Professional Documents
Culture Documents
Part: 1
Chapter: 1.1.1
Page: 1
Date: 11/06/2004
Rev: 4
General - Purpose
1.1.1
General
The NAC Maintenance Publications System is designed to provide
information covering the: organization, scope of maintenance
responsibility and general company rules and procedures for the
methods and techniques used in the maintenance of NAC aircraft and
associated equipment. The publications provide all maintenance
personnel with the necessary information and guidance to perform their
duties and responsibilities with the highest degree of proficiency and
safety.
Engineering Manual
Part: 1
Chapter: 1.1.2
Page: 1
Date: 11/06/2004
Rev: 4
Engineering Manual
Part: 1
Chapter: 1.1.3
Page:1
Date: 11/06/2004
Rev: 4
Publication Authorization
This Engineering Manual defines the NAC organization and procedures,
which is duly approved by Civil Aviation Authority of Nepal. It is
accepted that the procedures for NAC, which are published in this
Engineering Manual, do not override the necessity for compliance with
the NCAR, Airworthiness Notices, or other requirements as published by
Civil Aviation Authority of Nepal, from time to time.
To maintain the authority of this publication, NAC shall ensure, prior to
undertaking the overhaul, repair, modification, maintenance, test, or
inspection of any NAC aircraft or components, that all manuals, service
bulletins, mandatory documentation, special tools including test
equipment, and all necessary training required by the manufacturers or
the C.A.A.N. are obtained.
Engineering Manual
Part: 1
Chapter: 1.1.4
Page: 1
Date: 11/06/2004
Rev: 4
Revision
Engineering Manual revisions shall be made as required under following
circumstances:i)
ii)
iii)
Record of Revisions
Each manual is provided with a Record of Revisions page for recording
revisions by number and insertion date. If a manual holder fails to
receive a revision, or to insert it into the manual, the Record of
Revisions will indicate a break in the revision numbering sequence. If
such a break occurs, the manual holder will request the missing
revision(s) from the Quality Assurance Division.
1.1.4.2
Revision Identification
Each revision shall be identified by chapter and page number. The
chapter number shall be constant for all material falling under the same
general heading. Page numbers shall begin with "1" under each chapter
heading. The number of pages in each chapter shall be referred on List
of Effective pages.
A vertical line, defined as a revision bar, shall be placed along the right
hand margin, opposite the affected text, when there is a significant text
change. Typing corrections, and other minor changes, are exempted
from this requirement.
A revision bar shall be placed in the right hand margin, opposite the
chapter and page number, to indicate the text was changed.
Part: 1
Chapter: 1.1.4
Page: 2
Date: 11/06/2004
Rev: 4
Engineering Manual
RECORD OF REVISIONS
REV
NO.
ISSUE
DATE
01
01/10/
99
02
03
04
05
22/02/
07
11/06/
04
22/12/
06
DATE
INSERTED
BY
REV
NO.
ISSUE
DATE
DATE
INSERTED
BY
REV
NO.
ISSUE
DATE
DATE
INSERTED
BY
Engineering Manual
Part: 1
Chapter: 1.1.5
Page: 1
Date: 11/06/2004
Rev: 4
Distribution
Each Dy. Director in the NAC Engineering Department shall have a
current copy of this manual and must thoroughly understand its
contents. Each Dy. Director shall ensure that all personnel under their
control have a copy available for their reference.
Two copies of this manual shall be submitted to Civil Aviation Authority
of Nepal, as outlined in Paragraph 3.1. Section E of Nepalese Civil
Airworthiness Requirements.
One copy of this manual shall be submitted to each third-party
maintenance or maintenance training organization with which NAC
contracts.
Engineering Manual
Part: 1
Chapter: 1.1.6
Page: 1
Date: 11/06/2004
Rev: 4
Abbreviations
This glossary of abbreviations provides definitions of the acronyms most
commonly used in the course of maintenance activities.
Words, phrases, and titles may be abbreviated and may be used for
record keeping purposes. Abbreviations must be clear to prevent
misunderstanding. A listing of commonly used abbreviations is provided
within this chapter for guidance. This list is recognized as not being allinclusive.
A
= A Check
AC
= Alternating Current
A/C
AD
= Airworthiness Directive
AME
AMT
ASB
ATT
= Attachment
BA
= Bulletin Assessment
CAAN
COSL
CLB
C of A
= Certificate of Airworthiness
C of C
= Certificate of Compliance
C of FF
CDL
CM
= Condition Monitoring
CMM
DWG
= Drawing
DD
= Deferred Defect
Part: 1
Chapter: 1.1.6
Page: 2
Date: 11/06/2004
Rev: 4
Engineering Manual
Abbreviations (Cont.)
DRL
DT
DEL
Delay Code
EO
= Engineering Order
ETD
EC
= Engine Change
E-S
= Engineering Services
ESSD
FCC
FH
= Flight Hour
FTS
GRENG
= Ground Engineer
GFS
GSE
ICAO
IPC
IL
= Intermediate Layover
LRU
MM
= Maintenance Manual
MS
= Maintenance Schedule
MJC
MPD
MFG
= Manufacturer
MRC
MGR
= Manager
Engineering Manual
Part: 1
Chapter: 1.1.6
Page: 3
Date: 11/06/2004
Rev: 4
Abbreviations (Cont.)
N
= No
NCAR
OHM
= Overhaul Manual
OC
= On Condition
Ref.
= Reference
RU
= Run Up
SRM
SB
= Service Bulletin
SL
= Total Time
WDM
WT
= Workshop Technician
WE
= Workshop Engineer
= Yes
Engineering Manual
Part: 1
Chapter: 1.1.7
Page: 1
Date: 11/06/2004
Rev: 4
Amendment Approval
All amendments to this manual require approval by the CAAN before
they can become effective.
Amendments include all major revisions such as a modification of
regulations, change of forms, or the issuance of new sections. In
addition, if new types of aircraft equipment are maintained by NAC, or
NAC's organization or maintenance procedures are changed, an
appropriate amendment to this manual must be submitted to the CAAN
for approval.
For further guidance, refer to Section E, Paragraphs 1.4. and 3.3. of
Nepalese Civil Airworthiness Requirements.
Engineering Manual
Part: 1
Chapter: 1.2.1
Page: 1
Date: 11/06/2004
Rev: 4
Company Profile
Nepal Airlines Corporation (NAC) was established in July 1958, as an
officially scheduled air carrier. Nepal Airlines is the National Flag Carrier
for Nepal, serving national & international routes. The airline operates
one aircraft maintenance facility located at Kathmandu, Tribhuvan
International Airport. The airline's aircraft, and related equipment, are
maintained airworthy at all times, using a maintenance schedule/MTOP
developed in-accordance to Technical documents provided by the
manufacturers of the aircraft and maintenance practice experience of
NAC, and approved by the Civil Aviation Authority of Nepal (CAAN), in
accordance with directives published in the Nepalese Civil Airworthiness
Requirements (NCAR)
Engineering Manual
Part: 1
Chapter: 1.2.2
Page: 1
Date: 11/06/2004
Rev: 4
1.2.2.3
Hangar Lighting
Besides natural lighting, the hangar has explosion-proof light sources
mounted in the ceiling. In addition portable, explosion proof floodlights
are available.
1.2.2.4
Kathmandu Shops
The shops supporting aircraft maintenance, as well as component repair,
overhaul and testing, are located throughout the hangar building and
surrounding locations.
The following shops are located adjacent to the hangar, at ground level.
(a)
(b)
Oxygen Shop
(c)
(d)
(e)
(f)
Hydraulic Shop
(g)
Engine Shop
(h)
Carpentry Shop
(i)
Part: 1
Chapter: 1.2.2
Page: 2
Date: 11/06/2004
Rev: 4
Engineering Manual
1.2.2.5
(a)
Electrical Shop
(b)
Instrument Shop
(c)
Radio Shop
(d)
Calibration Shop.
1.2.2.6
(i) Administration:
Engineering Manual
Part: 1
Chapter: 1.2.3
Page: 1
Date: 11/06/2004
Rev: 4
1.2.3.1
Turboprop Aircraft
NAC maintains one type of turbo prop aircraft, DHC-6-300 (Twin Otter)
1.2.3.2
Turbofan Aircraft
NAC maintains one type of turbo fan aircraft, the Boeing 757.
Engineering Manual
Part: 1
Chapter: 1.2.4
Page: 1
Date: 01/10/99
Rev: 1
Aircraft Maintenance
Ramp & Transit maintenance is defined as cleaning those snags that usually
require no more than two hours to troubleshoot, through observation or the
use of simple or built in test equipment (BITE), and can be repaired by the
replacement of an LRU, indicator, lamp, or simple assembly.
1.2.4.3
Line & Base maintenance is defined as the cleaning of those snags that
usually require more than two hours to troubleshoot through observation or
through the use of specialized and/ or diagnostic-test equipment. Line &
Base maintenance also includes scheduled maintenance up to A- check
level, as well as all other scheduled and unscheduled tasks as assigned by
the maintenance control division.
1.2.4.4
Engineering Manual
Part: 1
Chapter: 1.3.1
Page: 1
Date: 11/06/2004
Rev: 4
Organization - General
1.3.1
Engineering Department
The function of the Engineering Department is to ensure that all necessary maintenance and
engineering activities are initiated and Government and Company regulations and standards
are followed for a safe, punctual, and regular production of serviceable aircraft, equipment
and components. It sets and monitors quality standards, while ensuring the operation of a
safe, cost effective schedule.
The Engineering Department is headed by the Director of Engineering who has overall
responsibility for the:
Maintenance Division
Workshop Division
In addition, the Cost Control and Administration Divisions perform some ancillary functions.
1.3.2
Part: 1
Chapter: 1.3.2
Page: 1
Date: 01/01/03
Rev: 3
Engineering Manual
Organization Charts
ORGANIZATION CHART RELATED TO TECHNICAL MATTERS
OF
NEPAL AIRLINES CORPORATION
BOARD OF DIRECOTRS
Board Secretariat
CHIEF EXECUTIVE
Advisory Cell
Engineering
Department
Operations
Department
Part: 1
Chapter: 1.3.2
Page: 2
Date: 01/01/03
Rev: 3
Engineering Manual
Organization Charts
Quality Assurance & Flight Safety
Quality Assurance & Flight
Safety
Director
Administrative
Flight Safety
Dy. Director
ADD/ MEL/Concessions
Monitoring
Mandatory AD/ SB
Assessment & Monitoring
Maintenance Reviews
Quality Audits
Quality Assurance
Dy. Director
Technical
Records,Library,
Training
Dy. Director
C of A Renewals &
Aircraft Survey
Inspections
ADD/
MEL/Concession
s Monitoring
ADD/
MEL/Concession
s Monitoring
Incident/Accident
Investigarions &
Reporting
ADD/
MEL/Concession
s Monitoring
ADD/
MEL/Concession
s Monitoring
Part: 1
Chapter: 1.3.2
Page: 3
Date: 01/01/03
Rev: 3
Engineering Manual
Organization Charts
Engineering Department
Engineering
______________
Director
Maintenance
Planning
Division
Dy. Director
Maintenance
Division
Dy. Director
Workshops
Division
Dy. Director
Engineering
Stores &
Supply Division
Dy. Director
Part: 1
Engineering Manual
Chapter: 1.3.2
Page: 4
Date: 01/01/03
Rev: 3
Organization Charts
Maintenance Division
Deputy Director
Maintenance Division
Maintenance
Control Center
Kathmandu Base
Maintenance
Cabin
Section
Duty
Engineers
DHC-6 Line
Maintenance
Line
Maintenance
A/C
Cleaning &
Painting
Avionics
Maintenance
B757 Line
Maintenance
Kathmandu
Kathmandu
Nepalgunj
Delhi
Biratnagar
Pokhara
Engineering Manual
Organization Charts
Part: 1
Chapter: 1.3.2
Page: 5
Date: 01/01/03
Rev: 3
B-757
Maintenance Planning
DHC-6-300
Maintenance Planning
Engineer
Engineer
Engineering Manual
Organization Charts
Part: 1
Chapter: 1.3.2
Page: 6
Date: 01/01/03
Rev: 3
ESSD
Dy. Director
Receiving and
Dispatch
Customs
Engineering Manual
Technical
Stores
Material
Planning
Purchase
Rotable
Aircraft
Aircraft
Consumables
Workshop
Miscellaneous
Rotable
Miscellaneous
Workshop
Rotable
Inventory
Part: 1
Chapter: 1.3.2
Page: 7
Date: 01/10/99
Rev: 1
Organization Charts
Workshop Division
Deputy Director
Workshop
Division
Avionics Group
Sheet metal
Radio
Electrical
Aircraft Battery
Hydraulics
Instrument
Engine
Aircraft Support
Calibration Laboratory
Nitrogen
Engineering Manual
Part: 1
Chapter: 1.3.3
Page: 1
Date: 01/01/03
Rev: 3
Engineering Manual
Part: 1
Chapter: 1.3.3
Page: 2
Date: 01/01/03
Rev: 3
(g) Staying current with existing and revised technical developments, policy decisions, safety
issues, and environmental considerations, and including this data in his decision making
process.
(h) Establishing and maintaining effective communication channels with other departments to
promote teamwork and cooperation.
(i) Provide the direction and management of the Engineering Stores & Supply Division, its
resources, systems, and procedures in order to improve the efficiency and to reduce the
expenditure in terms of overheads and materials.
(j) Procure all materials, equipment, test equipment, tools, and spares parts in timely manner
from approved suppliers.
(k) Expeditiously dispatch repairable, rotable components for maintenance to various workshops
or to outside, approved-contractors as applicable.
(l) Ensure the on-time receipt of materials and their expeditious issue to the end users.
(m) Evaluate material requirements including initial provisioning and established stock levels.
(n) Arrange parts pooling agreements with airlines maintaining similar aircraft.
(o) Ensure approved supplier and contracted, approved organizations fully satisfy warranty
provisions.
(p) Ensure that handling, shopping receipt, and storage of materials are all satisfactorily and
efficiently carried out in accordance with statutory and company regulations.
(q) Maintain records of transactions and stocks as necessary to comply with statutory and
company regulations and to satisfy audit requirements.
(r) Provide the continuous assessment of short and long-term requirements of the Engineering
Stores & Supply Division with respect to a qualified and trained staff, facilities, equipment,
and appropriate training.
(s) Ensure good housekeeping in all areas.
(t) Ensure that all staff complies with safety requirements and fire protection/evaluation
procedures applicable to their place and scope of work.
Engineering Manual
Part: 1
Chapter: 1.3.3
Page: 3
Date: 01/01/03
Rev: 3
(v) Ensure that all of the provisions of the Engineering Manual are followed, correct working
techniques are employed, Corporation finance rules are followed correctly, and that the
effective use of qualified manpower is made.
The Director of Engineering may assign his responsibilities to any qualified assistant at his own
discretion as and when necessary. However such delegation does not relieve the Director of
Engineering of his overall responsibility and accountability.
1.3.3.2 Director, Quality Assurance & Flight Safety
The Director of Quality Assurance reports to the Chief Executive and, in coordination with the
Dy. Director of Flight Safety, Dy. Director of Quality Assurance and Dy. Director Technical
Records, Library & Training is responsible for the Quality Assurance and Flight Safety functions
of NAC. His specific duties include:
(a) Complying with CAAN regulations and NAC policies and procedures.
(b) Establishing QA&FS budget and operating within the limits approved by the Chief
Executive.
(c) Functioning as the liaison with all regulatory authorities.
(d) Ensure that all manuals, publications, and documents used in the Engineering Department
are maintained in good order and to the latest amendment status.
(e) Establishing the inspection standards, methods, and procedures, used by NCA in complying
with all applicable CAAN regulations, as well as manufacturers specifications and
recommendations.
(f) Ensuring the competence and expertise of maintenance personnel through examination and
maintenance of training records and certifications.
(g) Developing subordinate managers as a backup to the Deputy Director position.
(h) Staying current with existing and revised technical developments, policy decisions, safety
issues, and environmental considerations, and including that information in his decisionmaking processes.
(i) Establishing and maintaining effective communication channels with other departments and
divisions to promote teamwork and cooperation.
(j) Maintaining a continuous analysis and surveillance to an audit compliance with NAC
policies and procedures, as well as all CAAN regulatory requirements.
(k) Ensuring procedures covering smoking, personal protective gear, fire protection, and
hazardous material handling are being complied.
Engineering Manual
Part: 1
Chapter: 1.3.3
Page: 4
Date: 01/01/03
Rev: 3
fault isolation, structure repair, and illustrated parts catalogue manuals; service bulletins;
parts specification; and related CAAN approved technical data used by NAR.
(n) Maintaining aircraft records, which include, but not limited to, Airworthiness Directives,
Modifications, Test Flight reports, major repair and aircraft-check
(o) Maintaining component traceability records.
(p) Maintaining a maintenance reliability program that includes the analysis of: aircraft delays
and cancellations; repeat defects; pilot reports; maintenance reports; unverified removals and
conformed failures of components. In addition, the program shall monitor, on a regular basis,
the: condition of power plants, including oil sampling, oil consumption in flight shut downs.
Regular summaries of reliability data shall be made available to both the Chief Executive
and CAAN.
(q) Reporting any of the following occurrences to both the Executive and CAAN no later than
72 hours after the event, but however necessary measures shall be taken to inform verbally
within 24 hours as well.
(1) Fires during flight and whether the related fire warning system functioned properly.
(2) Fires during flight not protected by a related fire warning system.
(3) False fire warning during flight.
(4) An engine exhausts system that causes damage during flight to the engine, adjacent
structure, equipment, and components.
(5) An aircraft component that causes accumulation or circulation of smoke, vapor, or
toxic/nontoxic fumes in the crew compartment or passenger cabin during flight.
(6) Engine shutdown during flight because of flameout.
Engineering Manual
Part: 1
Chapter: 1.3.3
Page: 5
Date: 01/01/03
Rev: 3
(11) Landing gear extension or retraction, or the opening or closing of the landing gear
doors, during flight, at any time other than the normal take-off and landing phases of
the flight.
(12) Brake system components that result in a loss of break actuating force when the
aircraft is in motion on the ground.
(13) Aircraft structure that requires major repair.
(14) Cracks, permanent deformation or corrosion of aircraft structure, if more than the
minimum acceptable to the manufacturer or CAAN.
(15) Aircraft components or systems that result in taking emergency actions during flight.
(16) Emergency evacuation systems or components, including all exit doors, passenger
emergency evacuation lightning system, or equipment that is found defective or fails to
perform the intended functions during an actual emergency or during training, testing,
maintenance, preventive maintenance, demonstrations, or inadvertent deployment.
(17) In-flight shutdown.
(18) Diversion of turn-back.
(19) Uncommanded power changes, surges, or rollbacks.
(20) Inability to control an engine or obtain the desired power setting.
(21) APU in-flight start failures or auto-shutdowns.
(22) In addition to item (1) through (21), maintenance personnel or flight crews will report
any other failure, malfunction, or defect, that occurs, or is detected at any time, if in
their option, it has endangered the aircraft or may endanger its safe operation.
Engineering Manual
Part: 1
Chapter: 1.3.3
Page: 6
Date: 01/01/03
Rev: 3
Deferred maintenance.
(2)
(3)
(4)
Conditional inspections.
(5)
(6)
(t) Developing and implementing in coordination with Director Engineering, technical training
programs for all Engineering and Quality Assurance personnel that are to include:
indoctrination of new employees; initial airplane systems training; skills training; recurrent
training that reviews and upgrades initial training; basic inspection training; required
inspection items training; critical task training; shop procedures training; and professional
and administrative training on NAC/CAAN regulations covering the use of MELs by
maintenance personnel and aircrews.
(u) Maintaining training records for all in-house and third party training, including all types of
classroom and OJT presentations.
The Director of Quality Assurance & Flight Safety may assign his responsibilities to any
qualified assistant, at his own discretion. However, such delegation does not relieve the
Director of Quality Assurance & Flight Safety of his overall responsibility and
accountability.
1.3.3.3 Deputy Director of Quality Assurance.
The Dy. Director Quality Assurance is responsible to the Director, Quality Assurance & Flight
Safety as per following terms of reference:a) Assign Quality Assurance Engineer to carryout investigation of different incidents / mandatory
occurrences and making necessary recommendations accordingly after review of the reports.
Engineering Manual
Part: 1
Chapter: 1.3.3
Page: 7
Date: 01/01/03
Rev: 3
j) Ensuring that the general appearance and cleanliness of Quality Assurance is maintained to
satisfactory standards.
k) Authorization passage for leave/passage/overtime of staff within Quality Assurance and other
related administrative control/performance evaluation of the staff to maintain proper working
discipline as per Corporation & Service rules.
l) Assigning Quality Assurance Engineers to carryout inspection of all incoming aircraft spares
and materials upon receipt in Receiving & Dispatch section of ESSD.
m) To ensure that Fire Safety related works are constantly monitored and all fire safety
equipments installed at various locations are properly maintained by carrying regular survey
inspections.
1.3.3.4 Deputy Director of Flight Safety
The Deputy Director Flight Safety reports to Director, Quality Assurance & Flight Safety and is
responsible for the management of Flight Safety and its resources, system procedures in order to
up keep the safety standard. His specific duties include:
(a) To disseminate safety information received from CAAN, NTSB, FAA, JAA, CAA, ICAO
etc. Safety alerts, Safety circulations and Bulletins.
