make application to the DCA Airworthiness Division. Requirements for Grant of Approval The radiographic department shall be organised under the direction of a radiographer who has satisfied the appropriate requirements; All radiographic inspections shall be directly supervised and the final certification made by a radiographer who has satisfied the appropriate requirements. Certification shall be in a form agreed by the DCA. Radiographic inspections concerned with the inspections required in approved Manuals, approved Maintenance Schedules, and the Airworthiness Directives volumes, shall be made in accordance with techniques approved by the manufacturer, or appropriately approved Organisations unless an alternative technique has been accepted by the DCA.

Procedures for Approval of Organisations Concerned with Ultrasonic Inspection of Aircraft during Maintenance and Overhaul (BCAR A8-12) Organisation seeking approval or the extension of an existing approval shall make written application to the DCA. Requirements for Grant of Approval The Ultrasonic Inspection Department shall be organised under the direction of a person who has satisfied the appropriate requirements; All ultrasonic inspections shall be directly supervised, and the final certification made by a person who has satisfied the appropriate requirements. Certification shall be in a form agreed by the DCA; and Ultrasonic inspections concerned with the inspections required in approved Manuals, approved Maintenance Schedules, and the Airworthiness Directives volumes, shall be made in accordance with techniques approved by the manufacturer, or an appropriately approved Organisation unless an alternative technique has been accepted by the DCA.

Ref:

BCAR A8-11 & A8-12

67

APPROVED MAINTENANCE SCHEDULE / PROGRAMME To comply with the MCAR, Malaysian aircraft with a C of A in the Transport Category (Passenger), Transport Category (Cargo), Aerial Work, or Private Category, shall be maintained under and in accordance with a DCA Approved Maintenance Schedule/Programme.

An aircraft shall not be issued or renewed with a C of A unless it is maintained in accordance with the approved maintenance schedule/programme, to which it applies.

What is a maintenance schedule/programme? A maintenance schedule/programme is a document which describes the specific schedule maintenance tasks and their frequency of completion and other procedures related to the accomplishment of the schedule/programme, necessary for the safe operation of the aircraft to which it applies and to ensure that the airworthiness of the aircraft will be preserved on a continuing basis.

It is mandatory for an operator to provide for use and guidance of maintenance personnel and operational personnel concerned, an Approved Maintenance Schedule/Programme.

An operator, Air Operators Certificate holder or aircraft owner, shall submit to DCA a maintenance schedule/programme for approval before intending to operate any aircraft.

The schedule/programme may contain the following information: (a) (b) (c) Traditional processes of inspection, servicing, and replacement and overhaul at stated periods; Other processes which permit the adjustment of the work content and periods in accordance with information derived from the operation and maintenance of the aircraft concerned; Where Maintenance Review Board procedures are applicable to the Type Certification of a particular aircraft type, then these procedures will be applied.

NOTE: Normally the DCA expects that all Schedules will be based upon the TC Holders recommendations prescribed in Manufacturers maintenance planning data. Maintenance Schedule or Maintenance Programme for initial approval by the DCA shall be presented in two parts. (a) Part 1 Shall not be varied or amended without direct DCA approval and should contain the following: (i) (ii) (iii) (iv) (v) DCA Approval Document Standard Maintenance Practices, as appropriate Schedule or Programme Revision Record Check Cycle criteria (e.g. A Check 400 FH, B Check 800 FH etc.) Certification Maintenance Requirement, Mandatory Life Limits, mandatory Regulatory Requirements (vi) Reference to the applicable Maintenance Control Procedures or documents (vii) Sampling Programme details or procedures (viii) Schedule or Programme general particulars

68

APPROVED MAINTENANCE SCHEDULE (contd)

(b) Part 2 Part 2 may be varied by the Operator in accordance with Authoritys approved procedures and shall contain the following: (i) Maintenance tasks recommended by the MRB or Manufacturer's maintenance planning guide (excluding those listed in Part 1) (ii) Operator requirements (e.g. Operator supplemental inspections) (iii) Recommended or optional Service Bulletin (SB)/Service Information Letters (SIL) etc. (iv) Lubrication Programme (other than Lubrication tasks arising from Part 1) (v) Passenger entertainment and aircraft appearance tasks

The data in an Approved Schedule or Programme shall, where appropriate, be amended by the Operator to reflect the embodiment of mandatory and non-mandatory modifications and inspections, the incorporation of manufacturers requirements (SB, etc.), and the effects of maintenance experience. Amendments to Approved Schedules or Programmes may only be incorporated when the DCA is satisfied with the content or when the approval is obtained in accordance with approved procedures. The Schedule or Programme must contain a list of the registration marks of the aircraft intended to be maintained in accordance with the Schedule or Programme. Any changes to the list of aircraft constitute an amendment to the Schedule or Programme. A Schedule or Programme is subject to review for effectiveness on a regular basis. As a minimum, once in every 12 months. When its effectiveness falls below the established criteria, the Programme or Schedule shall be amended as necessary to take into account the findings of such reviews. Approved Maintenance Schedule Amendments Types of amendment raised in respect of revision to maintenance schedules are: A Amendment: B Amendment: These is DCA originated amendment incorporated in all maintenance schedules of a particular type of aircraft. It is raised by the operator and submitted to DCA for their approval before being incorporated into the Schedule/Programme. Type error which the operator can amend without the consent of DCA.

C Amendment:

69

Primary Maintenance The CAA and DCA recognise three primary maintenance processes. They are Hard Time, OnCondition and Condition Monitoring. In general terms, Hard Time and On-Condition both involve actions directly concerned with preventing failure, whereas Condition Monitoring does not. However, the Condition Monitoring process is such that any need for subsequent preventative actions would be generated from the process. Hard Time This is a preventative process in which known deterioration of an Item is limited to an acceptable level by the maintenance actions which are carried out at periods related to time in service (e.g. calendar time, number of cycles, number of landings). The prescribed actions normally include Servicing and such other actions as Overhaul, Partial Overhaul, Replacement, in accordance with instructions in the relevant manuals so that the Item concerned is either replaced or restored to such a condition that it can be released for service for a further specified period. On-Condition This also is a preventative process but one in which the Item is inspected or tested, at specified periods, to an appropriate standard in order to determine whether it can continue in service (such an inspection or test may reveal a need for Servicing actions). The fundamental purpose of OnCondition is to remove an Item before its failure in service. It is not a philosophy of 'fit until failure' or 'fit and forget it'. Condition Monitoring This is not a preventative process, having neither Hard Time nor On-Condition elements, but one in which information on Items gained from operational experience is collected, analysed and interpreted on a continuing basis as a means of implementing corrective procedures. Ref: CAAIP Part 1 Leaflet 1-7

70

LAMS STAR INSPECTIONS

Light Aircraft Maintenance Schedule (LAMS) applies to Group II aircraft Piston-engine aeroplanes and rotorcraft the MTWA of which does not exceed 2730 kg, certified in the Transport Category (Passenger), Transport Category (Cargo), Aerial Work Category and Private Category. (Refer to BCAR A3-4, paragraph 1.1.2.) A Star Inspection and the coincident annual inspection shall be carried out at the premise of an approved organisation (A8-15) and certified by holders of appropriate type-rated licensed engineers, prior to the application for renewal of C of A for the aircraft concerned. For aircraft operated for commercial air transport, the Star Inspection and the coincident annual inspection shall be carried out at the premise of the JAR 145 organisation and certified by persons holding appropriate company authorizations/approvals valid for the particular aircraft type. In deciding the depth of the Star Inspection, the Approved Organisation shall take account of the following: a) the age, storage conditions, total hours/cycles, areas and type of operation of the aircraft b) compliance with the requirements of the Approved Maintenance Schedule c) the periods between overhauls and any finite or service life limits, prescribed or approved by the DCA, in respect of the aircraft and its parts d) such other requirements or instructions approved by the DCA (e.g. mandatory modifications and inspections) e) foreign airworthiness directives adopted by the DCA, and airworthiness directives issued by the DCA g) the manufactures recommendations in Service Bulletins, Maintenance Manuals or equivalent documents