Engineering Manual
Part: 1
Chapter: 1.3.3
Page: 8
Date: 01/01/03
Rev: 3
(a) Managing and coordinating the activities of the Base Maintenance and Line Maintenance
Sections.
(b) Developing and implementing procedures for planning and controlling the maintenance and
repair of NAC aircraft.
(c) Providing Maintenance Division personnel with a positive work environment, as well as the
proper tools and equipment they required to forming their assigned tasks.
(d) Implementing and ensuring that Maintenance Division personnel comply with all safety and
environmental regulations, as well as all NAC policies and procedures.
(e) Ensuring that Maintenance Division personnel are using properly maintained and calibrated
equipment and tools.
(f) Ensuring the competence and expertise of the assigned maintenance management personnel,
to provide for the most efficient and professional upkeep of aircraft and aircraft accessories.
Engineering Manual
Part: 1
Chapter: 1.3.3
Page: 9
Date: 01/01/03
Rev: 3
The Deputy Director of workshops, reporting to the Engineering Director, is responsible for the
workshop functions of the Engineering Department, including the: Engine shop; Avionics shop;
Mechanical shops; and Hangar Support shops. His specific duties include:
(a) Providing director to, and coordinating the activities of, the various shops under his control.
(b) Ensuring his division operates within its approved budget.
(c) Develop and implement maintenance procedures, to maintain repair, and overhaul aircraft
and equipment that are in compliance with CAAN regulations.
(d) Ensuring that workshop personnel are provided an appropriate environment, as well as tools
and equipment need to perform their required tasks.
Engineering Manual
Part: 1
Chapter: 1.3.3
Page: 10
Date: 01/01/03
Rev: 3
The Deputy Director of workshop may assign his/her responsibilities to any qualified assistant,
at his own discretion. However, such delegation does not relieve Deputy Director of Workshops
of his overall responsibility.
Engineering Manual
Part: 1
Chapter: 1.3.3
Page: 11
Date: 01/01/03
Rev: 3
Department; helping to ensure that the airworthiness requirements of CAAN are met at all
times.
(i) Scheduling aircraft maintenance in accordance with the approved maintenance schedules,
while ensuring that all airworthiness directives, service bulletins, time expired
component/part replacement, and special inspections issued by the Quality Assurance &
Flight Safety are carried out when required and on or before due dates/time cycles.
Engineering Manual
Part: 1
Chapter: 1.3.3
Page: 12
Date: 01/01/03
Rev: 3
(v) Maintaining training records for all in-house and third party training of the staff under his
control and constantly provide these to QA for their record update.
Engineering Manual
Part: 1
Chapter: 1.3.3
Page: 13
Date: 01/01/03
Rev: 3
Ensure the on-time receipt of materials and their expeditious issue to the end users.
d)
e)
f)
g)
Ensure that handling, shipping receipt, and storage of materials are all satisfactorily
and efficiently carried out in accordance with statutory and company regulations.
h)
i)
j)
Ensure that all staff complies with safety requirements and fire protection/evaluation
procedures applicable to their place and scope of work.
k)
l)
Ensure that all manuals, publications, and documents used in the ESSD are
maintained in good order and to the latest amendment status.
m)
Ensure that all of the provisions of the Engineering Manual are followed, correct
working, techniques are employed, Corporation Finance Rules are followed correctly, and that
the effective use of qualified manpower is made.
n)
Keep the Director Engineering up to date with regular, verbal and written reports.
o)
Maintaining training records for all in-house and third party training of the staff
under his control and constantly provide to QA for their record update.
Engineering Manual
Part: 1
Chapter: 1.3.3
Page: 14
Date: 01/01/03
Rev: 3
Ensure that the Technical Library functions efficiently with periodic latest revision of all
manuals & microfilms maintained at different locations including aircraft on regular basis
and ensure proper smooth distribution of different technical documents & manuals including
SB/SL etc. to different sections/divisions of Engineering Department and QA&FS as
applicable.
j)
k) Ensure that monthly management information report on the activities of the QA&FS are
complied & made available to all concerned.
l)
Engineering Manual
Part: 1
Chapter: 1.3.4
Page: 1
Date: 11/06/2004
Rev: 4
Organization Authorization
1.3.4
Part: 1
Chapter: 1.4
Page: 1
Date: 22/12/06
Rev: 5
Engineering Manual
1.4.5.
Qualification
Experience
B-757 Pilot
Joined NAC in 1987
Mr. M. P. Joshi
Qualification
Experience
Part: 1
Chapter: 1.4
Page: 2
Date: 22/12/06
Rev: 5
Engineering Manual
1.4.6.
1.4.7.
1.4.8.
Qualification
Type Training
AMT License
Experience
M. P.A.
B757-200, HS-748 & DHC-6-300 Aircraft
B757-200 & DHC-6-300 Aircraft
Joined NAC in 1978
Qualification
Type Training
AMT License
Experience
B.E. Mechanical
B757-200, HS-748 & DHC-6-300 Aircraft
B757-200 & DHC-6-300 aircraft
Joined NAC in 1978
Qualification
Experience
Engineering Manual
Part: 2
Chapter: 2.1.1
Page: 1
Date: 11/06/2004
Rev: 4
General
2.1.1.1
Engineering Manual
Part: 2
Chapter: 2.1.2
Page: 1
Date: 11/06/2004
Rev: 4
2.1.2.1
The function of the Maintenance Planning Division is to identify and plan all aircraft
maintenance tasks in accordance with an approved maintenance schedule, MTOP or any
other mandatory requirements. This Division also defines and specifies material requirements
for aircraft equipment and component maintenance tasks, through ESSD, as well as
releasing maintenance responsibilities to approve, outside contractor facilities.
2.1.2.2
The specific duties of the Aircraft Maintenance Planning Division are to:
(a) Plan all maintenance and modification work in accordance with instructions shown on the
maintenance schedule/Technical documents.
(b) Procure material through the ESSD as required, to support the maintenance effort and
schedule.
(c) Release work orders and contracts to approved, out-side contractors, in conjunction with
the ESSD.
(d) Identify and plan routine maintenance tasks in accordance with the overhaul manuals for
individual components, as well as any other mandatory requirements associated with
their removal from an aircraft. This planning includes the release of maintenance work to
approved, outside contractor facilities as well as defining and specifying material
requirements to them.
(e) Define and implement technical actions to improve the economics of aircraft utilization.
(f) Provide the Maintenance Division with supplemental technical expertise on an as-needed
basis.
(g) Provide the direction and management of all maintenance tasks with the goal of
optimizing resources, processes, and procedures, ensuring that while reducing
expenditures, man-hour standards are met, turnaround times of equipment are
minimized, and quality standards are never compromised.
(h) Provide the direction and management of all maintenance tasks with the goal of
establishing harmonious working relationships and open channels of communication
within the Maintenance Planning Division, as well as with other divisions within the
Engineering Department; helping to ensure that the airworthiness requirements of CAAN
are met at all times.
(i) Schedule aircraft maintenance in accordance with the approved maintenance schedules
or MTOP, while ensuring that all airworthiness directives, service bulletins, time expired
component/part replacement, and special inspections issued by the Quality Assurance
Division, are carried out when required and on or before due dates/time cycles.
Engineering Manual
Part: 2
Chapter: 2.1.2
Page: 2
Date: 11/06/2004
Rev: 4
(b) Planning maintenance around the published flight schedule, including special
flights, charter flights, re-routings, and replacements of aircraft types.
(c) Activating standby aircraft to provide additional passenger capacity.
Engineering Manual
Part: 2
Chapter: 2.1.2
Page: 3
Date: 11/06/2004
Rev: 4
Engineering Manual
Part: 2
Chapter: 2.1.3
Page: 1
Date: 11/06/2004
Rev: 4
Maintenance Division
2.1.3.1
The function of the Maintenance Division is to ensure that all maintenance production
activities on the aircraft and aircraft equipment, whether in the hanger or workshops
located at the base in Kathmandu, Nepal, or at line stations, are performed by properly
qualified personnel, with the ultimate goal of providing safe, on-time flight operations.
2.1.3.2
Engineering Manual
Part: 2
Chapter: 2.1.3
Page: 2
Date: 01/01/99
Rev: 1
Engineering Manual
Part: 2
Chapter: 2.1.4
Page: 1
Date: 11/06/2004
Rev: 4
2.1.4.1
long term and short term basis. This includes ensuring the concurrent availability of
aircraft, properly qualified manpower, equipment, tools, facilities, and materials.
The operational hours of the Maintenance Control Center depend on both the flight
and shift schedules, and may require 24-hour coverage.
2.1.4.2 The specific duties of the Maintenance Control Center are to:
2.1.4.3
(a)
(b)
Coordinate the technical ground operation at the ramp and in the hangar area.
(c)
(d)
Coordinate the move of aircraft between the hangar and ramp locations.
(e)
(f)
(g)
Coordinate the activities and decision making processes, when required in the
case of technical problems that jeopardize scheduled flight operations, between:
Quality Assurance (QA); Maintenance Planning (MPD); Engineering Stores &
Supply (ESSD); and Flight Movement Control.
(h)
(i)
Provide distribution and turn-back control off all job cards and work orders
produced and issued by Maintenance Planning.
Maintenance Control
Maintenance control schedules:
(a) Aircraft
(b) Personnel
(c) Material
(d) Correlation of the above parameters
Engineering Manual
Part: 2
Chapter: 2.1.4
Page: 2
Date: 11/06/2004
Rev: 4
(b) Checks manpower capacity, dock capacity, material, layover times (availability of
aircraft), operational limitations, flight hours, cycles, and hardtime of
components.
(c) Monitors operational limits and intervals.
(d) Equalizes manpower capacity of different internal production areas by shifting
workloads from the main base to line stations.
(e) Monitors the flow-back of documents after work is performed.
Engineering Manual
Part: 2
Chapter: 2.1.5
Page: 1
Date: 01/10/99
Rev: 1
2.1.5.1
The function of the Base Maintenance Section is to carry out all routine, scheduled
maintenance tasks, excluding daily inspections, and rectify any faults discovered.
These task include: the replacement of time-expired components; compliance with
Airworthiness Directives; Service Bulletin screening and implementation; repair and
modification, painting, and interior and exterior cleaning.
2.1.5.2
(b)
(c)
(d)
Engineering Manual
Part: 2
Chapter: 2.1.6
Page: 1
Date: 11/06/2004
Rev: 4
2.1.6.1
The function of the Line Maintenance Section is to carry out day to day maintenance
assignments and the clearing of discovered snags in a manner that guarantees
serviceable aircrafts are available to meet all flight schedule requirements.
2.1.6.2
(b)
(c)
Engineering Manual
Part: 2
Chapter: 2.2.1
Page: 1
Date: 11/06/2004
Rev: 4
2.2.1.1
General
Effective control of maintenance work and shop activities is achieved by planning,
scheduling, and controlling tasks in the proper sequence and at the proper time. This
requires that trained personnel, equipment, facilities, tools, spares, and material be
available to accomplish the scheduled tasks.
The various departments overseen by the Director of Engineering and the Director
of Quality Assurance & Flight Safety act as the regulators for the Maintenance and
Engineering activities, providing safeguards to prevent:
(a) Exceeding approved time interval limitations, and failure to comply with
regulatory-authority directives.
(b) Backlog accumulation of work, which could lead to reduce airplane availability.
(c) Errors resulting from unplanned and hastily performed work.
(d) Manpower imbalances such as shortages and overages.
(e) Spares and material shortages.
(f) Facility Overload.
2.2.1.2
Production Forecasting
2.2.1.2.1 Production forecasting involves projecting the workload for each production unit in
the Maintenance and Quality Assurance Division based on:
(a) Fleet size and disposition.
(b) Route structure.
(c) Projected flight hours and cycles based on past experience and historical data.
2.2.1.2.2 The production forecast must establish a basis from which the following information
can be derived whether:
(a) Available resources such as manpower, material, facilities, and equipment, are
sufficient to perform the projected workload.
(b) The associated budget can optimize the effective use of resources at minimum
cost.
(c) Capacity expansion in buildings, equipment, and manpower, can be justified.
Engineering Manual
Part: 2
Chapter: 2.2.1
Page: 2
Date: 11/06/2004
Rev: 4
2.2.1.2.5 For long-term major maintenance planning, the forecast enables quarterly or yearly
estimates of work on a broad basis, such as:
(a) Number of C checks.
(b) Engine shop visits.
(c) Component workload by ATA chapter.
2.2.1.2.6 For short term planning, the forecast enables quarterly or yearly estimates of work
on a broad basis, such as:
(a) Number of C checks.
(b) Engine shop visits.
(c) Component workload by ATA chapter.
2.2.1.2.7 For short-term planning, the forecast provides sufficient details to permit reliable
production plans to be produced and implemented. The short-term forecast may
specify:
(a) Workload in terms of specific start and finish dates.
(b) Engine shop visits by type of visit, such as hot-section inspection, module
replacement, and heavy or light repair.
Engineering Manual
Part: 2
Chapter: 2.2.1
Page: 3
Date: 11/04/2004
Rev: 4
Engineering Manual
Part: 2
Chapter: 2.3.1
Page: 1
Date: 11/06/2004
Rev: 4
CPCP Program
NAC will maintain both B757-200 and DHC-6-300 aircraft fleet as per the C.P.C.P.
program maintenance/inspection schedule included in the respective Customized
Maintenance Schedule of DHC-6-300 and MTOP of B757-2002 aircraft duly
approved by C.A.A.N or in-accordance with Manufacturers technical documents.
Engineering Manual
Part: 3
Chapter: 3.1.1
Page: 1
Date: 11/06/2004
Rev: 4
General
This section of the Engineering Manual describes the
engineering activities involved in managing the NAC
maintenance system, as well as the administration of related
paperwork.
The term maintenance system" is defined as the sum of
routine activities directed at the technical maintenance of the
aircraft, its systems, and components, with the objective of
ensuring safe, reliable and economical operation. This
definition includes the various types of activities documented
in manuals, engineering orders or equivalent instructions, as
well as the schedule by which such activities shall be
performed.
Definition of this schedule is included in the Maintenance
Schedule (MS) for those activities that shall be performed on
the line or in the hangar, and list for those activities that are to
take place in the component overhaul shops. It also includes
component changes on the aircraft.
Engineering Manual
Part: 3
Chapter: 3.1.1
Page: 2
Date: 11/06/2004
Rev: 4
(g)Boroscopic
SERVICING: Servicing describes one of the following
maintenance actions:
(a) Regular lubrication using a grease gun, squirt can, brush, or
spray.
(b)Fluid level check with refilling to proper level.
(c) Cleaning.
Engineering Manual
Part: 3
Chapter: 3.1.1
Page: 3
Date: 30 July 2000
Rev: II
Engineering Manual
Part: 3
Chapter: 3.1.1
Page: 4
Date: 30 July 2000
Rev: II
Changes to the routine maintenance system may have direct impact on safety, reliability
and /or economics of aircraft operation. Therefore, before any such changes are made,
prior approval must be received from the NAC Quality Assurance and Flight Safety as
well as the Civil Aviation Authority of Nepal (CAAN).
Engineering Manual
Part: 3
Chapter: 3.1.1
Page: 5
Date: 11/06/2004
Rev: 4
Engineering Decisions
The Engineering Service Section ( E-S ) continuously monitors
the safety, reliability and economics with which aircraft
systems and components perform. When unsatisfactory
performance trends are documented, an appropriate change to
maintenance requirements shall be considered.
When such change is required, the technical and economical
justification shall be originated and signed by the Engineer of
the Engineering Services Section. The Dy. Directors of Quality
Assurance, Maintenance Planning Division, and Engineering
Stores & Supply, shall review it and then forward with their
strong recommendations to the Director, Quality Assurance &
Flight Safety Department for his approval without any
hindrance for its execution.
3.1.1.4
Authoritys Approval
Whenever an engineering decision recommends the reduction
or elimination of a maintenance procedure, approval of the
decision from the Civil Aviation Authority of Nepal (CAAN) is
required before it may become effective. Such reductions or
elimination may be caused by either escalating intervals
between periodic actions or by a less thorough procedure at
the time of the maintenance task.
Contacting the Civil Aviation Authority of Nepal (CAAN) for the
necessary approval will be on an ad hoc basis in the case of
individual item changes. If issues of broader scope are to be
Engineering Manual
Part: 3
Chapter: 3.1.2
Page: 1
Date: 01/10/99
Rev: 1
technical manuals as required. Item that result because of directives from regulatory
authority requirements shall include the number of the AD, Note, or applicable
document.
(c) Affectivity: A column showing Affectivity shall be used for clarification if not all
aircraft of the fleets are affected by the item.
(d) Zone: Zones shall be used to define areas of the aircraft in which maintenance must to
be performed. The layout given in the Maintenance Manual shall be used for zone
identification.
Engineering Manual
Part: 3
Chapter: 3.1.2
Page: 2
Date: 01/10/99
Rev: 1
Part: 3
Chapter: 3.2.1
Page: 1
Date: 11/06/2004
Rev: 4
Engineering Manual
Maintenance Implementation
3.2.1
Work Pack
To optimize the time expended for the routine, maintenance inspections of aircraft,
the maintenance schedule requirements of each aircraft type are rewritten as NAC
Job Cards, customized to special needs such as the: experience level of the
workforce; level of technology used in the aircraft systems; and the level of
engineering knowledge required to produce minimum maintenance down-time. The
sources outlined in Paragraph 3.2.1.1, provide data, guidance, requirements, and
regulations that are written into the job cards and work packs.
3.2.1.1
Information Flow
Requirements
Supplied by
Manufacturers
Maintenance/Overhaul Manuals
Manufacturers
Engineering Manual
Flight Movement Control
En-route Request
Maint. Planning (MPD)
Layover Time Request
Material Planning Requirements
Manufacturers or Airworthiness
Authorities ( ADs )
Engineering Manual
Part: 3
Chapter: 3.2.1
Page: 2
Date: 11/06/2004
Rev: 4
3.2.1.2
3.2.1.3
Procedure
The Maintenance Planning Division prepares and continuously revises Job Cards for
any partial checks that may be required, or for the routine inspection of aircraft
during:
(a)
Preflight checks
(b)
Daily checks
(c)
A-checks
(d)
C-checks
Engineering Manual
Part: 3
Chapter: 3.2.1
Page: 3
Date: 11/06/2004
Rev: 4
Airworthiness Directives
(b)
(c)
(d)
(e)
(f)
Non-routine job cards shall include all information contained in Engineering Order
and/or Maintenance Manual that is required for performance of the maintenance
task.
Part: 3
Chapter: 3.2.1
Page: 4
Date: 11/06/2004
Rev: 4
Engineering Manual
Plan
Dept
MPD
A/C Registration
9NCost CAAN/Crew
Man Hrs
Page
Of
Pln Dept/Tel
Remarks
Date/Name
SKK
POS.
JOB DESCRIPTION
FC/CYC/DAT/CHECK
MECH
INSP
Date
License No.
SUPERVISOR
Engineering Manual
Part: 3
Chapter: 3.3.1
Page: 1
Date: 16/3/96
Defect Handling
3.3.1
3.3.1.1
The Defect Handling Program provides procedures, instructions, and standards for the
accomplishment of maintenance tasks generated by the inspection. Scheduled maintenance,
pilot reports, failure analysis, or other indications of a need for maintenance.
3.3.1.2
Discrepancies occurring during flight operation of NAC aircraft must be recorded in the
aircraft log book. These irregularities include operation failures and malfunctions, as well as
abnormal flight occurrences such as hard landing and overweight landing, foreign object
damage strikes, and lightening strikes. These records must include descriptions of each
discrepancy and corrective action taken to correct each discrepancy.
3.3.1.3
The Cabin Discrepancy log is used by the cabin attendants to record discrepancies
encountered in the passenger cabin and the corrective actions to be taken by maintenance.
3.3.1.4
Part: 3
Engineering Manual
Chapter: 3.3.2
Page: 1
Date: 11/06/2004
Rev: 4
Defect Reporting
3.3.2
Defect Reporting
3.2.2.1
If defects are found in N.A.C. Aircraft or their components, certain actions must be
taken to comply with Nepalese Civil Airworthiness requirements.
3.2.2.2
3.2.2.3
Engineering Manual
Part: 3
Chapter: 3.3.3
Page: 1
Date: 16/3/96
Classification of Defect
3.3.2
Classification of Defect
A defect is classified as a Reportable Defect if it:
(a) Can affect the safety of the aircraft or its occupants or cause the aircraft to become a
danger to other persons or property.
(b) Is classified by the Director General as a reportable defect.
3.3.3.1
The defect listed in Appendix 1 of the Nepalese Civil Airworthiness Requirements are
classified as reportable defects. Other types of defects may also be classified as reportable
by an Airworthiness Directive, Flight Standard Notice, or as an approved Operators
maintenance manual.
Engineering Manual
Reportable Defect
Part: 3
Chapter: 3.3.4
Page: 1
Date: 11/06/2004
Rev: 4
3.3.4
Reportable Defect
Any damage incurred in flight or found on the ground, on any structure or component, which
could cause a failure endangering the aircraft, or others, must be reported to the CAAN. A
reportable structural defect is a defect that exceeds the maximum limit defined as acceptable
by the airworthiness authority of the State of Manufacture or standards set by the CAAN.
These reportable defects include:
(k)
Engineering Manual
Reportable Defect
(l) Malfunctions of emergency equipment.
(m) Defects causing any abnormal vibration or buffeting.
Part: 3
Chapter: 3.3.4
Page: 2
Date: 16/3/96
Engineering Manual
Part: 3
Chapter: 3.3.5
Page: 1
Date: 11/06/2004
Rev: 4
Procedure
In case a failure, malfunction or defect, as defined in Chapter 3.3.4 of the NAC Engineering
Manual, the flight crew is responsible to execute an appropriate TLB entry.
In case such failure, malfunction or defect, as defined in Chapter 3.3.4 of the NAC
Engineering Manual, is found on ground, the AMT is responsible to execute an appropriate
TLB entry.
After receipt of the TLB copy, but not later than seven days after occurrence, the Quality
Assurance Engineer will create a report for the CAAN, except in the case of an aircraft
accident where passenger are injured or killed. In the case of an accident, the occurrence
must be reported immediately.
The report should contain the following data and follow the format shown on
Page 3, Chapter 3.3.5, of the NAC Engineering manual:
(a) Type and registration marking of the aircraft.
(b) The name of the operator:
(c) The date, flight number, aircraft flight hours, and the stage during which the incident
occurred.
(d) The emergency procedure carried out such as: unscheduled landing and emergency
descent.
(e) The nature of the failure, malfunctions, or defects.
(f) Identification of the part and system involved including available information relating to
type designation of the major component and time since overhaul.
Engineering Manual
Part: 3
Chapter: 3.3.5
Page: 2
Date: 01/10/99
Rev: 1
Apparent cause of the failure, malfunctions, or defect (e.g. wear, cracks, design
deficiency, or personnel error)
(h)
Whether the part was repaired, replaced, sent to the manufacturer, or other actions
were taken.
(i)
(j)
3.3.5.2
Quality Assurance will forward a copy of the incident to the CAAN and keep the original
paper work on file for a period of two years.
Engineering Manual
Part: 3
Chapter: 3.3.5
Page: 3
Date: 11/06/2004
Rev: 4
Date:
Dear Sir,
As per Chap 9, Appendix 2 of NCAR, we are submitting the following details of Incident Reportable
Defect for your information.
A/C Regd. No. :
A/C TSN
:
A/C Type:
Hrs
CSO:
( Type)
Component
Defect Description
Findings/ Investigation
Remedial Action
:
Yours Faithfully,
For Nepal Airlines
Quality Assurance
Engineering Manual
Part: 3
Chapter: 3.3.6
Page: 1
Date: 11/06/2004
Rev: 4
Defect Investigation
3.3.6
Defect Investigation
Whenever NAC discovers a defect, it will cause the Engineering Department,
Quality Assurance Division, and Maintenance Division, to take any action necessary
to prevent a recurrence. The result of the investigation of a reportable defect shall be
reported to the Airworthiness Inspection Division, CAAN as outlined in Chapter
3.3.5, of the NAC Engineering manual.
3.3.6.1
The Director General may require defective parts to be surrendered for further
investigation or to be dispatched to another organization for testing. He may also
require NAC to conduct a further investigation, including inspections for similar
defects on other aircraft or components.
Engineering Manual
Part: 3
Chapter: 3.3.7
Page: 1
Date: 11/06/2004
Rev: 4
Defect Rectification
3.3.7
Defect Rectification
All defects, whether reportable or not, are properly recorded, troubleshot, and
corrected, in accordance with all applicable NAC Maintenance Procedures, as
outlined in Chapter 2.1 of the NAC Engineering Manual.
3.3.7.1
3.3.7.2
An example of the Defect and rectification List is shown on Page 3, Chapter 3.3.7,
of the NAC Engineering Manual. It is filled out in the following manner:
The concerned AMT will write down each ground finding in the
"Defect" column and have the sheet signed.
After rectification of the defect, the column "Rectification Actions" has to be filled in
with all necessary information such as:
(a)
(b)
The signature in the column marked AMT indicates that the work has been
accomplished according to the approved Engineering Manual of NAC. In case one
item cannot be rectified in time for any reason, the procedure for establishing a
deferred defect has to be followed.
For a Deferred Defect, note down the reference no. of DD Sheet in "Rectification
Action" column. Such entries do not require a technician's signature. Entries for
deferred item can only be signed by attending AMT's signature in the AMT column.
See Chapters 3.4.4 and 3.4.5 of the NAC Engineering Manual for Deferred
Maintenance.
Engineering Manual
Part: 3
Chapter: 3.3.7
Page: 2
Date: 11/06/2004
Rev: 4
Defect Rectification
3.3.7.3
Part: 3
Chapter: 3.3.7
Page: 3
Date: 11/06/2004
Rev: 4
Engineering Manual
21
Aircraft Section
Check
A/C Reg.
B..
Sheet.of.
Defects
Date
22 23
24 25
AME
26
27
28
29
30 31
32
Item No.
33
34
35
36
Rectification Action
37
38
39
49 51
52
53
54
Date
55 56
57
61
AME
71
72 73
Man Hrs.
QC
74 75
76
77
78
79 80
81
82
83 84
Engineering Manual
Part: 3
Chapter: 3.3.8
Page: 1
Date: 11/06/2004
Rev: 4
3.3.8.1
3.3.8.2
3.3.8.3
Quality Assurance will generate an incident report for the CAAN, in accordance with
the provisions of Chapter 3.3.5 of the NAC Engineering Manual, and forward a
copy of the report to the CAAN, keeping the original paper work on file for a period
of two years.
Engineering Manual
Part: 3
Chapter: 3.3.9
Page: 1
Date: 11/06/2004
Rev: 4
Summary of Defect
3.3.9
Summary of Defect
An operator with a fleet of two or more aircraft of the same type shall compile a
monthly statistical summary of all recorded defects, whether reportable or not, and
forward one copy to the Airworthiness Inspection Division, C.A.A.N.
3.3.9.1
Date found
(b)
(c)
(d)
Engineering Manual
Part: 3
Chapter: 3.3.10
Page: 1
Date: 16/3/96
Equipment Defect
3.3.10
Equipment Defect
All equipment defects are handled in accordance with Chapter C.9 of the Nepalese Civil
Airworthiness Requirements and Chapters 3.3.1 through 3.3.9 of the NAC Engineering
Manual.
Engineering Manual
Part: 3
Chapter: 3.3.11
Page: 1
Date: 11/06/2004
Rev: 4
Administration Defect
3.3.11
3.3.11.1
In addition if, during the subsequent defect investigation and rectification process, it
is discovered that the defect was caused by the application of a faulty administrative
policy or procedure, the procedure will be re-written, updated, or revised, in
accordance with procedures outlined in Chapter 1.1.4 of the NAC Engineering
Manual.
Engineering Manual
Part: 3
Chapter: 3.4.1
Page: 1
Date: 11/06/2004
Rev: 4
3.4.1.1
3.4.1.2
No individual may sign off for another person nor for work performed that he is not
personally authorized to perform. In addition, no person may authorize another
person to sign off for him.
Engineering Manual
Part: 3
Chapter: 3.4.2
Page: 1
Date: 16/3/96
3.4.2.1
Unscheduled Inspections
Unscheduled inspections of NAC aircraft, which are used to defect and control defects,
consist of specific checks. These checks are designed to cover those particular parts of the
aircraft structure that are most likely to be damaged. If accomplished carefully, the
inspections may reveal hidden defects that will require more intensive inspections.
NAC maintenance personnel shall accomplish specific checks whenever there are reported
incidents that an aircraft has undergone unusual stress due to pilot error, cross winds, winds
aloft, storms and or lightening strikes, or hard landings. Chapter 5 of the applicable
Manufacturers Maintenance Manual shall be used to accomplish these checks.
Whenever any unusual-stress conditions occur or are reported, the aircraft must be removed
from service, the required inspections accomplished, and all necessary repairs completed
prior to further flight.
Each time a special inspection is completed, an appropriate entry shall be made in the
aircrafts logbook, including a brief summary of any damage found and the repairs
accomplished. If no damage was found, the aircraft log shall be noted accordingly.
3.4.2.2
Engineering Manual
Part: 3
Chapter: 3.4.2
Page: 2
Date: 16/3/96
Engineering Manual
Part: 3
Chapter: 3.4.2
Page: 3
Date: 16/3/96
Brake Fires
Another example of a significant defect that renders the aircraft unusable unit the condition
no longer exists is a brake fire. If an overheated brake results in a fire, all personnel must
removed to a safe distance from the aircraft. Other important factors to remember in this
event are:
(a) Call the fire brigade.
(b) Approach the landing gear area from the forward or aft direction, never from the sides.
(c) Attempt to contain or extinguish the fire using a dry-powder agent, such as an Ansul
Extinguisher Unit. If a dry agent extinguisher is not available and CO2 must be used to
prevent spreading of the fire, stand back as far as possible and blanket the area, holding
nozzle six to eight feet from the brake/wheel assembly. Do not discharge the CO2
directly on to the brake and wheel assembly.
(d) Do not use a water extinguisher unit except as a last resort.
(e) After the fire is extinguished, follow the instructions for handling hot brakes.
3.4.2.5
Engineering Manual
Part: 3
Chapter: 3.4.2
Page: 4
Date: 11/06/2004
Rev: 4
Corrosion Control
Corrosion on an aircraft will eventually lead to significant defects in the airframe and
all ancillary systems, often rendering the aircraft unusable until repairs are made.
Corrosion cannot ever be stopped. However, it can be controlled.
One of the primary maintenance procedures used in providing an effective corrosion
control program is to schedule and perform periodic, complete-airplane washings.
This basic program should be supplemented by localized area washings and polishing
as dictated by appearance and maintenance requirements.
3.4.2.6.1 Normal washings are scheduled by various airplane work tasks, with corrosionprone areas given necessary additional attention when required. Additional corrosion
control procedures are provided to supplement the washing program. This includes
hand washing and hand polishing of the various surface areas that are relatively
accessible.
3.4.2.6.2 Painted surfaces shall have damaged paint film areas retouched periodically to ensure
proper surface protection is maintained.
3.4.2.6.3 The detection of corrosion by maintenance personnel is best ensured by the
awareness of chronic corrosion prone areas, appearance, and types of corrosion.
These corrosion inspection functions will normally be performed during heavy
maintenance checks after the airplane has been properly prepared for inspection.
3.4.2.6.4 The most likely type of corrosion that will be encountered is minor surface corrosion
of aluminum surfaces. These areas generally are the upper surfaces of the aircrafts
wings, fuselage, and horizontal stabilizers. Since the possibility that flight operations
could involve areas in close proximity to salt water, chemical reaction due to salt
deposits have been found to be the prime corrosion factors to contend with on
aluminum surfaces.
Engineering Manual
Part: 3
Chapter: 3.4.2
Page: 5
Date: 11/06/2004
Rev: 4
Engineering Manual
Part: 3
Chapter: 3.4.2
Page: 6
Date: 16/3/96
Engineering Manual
Part: 3
Chapter: 3.4.3
Page: 1
Date: 11/06/2004
Rev: 4
Repetitive Defect
3.4.3
Introduction
The purpose of the repeat defect control system is to identify and correct and defects
that reoccur. It is NACs policy that any defect that occurs three or more times on
the same airplane, during and five consecutive days of operation will be identified as
a repeat defect. A positive plan of corrective action is pursued to preclude further
recurrence of such defects.
Every effort shall be made to prevent repeat defects in order to eliminate
unnecessary airplane out-of-service time and the cost of unnecessary component
inspections and overhauls.
3.4.3.1
General
The controller on duty at the Maintenance Control Center is responsible for the
coordination of all activities relating to repeat defects occurring during line
operations.
The repeat-defects shall also be monitored by Quality Assurance Division.
The Repeat Defects Control System consists of the following elements:
3.4.3.2
(a)
Identification
(b)
Rectification
(c)
(d)
Surveillance
Identification
Quality Assurance will continuously review the maintenance records. The review
will include the:
(a)
(b)
(c)
Daily activity logs recorded by the Maintenance Control Center. The logs are
records of defects reported by flight crew and line stations.
(d)
3.4.3.2.1 When an item has been identified as a repeat defect, Quality Assurance will
coordinate its rectification with the Engineering Department.
Engineering Manual
Part: 3
Chapter: 3.4.3
Page: 2
Date: 11/06/2004
Rev: 4
Repetitive Defect
3.4.3.3
Rectification
For repeat defects that will be rectified at a line station, including the home base line
station, the Engineering Department will make the necessary arrangements for the
rectification.
(a)
The line station maintenance personnel assigned to work on the airplane will be
notified of the repeat defect and its history.
(b)
(c)
Rectification of the repeat defect will be recorded and signed off on the
airplane Log Book.
3.4.3.3.1. If the repeat defect is deferrable, and trouble shooting and repair of the item will
exceed the scheduled ground time, the following actions will be taken:
3.4.3.4
(a)
Based on the severity or operational impact of the repeat defect, the AMT may
suggest concerned Dy. Director, Maintenance Division that the airplane be
removed from service to facilitate corrective action.
(b)
3.4.3.5
Engineering Manual
Part: 3
Chapter: 3.4.3
Page: 3
Date: 11/06/2004
Rev: 4
Repetitive Defect
Evaluate monthly reliability reports and ensure reliability standards are met.
Ensure timely investigation of alerts, and implementation of corrective actions.
Evaluate Engineering proposals for corrective actions.
Make decisions on any changes to the reliability program & associated processes
& propose corrective actions.
Director, QA&FS, will be the Chairman of the RCB, which will also comprise of the
following members:
Dy. Director, QA
Dy. Director, Maintenance Planning Division
Dy. Director, ESSD
Reliability Program Incharge as Member Secretary
Advisory personnel from Maintenance Division, Workshop Division, etc. may be
invited to participate in the RCB meeting as and when the need arises.
3.4.3.6
Engineering Manual
Part: 3
Chapter: 3.4.4
Page: 1
Date: 11/06/2004
Rev: 4
General
An NAC aircraft may leave the Katmandu home base only if all open defects are
rectified or at least transferred to the status of a Deferred Defect.
3.4.5
Open Item
An acceptable deferred defect (ADD) is one that arises on Line Maintenance and
entered in the Technical Log Book (TLB), which cannot be rectified immediately but
does not render the aircraft non-airworthy. These items can remain open and will be
carried forward to the home base.
However, before deferring any open item, the approved Minimum Equipment List
for the aircraft type should be consulted. The Minimum Equipment List is a part of
the aircraft flight manual and contains information regarding the release of the
aircraft and/or the continuation of a flight with a component or system inoperative.
3.4.5.1
General
For certain reasons, it might happen that even at the home base a defect cannot be
rectified due to:
3.4.5.2
(a)
(b)
(c)
The process for deciding if a defect is acceptable for deferral is shown on Page 2,
Chapter 3.4.4, of the NAC Engineering Manual.
Part: 3
Chapter: 3.4.4
Page: 2
Date: 11/06/2004
Rev: 4
Engineering Manual
YES
No Deferred Defect Permitted
Airworthiness Effected
Violates Conditions of MEL
No
Reduction of Operational
YES
No Deferred Defect Permitted
Effectiveness or Passenger
Comfort
YES
Acceptable Deferred
Defect
Engineering Manual
Part: 3
Chapter: 3.4.5
Page: 1
Date: 11/06/2004
Rev: 4
Deferred Maintenance
3.4.5
Deferred Maintenance
Deferred maintenance is the process of deferring or putting off the rectification of a
defect until a later time. Those defects that can be considered for deferment must
meet the criteria explained in Chapter 3.4.4. of the NAC Engineering Manual
3.4.5.1
Procedure
In the event of a defect that cannot be rectified at home base, but which in the
opinion of the responsible AMT can be carried forward, the latter has to fill in the
Deferred Defect Form, as shown on Page 2, Chapter 3.4.5 of the NAC Engineering
Manual.
The concerned AMT is responsible for the relevant entry in the Master Deferral
Maintenance Logbook" which is located in the aircraft technical folder. This form
transmits all information about valid deferred defects to the flight crew. It also shows
the status of the deferred defects to Quality Assurance and maintenance personnel.
See Page 3, Chapter 3.4.5. of the NAC Engineering Manual for a sample of this
form.
The different copies of the ADD FORM will be distributed as follows:
(1)
(2)
(3)
Copy - Green - QA
Part: 3
Chapter: 3.4.5
Page: 2
Date: 11/06/2004
Rev: 4
Engineering Manual
Deferred Maintenance
NEPAL AIRLINES
A/C Reg.
Eng/APU
Prop. SN
Transferred
of
Issue Date/FH
Defect:
Part
QTY
P/N
AOG Risk
Priority
Purchase
Or. No.
MH
Required
Item Code Target Date Inspector Extension /Target D. Reason for Extension Date/FH Inspector
Action taken:
1.
2.
3.
4.
Date
AME
Inspector
Name:
Engineering Manual
Part: 3
Chapter: 3.4.5
Page: 3
Date: 11/06/2004
Rev: 4
Deferred Maintenance
Engineering Manual
Part: 3
Chapter: 3.4.5
Page: 4
Date: 11/06/2004
Rev: 4
Deferred Maintenance
The original white thereafter will be returned to QA. The existing green copy will be
removed and the original filed.
3.4.5.2
Aircraft Registration
2.
3.
4.
5.
6.
Part Name.
7.
Part Number.
8.
9.
10.
11.
12.
13.
14.
15.
16.
Part: 3
Chapter: 3.4.5
Page: 5
Date: 11/06/2004
Rev: 4
Engineering Manual
Deferred Maintenance
Part: 3
Chapter: 3.4.5
Page: 6
Date: 11/06/2004
Rev: 4
Engineering Manual
Deferred Maintenance
Engineering Manual
Part: 3
Chapter: 3.4.5
Page: 7
Date: 01/01/03
Rev: 3
Purpose
This procedure outlines the process to transfer the non-airworthy ADDs to
OD in an effective format for a separate monitoring system.
2)
Procedure
a) As a normal procedure the ADDs are raised by the line engineers. All the
raised ADDs are complied for the review in a meeting as and when
required.
b) Maintenance Planning Division will organize a meeting with QA, ESSD,
B757 Maintenance contractor (where applicable) to finally review the open
ADDs as required.
c) The meeting will decide the list of only those ADDs which can be
transferred to OD.
d) The meeting at its discretion can also decide those ADDs, which can be
transferred until next C check or major check for effective monitoring by
MPD.
e) The meeting at its discretion can also decide the repetitive ADDs, which
can be transferred to OD for monitoring by MPD.
3)
4)
Tracking:
The meeting will also ensure that transferred ODs are not again duplicated and
raised as a new ADD by line engineers. If such duplication is found in the new
ADD, the decision will be taken in the review meeting.
Engineering Manual
Part: 3
Chapter: 3.4.5
Page: 8
Date: 01/01/03
Rev: 3
Engineering Manual
Part: 3
Chapter: 3.4.6
Page: 1
Date: 11/06/2004
Rev: 4
General
In order to maintain flight schedule integrity, it occasionally becomes necessary to
defer the rectification of minor discrepancies to a more opportune time. Deferrals
shall be permitted under controlled conditions defined in the: NAC Minimum
Equipment List (MEL); NAC Configuration Deviation List; and other technical
manuals.
The responsible AMT has the authority to defer the repair of defects that meet one
or more of the following criteria:
3.4.6.1
(a)
(b)
The limitations for continued safe operation with the inoperative item are
provided in the: Dispatch Deviation Guide, Minimum Equipment List,
Configuration Deviation List, Airplane Maintenance Manual, and Structural
Repair Manual.
(c)
Engineering Manual
Part: 3
Chapter: 3.4.6
Page: 2
Date: 11/06/2004
Rev: 4
Responsibilities
Engineering Manual
Part: 3
Chapter: 3.4.6
Page: 3
Date: 11/06/2004
Rev: 4
(b)
(c)
3.4.6.3.2 If the MEL related deferred defect cannot be rectified timely, the defect may be
referred to either Director QA&FS or Dy. Director of Quality Assurance for
extension, who may recommend to CAAN for an extension after ensuring that the
following conditions are met:
(a)
(b)
There are no previously deferred MEL/CDL items on the airplane that would
preclude deferral of the additional inoperative component or system.
(c)
(d)
The inoperative component or system will not cause an undue increase in flight
crew workload.
Engineering Manual
Part: 3
Chapter: 3.4.6
Page: 4
Date: 11/06/2004
Rev: 4
3.4.6.4.1 At maintenance stations with no maintenance personnel on duty, and at nonmaintenance stations, the flight crew will enter defects into the aircraft Log Book
and notify maintenance personnel/MCC as soon as possible by telephone or other
means.
If the item is deferrable per the applicable aircraft MEL/CDL list and there are no
specific maintenance actions required by the MEL/CDL, the Pilot-in-Command,
after consulting with the maintenance personnel/MCC, may elect to continue the
flight with the system or component inoperative. If he does continue the flight, he
will note in the Log Book, following the defect, a statement that the Flight is
continuing as per the MEL (CDL), and affix his signature.
3.4.6.4.2 If the item is obviously of a non-airworthy nature, the Pilot-in-Command may elect
to continue the flight by adding the statement that the defect is a Non-airworthiness
item maintenance personnel Notified, and affixing his signature.