71

STORES: SYSTEMS
Civil Aircraft Airworthiness Information and Procedures (CAAIP) Leaflet 1-8 gives guidance and advice on the correct conditions for storage of aircraft supplies in the absence of manufacturers recommendations. The recommended general storage conditions for aircraft supplies are as follows: a) Temperature and Humidity Control. The premise should be clean, well ventilated, and brightly lighted, and maintained at even dry temperature to minimise the effects of condensation. When required, the temperature and humidity should be checked regularly by means of a Hydrometer. Protective Materials for Storage Purposes. Protective materials including Vapour Phase Inhibitor (VPI), protective oil/fluids/compounds, and desiccants should be used for protection against corrosion. Rack and Bins. Open racks allow free circulation of air and are preferred when the nature of the stock permit their use. Painted metal type, rigid PVC, polyethylene, or cardboard bins are more suitable than wooden type, since with the wooden type there is risk of corrosion due to mould or dampness. Rotation of Use. Batches of materials and parts should be issued in strict rotation, i.e. old stock should be issued before new stock. It means First-In-First-Out. This is of particular importance for perishable goods, instruments and other components which have definite storage limiting periods. Storage Limiting Periods. On expiry of recommended storage periods the parts should be withdrawn from stores for checking or overhaul as recommended by the manufacturer. Segregation of Stock. Materials which have harmful effects on other materials should not be placed in a store where their escaping fumes may affect raw materials or finished parts. Packaging of Stock. Stocks should normally be packaged from plastics film, Jiffy bags, lanolin grease impregnated cloth, plastics film lined paper envelops, etc. Materials in Long Length. Long lengths of materials should be stored vertically, which tends to reduce the problems caused by bow and handling damage. Care should also be taken when placing the material in the storage rack to prevent nick and scratches. Flammable Materials. All materials of flammable nature should be kept in a store separated from the main buildings, and such store should comply with requirements of the local authorities.

b)

c)

d)

e)

f)

g)

h)

i)

Ref:

CAAIP Leaflet 1-8

72

STORES: SYSTEMS
Civil Aircraft Airworthiness Information and Procedures (CAAIP) Leaflet 1-8 gives guidance and advice on the correct conditions for storage of aircraft supplies in the absence of manufacturers recommendations. The recommended general storage conditions for aircraft supplies are as follows: a) Temperature and Humidity Control. The premise should be clean, well ventilated, and brightly lighted, and maintained at even dry temperature to minimise the effects of condensation. When required, the temperature and humidity should be checked regularly by means of a Hydrometer. Protective Materials for Storage Purposes. Protective materials including Vapour Phase Inhibitor (VPI), protective oil/fluids/compounds, and desiccants should be used for protection against corrosion. Rack and Bins. Open racks allow free circulation of air and are preferred when the nature of the stock permit their use. Painted metal type, rigid PVC, polyethylene, or cardboard bins are more suitable than wooden type, since with the wooden type there is risk of corrosion due to mould or dampness. Rotation of Use. Batches of materials and parts should be issued in strict rotation, i.e. old stock should be issued before new stock. It means First-In-First-Out. This is of particular importance for perishable goods, instruments and other components which have definite storage limiting periods. Storage Limiting Periods. On expiry of recommended storage periods the parts should be withdrawn from stores for checking or overhaul as recommended by the manufacturer. Segregation of Stock. Materials which have harmful effects on other materials should not be placed in a store where their escaping fumes may affect raw materials or finished parts. Packaging of Stock. Stocks should normally be packaged from plastics film, Jiffy bags, lanolin grease impregnated cloth, plastics film lined paper envelops, etc. Materials in Long Length. Long lengths of materials should be stored vertically, which tends to reduce the problems caused by bow and handling damage. Care should also be taken when placing the material in the storage rack to prevent nick and scratches. Flammable Materials. All materials of flammable nature should be kept in a store separated from the main buildings, and such store should comply with requirements of the local authorities.

b)

c)

f)

g)

f)

g)

h)

ii)

Ref:

CAAIP Leaflet 1-8

73

STORES: SYSTEMS contd

All organization concerned with manufacture, maintenance, repair and overhaul of civil aircraft, equipment, and components, must maintain a Bonded Store and a Quarantine Store. On receipt, all parts/materials must be placed in the Quarantine Store until they are confirmed to have met the required standards and subsequently batched into the Bonded Store. The Bonded Store shall contain only those parts intended for aeronautical use and conform to all Requirements. Part/material intended for aircraft use is issued from Bonded Store. The applicable Batch Number assigned to the item must be quoted and entry onto Log Book when item is fitted to an aircraft. The final responsibility for ensuring that origin from approved sources rests with the USER (operators, MRO, etc.).

STORES RELEASE OF PARTS

MCAR Regulation 30 prescribes that person issuing the CRS for installation of the aircraft part/component must be satisfied that the overhaul, repair, modification or inspection was carried out in a manner and with material of a type approved by the DCA. Airworthiness Notice No.29 provides guidance on the acceptance of aircraft component sources to the person issuing the CRS for installation of aircraft component/part such that the responsibilities under the MCAR may be satisfied.

Aircraft Components From DCA Recognised Sources New or part-used aircraft components which have been manufactured, overhauled, repaired, modified or inspected by organisations approved/recognised by the DCA for the purpose or by an organisation acceptable to the DCA and have been released on the correct certification documentation. The certifying person is responsible for ensuring that the aircraft component is in a satisfactory condition for fitment and that all required functional and installation checks are carried out to ensure the particular system serviceability or structural integrity. The correct release certification document shall be the DCA Authorised Release Certificate/Airworthiness Approval Tag (ARC).

Note: Recognised sources are organisations approved by the DCA to BCAR A8-1 (Primary Companies) and BCAR A8-2 (Suppliers).

74

STORES RELEASE OF PARTS contd

Aircraft Components From Sources Other than DCA Recognised Sources Extreme care must be exercised before acceptance of aircraft components which have been manufactured, overhauled, repaired, modified or inspected by an organisation not recognised by the DCA. Unless specifically exempted by the DCA in a particular case, such an aircraft component must be dismantled sufficiently to establish satisfactory condition and replacement of all life limited parts thus permitting the issue of component CRS after all certification requirements have been completed on reassembly by a DCA approved organisation.

Aircraft Component Distributors Aircraft component distributors are not approved by the DCA and when acting in the distributor role are not required to possess the necessary technical expertise to establish the status of aircraft components. Where a Distributor uses a DCA recognised source, it is acceptable for Distributor documentation to be endorsed: The aircraft components identified above have been obtained from or maintained by a DCA AN 29 Appendix 1 source. When the source available to the Distributor is not specified in AN 29 Appendix 1, then the procedures for aircraft components from sources other than DCA recognised source must be complied with.