3.4.6.4.3 MCC/MPD is responsible for necessary maintenance follow-up to ensure the item is
corrected or properly deferred at the next downstream line station with maintenance
personnel on duty.
Engineering Manual
Part: 3
Chapter: 3.4.7
Page: 1
Date: 11/06/2004
Rev: 4
Dispatch Clearance
3.4.7
Dispatch Clearance
Airplanes shall not be dispatched from home base with open MEL discrepancies
unless:
3.4.7.1
(a)
(b)
The only valid reason for dispatching an airplane from home base with an open MEL
defect is the lack of required parts. Before an airplane departs home base with an
open MEL defect, MCC shall:
(a)
Obtain information from ESSD that the required part or component is not in
stock, and,
(b)
Establish that there is neither a higher nor lower assembly in stock that could
be used to correct the defect, and,
(c)
Complete the ADD Form and attach a copy of the Material Requisition Form
and distribute to all concerned as per the distribution list.
Engineering Manual
Part: 3
Chapter: 3.4.8
Page: 1
Date: 11/06/2004
Rev: 4
Dispatch Clearance
3.4.8
Engineering Manual
Part: 3
Chapter: 3.4.8
Page: 2
Date: 11/06/2004
Rev: 4
Dispatch Clearance
Should it be determined that the target date cannot be met, MPD must inform the
Quality Assurance Division well in advance of the closing target date for the
necessary extension/concession process.
3.4.8.1.4 ESSD Responsibility
If the raised ADD/MEL requires materials, ESSD must initiate the material
acquisition process. It must coordinate with Maintenance Planning and keep them
informed about the status of the acquisition.
3.4.8.1.5 Quality Assurance Division
The Quality Assurance Division will maintain and update its ADD/MEL monitoring
system in accordance with the received information. It will also process the target
date extension/concession application on request from Maintenance Planning.
3.4.8.2
Engineering Manual
Part: 3
Chapter: 3.4.8
Page: 3
Date: 11/06/2004
Rev: 4
Dispatch Clearance
For Deferred Defect Log Book see Engineering Manual Chapter 3.4.5 page 2
Part: 3
Chapter: 3.4.8
Page: 4
Date: 11/06/2004
Rev: 4
Engineering Manual
MEL
CAT
Number STA
CAT
Discrepancy &
Rectification
Date Open
Date Closed
Due Date
TLP No.
Date
TLP No.
Date
STA
TLP #
TLP #
Close
CAT
Date
Date
Open
STA
TLP #
TLP #
Close
CAT
Date
Date
Open
STA
TLP #
TLP #
Close
CAT
Date
Date
Open
STA
TLP #
TLP #
Close
CAT
Date
Date
Open
STA
TLP #
TLP #
Close
CAT
Date
Date
Open
STA
TLP #
TLP #
Close
Open
Note:
1. Transfer each item of Deferred Defect Sheet into this book for continuous tracking.
2. A separate book must be maintained for each aircraft.
Engineering Manual
Part: 3
Chapter: 3.4.8
Page: 5
Date: 11/06/2004
Rev: 4
Engineering Manual
Part: 3
Chapter: 3.5.1
Page: 1
Date: 01/01/03
Rev: 3
Modification - General
3.5.1
General
Aircraft modification may be mandatory, such as those directed by an Airworthiness
Directive (AD) or, they may be optional, at the discretion of the operator. However,
both mandatory and optional modification must be made only in accordance with
approved data.
3.5.1.1 The following data are approved by the Civil Aviation Authority of Nepal (CAAN) for
the modification or repair or aircraft or aircraft components. Subject to compliance
with the applicability, limitations, and conditions prescribed in this data, no further
approval from the CAAN is required when applying it to the modification or repair of
aircraft:
a)
b)
c)
3.5.1.2
For the approval of modifications or repair, using any data other than that
described in Paragraph 3.5.1.1, the following approval procedure shall be
followed:
a)
b)
The application must be accompanied by detail drawings and other technical data
sufficient to completely define the proposed modification or repair.
c)
Each part of any assembly shall be identified by a part number and be fully
detailed, with all dimensions, fits and tolerances, radii of fillets and undercuts
defined. Materials, standard parts, heat treatment and finishes shall be specified.
d)
Materials, standard parts and processes used during the modification or repair,
shall be conform to the manufacturers specifications or to the specifications
approved by the airworthiness authority of the state of manufacturer or by
CAAN.
Engineering Manual
Part: 3
Chapter: 3.5.1
Page: 2
Date: 01/01/03
Rev: 3
Modification - General
e)
The data for each modification or repair, which affects airworthiness, shall be
accompanied by a technical assessment that shows compliance with the
applicable design standards. As applicable this assessment shall include a
structural-stress analysis, electrical-load analysis and group or flight test reports.
Person completing such assessments shall detail their qualifications and
experienced in a document attached to the report.
Should the completion of the modification or repair affect the data in the Flight
Manual, Maintenance Schedule, or Maintenance Manual, then such purposed
amendments to these documents shall also be submitted to CAAN with the
application for approval.
Should any tests or inspections, including flight tests, be required for compliance with
the airworthiness design standards, then Airworthiness Inspection Division, CAAN,
shall be notified in advance regarding the tests that may be required.
CAAN shall authorize modification or repair if the modified or repaired aircraft or
aircraft components will:
a)
b)
c)
b)
c)
Engineering Manual
Part: 3
Chapter: 3.5.2
Page: 1
Date: 01/10/99
Issue: 2
Major Modification
3.5.2 Major Modification
A modification is considered major if there are essential changes in weight, center of
gravity, or aerodynamic behavior of the aircraft, the operation of an engine or any other
reduction of airworthiness.
It is also considered major if the modification is performed by unusual processes or
tools. If necessary, the limits and performance of the related equipment must be
established (Supplemental Type Certificate).
Engineering Manual
Part: 3
Chapter: 3.5.3
Page: 1
Date: 01/10/99
Rev: 1
Engineering Manual
Part: 3
Chapter: 3.5.4
Page: 1
Date: 16/3/96
Major Repair
3.5.4 Major Repair
A repair is considered major if there are essential changes in weight, center of gravity,
strength, or aerodynamic behavior of the aircraft, the operation of an engine or any
other reduction of airworthiness.
A repair is also considered major when it has been made by unusual processes or tools.
If necessary, the limits and performance of the related equipment have to be reestablished.
Engineering Manual
Part: 3
Chapter: 3.5.5
Page: 1
Date: 16/3/96
Box Beams.
(b)
(c)
(d)
Spars.
(e)
Spar flanges.
(f)
(g)
(h)
Corrugated sheet compression members that act as flange material of wings or tail
surfaces.
(i)
(j)
(k)
Engine mounts.
(l)
Fuselage longerons.
(m)
(n)
(o)
(p)
Wheels.
(q)
(r)
Parts of the control system such as control columns, pedals, shafts, brackets, or horns.
(s)
(t)
The repair of damaged areas in metal or plywood stressed covering exceeding six inches
in any direction.
(u)
(v)
Engineering Manual
Part: 3
Chapter: 3.5.5
Page: 2
Date: 16/3/96
The repair of three or more adjacent wing or control surface ribs or the leading
edge of wings and control surfaces, between such adjacent ribs.
(x)
Repair of fabric covering involving an area greater than that required to repair
two adjacent ribs.
(y)
(z)
Engineering Manual
Part: 3
Chapter: 3.5.6
Page: 1
Date: 16/3/96
(b)
Engineering Manual
Part: 3
Chapter: 3.5.7
Page:1
Date: 16/3/96
(b)
(c)
Shortening of blades.
(d)
(e)
(f)
(g)
(h)
Repairs to deep dents, cuts, scars, nicks, and straightening of aluminum blades.
(i)
Engineering Manual
Part: 3
Chapter: 3.5.8
Page:1
Date: 16/3/96
(b)
(c)
(d)
(e)
Engineering Manual
Part: 3
Chapter: 3.5.9
Page:1
Date: 16/3/96
Engineering Manual
Part: 3
Chapter: 3.6.1
Page:1
Date: 01/01/03
Rev: 3
Engineering Manual
Part: 3
Chapter: 3.6.2
Page: 1
Date: 01/01/03
Rev: 3
Engineering Manual
Part: 3
Chapter: 3.6.3
Page: 1
Date: 01/01/03
Rev: 3
Engineering Manual
Part: 3
Chapter: 3.6.4
Page: 1
Date: 01/01/03
Rev: 3
Engineering Manual
Part: 3
Chapter: 3.6.5
Page:1
Date: 01/01/03
Rev: 3
Engineering Manual
Part: 3
Chapter: 3.7.1
Page:1
Date: 01/01/03
Rev: 3
Short-Term Time Escalations greater that the intervals permitted must have prior
CAAN regulatory approval.
Engineering Manual
Part: 3
Chapter: 3.7.2
Page: 1
Date: 30 July 2000
Rev: II
Engineering Manual
Part: 3
Chapter: 3.7.2
Page:2
Date: 30 July 2000
Rev: II
Engineering Manual
Part: 3
Chapter: 3.7.2
Page: 3
Date: 30 July 2000
Rev: II
Engineering Manual
Part: 3
Chapter: 3.7.2
Page:4
Date: 30 July 2000
Rev: II
Engineering Manual
Part: 3
Chapter: 3.7.3
Page:1
Date: 11/06/2004
Rev: 4
The NAC Maintenance Program requires certain checks and inspections of each
aircraft and aircraft type to be carried out on schedules dictated by either the: State
of Manufacture, manufacturer, or the CAAN.
Periods between overhauls, or other criteria for determining the necessity for
overhaul, are specified in the Maintenance Schedule for each aircraft type. The
procedure for approval of an original schedule, or for alterations to a schedule, must
be in accordance with Chapter C.4 of the Nepalese Civil Airworthiness
Requirements.
If an irregularity occurs that prevents complying with any scheduled inspection,
check, or component change required by the Operations Specifications, the MPD, in
conjunction with the Dy. Director of Quality assurance, will adhere to the
procedures shown in Chapter 3.7.4 of the NAC Engineering Manual, to satisfy the
Component TBO Escalation Program.
3.7.3.1
The normal check cycles for the DHC-6, 300 Series, Twin Otter, are maintained in
accordance with NAC Customized Scheduled Maintenance duly approved by
C.A.A.N.
Inspection Capability:
3.7.3.2
(a)
(b)
(c)
(d)
(e)
(f)
(g)
3rd HSI, 3500 Hours (Performed early for 500-hour extension application)
The normal check cycles for the Boeing B-757-200, are maintained in the NAC
Customized Maintenance Schedule duly approved by C.A.A.N.
Engineering Manual
Part: 3
Chapter: 3.7.4
Page: 1
Date: 01/01/03
Rev: 3
Component TBOs
For all components other than engines, propellers, or structural components, the approved
Maintenance Schedule shall specify whether the necessity for overhaul shall be determined
by hard time, on condition maintenance, or condition monitored maintenance.
NAC is responsible to ensure that components with hard time TBOs do not exceed the TBO
recommended by the manufacturer or approved by CAAN. The TBO may be in terms of
time in service, number of landings, or other numbers as appropriate.
3.7.4.1
3.7.4.2
Procedure
If an irregularity occurs that prevents complying with any scheduled inspection, check, or
component change as specified in the Maintenance Schedule the Maintenance Planning,
Maintenance Division and Quality Assurance, will adhere to the following procedures in
order to satisfy Short Term Time Escalation for Component TBO.
An aircraft, engines, or component may not be released unless these procedures are adhered
to and a properly authorized short term TBO escalation is obtained.
(a) Maintenance Division will determine whether or not the item has already exceeded the
time limitations specified by the Maintenance Schedule.
(b) If the item has exceeded the time limitation, the aircraft shall be withdrawn from service
at the location of the next landing, if airborne, or at the current location if not
airborne, and the required maintenance task accomplished.
(c) If the aircraft is not at a location where the required maintenance can be performed, a
CAAN ferry flight permit must be applied for and granted prior to release the aircraft
for dispatch to a maintenance base or facility.
(d) If the item has not exceeded time limitations, Maintenance Division may request a Short
Term Escalation from the Director of Quality Assurance & Flight Safety or Dy.
Director, Quality Assurance through Maintenance Planning. It is emphasized that
Short Term Escalations are not to be used to disguise poor maintenance practices or
maintenance program shortcomings or as a rescheduling tool.
Engineering Manual
Part: 3
Chapter: 3.7.4
Page: 2
Date: 01/01/03
Rev: 3
(b)
(c)
(d)
Engineering Manual
Part: 3
Chapter: 3.7.4
Page: 3
Date: 01/01/03
Rev: 3
(b)
(c)
Service Bulletins.
As in the case of the history review, as discussed above there shall be no diminution
in the degree of investigation or justification required even in the event of CAAN
approval not being required. The Director of Quality Assurance & Flight Safety or
Dy. Director, Quality Assurance will attach all supporting data, as may be applicable
and/or necessary before granting approval of recommending to CAAN for approval.
The Director of Quality Assurance & Flight Safety or Dy. Director, Quality
Assurance shall authorize a specific time extension for the airplane, system, or
component based on Chapter 3.7.1. Any unforeseen contingencies that may require
greater time period extension than that mentioned in Chapter 3.7.1 shall be
forwarded to CAAN for their approval with proper justification.
The following limitation shall also apply to Short Term Escalation Inspection
Intervals:
(a) No two consecutive checks may be escalated, regardless of the level of the two
consecutive checks.
(b) No more than one A Check segment may be escalated between C Checks.
(c) No two consecutive C Checks may be escalated.
(d) The time actually used in any Short Term escalation shall be deducted from the
inspection Interval for the applicable aircraft, engine, or components following
immediately.
The Director of Quality Assurance & Flight Safety or Dy. Director, Quality
Assurance may or may not accept the maximum allowable time. He will weigh all
factors in making his decision.
If CAAN approval is required, the Director of Quality Assurance & Flight Safety or
Dy. Director, Quality Assurance will advise Maintenance Planning accordingly, and
forward the request for escalation to CAAN for approval.
Engineering Manual
Part: 3
Chapter: 3.7.4
Page:4
Date: 01/01/03
Rev: 3
Engineering Manual
Part: 3
Chapter: 3.7.5
Page: 1
Date: 17/3/96
Engineering Manual
Part: 3
Chapter: 3.7.6
Page:1
Date: 11/06/2004
Rev: 4
General
The Maintenance Planning Division, production, planning, and control, has set up a
control card, to record and control any hard-time maintenance inspection items with
repetitive requirements, based on Flight Hours, Cycles, Calendar Dates, Service
Bulletins, Engineering orders, or Maintenance Schedule Requirements. See Page 2,
Chapter 3.7.6, of the NAC Engineering Manual for a copy of the Repetitive
SB/AD/SSID/Special Inspection Card Form
This form is also used to indicate historical data on each individual inspection. The
Maintenance Planning Division keeps the cards in a file box and updates them
continuously.
3.7.6.1
3.7.6.2
Title of Inspection
(b)
(c)
(d)
(e)
A/C Type
(f)
A/C Registration
(g)
(h)
(i)
(j)
Date when the Work Order has been distributed to maintenance control center
for accomplishment of work on aircraft/engine/or component in time.
(b)
Prepare a new repetitive work order with a new termination date and send to
MCC for incorporation during the next inspection cycle.
(c)
File the last performed and signed Work Order/Job Card in the history file until
the next Work Order or job cared appears.
Part: 3
Chapter: 3.7.6
Page: 2
Date: 11/06/2004
Rev: 4
Engineering Manual
TYPE OF INSPECTION
PERIODICITY
REMARKS
REG.:
INSPECTION DUE
COMPLETED
REMARKS
Engineering Manual
Part: 3
Chapter: 3.7.6
Page: 3
Date: 17/3/96
Engineering Manual
Part: 3
Chapter: 3.7.6
Page: 4
Date: 17/3/96
A copy of the form to be used by the Maintenance Planning Division for control and
monitoring of hard-time, as well as scheduled inspections, is shown on Page 2
Chapter 3.7.6, of the NAC Engineering Manual
Engineering Manual
Part: 3
Chapter: 3.8.1
Page: 1
Date: 17/3/96
General
3.8.1.1
An aircraft type is defined by its Type Certificate plus any relevant Supplemental
Type Certificates. Any alteration of the aircraft is defined in its Type Certificate data
as modification. No Nepalese aircraft may be modified except with the approval of
Director General.
3.8.1.2
3.8.1.3
3.8.1.4
Engineering Manual
Part: 3
Chapter: 3.8.2
Page: 1
Date: 01/10/99
Rev: 1
Airworthiness Directives
It is the responsibility of the Dy. Director of Quality Assurance to ensure that NAC
is receiving all Airworthiness Directives (ADs) affecting their fleet of aircraft which
are issued by:
3.8.2.1
(a)
(b)
Service Bulletins
Service Bulletins are publications issued by the aircraft, engine, or appliance
manufacturer, giving recommended or optional modifications, inspections, and
procedures, as deemed necessary by the manufacturer. Alert service bulletins will
receive prompt attention when received and compliance will be made as necessary.
Engineering Manual
Part: 3
Chapter: 3.8.3
Page: 1
Date: 11/06/2004
Rev: 4
AD And SB Handling
3.8.3
3.8.3.1
3.8.3.2
The following data are approved by the Director General of Civil Aviation Authority
of Nepal for the modification or repair of aircraft or aircraft components. Subject to
compliance with the applicability, limitations, and conditions prescribed in this data,
no further approval from the Director General is required when applying it to the
modification or repair of aircraft:
(a)
(b)
(c)
For the approval of modifications or repair, using any data other than that described
in Paragraph 3.8.3.1, the following approval procedure must be followed:
(a)
(b)
(c)
Each part of any assembly shall be identified by a part number and be fully
detailed, with all dimensions, fits and tolerances, radii of fillets and undercuts
defined. Materials, standard parts, heat treatment and finishes shall be
specified.
(d)
Materials, standard parts and processes used during the modification or repair,
shall conform to the manufacturers' specifications or to specifications approved
by the airworthiness authority of the State of manufacture, or by the Director
General.
Part: 3
Engineering Manual
Chapter: 3.8.3
Page: 2
Date: 11/06/2004
Rev: 4
AD And SB Handling
(e)
The data for each modification or repair, which affects airworthiness, shall be
accompanied by a technical assessment that shows compliance with the
applicable design standards. As applicable, this assessment shall include a
structural-stress analysis, electrical-load analysis and group or flight test
reports.
3.8.3.3
The Director General will only accept technical assessments, such as stress analysis
or performance estimates, from those individuals or organizations qualified to render
them. For this reason, persons completing such assessments must detail their
qualifications and experience in a document attached to the report.
3.8.3.4
If the completion of the modification or repair will affect the data in the Flight
Manual, approved Maintenance Schedule, or operator's Maintenance Manual,
proposed amendments to these documents shall be submitted with the application for
approval.
3.8.3.5
If any tests or inspections, including flight tests, are required to show compliance
with the airworthiness design standards, the Office of the Aviation Safety Chief shall
be notified in advance and be provided with the opportunity to witness or participate
in the tests he may require.
3.8.3.6
3.8.3.7
(b)
(c)
Engineering Manual
Part: 3
Chapter: 3.8.3
Page: 3
Date: 11/06/2004
Rev: 4
AD And SB Handling
3.8.3.8
3.8.3.9
(b)
(c)
Engineering Manual
AD And SB Handling
Part: 3
Chapter: 3.8.3
Page: 4
Date: 11/06/2004
Rev: 4
3.8.3.10
AD Implementation
ADs are mandatory orders and can directly affect an aircrafts airworthiness.
Maintenance Planning Division must ensure that all ADs are completed within the
specified time limit and repeated in accordance with the specified interval for those
repetitive ADs. If circumstances arise that an AD cannot be completed as scheduled,
the Maintenance Planning Division must notify Quality Assurance in advance.
ESSD will appoint a specific person for placing orders for, inquiring about, and
pressing for the materials and equipment related to the AD. He will notify all
concerned departments upon arrival of the materials. All the materials, such as
modification kits or components, which are related to the AD, must be taken care of
by specific personnel located at a specific place, and cannot be used for other
purposes.
Maintenance Planning Division (MPD) should be knowledgeable of the status of
material purchased and arrange implementation of the AD as soon as the material is
delivered. If a special circumstance comes up when an AD cannot be completed as
scheduled, the MPD must notify QA in advance.
Engineering Manual
Part: 3
Chapter: 3.8.3
Page: 5
Date: 11/06/2004
Rev: 4
AD And SB Handling
3.8.3.11
Service Bulletins
Service Bulletins are publications issued by the aircraft, engine, or appliance
manufacturer, giving recommended or optional modifications, inspections, and
(b)
(c)
Technical desirability.
(d)
Economical aspects.
Engineering Manual
Part: 3
Chapter: 3.8.3
Page: 6
Date: 11/06/2004
Rev: 4
AD And SB Handling
For Maintenance Job Order see Chapter 3.2.1, page 4
Engineering Manual
Part: 3
Chapter: 3.8.3
Page: 7
Date: 11/06/2004
Rev: 4
AD And SB Handling
3.8.3.11.2 In cases where QA decides incorporating a SB, the QA engineer initiates a Bulletin
Assessment Form (BA) form. In order for this form to become effective, it must be
recommended by the Dy. Director of the QA Division and approved by the Director
of Quality Assurance & Flight Safety Dept, on the bottom line of the front sheet. A
copy of this form shall be passed to the Maintenance Planning Division, Engineering
Dept. for implementation.
3.8.3.11.3 Maintenance Job Order (MJO) has to be initiated by the engineer of the Maintenance
Planning Division after receiving the Bulletin Assessment Form (BAF) initiated from
the QA Division. Accomplishment instructions are normally provided in the SB
which, in those cases, shall be attached to the MJO Maintenance Planning Division
must ensure compliance of these MJO within the specified time limit and repeated in
accordance with the specified interval for those repetitive SBs.
3.8.3.11.4 If incorporation of the modification has an effect on existing documentation, such as
the Maintenance Manual or Illustrated Parts Catalog etc., this has to be noted on the
front sheet of the Bulletin Assessment form. Change of this documentation has to be
initiated concurrently with implementation of modification. It also requires
amendment of the Weight and Balance Supplement in the Flight Manual and
amendment of any other data affected by the change.
Engineering Manual
Part: 3
Chapter: 3.8.3
Page: 8
Date: 17/03/96
AD And SB Handling
Engineering Manual
Part: 3
Chapter: 3.9.1
Page: 1
Date: 17/3/96
General
The NAC Engineering Manual is designed to provide information covering the
organization, scope of maintenance, responsibility, and general policies and
procedures for the methods and techniques employed in the maintenance of
company aircraft and associated equipment.
All NAC maintenance personnel are required to be familiar with the working
practices described in Chapter 3.9.1 thru 3.9.11 of the NAC Engineering Manual,
since they cover a broad area of skills and disciplines. There are rules and processes
described within these chapters that are germane to all maintenance personnel.
Engineering Manual
Part: 3
Chapter: 3.9.2
Page: 1
Date: 11/06/2004
Rev: 4
Aircraft Inspection
3.9.2
General
The Director of Engineering or an authorized person(s) by him is responsible for
ensuring that all maintenance, including that contracted to third-party maintenance
facilities, is performed in full compliance with all procedures contained within the
NAC inspection procedures system, and that any item being inspected, repaired,
overhauled or altered by the third-party maintenance facilities, are limited to those
included in the "Company Capability Document of that facility The airworthiness of
those items, and compliance with record requirements of the operators of those
items and of the third-party maintenance facilities, depends upon conformity to the
procedures of this NAC Engineering Manual Policies and Procedures.
3.9.2.1
Inspection Personnel
Inspection personnel are required to be thoroughly familiar with all inspection
methods, techniques and equipment, used in their area of responsibility to determine
the quality of airworthiness of an article undergoing maintenance, repair or
alterations. All personnel must also maintain proficiency in the use of the particular
items undergoing inspection. Available to all inspection personnel are current
Engineering Manual
Part: 3
Chapter: 3.9.2
Page: 2
Date: 11/06/2004
Rev: 4
Aircraft Inspection
Each maintenance facility will maintain a "Turn-Over Status" book. A status report
will be provided by each of the AMT leaving the job prior to completion of a project
for information to succeeding AMT. The turnover status books purpose is to assure
continuing inspection responsibilities for in-progress work inspections.
3.9.2.3
All NAC forms upon which work performed is listed have been designed to show
the name of the mechanic or technician who performs the work, or supervises it, and
the name of the AMT inspecting the work.
3.9.2.4
Inspection Concepts
(b)
The Area Concept consists of a very detailed inspection of the designated area,
including,, but not limited to: structures, tubing, cables, wiring, and any units
exposed or visible through routine open-up. Normal assistance to visual
inspection shall be used as required, and may consist of: mirrors, magnifying
glasses, borescope equipment, dye penetrate checks, or specialized nondestructive test equipment where applicable.
Engineering Manual
Part: 3
Chapter: 3.9.2
Page: 3
Date: 11/06/2004
Rev: 4
Aircraft Inspection
(b)
3.9.2.4.3 An Area of Inspection is defined as the area encompassing the item or structure to
be inspected, plus the inspection of any adjacent or associated items affected by the
maintenance accomplished, including items removed or disturbed to gain access to
the work area.
3.9.2.4.4 The Final Inspection of the Airframe is defined as a visual safety check to assure
that: all access covers, inspection doors, panels are installed; loose hardware, tools,
and rags have been removed from the cabin, cockpit, cargo compartments, electronic
bays, wheel wells, wing surfaces, and engine inlets; loose equipment and furnishings
have been properly stowed.
3.9.2.4.5 The Final Inspection of the Powerplant is defined as a visual safety check to assure
that: all access covers, inspection doors, and panels are installed. Visually check the
inlet and exhaust areas to ensure that all tools, rags, and loose hardware have been
removed.
Engineering Manual
Part: 3
Chapter: 3.9.2
Page: 4
Date: 11/06/2004
Rev: 4
Aircraft Inspection
3.9.2.5
Maintenance Inspection
Engineering Manual
Part: 3
Chapter: 3.9.2
Page: 5
Date: 11/06/2004
Rev: 4
Aircraft Inspection
3.9.2.6
Inspection Procedures
3.9.2.6.1 The Dy. Director of Maintenance is responsible for the complete and efficient
performance of inspections assigned to third-party maintenance organizations to
assure inspection acceptance in accordance with manual specifications or other
approved technical data.
3.9.2.6.2 Shop Managers are responsible for the accomplishment of all work in accordance
with manual specifications or other approved technical data. The work done under a
third-party maintenance organizations Limited Rating-Specialized Service
Nondestructive Inspection by X-Ray, magnetic particle, eddy current or ultrasonic
must be accomplished in accordance with appropriately approved Non-DestructiveTest procedure documents.
3.9.2.6.3 Alterations and repair will be subject to progressive inspection by authorized
maintenance personnel. Discrepancies generated during the process of accomplishing
the work involved will be recorded on the appropriate work forms. Discrepancies so
recorded will be corrected before the unit is submitted for final inspection. Upon
completion of this progressive inspection, the area affected is given a shakedown
inspection and after all rework is accomplished and accepted, the inspection will
clear the unit for final acceptance.
3.9.2.6.4 Upon completion of a specific operation, the mechanic will sign off the applicable
form, indicating that the item is complete and ready for inspection. The action
accomplished to correct a specific discrepancy will be noted under each item on the
work forms. The AMT will then inspect the item to assure conformance to
specifications and established workmanship standards. Functional check of any
system affected by the work involved will be accomplished before final acceptance.
Inspection will be indicated by the AMT's stamp and his initials.
3.9.2.7
3.9.2.7.1 NAC shall authorize NDT inspections to be performed in NDT laboratories using
maintenance personnel who are certified by CAAN or the American Society of NonDestructive Testing (ASNT) or PCN of UK or CAAN approved maintenance
organizations.
3.9.2.7.2 The purpose of the NDT laboratory is to perform non-destructive material testing,
inspecting and qualifying tasks arising in the course of aircraft operation,
maintenance, and repair.
Engineering Manual
Part: 3
Chapter: 3.9.2
Page: 6
Date: 11/06/2004
Rev: 4
Aircraft Inspection
3.9.2.7.3 The NDT laboratories that NAC utilizes apply the following non-destructive testing
methods having ASNT, PCN or CAAN Nepal NDT approval with qualification &
Certification in accordance with:
(a)
(b)
Ultrasonic inspection
(c)
Radiographic inspection
(d)
(e)
3.9.2.7.4 Only persons authorized by CAA, Nepal shall be qualified and certified in
accordance with NAC Policies and Procedures independently perform nondestructive testing and qualification on aircraft and aircraft equipment.
3.9.2.8
3.9.2.8.1
3.9.2.8.2
3.9.2.8.3
When approval has been given to the above audit, either the Director of
Engineering, or the individual authorized Personnel, will approve the article for
return to service.
3.9.2.8.4
The approval shall be accomplished as appropriate to the work done, the article
involved, the records available with the article and instruction of the customers, to
comply with applicable NCARs.
3.9.2.8.5
When aircraft logbooks are involved and available, the record of work will be
entered therein.
Engineering Manual
Part: 3
Chapter: 3.9.2
Page: 7
Date: 11/06/2004
Rev: 4
Aircraft Inspection
3.9.2.8.6 Accessories, individual parts or components do not have an individual record to
which an entry may be added. However, the installation of these items on an aircraft
constitutes aircraft maintenance or alteration action and records must be made
accordingly, for traceability.
3.9.2.8.7
Major repair approvals shall be handled in accordance with all provisions of the
NAC Engineering Manual. A maintenance release is completed as a part of the Work
Order form at the time of approval for return to service. A separate maintenance
release or Airworthiness Approval Tag or Serviceable Tag will be completed and
shipped on a component/unit that is shipped to a customer.
3.9.2.8.8
For major repairs, made in accordance with NACs Engineering Manual, or other
approved or accepted data, or a maintenance release signed by the authorized
representative of a third-party maintenance organization, will be used in accordance
with all provisions of the NAC Engineering Manual
3.9.2.8.9
3.9.2.8.10 Authorized personnel responsible for the approval for return to service of aircraft
will indicate approval by signing the appropriate form. Appropriate entries will be
made in the aircraft record pertinent to the repair and alteration accomplished by the
third-party maintenance organization. Specific reference will be made by calendar
date to the applicable form.
3.9.2.8.11 The original form will be inserted in the aircraft record with a copy forwarded to the
NAC Director of Engineering, and one copy retained with the aircraft Work Order.
3.9.2.8.12 It is the responsibility of the person authorizing return to service to ensure the
aircraft weight and balance data, which indicates any corrections required by
maintenance actions completed, are properly given and the appropriate department
has been notified to revise the flight manual, if applicable.
3.9.2.8.13 Aircraft accessories, components and other items, other than completed aircraft
repaired/overhauled as authorized by third-party maintenance organization
specifications, will be returned to service through the use of a pre-printed
maintenance release or Airworthiness Approval Tag or Serviceable Tag. The
authorized supervisor under whose jurisdiction the work is accomplished will be
responsible for the release of units in the category.
Engineering Manual
Part: 3
Chapter: 3.9.2
Page: 8
Date: 11/06/2004
Rev: 4
Aircraft Inspection
3.9.2.8.14
3.9.2.8.15
No aircraft or unit may be released for return to service until the Work Order and
other records have been reviewed for completeness and final acceptance cleared by
inspection. Particular attention shall be accorded the status of applicable
Airworthiness Directives.
Engineering Manual
Part: 3
Chapter: 3.9.3
Page: 1
Date: 11/06/2004
Rev: 4
(b)
(c)
Shipping document, or invoice that provides evidence that the part was
produced by a manufacturer holding an FAA approved production inspection
system under FAR 21, sub-part (f), or by a manufacturer holding an FAA
production certificate issued under FAR 21, sub-part (g), or corresponding
CAA authorization of manufacturers which conform fully to the applicable
drawings or specifications.
3.9.3.1
All adhesives, sealers, primers, finishing, and other materials having limited shelf-life,
are identified by material control labels showing the expiration date of the shelf-life
as established by applicable specifications. The concerned personnel will remove any
materials found in the shop or store rooms without such identification, or with
expired shelf life, to a place where it can be disposed of in the appropriate NAC
manner.
3.9.3.2
All parts new or overhauled, which are purchased from vendors, will be checked for
proper approval documentation prior to release for installation by NAC.
Engineering Manual
Part: 3
Chapter: 3.9.4
Page: 1
Date: 11/06/2004
Rev: 4
General
NAC is required to show traceability of its component certification documents to
permit proper Airworthiness Release of its airplanes.
3.9.4.1
The Serviceable Tag is used to identify serviceable units. The tag is color
coded green. The tag contains information such as part number, serial number,
etc. relating to the component and other data pertaining to the serviceability of
the unit. The information on the tag is divided into two sections: Serviceable
and Installation Data. The Serviceable section is filled by appropriately
authorized person certifying the serviceability of the unit. The Installation
section is filled by an appropriately authorized person installing the unit on the
aircraft.
(b)
The Unserviceable Tag is used to identify unserviceable units. The tag is color
coded red. The tag contains information such as part number, serial number,
reason for removal, work to be carried out, TSO/CSO, etc. of the component.
The tag must be completely filled by an appropriately authorized person
certifying the unit as unserviceable. This tag with additional information is also
used to identify rejected and condemned NAC owned rotable units, pending
final disposition.
(c)
The Hold tag (green serviceable tag with hold stamp may be used) is used to
identify components which at that moment of time have not been identified as
either serviceable or unserviceable. This tag must ultimately be replaced by a
serviceable or unserviceable tag.
(d)
The Parts Rob Tag (unserviceable tag with robbed stamp may be used) is used
at locations from where the component is robbed.
(e)
The Rejected Tag (unserviceable tag with rejected stamp may be used) is used
for components that are condemned to be beyond economic repair.
Engineering Manual
Part: 3
Chapter: 3.9.4
Page: 2
Date: 30 July 2000
Rev: 2
3.9.4.3
Policy
3.9.4.3.1 Each serviceable, rotable unit shall be identified with a Serviceable Tag on which the
SERVICEABLE part is filled out. The inspection signature and stamp under the
Maintenance release statement certify that the unit is serviceable. All newly
purchased or repaired units will also be similarly tagged.
3.9.4.3.2 Each unserviceable rotable unit, whether held in Stores, shops, flight kits, or line
station holding areas, shall be identified with an Unserviceable Tag and will have
data on unserviceable unit. The tag will remain attached to the unit until such time as
the unit is re-certified as serviceable.
Units that are determined to be beyond economic repair by the shops and inspection
personnel shall be identified with an unserviceable tag with appropriate information
pending final disposition.
3.9.4.3.3 All parts robbed from an airplane or a higher assembly must be issued with a
serviceable tag prior to installation on another aircraft or higher assembly.
Maintenance or shop personnel performing the rob shall obtain time remaining on
the unit and fill out appropriate blocks on the serviceable part of the tag. The
inspection signature and stamp in the tag shall be used to certify serviceability of,
and remaining time out the unit.
3.9.4.3.4 The airplane or higher assembly from which a unit has been robbed, shall also be
properly identified with a robbed tag with red streamer indicating that a part has
been robbed. Authorized person will record robbing of a part with a write-up against
the airplane of higher assembly. Parts robbed from airplanes in operation shall be
recorded in the Aircraft Flight Log Book of the pertaining aircraft.
Engineering Manual
Part: 3
Chapter: 3.9.4
Page: 3
Date: 11/06/2004
Rev: 4
Responsibilities
(b)
(c)
Maintaining separate holding areas for unserviceable units and hold units that
are received in exchange for serviceable units.
(d)
(e)
Accepting serviceable units from NAC shops or from the Receiving &
Dispatch Section when new units or units repaired external are involved.
3.9.4.4.2 In ESSD, the Purchasing and Material Planning Sections are responsible for:
(a)
Processing Purchase Orders for new units and tracking the purchases.
(b)
Processing and tracking repair orders for unserviceable units that require recertification by an outside repair agency for units that NAC does not have inhouse capabilities and also units that are under warranty.
3.9.4.4.3 In ESSD, the and Receiving & Dispatch Section is responsible for:
(a)
(b)
(c)
3.9.4.4.4 Record Section is responsible for tracking the movement of units from the time of
their removal from an aircraft to their re-installation on an aircraft after necessary
repair/overhaul. The group receives tags and other paper work required to maintain
a Component Tracking System using either a computer or Cardex database.
Engineering Manual
Part: 3
Chapter: 3.9.4
Page: 4
Date: 11/06/2004
Rev: 4
(b)
(c)
Replace the unit on the airplane or next higher assembly with the serviceable
unit.
(d)
Fill out the Installation Data section of the serviceable unit tag and also fill out
the unserviceable unit tag with required relevant data. The unserviceable tag
must be attached to the unserviceable unit before returning it to stores. The
completely filled out serviceable tag of the replaced serviceable unit must be
routed to Record Section through MCC.
Stores will route the removed unit to the responsible shop for evaluation and recertification.
Engineering Manual
Part: 3
Chapter: 3.9.4
Page: 5
Date: 30 July 2000
Rev: 2
Parts Robbing
3.9.4.6.1 Parts robbing is authorized under certain circumstances, such as to avoid a flight
delay or cancellation. After exhausting sources of supply, it is also permitted in
order to produce an aircraft with a higher level of operational capability.
(a)
(b)
(c)
3.9.4.6.2 If a part is required to make an aircraft or higher assembly serviceable, and the part
is not available in stock, the part may have to be robbed from another aircraft or
higher assemble. Under such circumstances, the responsible maintenance or shop
personnel will select a candidate unit on another airplane or higher assembly
which has adequate time remaining to permit unrestricted operation until at least
the next scheduled maintenance check, using time remaining data from the
appropriate records. However, because of the possible adverse impact upon the
record and the control system, robbing is to be held to the lowest practical
minimum.
3.9.4.6.2.1
Engineering Manual
Part: 3
Chapter: 3.9.4
Page: 6
Date: 11/06/2004
Rev: 4
(e)
3.9.4.6.2.3
For other aircraft related item, a record book of robbed component will
be maintained by MCC in which entry regarding robbed component
must be made by the concerned engineer.
MCC will monitor the status of all removed components in order to
bring into service the spare unit, engine, etc.
Transposition of Components
Transposition of Components are allowed for Fault Evaluation under following
procedures:
(a) Only appropriately licensed/authorized personnel in the related trade
category may carry out the transposition of component for fault
evaluation.
(b) The transposition of the components for fault evaluation should only be
carried out when there is NIL STOCK of components.
(c) The Transposition of components between aircraft to aircraft should only
be carried out for "On Ground" Evaluation purpose.
(d) The Transposition of components for fault evaluation may be carried out
between identical redundant systems on the same aircraft for "On
Ground" as well as "In Flight" evaluation and MEL Requirements.
(e) Once the ground testing after the transposition is complete with the result
of the serviceability of the component is identified, the components if
found suspected must be re-transposed back to its original location.
(f) An aircraft must not be released for flight, with a transposed suspected
component fitted except for fulfillment of MEL requirements on the
original aircraft.
Engineering Manual
Part: 3
Chapter: 3.9.4
Page: 7
Date: 11/06/2004
Rev: 4
3.9.4.8
(a)
Fill out completely the UNSERVICEABLE tag giving reasons for removal
also.
(c)
Firmly secure the red tag to the unit and route the unit to the assigned shop for
shop processing.
(c)
(d)
The responsible shop will determine what actions will be taken and proceed with one
of the following procedures:
3.9.4.9
(a)
(b)
(c)
(b)
(c)
Engineering Manual
Part: 3
Chapter: 3.9.4
Page: 8
Date: 11/06/2004
Rev: 4
3.9.4.10
(a)
(b)
Send a copy of the Maintenance Release to the QA and retain the original in
the shop component records.
3.9.4.11
(a)
(b)
R & D Section will hold the unit in a suitable holding area, and advise
Purchasing/Material Planning for necessary advice to dispatch the unit to
outside party.
(c)
(d)
Shipping and Receiving will pack and ship the unit to the repair agency.
(e)
(f)
Shop Finding Report (if available) & Released notes will be delivered to
Quality Assurance for component tracking purposes.
(g)
Shipping and Receiving will route the serviceable units to Stores for storage.
Engineering Manual
Part: 3
Chapter: 3.9.4
Page: 9
Date: 11/06/2004
Rev: 4
Engineering Manual
Part: 3
Chapter: 3.9.5
Page: 1
Date: 11/06/2004
Rev: 4
Cleanliness
3.9.5
3.9.5.1
Equipment
The following equipment, or its equivalent, is normally used to clean and polish the
external surfaces of the aircraft:
3.9.5.2
(a)
(b)
(c)
(d)
(e)
(f)
(g)
Mops as required
(g)
Boots as required
(h)
Gloves as required
(i)
(j)
Apron, as required
Consumable Materials
(a)
(b)
(c)
Engineering Manual
Part: 3
Chapter: 3.9.5
Page: 2
Date: 11/06/2004
Rev: 4
Cleanliness
3.9.5.3
(d)
(e)
(f)
Remove light material, such as duct and dirt, form smooth surfaces.
(b)
Remove moderately heavy material, such as oil and mud, from smooth
surfaces.
(c)
Remove heavy material, such as grease and exhaust particles, from smooth
surfaces.
(d)
(e)
(f)
3.9.5.3.1 Material is removed from around sensitive components to clean the areas that
contain mechanical, electrical, or hydraulic components. These areas include the
wheel wells, flight control surfaces, and landing gear.
3.9.5.3.2 When moderately heavy or heavy material removal is necessary, remove the heavier
material first. Then, clean the aircraft with the procedure for light material removal.
3.9.5.3.3 To clean large areas, use non-atomizing spray equipment, swabs, and brushes. To
clean small areas, use rags, brushes, and sponges. Do not clean an area so large that
the cleaner dries on the surface before you can flush it with water.
3.9.5.3.4 After you clean the surface, flush the surface with clean water three or more times.
In areas where water can be trapped, use a clean, wet rag or a sponge to remove the
cleaner. Flush the water from the upper surfaces to the lower surfaces.
3.9.5.3.5 Do not clean with water that is hotter than 160 Degrees Fahrenheit. In addition, be
careful when you clean the aircraft in very hot weather. The heated surface of the
aircraft can dry the cleaners before you can flush them with water. The dried cleaners
can stain the surface.