Note: AN 29 does not apply to standard parts, although it is recommended that such parts should be accompanied by a Statement of Conformity. Aircraft Components Obtained From Another Operator or Maintenance Organisation Aircraft components from the above source qualify for installation without Approved Certificate or DCA ARC being available only in case of an A.O.G. situation and subject to the aircraft component being accompanied by the source operator or maintenance organisation component serviceable tag. Aircraft components from the above source which are sold surplus to requirements must be accompanied by the original Certification Documentation and maintenance records, as appropriate. Where the original documentation is not available, the maintenance organisation may issued a DCA ARC (if appropriately approved by the DCA) endorsed inspected.

Aircraft Components From Original Manufacturers That Have Not Received DCA Approval/Recognition The DCA is prepared to permit acceptance of such aircraft components subject to the organisation being under the control of the aircraft, engine or propeller Type Certificate holder and being authorised by the Certifying Authority (authority of country of origin) for the particular purpose. Release Documentation shall be as follows: a) Where country of origin is the USA FAA Form 8130-3 b) Where country of origin is one part of European Union JAA Form One
Airworthiness Notice No.29

Ref:

75

BOGUS PARTS / UNAPPROVED PARTS Definition Unapproved part is a part or material intended for installation on a type certificated aircraft/product, which neither manufactured according to approved procedures, nor conforms to an approved type design; or it fails to conform to declared specifications or accepted industry standards (i.e. standard parts).

Superficially, some of these parts are identical with the genuine parts which they are supposed to replace. Parts Originating from the Surplus Military Stock Parts originating from the surplus United States military stock may be rendered not conforming to the FAA approved civil type design because the suppliers of these parts may not have the stringent quality control the are required by the aircraft/component type certificate holder to satisfy FAA requirements.

Mandatory Occurrence Reporting Procedures Although this problem has not occurred to the same extent in Malaysia, bogus parts have been discovered.

Suspected unapproved parts should be reported to the DCA through the Mandatory Occurrence Reporting procedures (MOR).

To assist in tracing unapproved parts or material, person(s) reporting on MOR should, as far as possible, provide information specified in Airworthiness Notice No. 48.

The Certifying Person and User Responsibility The user of an aircraft part is responsible for ensuring that the part is serviceable and conforms to the standard and as being suitable for application.

(a) Ensure suppliers meet the definition and full details of quality control and certification requirements specified on the Purchase Order; (b) To verify that the supplier is meeting the requirements of the purchase order. This may require the user to visiting the suppliers facilities. Airworthiness Notices No. 1, 29 and 73 provide advice on the acceptance of parts or material for Malaysian registered aircraft.

Ref:

Airworthiness Notice No. 48

76

A TYPICAL ARC / AAT

77

ARC / AAT (REAR)

78

79

A COMPLETED JAA FORM ONE

80

81

LOG BOOKS The MCAR prescribes that a separate log book must be kept for each aircraft registered in Malaysia, for each engine and for each variable pitch propeller fitted to such aircraft. The MCAR also prescribes the information which must be recorded, the timescales within which the record must be made and the person responsible for keeping the log books. The log books can take any form acceptable to the DCA. To enable acceptance of an alternative technical record system the compliance with the requirements of the MCAR must be shown. For aircraft exceeding 2730 kg MTWA, it is required that a separate Modification Record Book be maintained. A suitable book is available from the CAA (CAP 395). The Upkeep of Log Books Permanent legibility is the keynote. Handwritten entries must be made in ink or indelible pencil. Any document kept in or with the log book should be either securely attached or kept in an attached pocket but should not prevent reference to the page to which it is attached. Any error should be corrected but remain legible. The corrections should be signed. Transfer of Responsibilities for Upkeep of a Log Book System After a log book or records system changes hands, it remains the responsibility of the previous operator or keeper to retain the existing record intact except that if the new operator or keeper demands custody of the existing records, it is a requirement that the previous keeper complies with the demand, at which time full responsibility for the record is also transferred. A new operator should ensure that the records reflect the new situation and any change of ownership if applicable. Where an alternative form of Technical Records system was being utilised, continuation by a new owner, operator, or maintenance organisation, or the introduction of any other system may not be made without the prior approval of the DCA. All log books and associated records must be retained until two years after the aircraft engine or propeller is destroyed or permanently withdrawn from use, whoever may be the custodian of the records. Ref: CAAIP Leaflet 1-5

82

TECHNICAL LOG BOOK

Subject to Regulation 29(1), a technical log shall be maintained in respect of a Malaysian aircraft if in relation to such aircraft a C of A in either the public transport or in aerial work category is in force. Subject to Regulation 86, the technical log shall be preserved by the operator of the aircraft to which it relates until a date two years after the aircraft has been destroyed or permanently removed from use, or for such shorter period as the DGCA may permit. The technical log shall be carried in the aircraft as required by Regulation 82. Technical log for both large and small aircraft shall be of a type approved by the DCA. The Technical Log book shall contain the following: (a) A Title Page with registered name and address of the operator, the type of aircraft and full international registration mark of the aircraft; (b) (c) A valid CMR A Maintenance Statement of the next inspection due, to comply with the inspection cycle of the Approved Maintenance Schedule and any out of phase inspection or component change due that time; A readily identifiable section contains sector record page and shall make provision for recording the following: (i) (ii) (iii) (iv) The aircraft type and registration mark; The date and place of take-off and landing; The time of which the aircraft took off and landed; Particulars of any defects in any part of the aircraft affecting airworthiness or safe operation of the aircraft which is known to the Commander or, if no defect is known to him, an entry to that defect; The date and signature of the Commander following completion of item d) iv); The arrival fuel state; A CRS in respect of any work carried out for the rectification of defects. The quantities of fuel and oil uplifted, and the quantity available in each tank, or combination of tanks, at the beginning of each flight; The running total of flying hours; Provision for pre-flight and daily inspection signatures;

(d)

(v) (vi) (vii) (viii) (ix) (X) (e) (f)

A readily identifiable section containing acceptable deferred defect record page. The format of all sector record pages shall be submitted to the DCA for acceptance.

Ref:

BCAR A7-8, MCAR Seventh Schedule, MCAR Regulations 29, 82 & 86

83

A COMPLETED TECHNICAL LOG PAGE

84

Supplementary Technical Log Requirements It will be necessary to record additional information for a specified aircraft. The following items are few examples of what is required, where appropriate: a) Maximum or Intermediate Contingency Power. The record of duration of maximum or intermediate power usage and subsequently to transfer the information to the engine log book or maintenance record. For rotorcraft, the information is subsequently transfer to the log card or other appropriate documents applicable to those components of the transmission which always transmit power from a single engine only. Landings. The number of landings carried out will be necessary for undercarriage component life considerations. Flight Pressure Cycles. The number of pressure cycles will be necessary for fuselage life considerations.

b)

c)

Supplementary Technical Log information shall be assessed by the Operator and agreed by the DCA.
Ref: BCAR A7-8

85

AIRCRAFT LOG BOOK The following entries shall be included in the aircraft log book: a) The name of the manufacturer, the type of the aircraft, the number assigned to it by the manufacturer and the date of the manufacture of the aircraft, The nationality and registration marks of the aircraft, The name and address of the operator of the aircraft, The date of each flight and the duration of the period between take-off and landing, or, if more than one flight was made on that day, the number of flights and the total duration of the periods between take-off and landings on that day,

b) c) d)

e) Particulars of all maintenance work carried out on the aircraft or its equipment, f) Particulars of any defects occurring in the aircraft or in any equipment required to be carried therein by or under the MCAR, and of the action taken to rectify such defects including a reference to the relevant entries in the technical log required by the MCAR, and Particulars of any overhauls, repairs, replacements and modifications relating to the aircraft or its equipment. Entries are not required to be made under sub-paragraphs e), f) and g) in respect of any engine or variable-pitch propeller.

g) NOTE:

Ref:

CAAIP Leaflet 1-5 page 3

86

ENGINE LOG BOOK

Subject to Regulation 35, engine log book(s) shall be kept in respect of every Malaysian aircraft flying for the purpose of public transport. Subject to MCAR 7th Schedule, the following data shall be included in the engine log book: (a) (b) (c) (d) the name of the constructor, the type of engine, the number assigned to it by the constructor and the date of the construction of the engine; the nationality and registration marks of each aircraft in which the engine is fitted; the name and d of the operator of each such aircraft; the date of each flight and the duration of the period between take-off and landing or, if more than one flight was made on that day, the number of flights and the total duration of the periods between take-off and landings on that day; particulars of all maintenance work done on the engine (e.g. SMI, NDT, mandatory inspections); particulars of any defects occurring in the engine, and of the rectification of such defects, including a reference to the relevant entries in the technical log; particulars of all overhauls, repairs, replacements and modifications relating to the engine or any of its accessories.