Engineering Manual
Part: 3
Chapter: 3.9.5
Page: 3
Date: 11/06/2004
Rev: 4
Cleanliness
3.9.5.3.6 Keep all of the equipment that you use with flammable solvents away from sources
of heat. If there is a wind, make sure that the solvents do not fall on electrical
equipment or warm components.
3.9.5.3.7 Use covers or moisture-resistant paper to keep liquids out of areas that contain
mechanical, electrical, or hydraulic components. In addition, do not use highpressure spray equipment to clean mechanical, electrical, or hydraulic components.
Liquids that get into these areas can cause corrosion, freeze during flight, or remove
necessary lubricants.
3.9.5.3.8 Wear clothing and equipment that will prevent injury when you clean the airplane.
The liquids used in the cleaning process can cause injury to skin and eyes. Wet
airplane surfaces are dangerous when you walk on them.
3.9.5.3.9 Make sure that a mixture of water and/or solvent or cleaner does not get into the
steel or carbon brake heat sinks. This type of contamination can cause damage to
carbon brakes and reduce brake performance for carbon and steel brakes.
3.9.5.3.10 Do not use a cleaner if it is in a stratified (not mixed) condition. A cleaner that is
stratified can stain or cause corrosion to aircraft surfaces.
3.9.5.3.11 Do not use cleaners in higher concentrations than those called for on the label.
Higher concentration can cause damage to acrylic windows, stains on painted
surfaces, and corrosion on metals.
3.9.5.3.12 Keep the nozzle of the spray equipment more than 12 inches away from the surface
of the airplane. The spray can cause damage to the surface.
3.9.5.3.13 Do not let the solvent emulsion cleaner touch acrylic windows or rubber parts. The
solvent emulsion cleaner will cause damage to items that contain acrylic or rubber.
3.9.5.3.14 Do not remove the layer of grease around mechanical joints. This grease lubricates
the joint and prevents corrosion.
3.9.5.3.15 You must lubricate all the bearings and joints in the area you cleaned. The lubricant
will remove the unwanted fluids that could freeze or cause corrosion to the bearing
or joint. If you do not lubricate the bearings and joints, damage to the components
can occur.
3.9.5.3.16 If hydraulic fluid gets on the carbon brakes, you must replace the brakes. Hydraulic
fluid spills on the tires can be cleaned with soapy water.
Engineering Manual
Part: 3
Chapter: 3.9.5
Page: 4
Date: 11/06/2004
Rev: 4
Cleanliness
3.9.5.4
(b)
Galley Ovens
(c)
(d)
(e)
(f)
(g)
(h)
Electrical Equipment and Equipment Racks located in the: Nose Wheel Well,
Main Equipment Center, Forward Cargo Compartment, and Aft Cargo
Compartment.
(i)
(j)
P50, P51, and P54 Panels and Associated Circuit Cards located in the Main
Equipment Center
(k)
Interior furnishings of the airplane such as: ashtrays, lavatories and toilets,
walls, ceiling, and floors of the passenger cabin, overhead bins, and pull-out
trays.
(l)
3.9.5.4.1 All of these internal cleaning tasks require a list of special cleaning equipment and
specific cleaners and solvents. In addition, there are some performance tests that
must be performed after internal cleaning to ensure that the systems that were
disturbed during the cleaning process are still functional.
For specific cleaning procedures for each engine/airframe combination, refer to
Chapter 12 of the applicable Aircraft Maintenance Manual and NACs Work Pack of
Job Cards.
Engineering Manual
Part: 3
Chapter: 3.9.6
Page: 1
Date: 22/12/06
Rev: 5
Fluids Levels
3.9.6
Fluid Levels
One of the critical maintenance items performed on a post-flight inspection, as
described in Chapter 9.11, Post-Flight Inspection, of the NAC Engineering Manual,
is the checking of all fluid levels that are associated with a particular type and model
of aircraft.
The procedures required for a post-flight inspection are detailed in the Aircraft
Maintenance Manual of each individual aircraft model and type.
Each maintenance engineer responsible for checking the fluid levels of NAC aircraft
must become familiar with the Post-Flight Inspection cards for each type and model
of aircraft flown by NAC
3.9.6.1
Transit Check
In addition to the post-flight check all fluid levels are checked on a Transit Check.
The Transit Check provides minor maintenance and servicing of the aircraft and is
intended to ensure continuous serviceability of transiting aircraft.
The transit check is planned for use at an en-route stop and is basically a walkaround inspection requiring a check of the aircraft interior and exterior for obvious
damage, leaks, proper operating equipment, security of attachment, and any required
servicing, including fluid levels.
A Transit Check will be performed on aircraft transiting out-stations, as well as
Kathmandu, when aircraft scheduled down time is more than two hours, but does
not exceed six hours.
A Transit check for B-757 aircraft may only be certified by any one of the following:
(A) A holder of AMTL valid in Cat. "A" & "C" or in "E" & "I" rated for type
concerned and has successfully completed Ground Handling or B757
Transit/Daily & Specific Tasks Course on aircraft type and who is responsible
for the preceding inspection of the aircraft.
(b) The holder of an appropriately rated license/approval/authorization issued by an
aircraft maintenance organization approved by CAAN where the aircraft may
have been maintained.
(c) In case of aircraft diversion and where certifying requirement as per above para
(A) & (B) could not be met with, then on board pilot, who has completed B757
Pre/Transit Check course is allowed to perform Transit Check.
Part: 3
Engineering Manual
Chapter: 3.9.7
Page: 1
Date: 11/06/2004
Rev: 4
Engineering Manual
Part: 3
Chapter: 3.9.8
Page: 1
Date: 11/06/2004
Rev: 4
General
The purpose of an Engineering Shift Hand-Over program is to ensure the continuity
of information pertinent to the maintenance status of aircraft that is relayed to the
relieving crew. Examples of this information would include aircraft: schedules,
workload planning, and associated items of importance. To aid in this effort to
achieve a reliable continuity, a Turnover Book is used.
3.9.8.1
3.9.8.1.1
Maintenance personnel should note in detail any and all pending items or conditions
pertinent to the aircraft and/or its systems, ground equipment, procedures, and
safety practices that might have a direct or indirect bearing on aircraft
airworthiness, schedule reliability, or personnel safety.
3.9.8.1.2
Especially important are those areas of work where the aircraft or its systems are
incomplete at the conclusion of a shift. The remaining phases of work should be
completely understood so that all items are properly completed before the aircraft is
released to service.
3.9.8.1.3
The Turnover Book will be retained for a period of 30 days after all items of the
work in progress have been cleared. Items entered in the Turnover Book will be
signed and dated by the AMTs performing the work.
3.9.8.1.4
It is the responsibility of the AMTs going off duty to provide the AMTs coming on
duty with sufficient information so there is no question of the status of the work in
progress.
3.9.8.1.5
Personnel on duty at the time of aircraft departure will not go off duty for a period
of 20 minutes after aircraft take-off, or until the crew reports that they are incurring
no mechanical difficulty that would cause an air-turn-back. The only exception
would be if the Maintenance personnel are being relieved at the time of departure
by other personnel or shift.
Engineering Manual
Part: 3
Chapter: 3.9.9
Page: 1
Date: 11/06/2004
Rev: 4
Post-Flight Inspection
Post-Flight Inspections are performed on NAC aircraft when the aircraft will be in
Kathmandu, or any out station, for more than six hours. This inspection is required
at least once every operating day.
The procedures required for the Post-Flight Inspection are detailed in the Aircraft
Maintenance Manual of each individual aircraft model and type.
The post-flight inspection is the thorough inspection of the airframe, engines,
electrical and avionics systems, to a depth necessary to ensure airworthiness for the
next, scheduled flight. In addition, all fluid levels are checked after a waiting-period
of at least 30 minutes after shutdown from the last flight.
When an aircraft does not depart for the six-hour period or more, a maximum of 72
calendar hours is allowed between post-flight inspections.
Engineering Manual
Part: 3
Chapter: 3.10.1
Page: 1
Date: 01/01/03
Rev: 3
3.10.1
General
The purpose of a test flight is to establishing the airworthiness of an aircraft and its
associated components, which have undergone a maintenance repair or alteration,
which may have changed its flight characteristics or substantially affected its
operation in flight. A test flight shall also be conducted when peculiar flight
characteristics develop that cannot be readily detected on the ground, or if doubt
exists as to the effectiveness of the corrective action taken. Further, a test flight shall
be conducted in requirements of NCAR Chapter C.8.
The Flight Crews shall be fully informed of the conditions requiring the test flight
and instructions for evaluating the involved system throughout the test flight. All
ground and flight checks shall be made in accordance with the applicable Aircraft
Maintenance Manual and/or Flight Manuals.
A Ferry Permit shall be obtained from CAAN whenever an aircraft is damaged or
malfunctioning to the extent that it does not meet minimum dispatch requirements
and/or does not meet the minimum specifications required by the Maintenance
Manual, and it is not practical or possible to make the necessary repairs locally.
However an aircraft must meet the applicable airworthiness requirements in all other
respects in such cases.
In general, an aircraft shall not be ferried when an Airworthiness Directive (AD)
limits such flight unless permission from CAAN has been obtained. In addition,
aircraft involved in an accident or incident shall not be ferried unless approved to do
so by CAAN.
Engineering Manual
Part: 3
Chapter: 3.10.2
Page: 1
Date: 01/01/03
Rev: 3
Engineering Manual
Part: 3
Chapter: 3.10.3
Page: 1
Date: 01/01/03
Rev: 3
Engineering Manual
Part: 3
Chapter: 3.10.4
Page: 1
Date: 01/01/03
Rev: 3
A Certificate of Fitness for Flight shall only be issued in respect of an aircraft for which a
Certificate of Airworthiness or a Permit to Flight is in force. This Certificate shall be valid
for only one flight. The period of validity of the Certificate of Fitness for Flight shall not
extend beyond the period of validity of the Certificate of Airworthiness or Permit to Fly.
A Certificate of Fitness For Flight shall not be issued until the AMT License holder issuing
the certificate has ensured by inspection of the aircraft and its documents that:
(a) There are no known defects or limitations, which would render the proposed flight
hazardous.
(b) All safety equipment and other fixed equipment required for the proposed flight are
installed and serviceable.
(c) All necessary Certificate of Compliance have been issued.
The following limitations on the flight of an aircraft issued with a Certificate of Fitness
for Flight shall apply at all times:
(a) The aircraft shall be flown not less than the minimum flight crew specified in the flight
manual.
(b) If the aircraft is to be flight tested, the Pilot-in-Command shall be an instructor pilot
duly approved by CAAN.
(c) No passenger or cargo, except personnel performing duties in conjunction with flight,
shall be carried, unless and otherwise approved by CAAN.
(d) The aircraft shall be properly loaded.
The AMT License holder issuing a Certificate of Fitness for Flight shall ensure that any
limitations additional to those outlined which are necessary in the interests of safety, are
entered on the certificate. Such limitations shall take into consideration the condition of the
aircraft, and may impose additional limits of weight, speed, or maneuver.
Engineering Manual
Part: 3
Chapter: 3.10.4
Page: 2
Date: 11/06/2004
Rev: 4
Certification
All entries on a Maintenance Release or Certificate of Fitness for Flight shall be in
permanent ink and must be legible.
A Maintenance Release or Certificate of Fitness for Flight shall be prepared in
duplicate. One copy shall be carried in the aircraft to which it relates for the period
of its validity, and the other copy shall be retained by QA for a period of not less than
three months after the date of expiration.
A Maintenance Release or Certificate of Fitness for Flight may only be certified by
any one of the following:
(a)
(b)
3.10.4.3
3.10.4.4
Ferry Flight
A Ferry Permit may be used whenever an aircraft is damaged or malfunctioning to
the extent that it does not meet the minimum dispatch requirements and/or does not
meet the minimum specifications required by the Maintenance Manual, and it is not
practical or possible to make the necessary repairs locally. The aircraft must meet the
applicable Airworthiness requirements in all other respects.
Aircraft shall not be ferried when an Airworthiness Directive limits such flight unless
approved by CAAN. An aircraft involved in an accident or incident shall not be
ferried unless approved by CAAN.
Engineering Manual
Part: 3
Chapter: 3.10.4
Page: 3
Date: 01/01/03
Rev: 3
NAC shall also be authorized through CAAN approval to operate aircraft that may not meet
current applicable Airworthiness requirements, but are capable of safe flight, for the
following purposes:
(a) Flying the aircraft to a base where repairs, alterations, or maintenance are to be
performed.
(b) Flying the aircraft to a point of storage.
(c) Delivering or exporting the aircraft.
(d) Evacuating the aircraft from areas of impending danger.
Before a Certificate of Fitness for Flight can be issued at stations other than the base, the
AMT License holder must determine the defect and its possible influence on the airplanes
operation during a Ferry Flight. For instance, he must consider any special maintenance
actions required prior to the ferry flight and list all Deferred Maintenance items, including
brief descriptions of each and indicate whether they are must fix or require no action
prior to the ferry flight. In addition, he must list all performance limitations/restrictions that
may but not be limited to the following:
(a)
(b)
(c)
(d)
(e)
(f)
Engineering Manual
Part: 3
Chapter: 3.10.4
Page: 4
Date: 01/01/03
Rev: 3
Part: 3
Chapter: 3.10.4
Page: 5
Date: 01/01/03
Rev: 3
Engineering Manual
A/C-Type:
Registration:
Date:
Sta:
Comments:
KTM
MPD
Signature:
KTM
QA
Signature:
CAAN
Signature:
Signature:
Engineering Manual
Part: 3
Chapter: 3.10.5
Page: 1
Date: 01/01/03
Rev: 3
Engineering Manual
Part: 3
Chapter: 3.10.6
Page: 1
Date: 01/01/03
Rev: 3
3.10.6.2
Entries from the Aircraft Flight Log shall be transferred to the aircraft, engine and if
appropriate, propeller log books, giving the reasons for the test flight and a brief summary of
the test flight results. The entries shall quote the reference number of the Airworthiness Test
Flight Report.
Engineering Manual
Part: 3
Chapter: 3.10.7
Page: 1
Date: 01/01/03
Rev: 3
Engineering Manual
3.10.8.1
3.10.8.2
Part: 3
Chapter: 3.10.8
Page: 1
Date: 01/01/03
Rev: 3
Part: 3
Chapter: 3.10.8.1
Page: 1
Date: 01/01/03
Rev: 3
Engineering Manual
Finished:- .
Date
Total Hrs.:- ..
Total Cycles:- ..
License
Number
Category
E
License
Number
Category
E
Inspectors/AMT Involved:
Name
I/we here by certify that the aircraft has been inspected in accordance with the approved Survey
Inspection Schedules laid down in the Engineering Manual and that the aircraft is airworthy.
..
Signature of Quality Engineer
..
Signature of Dy. Director, Airworthiness Inspection Div, CAAN
Engineering Manual
Part: 3
Chapter: 3.10.8.1
Page: 2
Date: 01/01/03
Rev: 3
3.10.8.1
R
I
E
A+C
Inspection Performed
Engineering Manual
1.
Empennage
Access door openAuxiliary Power unit
10.
11.
7.
6.
9.
5.
4.
8.
3.
2. emergency
Cabin:
exits,
Entrance
placards.
Area, Galleys, Toilets, Seat and Seat Version, Functional
Check of the Emergency exits, accessibility of the
Item
No.
Engineering Manual
Part: 3
Chapter: 3.10.8.1
Page: 4
Date: 01/01/03
Rev: 3
13.
14.
15.
16.
24.
21.
23.
20.
Engine Run-up
19.
22.
18.
A+C
12.
Item
No.
A+C
QA Engineers:
Inspection Item Description Ready for QAProduct by Inspector / AMT (Stamp)Inspection Performed
We hereby certify
Inspection
that the Program.
A+C:_________________________
27.
26.
25.
Item No.
ADF
VOR/MKR
ILS
IRS
ATC/DME
ADC
LRA
(MCDI)AEDS
YAW DAMPER
FMC
12
13
14
15
16
17
18
19
20
Nav.-System INSP/AMT
11.
Pos
Smoke Mask
Mike RT-IC PTT
Interphone
Selcal HF
VHF/COM
ERI-Syst. INSP/AMT
30
29
28
27
26
EICAS
EFIS
BPCU
GPWS
Voice Recorder
DFDAU
FQUIS
Weather radar
ERI-Syst. AMTINSP/
40
39
38
37
36
35
APU
Auto Throttle
Stand by Compass
Fire warning
34 Warning
StallConfig
Warning & T/O
33
32
31
Pos.
25 AddressPassenger
24
23
22
21
Pos
Engineering Manual
Part: 3
Chapter: 3.10.8.1
Page: 5
Date: 01/01/03
Rev: 3
Control Stand
7.
10.
PanelObservers
5.
Circuit Breaker
PanelP-61
4.
9.
PanelCopilots Instru.
3.
8.
1.
Part: 3
Chapter: 3.10.8.2
Page: 1
Date: 01/01/03/
Rev: 3
Engineering Manual
Finished:- .
Date
Total Hrs.:- ..
Total Cycles:- ..
License
Number
Category
E
Inspectors/AMT Involved:
Name
Category
License
Number
I/we here by certify that the aircraft has been inspected in accordance with the approved Survey
Inspection Schedules laid down in the Engineering Manual and that the aircraft is airworthy.
.
Engineering Manual
Part: 3
Chapter: 3.10.8.2
Page: 2
Date: 01/01/03
Rev: 3
R
I
E
A+C
Engineering Manual
Hydraulic bay and adjacent area underneath the flight compartment floor
1.
2.
3.
4.
5.
8.
Empennage
7. bulkhead. Aft. Cargo compartment and area behind rear baggage compartment rear
6. Nose
60 panel
Baggage compartment and equipment compartment areas forward bulkhead
of station
Item
No.
Engineering Manual
Part: 3
Chapter: 3.10.8.2
Page: 4
Date: 01/01/03
15.
16
17.
14.
20.
13.
Engine Run-up
12.
19.
11.
Aircraft weighing.
10.
18.
L.H. Wing, Fore flaps and T.E. Flaps and ailerons extended
A+C
Inspection Item Description Ready for QAProduct by Inspector / AMT (Stamp)Inspection Performed
9.
Item
No.
Rev: 3
26.
R
I
E
A+C
QA- Engineers:
notes affected are carried out.(AD-Notes) checked that all ADAirworthiness Directives
Compass compensation.
E:
_________________________
Inspection
Name/Signature/Lic.
Program.
No./Date
A+C :________________________
in accordance with this Survey
25.
24.
23.
22.
Item No.
Part: 3
Chapter: 3.10.8.2
Page: 5
Date: 01/01/03
Rev: 3
Engineering Manual
The following has to be checked on a spot-check basis either visually or functionally (whatever is
applicable)
Inspector
Item
Inspection item Description
(Stamp)
E
No.
or I or R
A.
B.
Navigation Systems
8. ADF
9. VOR
10. LOC/GS
C.
Communication Systems
11. VHF/COMM
12. Interphone
13. Smoke Mask, Mike RT/IC, OTT
D.
EIR-Systems
14.
15.
16.
17.
Stall Warning
Fire Warning
Compass and standby compass
Emergency Exit Lights
Engineering Manual
Part: 3
Chapter: 3.11.1
Page: 1
Date: 17/3/96
General
If an NAC aircraft experiences an unusual or severe buffet condition in flight through
turbulent weather, it is required that an aircraft structural inspection be performed. This
same inspection is also required if the aircraft experiences an unusual vibration in flight.
All inspections are to be performed in accordance with the guidance and provisions of
the applicable aircraft maintenance manual.
3.11.1.1
Inspection Procedures
There are similar areas of inspection on each model airplane, which are
described below:
3.11.1.2
Examine the external surface of the lower keel beam for distortion, paint that has flaked,
and for cracks. Also look for fasteners that have pulled out or are not there.
Examine the fuselage area above or below the trailing edge part of the
wing, aft the
rear wing spar, for distortion, paint that has flaked, and for cracks. Also look for
fasteners that have pulled out or are not there.
Examine the complete empennage for distortion, paint that has flaked, and for cracks.
Also look for fasteners that have pulled out or are not there.
NOTE: On some models of aircraft, such as the B757, a light skin
wrinkling or buckling of the lower aft body is a usual
condition when the airplane is on its landing gear. But an
apparent increase in the magnitude of these buckling
patterns is caused for more internal inspections. This is
shown by the formation of sharp creases that usually show
between the fasteners. Refer to the applicable Aircraft
Maintenance Manual for allowable limits of buckling.
If any external damage is found, examine all the internal primary structures in the
damage areas. Look for distortion, paint that has flaked, and for cracks. Also look for
fasteners that have pulled out or are not there.
3.11.1.3
Examine all of the internal structures of the fuselage in sections to which you have
access. Look at the structures from the rear pressure bulkhead to the aft end of the
airplane. Look for distortion, paint that has flaked, and for cracks. Also look for
fasteners that have pulled out or are not there. Specifically, look at the:
(a) Aft fuselage bulkheads.
(b) Fin attachment fittings.
(c) Horizontal stabilizer center section.
Engineering Manual
Part: 3
Chapter: 3.11.1
Page: 2
Date: 17/3/96
Examine the external surfaces of the wing at the skin splices. Look for misalignment and
for rivets that have pulled out or are not there.
Examine the external surface of the top of the wing trailing edge for buckles in
the skin. If external damage is found, examine all of the internal primary
structure in the damaged areas to which you have access. Look for distortion,
skin that has buckled, cracks, paint that has flaked, cracks and for fasteners that
have pulled out or are not there.