(e) (f) (g)

The engine log book shall be of a type approved by the DCA. Subject to Regulation 86, every log book shall be preserved by the operator of the aircraft until a date two years after the aircraft, engine or the variable pitch propeller, as the case may be, has been destroyed or has been permanently removed from use.
MCAR Regulations 35, 86 & MCAR Seventh Schedule

Ref:

VARIABLE PITCH PROPELLER LOG BOOK

The requirements for VP Propeller Log shall be similar to those of the engine log.

87

MODIFICATION RECORD BOOK A statement of the modification history of the aircraft to which it relates. Modification Record Books may be purchased from the CAAs printer.

A Modification Record Book must be kept for each aircraft of more than 2730 kg MTWA, registered in Malaysia. Contents of Modification Record Book (a) (b) (c) Modifications made to those parts of the aircraft on which airworthiness depends. Modifications made to the aircraft which effect modifications already listed in the record book. Major repairs, which have significant altered the design affecting the airworthiness of the aircraft.

The Modification Record Book must be kept up to date at the issue of the C of A for a new aircraft, at the renewal of the C of A, and at the time of sale or lease of the aircraft. The Modification Record Book shall be kept by the owner or Operator of the aircraft, and shall be made available for examination, when required by the DCA. Ref: BCAR Section A, Sub-Section A7-9

88

AIR OPERATORS CERTIFICATE (AOC)

Why an AOC is required and under what conditions it may be issued? (i) Pursuant to regulation 24 of MCAR, a Malaysian aircraft shall not fly on any flight for the purpose of public transport otherwise than under and in accordance with the terms of an AOC granted to the operator of the aircraft. The AOC certifies that the holder of the certificate is competent to secure that the aircraft operated by him on such flight is operated safely. An AOC is granted to a person applying for it if the DGCA is satisfied that the person is competent, having regard in particular to his previous conduct and experience, his equipment, organisation, staffing, maintenance and other arrangements, to secure the safe operation of an aircraft of the type specified in the certificate on flights of the description and for the purpose so specified.

(ii)

It means compliance with: > Operating rules > Operating environments > Routes and areas of operation > Operators experience and capability > Aircraft fleet maintenance > Organisational structure The AOC shall remain in force for the period specified therein.

Air Operators Certificate requirements: Operational specification: Defined the way the operator conducts; > Its flights > Its maintenance

Defined specific requirement and limitations. Together, the ASL and AOC are necessary documents to be complied with for the conduct of flights for the purpose of public transport.
MCAR Regulation 24, JAR-OPS 1

Ref:

89

CERTIFICATE OF RELEASE TO SERVICE (CRS) What is a CRS? A CRS is introduced to replace the Certificate of Compliance (C of C) in respect of certification of the completion of overhauls, repairs, replacement, modifications or mandatory inspections. A CRS will also be used to certify the completion of maintenance checks where the check is classified as a Scheduled Maintenance Inspection (SMI). The CRS shall be worded in the following manner: The work recorded above has been carried out in accordance with the requirements of the Malaysian Civil Aviation Regulations for the time being in force and in that respect the aircraft/equipment is considered fit for release to service Conditions for the issue of a CRS (a) The use of up to date instructions, including manuals, drawings, specifications, DCA mandatory modifications / inspections and company procedures; (b) (c) (d)
Ref:

The use of recommended tooling and test equipment, which is currently calibrated where applicable; The use of a working environment appropriate to the work being carried out; and The use of appropriately trained personnel.

DCA AN NO. 12, MCAR Regulation 30

DUPLICATE INSPECTIONS Definition An inspection first made and certified and subsequently re-inspected and certified by a second qualified person. Requirements A duplicate inspection shall be made following an initial assembly or disturbance of all control systems in an aircraft, to prevent the possibility of assembly of a single feature leading to catastrophe. The duplicate inspection shall be made before a CRS has been issued. Persons qualified to make first and/or second part of a duplicate inspection are: (a) Appropriate rated Licenced Aircraft Maintenance Engineer; and (b) Appropriate authorised persons employed by an approved organisation.
DCA AN No. 51

Ref:

90

A TYPICAL DUPLICATE INSPECTION FORM

91

A TYPICAL WORKSHEET

92

A Typical Certificate of Release to Service

93

CERTIFICATE OF MAINTENANCE REVIEW (CMR)

What is a CMR? It is a certificate issued to certify the completion of the requirements of a maintenance schedule approved by the DCA. A CMR provides evidence that, at the date of issued, the aircraft was in compliance with the requirements of the maintenance schedule approved by the DCA and that all modifications and inspections classified as mandatory have been satisfied. Who can certify and sign a CMR? The signatory of a CMR shall be: (a) (b) for aircraft maintained to the requirements of BCAR A8-13, an engineer approved for the purpose by the DCA. for all other aircraft an engineer type licensed in at least two categories (excluding X Compasses) appropriate to the aircraft type.

A CMR is required to be issued for a maximum period of four (4) calendar months in the case of aircraft in Transport Category and aircraft in Private Category above 2730 kg MTWA. In the case of aircraft in Private Category below 2730 kg MTWA, a CMR is required to be issued for a maximum period of one (1) calendar year. The CMR must be aligned with the renewal of Certificate of Airworthiness. Conditions for the issue of a CMR (all aircraft) shall be: (a) all maintenance specified in the maintenance schedule has been carried out within the prescribed time period and any extension to limiting periods is in accordance with procedures approved by the DCA; (b) all modifications and inspections deemed mandatory by the DCA have been carried out within the time periods and any extension to limiting periods has been authorised by the DCA; and all CRS required have been issued

(c)

NOTE: Extension of the CMR periodicity requirements will not be considered except in the most exceptional circumstances.
Ref: DCA AN No. 12, MCAR Regulation 28

94

CMR The Statement

CERTIFICATE OF MAINTENANCE REVIEW AIRCRAFT TYPE . NATIONALITY & REGISTRATION MARKS Certified that a maintenance review of this aircraft and such of its equipment as is necessary for its airworthiness has been carried out in accordance with the requirements of Malaysian Civil Aviation Regulations for the time being in force. The next maintenance review is due Signed .. DCA Approval/Licence No Date . Firm .

Ref: DCA AN No. 12

95

A Typical Certificate of Maintenance Review

96

DEFECT REPORTING
Pursuant to Regulation 195 of MCAR, the operators or the commanders of a Malaysian registered aircraft, licensees of licensed aerodromes, aircraft/equipment/part manufacturers, CMR signatories of Maintenance Organisations, and MROs, shall report to the DCA the defects and incidents/accidents (occurrences) which could have airworthiness implications. The reporting scheme, commonly known as Mandatory Occurrence Reporting Scheme (MOR scheme), was introduced by the DCA with the following objectives: a) b) c) d) to ensure that the DCA is advised of all hazardous or potentially hazadous defects and incidents (occurrences); to ensure that all information concerning these occurrences is disseminated to operators and other interested parties; to enable an assessment to be made of the safety implications of each occurrence; to decide whether any corrective action needs to be taken.

This scheme applies to all Malaysian registered public transport aircraft, or a public transport aircraft not registered in Malaysia, but which is operated by a Malaysian AOC holder. In the interest of aircraft safety, the DCA will also accept and process reports concerning aircraft which are not covered by these criteria. With reference to Regulation 195, reportable occurrences are those: a) involving damage to an aircraft b) c) d) e) f) h) i) involving injury to a person involving the impairment during a flight of the capacity of a member of the flight crew to undertake the functions to which his licence relates involving the use in flight of any procedures taken for the purpose of overcoming an emergency involving the failure of an aircraft system or any equipment of an aircraft arising from the control of an aircraft in flight by its flight crew arising from failure or inadequacy of facilities or services on the ground used or intended to be used for the purpose or in connection with the operation of the aircraft arising from loading or the carriage of passengers, cargo including mail, or fuel. With reference to Regulation 195, a report containing the information referring to in a) to h) above shall be despatched in writing and by the quickest means to the DCA within 48 hours of the reportable occurrence coming to the knowledge of the person making the report.

Provided that if at that time any of the said information is not in the possession of that person, he shall despatch that information to the DCA in writing and by the quickest means within 96 hours of its coming into his possession.

97

DEFECT REPORTING contd

A MOR shall contain the following information: a) b) c) d) e) f) type, series, and registration marks of the aircraft concerned the name of the operator of the aircraft the date of the reportable occurrence if the person making the report has instituted an investigation into the reportable occurrence, whether or not this investigation has been completed a description of the occurrence, including its effects and any other relevant information in the case of a reportable occurrence which occurs during flight, the time of the occurrence, the last point of departure and the next point of intended landing of the aircraft at that time, and the geographical location of the aircraft at that time. in the case of a defect in or malfunctioning of an aircraft or any part or equipment of an aircraft, the name of the manufacturer of the aircraft/part/equipment, the part number and modification standard of the part/equipment and its location on the aircraft. the signature and name in block capitals of the person making the report, the address or telephone number at which communications should be made to him, if different from that of his place of employment.

g)

h)

Ref:

MCAR Regulation 195

98

BCAR SECTION L LICENSING AIRCRAFT MAINTENANCE ENGINEERS

99

Section L covers the grant, extension and renewal of Aircraft Maintenance Engineers Licences and the approval and recognition of applicable training. The requirements of this Section L recognise the standard prescribed by the International Civil Aviation Organisation for the grant and extension of licences. It serves as a comprehensive guide to licensing procedures as a whole, and related information having been included. Licenses are granted and extended within the defined Categories given below: a) Licence Without Type Rating (LWTR) b) Type Ratings

LWTR Licence Without Type Rating (LWTR) does not in itself confer certification responsibilities or privileges. It is, however, a pre-requisite for the grant of the relevant Type Rating which confers the privileges of certification appropriate to that Type Rating. For Approval of Organisation under JAR-145 equivalent, the authorisations or Company Approvals for maintenance certification requires at least an LWTR to be held before these approvals may be granted. Licence extension to include a LWTR requires the applicant to sit and pass the additional the multiple choice modular exams applicable to the licence category/sub-division sought. The assessment procedure for Type Ratings is set out in paragraphs 5 & 6 of Chapter L2. Where an oral examination is required it will cover those items of the modular syllabus appropriate to the Type Rating. Concurrent applications for an LWTR and the associated Type Rating where both require an oral examination will result in one oral examination covering both aspects once all written examination passes have been achieved for the LWTR.

Pass Mark The time allowed for each question is shown on the answer sheet which the candidate must sign. All questions in paper are worth equal marks. The pass mark for each modular multiple choice paper and the essay paper is 75%. No technical manuals and similar documentation are used for reference purposes in the examination. Calculators or similar devices may not be used during the examination.

100

BCAR SECTION L LICENSING AIRCRAFT MAINTENANCE ENGINEERS (contd)

Type Ratings Type Rating confers the holder of a Licence the privileges and certification responsibilities in respect of certain aircraft registered. The certification responsibilities are prescribed in Airworthiness Notice No.3. A Licence holder may not certify beyond the privileges permitted by AN No.3 in respect of the Type ratings held. Type Ratings granted in Category C Engines Aeroplanes cannot be used to certify engines in rotorcraft or airships.

Validity of Licences In Malaysia, Licences are issued for a period of 2 years and renew for a period of 2 years. Whilst in the United Kingdom, Licences are issued for a period of 2 years and renew for a period of 5 years. Use of Licence with a Type rating to issue a certification requires that, during the 24 months preceding the date of the certification, the holder has been engaged for periods totalling at least 6 months on work affording experience comparable with that required for the grant of the Licence. It is strictly a principle that a Licence holder may not exercise the privileges of his Licence whilst medically unfit or under the influence of drinks and drugs.

Eligibility for Application for Grant/Extension of a Licence Prior to the grant/extension of a Licence, an applicant shall not be less than: a) 20 years of age for a LWTR b) 21 years of age for Type Ratings An application may be made no more than 3 months in advance of the above ages. Application for licence grant/extension must be received by the Authority no later than the last Thursday of the month preceding the appropriate examination date. An applicant for the grant/extension of a Licence shall: a) submit an application which is acceptable in contents and presentation. b) provide evidence of acceptable experience and any training course requirements relevant to the application c) be able to read, write, interpret technical reports and carry out technical discussions in English Language. d) reach a satisfactory standard in any examinations required e) pay the appropriate fee

Examinations The examination for the initial grant of a Licence will normally be in three parts: a) a written examination, comprising individual multiple choice question papers. b) an essay question paper c) a basic Licence oral examination

101

BCAR SECTION L LICENSING AIRCRAFT MAINTENANCE ENGINEERS (contd)

Oral Examination The basic oral examination is carried out only at Licence issue and is the final stage in the process for the grant of a Licence. An oral examination and licence issue can be made only when the appropriate experience requirements and all written examinations required have been passed within the time limit allowed. Oral examinations may also be carried out for the extension of a Licence to include certain Type ratings. In Malaysia, the oral examinations are carried out by Surveyors at DCA Head Quarter office at Putrajaya, at times mutually agreed. The LWTR oral examination at licence issue is not intended to re-examine the basic knowledge of an individual. It is aimed primarily at assessing whether or not the individual possesses the expected ability to discharge the responsibilities of a licence holder. It is an assessment of the individuals fitness to hold the Licence by evaluating such issues as determination of maintenance requirements, preparation and use of documents, supervision of tasks, the management of complex tasks and the meeting of the various requirements to permit certification to be made.

Expired and Lapsed Licence A Licence which has lapsed or expired for less than 2 years will be considered for examination provided that other requirements in AN No.6 are met. Note: A Licence which has lapsed more than once will not be considered for renewal without examination. A Licence that has lapsed for mote than 2 years will not be considered for renewal without examination. Application for the re-issue of licence should therefore, made in accordance with the current procedures in AN NO.5.