3.11.1.5
Examine the wing control surfaces and the attachments at the front and rear spars. If
external damage is found:
(a) Examine the spars for distortion, buckling, cracks, and paint that have flaked. Also
look for fasteners that have pulled out or are not there.
(b) Examine the all of the internal structure in the damaged areas to which you have
access. Look for distortion, buckling, cracks, and paints that have flaked. Also look
for fasteners that have pulled out or are not there.
3.11.1.6
Examine the landing gear doors and landing gear up locks for damage.
3.11.1.7
Examine the inspection and blowout doors (where applicable) on the lower surface of the
wing and engine pylons or cowls. Also examine all inspection and access doors on the
lower side of the aircraft body. Look for distortion, displacement, broken latches, skin
cracks, and delaminations. Also look for fasteners that have pulled out or are not there.
3.11.1.8
Examine the wingtip fairings for distortion, cracks, and paint that has flaked. Also look
for fasteners that have pulled out or are not there.
Engineering Manual
Part: 3
Chapter: 3.11.1
Page: 3
Date: 17/3/96
Examine the horizontal stabilizer external surfaces for sign of buckling. Look at skin
splices for cracks and fasteners that have pulled out or are not there. If external damage
to the horizontal stabilizer is found, examine the spars for distortion, cracks, and paint
that have flaked. Also look for fasteners that have pulled out or are not there.
Examine the internal primary structure in the damaged area to which you have access.
Look for distortion, buckling, cracks and paint that have flaked. Also look for fasteners
that have pulled out or are not there.
Examine the horizontal and vertical stabilizer rear spar webs. Look for distortion,
buckling, cracks and paint that have flaked. Also look for fasteners that have pulled out
or are not there.
Examine the elevator external surfaces for cracks and fasteners that have pulled out or
are not there. Also look at cloth covered control surfaces (where applicable) for rips,
tears, stretching, or distortion.
Examine the elevator hinge bearings for sign of binding.
Examine the elevator actuator bearings for sign of binding.
If any external damage to the elevator is found, examine the front spar web. Look for
distortion, buckling, cracks and paint that have flaked. Also look for fasteners that have
pulled out or are not there.
3.11.1.10
Examine the rudder for sign of buckling. Look at skin splices for cracks and fasteners
that have pulled out or are not there. Also look at cloth covered control surfaces (where
applicable) for rips, tears, stretching, or distortion. If external damage to the rudder is
found, examine the internal primary structure in the damaged area to which you have
access. Look for distortion, buckling, cracks and paint that have flaked. Also look for
fasteners that have pulled out or are not there.
3.11.1.11
Take sure that all flight controls move freely. If unusual conditions are found, check all
of the flight control force specifications in the applicable maintenance manual. Also,
check the cable tension.
3.11.1.12
Examine the engine strut panels, doors, and lower surface of the nacelle cowling. Look
for buckling, cracks and fasteners that have pulled out or are not there. Also look for
other unusual external conditions.
Engineering Manual
Part: 3
Chapter: 3.11.1
Page: 4
Date: 17/3/96
Examine the wing, engine nacelles, fuselage external structures, and all landing gear
wheel wells. Look for sign of fuel leaks or other types of fuel leaks.
3.11.1.14
If flight-load accelerations are more than flight manual limits, and the last examination
showed sign of much damage, check the airplane alignment. The alignment check
procedure is located in the applicable Structure repair Manual.
3.11.1.15
Engineering Manual
Part: 3
Chapter: 3.11.2
Page: 1
Date: 17/3/96
Heavy Landing
If the pilot determines the aircraft had a heavy or hard landing, a structure inspection is
necessary. If the landing is also overweight, the Overweight Landing Condition
Inspection, not the Hard Landing Inspection must be done.
3.11.2.1
Inspections
The inspections are divided into two phases; Phase 1 and Phase 2. Phase 1
five inspection groups:
has
Only the inspection groups where you have found damage in the Phase 1 Inspection are
necessary to be examined in the Phase 2 Inspection. As an example, if damage to the
Nose Landing Gear and fuselage is found in the Phase 1 Inspection, only the Nose
Landing Gear and fuselage inspection is done in Phase 2.
Engineering Manual
Part: 3
Chapter: 3.11.2
Page: 2
Date: 17/3/96
3.11.2.4
Phase 1 Inspection
Inspect the Main Landing Gear and Support Structure. Examine all the tires and
wheels, and look for signs of fluid leakage at the top and bottom of the outer
cylinders. Also, examine all the structure Components of the Main Landing Gear,
such as:
(a) Shock Strut
(b) Trunnion Link
(c) Drag Strut
(d) Torsion Link
(e)Truck Beam
Engineering Manual
Part: 3
Chapter: 3.11.2
Page: 3
Date: 17/3/96
3.11.2.5
Examine the support structure of the main landing gear and carefully examine the
following components:
(a) Landing gear beam
(b) Inboard and outboard support fittings for the landing gear beam.
(c) Forward and aft trunnion support fittings
(d) Inboard and outboard stabilizer links and fittings between the rear spar and
landing gear beam.
3.11.2.5
Examine the Nose Landing Gear. Examine all the tires and wheels, and look for
signs of fluid leakage at the top and bottom of the outer cylinders. Also examine all
the structural components of the nose landing gear, such
as the:
(a) Shock strut
(b) Torsion links
(c) Drag strut
(d) Lock links
Examine the wheel well area and carefully examine the parts that follow:
(a) Left and right side walls
(b) Aft bulkhead
(c) Trunnion attachments
(d) Drag strut attachments
3.11.2.7
Engineering Manual
Part: 3
Chapter: 3.11.2
Page: 4
Date: 17/3/96
Phase 2 Inspection
Phase 2 Inspection has six separate areas. Phase 2 inspections include the same five
inspection groups as a Phase 1 inspection as well as a separate Flight Control
Inspection.
Refer to the Phase 2 Inspection section of the applicable Aircraft Maintenance
Manual for specific instructions. They will vary according to the type of aircraft
inspected.
Engineering Manual
Part: 3
Chapter: 3.11.3
Page: 1
Date: 17/3/96
Lightning Strike
3.11.3 General
Aircraft design includes all necessary and known Lightning Strike protection
measures. The aircraft is almost all external metal surfaces, and this type of
construction is its basic protection. The metal surface is a shield that protects
internal; compartments from direct lightning strikes. This also prevents entry of the
electromagnetic energy into the electrical wiring of the aircraft.
If the aircraft has had a Lightening Strike, a general examination of the aircraft must
be made. This examination is used to find the areas of the strike and the point of
electrical discharge. After the areas have been identified, a complete examination
must be made to find all of the damage that has occurred.
3.11.3.1
Lightening Strikes usually cause damage in two areas. The first area of damage is the
location point of the Lightening Strike. The second area is at the point where static
electricity discharge has occurred. It is also possible that a heavy static electricity
discharge could occur and the lightning did not strike the aircraft.
3.11.3.2
Signs of the lightening strike or electrical discharge are usually found in critical strike
zones. See the applicable Aircraft Maintenance Manual for an outline of the critical
strike zones. Damage can also be found on the skin trailing edge panels, and the
skin panels along the lower, aft fuselage. It is also found on the antennas, vertical
stabilizer (fin), and along the wing trailing edge.
3.11.3.3
3.11.3.4
3.11.3.5
Airplane components have become strongly magnetized when an airplane was struck
by lightening. It is possible that during the lightening discharges, heavy electrical
currents flow into metal airframe structure. The magnetic field made by such
electrical current is the cause of magnetization of ferromagnetic materials.
Engineering Manual
Part: 3
Chapter: 3.11.3
Page: 2
Date: 17/3/96
Issue: 2
Lightning Strike
3.11.3.6
The external surface areas are where the lightening usually hits first. The surface
components that it hits are the:
(a) Nose radome.
(b) Engine Nacelle.
(c) Wing tips.
(d) Stabilizer tips.
(e) Elevators.
(f) Vertical fin tips.
Other first hit areas are the:
(a) Ends of the leading edge slats, if applicable
(b) Trailing edge flap track fairings, if applicable
(c) External lights
Also body extensions are first hit areas. They include, but not limited to:
3.11.3.7
The surface where lightning usually hits and then moves aft from point of the strike
is the fuselage. It also moves from the wing surface aft of the ends of the leading
edge.
3.11.3.8
Lightening strike can cause problems to the electrical power systems and the
external light wiring. The electrical system is designed to resistant to lightning strike
s and can get lightning strikes without damage. But strike of unusually high intensity
can possibly damage the electrical system components.
3.11.3.9
Engineering Manual
Part: 3
Chapter: 3.11.3
Page: 3
Date: 17/3/96
Issue: 2
Lightning Strike
3.11.3.10
The electrical current level that goes through the dischargers is very small,
usually measures in microamperes, compare to the lightening strike electrical
currents, which are usually measured in thousands of amperes. The static
dischargers are frequently hit by lightening. Some of them are installed at a
specific point as protection for a light or other system component. This is an
added function above their normal discharge of P static energy function.
3.11.3.11
Make sure to seal or repair all damage. Failure to seal or repair damage can
cause more internal damage, because moisture can get in.
3.11.3.12
The radio and navigation systems must have a full examination after the airplane
was hit by lightening. The examination is also necessary after heavy static
discharges. The level of the inspection and operation test comes from flight crew
information and the airplane conditions during and after the incidents.
It is not necessary to examine the coaxial cables and the connectors if the:
(a) Radio system has no problems, during and after the incident.
(b) Operational checks were done and no problems were found.
3.11.3.13
Engineering Manual
Part: 3
Chapter: 3.11.4
Page: 1
Date: 17/3/96
Propeller Strike
3.11.4 Propeller Strike
If a propeller is struck by an object, or strikes an object, certain inspection must be
made. When damage occurs, it is usually critical and may result in blade failure. For
this reason, the propeller blades must be carefully inspected and any damage must be
repaired before further flight.
The following areas relating to propeller and their controls must be inspected after a
propeller strike:
(a) Engine controls for defects
(b) Improper travel and safety
(c) Lines, hoses, and clamps for leaks, improper condition, or looseness
(d) Accessories for apparent defect on security of mounting.
(e) All systems for poor general condition, defects and insecure attachment
(f) Propeller assembly for cracks, nicks, binds and oil leakage
(g) Bolt for improper torque and lack of safe tying.
(h) Anti-icing devices for improper operation and obvious defects
(i) Control mechanism for improper operation, insecure mounting, and restricted
travel.
3.11.4.1
3.11.4.2
Defects on the leading and trailing edge of the blade, if within the tolerances,
described in Manufacturers repair Manual, can be dressed out using round and half
round files. The repair should blend in smoothly with the edge and should not leave
any sharp edges or angles. The approximate maximum allowable size of a repaired
edge defects is 1/8-inch deep and no more than 1-1/2 inches in length.
Repairs to the face and back of a blade are performed with a spoon like riffle file
which is used to dish out the damaged area. The maximum repair size of a surface
defects is 1/16 inch deep, 3/8 inch wide, and 1 inch long. All repairs are finished by
polishing with very fine sandpaper, moving the paper in a direction parallel to the
length of the blade, and then treating the surface with Alodine, paint,
Engineering Manual
Part: 3
Chapter: 3.11.4
Page: 2
Date: 17/3/96
Propeller Strike
or some other appropriate coating. Refer to the applicable Manufacturers
Maintenance Manual for Repair specifics.
3.11.4.3
Inspect the hub boss for damage inside the center bore and on the surfaces which
mount on the crankshaft. The bolt holes should be inspected for damage, security,
and dimensions. Propellers with damage, dimensional wear, or heavy corrosion in
the boss area, should be referred to a repair station for appropriate repairs.
Damage in the shank area of a propeller blade should be referred to an overhaul
facility for corrective action. Since all forces acting on the propeller are concentrated
on the shank, and damage in this area is critical.
3.11.4.4
If the blade has been bent, measure the angle of the bend and the blade station of the
bend center and by using the applicable chart in the applicable Manufacturers
Maintenance Manual; determine the reliability of the blade. To make this decision,
find the center of the bend, and measure from the center of the hub to determine the
blade station of the bend center.
Next, mark the blade one inch on each side of the center of the bend and Measure
the degree of the bend by using protractor. Be sure the protractor is tangent to the
one-inch lines when measuring the angle. Use the chart approved by the
manufacturer to determine if the bend is repairable. When reading the chart, any
bend above the graph line is not repairable.
3.11.4.5
If power plant vibration is encountered after a propeller strike, observe the propeller
hub, dome, or spinner while the engine is running within 12,00 to 15,00 RPM.
Observe the hub or spinner and determine whether or not the propeller hub rotates
on an absolutely horizontal plane. If the propeller hub appears to swing in a slight
orbit, the vibration will normally be caused by the propeller. If the propeller hub does
not appear to rotate in an orbit, the difficulty will probably caused by engine
vibration, which may be a result of the propeller strike.
If both the propeller tracking and low blade-angle setting are correct, the propeller is
statically or dynamically unbalanced and should be replaced or rebalanced.
3.11.4.6
After a thorough propeller strike inspection is performed, the blades must also be
checked for:
(a)
Blade Tracking
(b)
Blade Angle
(c)
Engineering Manual
Part: 3
Chapter: 3.12.1
Page: 1
Date: 11/06/2004
Rev.: 4
General
This Chapter prescribes the procedures for:
3.12.1.2
(a)
(b)
(c)
(d)
(b)
Engine changes
(c)
Component Changes such as, Propellers, Flight Control, Power Units etc
(d)
(e)
(f)
(g)
Engineering Manual
Part: 3
Chapter: 3.12.2
Page: 1
Date: 01/10/99
Rev: 1
Procedure
The Director of the Engineering Department must inform the Director of Quality
Assurance & Flight Safety, well in advance, whenever it is necessary to:
(a)
(b)
Purchase, Loan, or Exchange spare parts for aircraft with Foreign Suppliers.
(c)
The Director of Quality Assurance & Flight Safety must then, in turn immediately
informs the CAAN of this intent.
3.12.2.1 A representative from the Quality Assurance Division, along with a member of the
CAAN, if they so desire, have to inspect the desired Maintenance Organization,
Supplier or Repair/Overhaul Stations, according to the followings:
(a)
(b)
(c)
(d)
(e)
(f)
(g)
The Repair, Overhaul, and Purchase of aircraft spare parts should be done in
accordance with the Existing Finance Rule of the organization.
Engineering Manual
Part: 3
Chapter: 3.12.2
Page: 2
Date: 11/06/2004
Rev: 4
If the above-mentioned criteria are satisfied, the Director Quality Assurance & Flight
Safety makes an application to the Airworthiness Inspection Division of the CAAN.
After the approval from CAAN is received, a contract with the Foreign Maintenance
Organizations, Suppliers or Repair/Overhaul Stations is possible.
No Certificate of Approval is required from CAAN for Foreign Maintenance
Organizations, Suppliers or Repair/Overhaul Stations, if it is original
manufacturer/Designer of the aircraft, aircraft components.
3.12.2.3
Engineering Manual
Part: 3
Chapter: 3.12.3
Page: 1
Date: 01/10/99
Rev: 1
Inspection
No further inspections by NAC Quality Assurance personnel are necessary, if
Foreign Maintenance Organizations, Suppliers or repair/Overhaul Stations are
granted approval by CAAN.
An inspection certificate from the Foreign Maintenance Organizations, Suppliers or
Repair/Overhaul Stations for documentation at NAC must be available.
Upon request, Foreign Maintenance Organizations, Suppliers or Repair/Overhaul
Stations must make available to CAAN all maintenance records.
If an approval from the CAAN for the Foreign Maintenance Organization is not
available, the Organization can only perform maintenance under supervision of
NAC- qualified personnel and all work must be inspected and certified according to
the provisions of the NAC Engineering Manual.
Engineering Manual
Part: 4
Chapter: 4.1.1
Page: 1
Date: 11/06/2004
Rev: 4
4.1.1
General
The Quality Assurance & Flight Safety shall ensure that maintenance; preventive
maintenance, repairs and alterations performed are documented in accordance with
prevailing regulations and this Engineering Manual.
The basic responsibility for workmanship rests with the maintenance/shop
technician/AMT License holder performing maintenance, preventive maintenance,
repairs and alterations, and with the supervisor who assigns, directs, and accepts the
work of the technician/AMT License holder. Quality Assurance shall review and
verify the methods used and documentation done through audits to ensure that the
prevailing regulations of CAAN and the company are being followed.
Verification may include spot checks, statistical analysis, documentation checks
and/or, when appropriate, full acceptance inspection and sign-off by designated and
delegated technical personnel.
The full acceptance inspection procedure is applied to those areas where spot checks
and statistical processes are deemed ineffective to ensure the quality of work
performed. In addition, full acceptance inspection may be used when new airplanes,
equipment, machinery, or processes are introduced and/or when inexperienced
personnel are assigned to a task. Full acceptance inspection may be replaced with
spot checks and statistical quality control processes when a satisfactory level of
experience has been achieved.
Since the Quality Assurance has functions and duties that are an integral part of
many diverse maintenance processes, descriptions of how QA operates in specific
circumstances are included in the applicable sections and paragraphs throughout this
NAC Engineering Manual.
Engineering Manual
Part: 4
Chapter: 4.1.2
Page: 1
Date: 30 July 2000
Rev: II
General
All aircraft and their components are subjected to periodic occasional inspections to
assess their fitness to continue to fly. Some components may, if found satisfactory on
inspection, continue in service indefinitely while other components required periodic
dismantling and reconditioning. A few items have finite safe lives after which they
must be scrapped.
4.1.2.1
Definitions
Hard Time Maintenance is defined as minor or major maintenance, including
overhaul, which is performed at predetermined intervals of time in service, calendar
time, operational cycles, or number of landings.
On condition is defined as components that are not subjected Hard Time overhaul.
Instead, the necessity for overhaul or other remedial action is determined by visual
inspection, measurement, observation of performance during flight, and tests made
while installed or on a test bench.
Condition Monitored Maintenance is a maintenance process for items that have
neither hard time nor on condition maintenance process. A unit is assigned to the
Condition Monitoring if its failure has no direct adverse effect on operating safety
and the unit may be operated until it malfunctions without any significant impact on
delays rates or system but the occurrences of the malfunctions should be detected by
crew. The condition monitoring units do not require a schedule overhaul nor a
maintenance task to evaluate conditions on degradation. They may require only
repair as necessary to correct malfunctions and returned to service.
4.1.2.2
For a complete description of the NAC, Hard Time, On Condition, and Condition
Monitoring Program, see Chapter 3.7.2, Time Extension and TBO Escalation, of
the NAC Engineering Manual.
Engineering Manual
Part: 4
Chapter: 4.1.3
Page: 1
Date: 11/06/2004
Rev: 4
4.1.3.1
Numbered inspection stamps may also be used in lieu of signatures by all designated
and delegated AMTs, if desired, to approve and certify products and processes.
4.1.3.2
Engineering Manual
Part: 4
Chapter: 4.1.3
Page: 2
Date: 11/06/2004
Rev: 4
(b)
4.1.3.4
Engineering Manual
Part: 4
Chapter: 4.1.3
Page: 3
Date: 11/06/2004
Rev: 4
Completion of Work
This policy is designed to prevent release of an airplane, engine, appliance, or
component on which the scheduled work package is not completed or fully
accounted for.
All work packages scheduled to be accomplished on an airplane, engine, component,
or appliance, will be accompanied by a tally sheet that lists in detail the contents of
the work package.
When the check package is completed, the authorized AMT who will release the
airplane, engine, component, or appliance, shall cross-check the contents of the
work package against the tally sheet, and ensure that all items in the package are
either completed or properly deferred per NACs Unscheduled Maintenance
Program. The Airworthiness or Maintenance Release for the aircraft, engine,
appliance, or component may only be executed after the Completion of Work
check is accomplished.
Engineering Manual
Part: 4
Chapter: 4.1.4
Page: 1
Date: 11/06/2004
Rev: 4
4.1.4.1
Engineering Manual
Part: 4
Chapter: 4.1.4
Page: 2
Date: 01/01/03
Rev: 3
Zonal Inspection
The following terms define the methods and levels of inspection performed on NAC
aircraft:
(a) Inspection-External Surveillance is defined as a visual check that will detect
obviously unsatisfactory conditions and discrepancies in the externally visible
structure; systems and power plant items. It may also include internal structure or
installations which are visible through quick opening access panels and doors. Work
stands and ladders may be required to gain proximity.
(b) Inspection-Internal Surveillance is defined as a check that will detect obviously
unsatisfactory conditions and discrepancies in the internal structures; systems; and
power plant installations. This type of inspection applies to obscured structure and
installations that require removal of fillets, fairings, access panels, and doors.
4.1.4.1.4
Structural Inspection
The following terms define the methods and levels of inspection performed on NAC
aircraft:
(a) General Visual is defines as a visual check exposed areas of wing lower surface,
lower fuselage, doors, door cutouts, and wheel wells.
(b) Inspection-External Surveillance is defined as a visual examination of defined
external structural areas from a distance considered necessary to carry out an
adequate check. It may also include internal structure or installations, which are
visible through quick opening access panels and doors. Work stands and ladders may
be required to gain proximity.