Important For a Malaysian Licence to remain in force, an application for its renewal must be received by the DCA at least 45 days prior to the date of expiry of the Licence. The validity of the licence will not be back dated. The renewal of a licence which has lapsed will only be affected from the date of receipt of an acceptable application.
Ref: BCAR Section L, Airworthiness Notices No.5 & No.6

102

MANDATORY MODIFICATIONS AND INSPECTIONS (AIRWORTHINESS DIRECTIVES) DCA REQUIREMENTS

In MCAR, mandatory modifications and mandatory inspections are defined as Airworthiness Directives. When an aircraft is affected by mandatory inspection or modification issued by DGCA, it is illegal for the aircraft to be flown until the prescribed requirements has been complied with. Airworthiness Directives (ADs) issued by DCA will be in 3 different categories: (1) For aircraft registered in Malaysia, Airworthiness Notices (ANs) issued by DCA. Notices in this series will also be used to introduce new requirements. A summary of the mandatory ANs will be issued in the form of an appendix known as Appendix 1 to Airworthiness Notice No.4. (2) For aircraft, engines, propellers or installed equipment for which Malaysia is the State of Design and the Certifying Authority, DCA will issue ADs which will be known as CAM AD. A summary of CAM AD will be referenced as, s/no month year , e.g. 001 04 1997. For aircraft, engines, propellers or installed equipment for which Malaysia is the Validating Authority and the State of Registry, the following apply: a) b) AD issued by the Certifying Authority or State of Design (formerly known as State of Manufacture) of the aircraft, engines, propellers or installed equipment. AD issued by the DCA which will be known as VAM AD. These VAM AD replace the MCAD and LTO.

(3)

A summary of VAM AD will be issue in the form of an appendix known as Appendix 3 to Airworthiness Notice No.4, and the VAM AD will be referenced as, year s/no, e.g. 1997 002. CAM AD CAM AD issued by the DCA are an obligation as Malaysia is the State of Design in matters affecting aviation safety. These Directives arise from various sources, such as manufacturers Service Bulletins (SBs), in service difficulty reports or a result of design investigation by the DCA. VAM AD VAM AD issued by the DCA are intended to introduce requirements which have a direct bearing on airworthiness or operations but which, for a variety of reasons, e.g., specifically Malaysian operating experience and are likely to be the subject of airworthiness directive action by the State of Design. Note: CAM AD and VAM AD may be obtained upon request directly from Airworthiness Division, DCA Malaysia. Letters to Operators (LTO) With the issuance of CAM ADs and VAM ADs as described in Airworthiness Notice No.4, Letters to Operators (LTO) will only be issued for non-mandatory information documentation or any administrative matters to operators. MCAD MCAD issued by DCA in Appendix to Airworthiness Notice No.4 has been replaced by the issuance of CAM ADs and VAM ADs as described in appendices 2 and 3, respective.

103

MANDATORY MODIFICATION AND INSPECTIONS (BRITISH REQUIREMENTS) Product of British Manufacture. Following Modifications and Inspections are classified as mandatory: - CAA Airworthiness Directive (CAA ADs), manufacturers Service Bulletin (SB) or Service Letter (SL) which have been annotated with the statement This modification / inspection has been classified as mandatory by the CAA. ADs for British manufactured product are summarized in Mandatory Aircraft Modification and Inspection Summary (MAMIS)

MAMIS MAMIS is published by the CAA UK Modifications and inspections described in MAMIS are mandatory in respect of aircraft manufactured and registered in the UK and must be incorporated, as appropriate, prior to the issue or renewal of a C of A. MAMIS is divided into 3 parts: (1) Aircraft (2) Engines and Propellers (3) Aircraft Radio Station, Instruments, and equipment Entries in each part are listed alphabetically by manufactures names.

CAA EMERGENCY ADs

Issued for both UK and Non-UK products. Airworthiness matters of urgent need to be addressed by affected UK registered aircraft. Issued through telex or first class post.

Note: The CAA Airworthiness Directives procedures will be superseded by JAR 39 ADs.

104

NON-UK MANUFACTURED AIRCRAFT AND PARTS (FOREIGN)

Items are published as Foreign Airworthiness Directives (FAD). Relates to foreign constructed aircraft includes all the modifications and inspections published as mandatory by the Authority in the country of construction. Presented in three volumes: Vol I FAA summary of AD for aircraft of 12500lbs or less (5700kg). Vol II FAA summary of AD for aircraft of more than 5700 kg (12500lbs). Vol III Summary of ADs for all other foreign countries. Each volume is divided into the following titles: a) Aircraft b) Engines and Propellers c) General Instruments and Radio. Volume I & II are published and sent directly to the users by FAA as Bi-weekly updates. Volume III is published by the CAA and up-date monthly.

105

JAR-21 CERTIFICATION PROCEDURES FOR AIRCRAFT, AND RELATED PRODUCTS & PARTS JAR-21 prescribes the certification procedures for aircraft, and related products and parts. These requirements are: (1) Procedural requirements for the issue of Type Certificate and changes to those certificates; the issue of standard Certificate of Airworthiness; and the issue of export airworthiness approvals. Procedural requirements for the approval of certain parts and appliances. Procedural requirements for the approval of organisations paragraphs (1) and (2) above. for the purpose of

(2) (3) (4)

Rules governing the holders of any certificate or approval specified in paragraphs (1) to (3) above.

JAR-21 is organised into 16 subparts; subparts A H, subparts JA and JB, subparts K N, and subparts O Q, respectively. Each part deals with a specific activity. Subpart N is further organised into 10 specific subparts.
Ref: JAR-21

JAR-21 becomes effective on 1 January 1995, except as otherwise stated.

106

JAR 23 NORMAL, UTILITY, AEROBATIC, AND COMMUTER CATEGORY OF AEROPLANE JAR-23 prescribes the airworthiness standards for the certification of aeroplanes in the normal, utility and aerobatic categories that have: (1) (2) a seating configuration, excluding pilot seats, of nine or less and a maximum certificated take-off weight of 12,500 lbs or less; and and propeller-driven twin-engined aeroplanes in the commuter category that have a seating configuration, excluding pilot seats, of nineteen or less and a maximum certificated take-off weight of 19,000 lbs or less.

Aeroplanes Categories (a) The normal category is limited to non-aerobatic operations. Non-aerobatic includes(1) Any manoeuvre incident to normal flying (2) Stalls (except whip stalls) (3) Lazy eights, chandelle and steep turns or similar manoeuvres (b) The utility category is limited to any of the operations covered under (a) above; plus (1) Spins (if approved) (2) Lazy eight, chandelles, and steep turns or similar manoeuvres. (c) (d) The aerobatic category is without restrictions, other than those shown to be necessary as result of required flight test. Commuter category operation is limited to any manoeuvre incident to normal flying, stalls (except whip stalls) and steep turns.

Note: Except for commuter category, aeroplanes may be certified in more than one category if the requirements of each requested category are met.
Ref: JAR-23

107

JAR 25 LARGE AEROPLANES

JAR-25 prescribes the airworthiness standards for the certification of multi engine turbine-powered aeroplanes with a maximum take-off weight greater than 5700 kg.

108

JAR 66 CERTIFYING STAFF MAINTENANCE

JAR 66 is a new JAA rule introducing qualification requirements for Certifying Staff.

Currently, JAR 66 only applies to the release to service of aircraft with a maximum certificated take-off mass of 5700kg or above. It is intended to further expand JAR 66 to include light aircraft and components at a later stage. JAR 66 introduces four categories of certifying staff, and includes related qualification requirements in term of basic knowledge, maintenance experience, task or type training. These categories are: a) A Category corresponds to the line maintenance certifying mechanics. It means the person authorised to release an aircraft to service in line maintenance environment after simple maintenance tasks. b) B1 and B2 Categories corresponds to the line maintenance certifying technicians, respectively in the mechanical and avionics specialty. Together the B1 and B2 licences cover all possible line maintenance work, which the category A does not. The base maintenance support staff for the release to service process must also be qualified in in these categories. c) The C category corresponds to the base management certifying engineer, authorised to release an aircraft to service after base maintenance works. A JAR 66 Aircraft Maintenance Licence itself does not confer any certification privileges. Certification privileges are granted by the JAR 145 Approved Maintenance Organisation. The JAR 66 licence is only a prerequisite to the qualification as certifying staff.
JAR 66 document

Ref:

109

JAR 145 APPROVED MAINTENANCE ORGANISATIONS

Replaced BCAR A8-13 procedures for maintenance of aircraft greater than 5700kg MTWA.

Applicability JAR 145 prescribes the requirements for issuing approvals to organisations for the maintenance of aircraft and aircraft components and prescribes the general operating rules for approved maintenance organisations. The approval, when granted, will apply to the whole organisation headed by an accountable manager. An organisation which is located within the territories of a JAA full member state will be granted approval when in compliance with JAR-145. An organisation which is located outside the territories of a JAA full member state will only be granted approval in respect of any such locations if the JAA full member Authority is satisfied that there is a need for such approval to maintain aircraft/aircraft components at the location and when in compliance with JAR-145. Alternately, the JAA full member Authority may accept such an organisation on the basis of an approval granted by an Authority that is not a member or full member of the JAA subject to the organisation being in compliance with published maintenance special conditions to ensure equivalence to JAR-145. The alternative acceptable oranisation may be required to show a need before being accepted. Amendments to JAR 145 are printed on orange papers.

Application and Issue of Approval An application for maintenance organisation approval or for the amendment of an existing maintenance organisation approval shall be made on a form and in a manner prescribed by the JAA full member Authority and submitted with required number of copies of the maintenance exposition or amendment thereto. An applicant who meets the requirements of JAR-145 and has paid any charges prescribed by the JAA full member Authority is entitled to a maintenance organisation approval. Organisations that carry out or intend to carry out maintenance of aircraft with maximum take-off mass of 5700 kg and above must be in compliance with JAR-145 requirements, as appropriate. The following requirements must be in place: a) Facilities requirements b) Personnel requirements c) Certifying staff d) Equipment, tools, and materials e) Production planning f) Certification of Maintenance g) Maintenance records h) Occurrence reporting i) Safety and quality policy, maintenance procedures and quality system j) Maintenance data k) Maintenance Organisation Exposition (MOE)

110

JAR 145 APPROVED MAINTENANCE ORGANISATIONS contd

Facility Requirements Facilities must be provided appropriately for all planned work, ensuring in particular, protection from weather elements. Specialised workshops and bays must be segregated, as appropriate, to ensure that environmental and work area contamination is unlikely to occur. Office accommodation must be provided appropriately for the management of the planned work including in particular, the management of quality, planning and technical records. Secure storage facilities must be provided for aircraft components, equipment, tools, and material. Storage conditions must ensure segregation of serviceable components and material from unserviceable aircraft components, material, equipment and tools.

Personnel Requirements A senior person or group of persons acceptable to the Authority, whose responsibilities include ensuring that the JAR-145 approved maintenance organisation is in compliance with JAR-145 requirements, must be nominated. Such person(s) must ultimately be directly responsible to the accountable manager who must be acceptable to the Authority. The accountable manager must nominate a senior person, with responsibility for monitoring the JAR-145 quality system including associated feedback system. Such person must have right of direct access to the accountable manager to ensure that the accountable manager is kept properly informed on quality and compliance matters. A maintenance man-hour plan shown that the organisation has sufficient staff to plan, perform, supervise, inspect and quality monitor the organisation in accordance with the approval. The competence of personnel involved in maintenance, management and/or quality audits must be established and controlled in accordance with a procedure and to standard acceptable to the Authority. Personnel who carry out any specialised task must be appropriately qualified in accordance with existing standard acceptable to the Authority. Any personnel who intend to carry out and/or control a non-destructive test for which they must qualify for such non-destructive test in accordance with the JAA agreed issue of European standard EN 4179.

111

JAR 145 APPROVED MAINTENANCE ORGANISATIONS (contd)

Maintenance Data The JAR-145 organisation must hold and use applicable current maintenance data in the performance of maintenance including modifications and repairs. The maintenance data includes the following: (1) (2) Any applicable requirement, procedure, airworthiness directive, operational directive or information issued by the Authority. Any applicable data, such as maintenance and repair manuals, issued by an organisation under the approval of the JAA including Type Certificate and Supplementary Type Certificate holders and any other organisation approve to publish such data by the said Authority. Any applicable standards, such as maintenance standard practices issue by any Authority, institute or organisation and recognised by the JAA as a good standard for maintenance.

(3)

JAR-145 organisation must establish procedures that ensure inaccurate, incomplete or ambiguous procedure, information contained in the maintenance data used by maintenance staff is recorded and notified to the author of the maintenance data. Maintenance instructions may only be modified by the organisation in accordance with a procedure acceptable to the Authority. The Type Certificate holder must be informed. Common workcard or worksheet system must be provided for use throughout the relevant parts of the organisation and must either transcribe accurately the maintenance instructions/data and onto such workcards or worksheets or make precise reference to the particular maintenance task contained in such maintenance data. Where the organisation provides maintenance service to an operator who require their workcard or worksheet system to be used then such system must be used. In this case, a procedure must be established to ensure correct completion of the aircraft operators workcards or worksheets. The organisation must ensure that maintenance data controlled by the organisation is kept up to date. The organisation must ensure that all applicable maintenance data is readily available for use when required by maintenance personnel.

Production Planning The JAR-145 organisation must have system 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 safe completion of the maintenance work. The planning of maintenance tasks, and the organisation of shifts, must take into account of human performance limitation. Handing over the continuation or completion of a maintenance action for reasons of a shift or personnel changeover, relevant information must be adequately communicated between outgoing and incoming personnel in accordance with a procedure acceptable to the Authority.

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JAR 145 APPROVED MAINTENANCE ORGANISATIONS (contd)

Certification of Maintenance A CRS must be issued by appropriately authorised certifying staff on behalf of the JAR-145 approved maintenance organisation when satisfied that all maintenance required by the customer of the aircraft or aircraft component has been properly carried out by the JAR-145 approved maintenance organisation, in accordance with procedures specified in the maintenance organisation exposition taking into account the availability and use of the maintenance data. A CRS must contain basic details of the maintenance carried out, the date such maintenance was completed and the identity including approval reference of the organisation and certifying staff issuing such a certificate. When the organisation approved to maintain an aircraft and is unable to complete all maintenance required by the customer, being the aircraft operator, within the aircraft operators limitations, then such fact must be entered in the aircraft CRS before issue of such certificate. When an aircraft is grounded at a location other than the mainline station or main maintenance base due to the non-availability of an aircraft component with the appropriate release certificate, it is permissible to temporarily fit such component for a maximum of 30 flight hours or until the aircraft first return to the line station or maintenance base, whichever is the soonest, subject to the aircraft operator agreement and said component having suitable serviceable tag. Such aircraft components must be removed by the specified time unless an appropriate release certificate has been obtained in the meantime. A CRS must not be issued in the case of any non-compliance known to the JAR-145 approved maintenance organisation which could hazard flight safety.

Maintenance Records The JAR-145 approved maintenance organisation must record all details of work carried out in a form acceptable to the Authority. A copy of each CRS to the aircraft operator, together with a copy of any specific approved modification/repair data used for repairs/modifications carried out. The JAR-145 approved maintenance organisation must retain a copy of all details maintenance records and any associated maintenance data for 2 years from the date the aircraft or aircraft component to which the work relates was released from the JAR-145 approved maintenance organisation.

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JAR 145 APPROVED MAINTENANCE ORGANISATIONS (contd)

Occurrence Reporting The JAR-145 approved maintenance organisation must report to Authority and the organisation responsible for the design of the aircraft or aircraft component any condition of the aircraft or aircraft component that may result in an unsafe condition that could seriously hazard the aircraft. The organisation must establish an internal occurrence reporting system acceptable to the Authority to enable collection and evaluation of such reports including the assessment and extraction of those occurrences to be reported. The procedure shall identify adverse trends, corrective actions taken to address deficiencies and include evaluation of all known relevant information relating to such occurrences and a method to circulate the information as necessary. Report must be made in a manner acceptable to the Authority and contain all pertinent information about the condition and evaluation results known to the JAR-145 approved maintenance organisation. Reports must be made as soon as practicable but in any case within 72 hours of identifying the condition to which the report relates.

Maintenance Procedures and Quality System The JAR-145 approved maintenance organisation must establish procedures acceptable to the Authority to ensure good maintenance practices and compliance with all relevant requirements which must include a clear work order or contract such that aircraft and aircraft components may be released to service. A quality system must be established and shall include the following elements; (1) Independent quality audits in order to monitor compliance with specified standards and adequacy of good maintenance practices for use by the Organisation. (2) A quality feedback reporting system to person(s) or group of persons and ultimately to the accountable manager that ensures proper and timely corrective action is taken in response to reports resulting from the independent audits.

Maintenance Organisation Exposition (MOE) The MOE for use by the JAR-145 approved maintenance organisation shall contain the following information: (1) A statement signed by the accountable manager confirming the MOE and any associated referenced manuals defines the Organisation's compliance with JAR-145 and will be complied with at all time. (2) The Organisations safety and quality policy. (3) The name(s) and title(s) of senior person(s) acceptable to the Authority. (4) The duties and responsibilities of senior person(s) including matters on which they deal directly with the Authority on behalf of the Organisation. (5) A chart showing associated chain of responsibilities of senior person(s).

JAR 145 APPROVED MAINTENANCE ORGANISATIONS (contd)

MOE (contd) 114

(6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16)

A list of certifying staff. A general description of manpower resources. A general description of facilities located at addresses specified in the Organisations approval certificate. A specification of the Oganisations scope of work relevant to the extent of approval. The notification procedure for any changes to the Organisation. The Organisation's MOE amendment procedure. The required Organisation's maintenance procedures and quality system. A list of operators, if appropriate, to which the Organisation provides an aircraft maintenance service. A list of organisations, if appropriate. A list line stations, if appropriate. A list of contracted organisations, if appropriate.

Privileges of an JAR-145 Approved Maintenance Oraganisation (1) To maintain any aircraft or aircraft components for which it is approved at the locations identified in the approval certificate and /or in the Organisations MOE. (2) Arrange for the maintenance of any aircraft or aircraft components within the limitations for which it is approved to another organisation that is working under the Organisations quality system. (3) Maintain any aircraft or aircraft component for which it is approved at any location subject to conditions specified in a procedure acceptable to the Authority and included in the Organisations MOE. (4) Issue CRS in respect of paragraphs (1) to (3) on completion of maintenance in accordance with a procedure acceptable to the Authority and included in the Organisations MOE.

Limitations on the Approved Maintenance Organisation The JAR-145 approved maintenance organisation may only maintain an aircraft or aircraft component for which it is approved when all equipment, tooling, material, maintenance data, and certifying staff are available.
Ref: JAR-145 document

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JAR 147 APPROVED MAINTENANCE TRAINING/EXAMINATIONS contd

JAR 147 is the requirements dealing with the approval of aviation maintenance training organisations. It has been effective since 1 June 1998, but compliance is mandatory after 1 June 2001. To be approved in accordance with JAR 147, an organisation has to comply with a series of requirements dealing with facilities, personnel, documentation, records, examinations, quality monitoring, etc. A JAR 147 organistion may be approved to conduct basic training, type training, or both. An organisation approved to conduct basic or type training is also entitled to conduct examinations on behalf of the Authority. Basic Training JAR 66 does not require an applicant for a JAR 66 licence to be trained by a JAR 147 training school. This is an option. The advantage of undergoing JAR 147 basic training is that the student would benefit from the experience credit, and also the JAR 147 label gives him the assurance that the training content complies with JAR 66 examination requirements. In summary, the advantages of being JAR 147 approved is that it gives a competitive advantage (the JAR 147 label) and allows to organise basic examinations on behalf of the Authority.

Type Training JAR 66 requires B1 & B2 type training to comply with ATA Spec 104 level III, plus additional elements such as the duration of practical training. The type training course may be either directly approved by the JAA Authority, or approved through a JAR 147 approval covering the whole organisation. This in fact, provides two options for the JAR 147 type training school: a) The organisation is approved to conduct a series of courses under an approval that is automatically recognised by all JAA countries; OR b) Having type courses approved individually by a JAA Authority, the organisation would not have to undergo the full JAR 147 approval process, but the type courses are then only recognised by the Authority that approved it. Therefore, for a training school having potential customers in a number of JAA countries, the best option is then probably to opt for the JAR 147 approval.

JAR 147 outside the JAA territories Non JAA based maintenance training organisations may only be granted JAR 147 approval if the JAA Authorities are satisfied that there is a need for such an approval. The need must be expressed by an organisation located in the JAA territory, and may e.g. be in the form of a letter of intent by a JAR 145 approved organisation to use the training school to train their personnel.
Ref: JAR 147 document.

JAR-OPS
JAR-OPS 1 116

JAR-OPS Part 1 prescribes requirements applicable to the operation of any civil aeroplane for the purpose of commercial transportation by any operator whose principle place of business is in a JAA Member State. JAR-OPS 1 is organised into two Sections: (1) Section 1 prescribes the Requirements and is expanded into 19 sub-parts; being sub-part A to sub-part S. (2) Section 2 prescribes the Advisory Circulars Joint (ACJ), Acceptable Means of Compliance (AMC), and Interpretative and Explanatory Material (IEM). Section 2 is organised into 12 sub-parts; being sub-parts B G, sub-part J O, and sub-part R.

The requirements of JAR-OPS 1 are applicable: (1) For operators of aeroplanes over 10 tonnes Maximum Take-Off Mass or with a maximum approved passenger seating configuration of 20 or more, or with mixed fleets of aeroplanes above and below this discriminant (category), no later than 1 April 1998 unless otherwise indicated; (2) For operators of all other aeroplanes, no later than 1 October 1999 unless otherwise indicated.
JAR-OPS Part 1 document

Ref:

JAR-OPS 3 JAR-OPS Part 3 prescribes requirements applicable to the operation of any civil helicopter for the purpose of commercial air transportation by any operator whose principle place of business is in a JAA Member State. JAR-OPS 3 does not apply: (1) To helicopters when used in military, customs, police services and Search and Rescue; (2) To parachute dropping and firefighting flights, and to associated position and return flights in which the only persons carried are those who would normally be carried on parachute dropping or firefighting flights; To flights immediately before, during, or immediately after an aerial work activity provided these flights are connected with that aerial work activity and in which, excluding crew members, no more than 6 persons indispensable to the aerial work activity carried out.

(3)

Ref:

JAR-OPS Part 3 document

117