(c) Inspection-Internal Surveillance is defined as a visual examination defined internal
structural areas from a distance considered necessary to carry out an adequate
check. This type of inspection applies to obscured structure and installations that
required removal of fillets, fairings, access panels, and doors.
Engineering Manual
Part: 4
Chapter: 4.1.4
Page: 3
Date: 11/06/2004
Rev: 4
4.1.4.1.5
(d)
(e)
4.1.4.2
Engineering Manual
Part: 4
Chapter: 4.1.4
Page: 4
Date: 11/06/2004
Rev: 4
Shop Inspections
All rotable units that undergo shop processes shall be certified as serviceable by the
appropriate AMT Licence/Authorization holder in the following manner:
(a) They shall carry out procedures and processes, as well as intermediate and final
tests as necessary, to assure that the final product is airworthy
(b) They shall review and ensures that all steps in the shop process sheets and other
work statements are completed.
(c) They shall sign the shop finding report.
(d) They shall sign the Maintenance Release and the Serviceable Tag.
Although the following are the responsibilities of the shop personnel, Quality
Assurance shall check, through periodic audits, that:
(a) Shop tools and test equipment are calibrated and current at all times.
(b) Repair manuals and workbooks used by shop personnel are complete and up-todate.
For units that require functional testing, the test shall be performed by an
appropriately licensed/authorized AMT in accordance with the instructions contained
in the manufacturers publications. However, if such publications are not available,
functional check requirements may be developed. The requirements will be prepared
in the form of a process sheet that permits sign-offs and records of measured unit
performance. If suitable test facilities are not available, components may be tested in
the airplane. In any case, functional checks must be monitored and recorded by the
shop personnel.
4.1.4.4
Material Inspection
4.1.4.4.1 General
Initial inspections of incoming materials used for aircraft maintenance is the
responsibility of the assigned Material Inspector. The inspectors are responsible for
receiving inspections through verification of required documents. Oversight of
quarantine areas, shelf-life control, and periodic reviews of material storage shall be
the responsibility of the Stores personnel while Quality Assurance shall check for
compliance through periodic audits.
Engineering Manual
Part: 4
Chapter: 4.1.4
Page: 5
Date: 11/06/2004
Rev: 4
Inspect the incoming parts and material for condition and obvious external
damage.
Ensure that all received parts and materials conform to the NAC repair orders,
Purchase orders, and any NAC special requirements.
Engineering Manual
Part: 4
Chapter: 4.1.4
Page: 6
Date: 11/06/2004
Rev: 4
Ensure that rotable units meet the criteria for units to be acceptable to NAC,
that all paperwork is correct and that rotable unit data plates, if applicable,
agree with the paperwork.
Confirm that the suppliers are on the CAAN approved supplier list or is
original manufacturer of the aircraft, aircraft components.
Ensure that material is properly color-coded, where applicable, with clearly
visible markings, or that the material is properly identified to reflect the
specifications of the material certification document.
Examine the packaging of consumable material to the extent satisfactory to
him, without breaking barriers or seals for inspection.
Ensure that items with shelf-life expiration dates have adequate life remaining
at the time of receipt.
All rejected parts and material will be held in quarantine until its disposition is
resolved.
The material inspector may consult with Engineering and/or other Quality
Assurance personnel, and/or Shop Personnel before deciding on a specific
course of disposal action.
Components that can be re-certified in-house may be routed to the appropriate
unit for testing and certification.
Components, which cannot be re-certified in-house, may be routed to the
appropriate repair agency or vendor for corrective action.
New parts, appliances, components, and material may be returned to the
vendor for replacement.
Engineering Manual
Part: 4
Chapter: 4.1.4
Page: 7
Date: 01/01/03
Rev: 3
4.1.4.4.5
4.1.4.4.6
Part: 4
Engineering Manual
Chapter: 4.1.4
Page: 8
Date: 01/01/03
Rev: 3
Engineering Manual
Part: 4
Chapter: 4.1.5
Page: 1
Date: 11/06/2004
Rev: 4
4.1.5
Engineering Manual
Part: 4
Chapter: 4.2.1
Page: 1
Date: 01/01/03
Rev: 3
General
NAC is authorized to operate its airplanes under a Continuous Airworthiness
Maintenance Program. This program combines the functions of inspection and
maintenance to fulfill NACs total maintenance needs. The NAC continuous
Part: 4
Chapter: 4.2.1
Page: 2
Date: 11/06/2004
Rev: 4
Engineering Manual
Interval
(Months)
Hangar Maintenance
12
Audit Area
Interval
(Months)
12
Line Stations
12
Deferred
Maintenance System
Work Shops
12
Oxygen Servicing
12
Contractors
12
Ramp Operations
12
Fuel Servicing
Airplane Tire
Pressures
Manuals and
Publications
Required Inspection
Program
Implementation
Completed Checks
AD/SB Compliance
System
Material Management
Part: 4
Chapter: 4.2.1
Page: 3
Date: 22/02/07
Issue: 2
Engineering Manual
Nepal Airlines
Audit Finding Form
____________
Nepal Airlines
Area of Audit:
Non-Conformance With:
___Kathmandu_______
Location
_________________
File Ref
Finding No.
Examples:
_________________________
Name and Signature of Auditor
Corrective Action/Plan
__________________
Date
________________________
Signature and Title
Quality Assurance Response:
__________________
Date
Audit Follow Up
_______________
Target Completion
_________________
Date Item Completed
____________
Inspector
This Audit Finding Form should be returned to QAFS with Corrective Action/Plan within 21 days from the receipt of this Form,
otherwise will be stated in the covering letter. (THIS PAGE IS for DRAFT PURPOSE ONLY)
Engineering Manual
Part: 4
Chapter: 4.2.2
Page: 1
Date: 11/06/2004
Rev: 4
Program
The Continuing Analysis and Surveillance Program include a system of data
collection and analysis. The analysis of data is typically charted to monitor trends
and to support the condition monitoring process. NAC has implemented a separate,
independent Maintenance Reliability Program to satisfy the requirements for data
collection and analysis.
In addition to the maintenance reliability program, the NAC audit program includes
processes that can become irregular in a particular area or operation and would not
normally be tracked through a Maintenance Reliability Program. It is the
responsibility of the auditor to ensure that all areas reviewed are managed and
operated in accordance with NAC standards, policies, and procedures.
When auditing a work unit, a selection is made of a procedure or function for which
the work unit is responsible. The auditor will then monitor and survey the selected
job function and discuss any observed discrepancies with the work unit.
When an audit is completed, the auditor will submit a report of his findings to the
Director of Quality Assurance & Flight Safety. Discrepancies will be handled by
sending a Deficiency Report to the affected work unit/department and requesting a
written response within twenty-one working days. The work unit will respond with
plans for implementation of corrective action of the discrepancies highlighted in the
applicable audit report.
Unresolved problems will be referred to the Director of Quality Assurance & Flight
Safety and Dy. Director, Quality Assurance until a resolution is achieved. Areas with
significant problems shall be re-audited within six months after the previous audit.
The re-audit will confirm the effectiveness of corrective actions taken in response to
the findings from previous findings.
Engineering Manual
Part: 4
Chapter: 4.2.3
Page: 1
Date: 11/06/2004
Rev: 4
Scope
Quality audits cover many areas that may include but not be limited to:
(a)
(b)
(c)
Audits require detailed fact finding and objective analysis. Apparent defects or
questionable areas require a review of all factors with an investigative scope that will
establish primary causes. Audits should assure that:
(a)
(b)
(c)
(d)
(e)
(f)
(g)
(h)
(i)
Each work units facilities, such as hangars, work stands, and ground handling
equipment are compatible with good workmanship and that lighting,
cleanliness and safety are adequate.
Work accomplished by contract agencies, such as maintenance checks,
cleaning, fueling, and ground handling, is being performed in accordance with
NAC procedures.
Maintenance work packages contain correct and up to date work content
record sheets and all items have been accomplished and signed as required.
Personnel signing for work accomplished are properly authorized and licensed.
Calibration checks have been carried out at specified periods on measuring and
test equipment used in the maintenance and repair of airplanes and parts.
The quality of materials received from vendors and approved outside servicing
agencies is adequately maintained.
The work unit personnel are adequately trained and licensed for the aircraft
upon which they are required to work.
All records are properly completed and maintained in accordance with
retention requirements.
Engineering Manual
Part: 4
Chapter: 4.2.4
Page: 1
Date: 11/06/2004
Rev: 4
Process
4.2.4.1
The Dy. Director of Quality Assurance has the primary responsibility for conducting
quality audits. Due to the constant changes in the aviation industry, the program
must maintain flexibility and adopt itself to current NCAR rules and regulations.
4.2.4.2
4.2.4.3
Types of Audits
Separate audits are performed on each of the independent work units that make up
NACs operation. They are normally scheduled for audit using the audit schedule
shown on Page 2, Chapter 4.2.1, of the NAC Engineering Manual.
4.2.3.1
(b)
Scheduled maintenance.
(c)
Unscheduled maintenance.
(c)
Modifications.
(d)
Structural repairs.
(e)
Component replacement.
(f)
The audit of hangar maintenance will determine if all work performed in the NAC
hangar is in accordance with the Manufacturers Maintenance Repair Manuals and
the NAC Engineering Manual.
Areas covered by the hangar maintenance audit will include, but not be limited to:
(a)
(b)
(c)
Engineering Manual
Part: 4
Chapter: 4.2.4
Page: 2
Date: 11/06/2004
Rev: 4
4.2.3.2
(f)
Paperwork handling.
(g)
(b)
(c)
(d)
(e)
(f)
(g)
Paperwork handling.
(h)
(i)
4.2.3.3
(j)
(k)
Engineering Manual
Part: 4
Chapter: 4.2.4
Page: 3
Date: 11/06/2004
Rev: 4
4.2.3.4
(a)
(b)
(c)
(d)
(e)
(f)
Paperwork handling
Contractor Audits
Audits will be performed to confirm a contractors capability by assessing the
adequacy of facilities, personnel inspection system, practical instructions and
procedures, current approved data, and effective controls in managing airworthy
repairs.
Areas covered by contractor audits will include, but not be limited to:
4.2.3.5
(a)
Facilities
(b)
Capabilities
(c)
(d)
Work cards and paperwork that comply with NACs company manuals and
requirements
(e)
Personnel qualifications
Areas covered by fuel servicing audits will include, but not be limited to:
(a)
(b)
(c)
Handling equipment
(d)
Fueling procedure
Engineering Manual
Part: 4
Chapter: 4.2.4
Page: 4
Date: 11/06/2004
Rev: 4
4.2.3.7
(a)
Revision status
(b)
(c)
4.2.3.7
(a)
Completeness
(b)
Proper sign-off
(c)
(d)
(e)
(b)
Proper sign-offs
(c)
(d)
Airplane identification
(e)
Engineering Manual
Part: 4
Chapter: 4.2.4
Page: 5
Date: 11/06/2006
Rev: 4
(b)
(c)
Traceability of standards
(b)
(c)
(b)
(c)
Quality of oxygen
(d)
Part: 4
Engineering Manual
Chapter: 4.2.4
Page: 6
Date: 11/06/2004
Rev: 4
Ramp operations.
(b)
(c)
(d)
Engineering Manual
Part: 4
Chapter: 4.2.5
Page: 1
Date: 11/06/2004
Rev: 4
Deficiency Reports
When an audit is completed, the auditor will submit a report of his findings to the
Director, QA&FS and or through the Dy. Director of Quality Assurance. It shall then
be sent to the audited unit through the concerned departments/divisions.
Discrepancies will be handled by sending a Deficiency Report to the affected work
unit and requesting a written response within twenty-one working days. The work
unit will respond with plans for implementation of corrective action of the
discrepancies highlighted in the applicable audit report.
Unresolved problems will be referred to the Dy. Director of Quality Assurance and
the Director of Quality Assurance & Flight Safety until a resolution is achieved.
Areas with significant problems shall be re-audited within six months after the
previous audit. The re-audit will confirm the effectiveness of corrective actions taken
in response to the findings from previous findings.
Engineering Manual
Part: 4
Chapter: 4.2.6
Page: 1
Date: 11/06/2004
Rev: 4
Reliability Program
4.2.6.1
Engineering Manual
Part: 4
Chapter: 4.2.7
Page: 1
Date: 11/06/2004
Rev: 4
4.2.7
Others
At times, the Dy. Director of Quality Assurance may want a general audit of the
entire maintenance operation without going into great detail into any one process.
He may direct his representatives to conduct a Repair Station Audit using the
following outline as his guide.
The Repair Station Audit is general in nature and looks at general housekeeping,
safety related items, and general maintenance practices.
When the Repair Station Audit is completed, the auditor will submit a report of his
findings to the Director, QA & FS and or through the Dy. Director of Quality
Assurance.
4.2.7.1
4.2.7.2
4.2.7.3
Hangar
(a)
(b)
Are oil spills immediately covered with absorbent material and swept up?
(c)
(d)
(e)
(f)
Ramp
(a)
(b)
Is the ramp clear of all objects that could be ingested by aircraft engines?
(c)
(d)
Engineering Manual
Fire Protection
Part: 4
Chapter: 4.2.7
Page: 2
Date: 11/06/2004
Rev: 4
4.2.7.5
4.2.7.6
4.2.7.7
4.2.7.8
(a)
(b)
(c)
(d)
(e)
(f)
Are NAC instructions for fire extinguisher inspection and maintenance being
complied with?
Shops
(a)
(b)
(c)
(d)
Ladders/Work Stands
(a)
(b)
Are ladders and work stands stored properly when not in use?
Tow Bars
(a)
Are all tow bars in good condition and shear bolts installed?
(b)
Are all tow bars put in their respective areas when not in use?
(b)
(c)
(d)
Engineering Manual
Part: 4
Chapter: 4.2.7
Page: 3
Date: 11/06/2004
Rev: 4
4.2.7.10
4.2.7.11
4.2.7.12
4.2.7.13
Are air start hoses properly stored when unit is not in use?
(b)
(c)
(d)
Motorized Equipment
(a)
(b)
(c)
(d)
(e)
Storage/Condition
(a)
(b)
(c)
(d)
(e)
Calibration
(a)
(b)
(c)
Manuals/Microfilm
(a)
(b)
(c)
Engineering Manual
Part: 4
Chapter: 4.2.7
Page: 4
Date: 11/06/2004
Rev: 4
4.2.7.15
Reader/Printers
(a)
(b)
Are the units outside covered to protect it from dirt and dust?
(b)
(c)
(d)
(e)
(f)
(g)
(h)
(i)
(j)
(k)
(l)
(m) Are oxygen bottles stored in a clean area and monitored for shelf life?
4.2.7.16
Personnel
(a)
(b)
(c)
(d)
(e)
(f)
Engineering Manual
Part: 4
Chapter: 4.2.7
Page: 5
Date: 11/06/2004
Rev: 4
4.2.7.17
4.2.7.18
4.2.7.1.9
(g)
(h)
(b)
(c)
Are "Repairable" tags properly filled out and bear the authorizing signature of
a supervisor. or Inspector?
(d)
(e)
Safety Meetings
(a)
(b)
(c)
(d)
(e)
Emergency
(a)
4.2.7.2.0
4.2.7.2.1
(b)
(c)
(d)
General
(a)
(b)
Engineering Manual
Part: 4
Chapter: 4.2.7
Page: 6
Date: 11/06/2004
Rev: 4
(d)
(e)
(f)
(g)
(h)
(i)
(j)
(k)
Is Oxygen bottle servicing area clean, safe, and are safety and operating
instructions signs clearly and adequately displayed?
(l)
Are aircraft that are brought into the Hangar for inspection promptly
grounded?
(m) Are pitot tubes and static ports of the aircraft in check covered?
(n)
(o)
Are Oxygen, Freon, Nitrogen and Welding bottles properly stored and
secured?
Engineering Manual
Part: 5
Chapter: 5.1.10
Page: 1
Date: 01/10/99
Rev: 1
Workshop Division
5.1.0
General
The Workshop Division is one of the sub-division of the Engineering department.
Its functions, as approved by the CAAN are to:
(a) Repair, Overhaul, and test aircraft components and systems.
(b) Test, repair, and calibrate test equipment.
(c) Advise the Engineering Stores and Supply Division in arranging for outside, thirdparty repairs, when the scopes of work exceed the Workshop Divisions capabilities.
(d) Formulate plans and programs for the enhancement of workshop activities.
5.1.0.1
The workshop division is headed by a Dy. Director, who has overall responsibility for:
(a) Ensuring that all repairs, modifications, and overhaul activities of aircraft,
equipment and components, which support the activities of the maintenance division,
are conducted within the limits of the forms of approval and capability list
applicable to them.
(b) Providing the direction and management of workshops, their resources, systems and
procedures, in a manner that continuously improves their efficiency. Through
properly planning repair, modification, and overhaul activities, he shall also ensure
that: turnaround times are consistently achieved; man-hour; overhead and material
expenditure goals are met; and quality standards are never compromised.
(c) Ensure that all manuals, airworthiness directives, service bulletins, publications, and
technical documents, used in the workshops, are maintained in good order and to the
latest amendment status.
(d) Ensuring that inspection methods, procedures, maintenance practices and quality
standards, as prescribed by the Quality Assurance and CAAN, are adhered to by
workshop personnel.
(e) Ensuring that workshop facilities, equipment, test equipment, and tools are adequate
and are maintained in serviceable condition at all times.
(f) Submitting training requirements to the Director of Engineering, for courses on:
maintenance policies; quality standards; maintenance practices; inspection methods;
and procedures-based aeronautical subjects (Basic Courses). In addition he shall
propose training requirements for specialized: aircraft equipment, components and
test equipment that will be maintained in the workshops.
Part: 5
Engineering Manual
Chapter: 5.1.10
Page: 2
Date: 11/06/2004
Rev: 4
(h)
(i)
(j)
(k)
(l)
Ensuring that all workshop personnel comply with safety requirements and fire
precaution/evacuation procedures that are applicable to their work place and
scope of work.
(m)
(n)
(o)
(p)
(q)
Keeping the Director of Engineering updated with routine, verbal and written
reports.
Engineering Manual
Part: 5
Chapter: 5.1.1
Page: 1
Date: 11/06/2004
Rev: 4
Electrical Workshop
The function of the electrical workshop is to maintain, repair, overhaul, modify, and
test:
5.1.1.1
(a)
Electrical components
(b)
Test equipment
(c)
5.1.1.2
Authority
All work performed in the electrical shop is in accordance with the prescribed
instructions from Maintenance Planning in accordance with the Approvals granted by
the CAA of Nepal.
All shop personnel are licensed/authorized by CAA, Nepal or trained.
5.1.1.3
Engineering Manual
Part: 5
Chapter: 5.1.1
Page: 2
Date: 21/3/96
Nomenclature
Dimming Control Box
Dimming Control Box
Rotation Nav Light
Rotation Nav Light
Engine Harness
AF Relay Box
AF Relay Box
AF Relay Box
RC Relay
RC Relay
Relay
Circuit Breaker
RCCB
St. Gen Brush Change
St. Gen Brush Change
Gen Brush Change
Landing Light
H.E.I. Unit
Current Regulator
Spill Valve
Anti-Ice Valve
Anti-Ice Valve
Inverter Brush Change
Inverter Brush Change
Alternator Brush Change
Fuel Booster Pump
Can Nester Type
Part Number
C6NF06
C6NF1297
G8400A-24
G925A-2
C6NE1043-11-15
C6NE1247-3
C6NE21649-15
C6NF1347-5
A700AAP
A701D
All
All
12XRP12A1
230048-006
23048-004
B3508
G3800A-3, A-9
C63TS/1
3014056
507770
10-60815-5
128775
MGH182-100
1518-86
N0413
72266-3
Aircraft Type
DHC-6
DHC-6
DHC-6
HS748, B727
DHC-6, HS-748
DHC-6
DHC-6
DHC-6
DHC-6
DHC-6
All
All
DHC-6
PC-6
DHC-6
HS-748
HS-748
HS-748
PC-6
HS-748
B-727
B-727
HS-748
HS-748
HS-748
DHC-6
Manufacturer
DH Canada
DH Canada
Grimes
Grimes
DH Canada
DH Canada
DH Canada
DH Canada
Hartman
Hartman
All
All
GE
Lear Sigler
Lear Sigler
Rotex
Grimes
AEJ
P&W
Normal Air
Leland
Leland
Rotex
Crane
Test-bench fabrication for water boiler and galley equipment for the B757 aircraft is in
progress.
Engineering Manual
Part: 5
Chapter: 5.1.2
Page: 1
Date: 11/06/2004
Rev: 4
5.1.2
Instrument Workshop
The function of the instrument workshop is to maintain, repair, overhaul, modify,
and test: mechanical and electrical instruments, test equipment, and parts. All
functions are performed in conformance with the rules, regulations and procedures
approved by the CAA of Nepal.
5.1.2.1
5.1.2.2
Authority
All work performed in the instrument shop is in accordance with the prescribed
instructions from Maintenance Planning in accordance with the Approvals granted by
the CAA of Nepal.
All shop personnel are licensed/authorized by CAA, Nepal and or trained.
5.1.2.3
Engineering Manual
Part: 5
Chapter: 5.1.2
Page: 2
Date: 21/3/96
Item Number
01
02
03
04
05
06
07
08
09
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
Nomenclature
Altimeter
Altimeter
Altimeter
Altimeter
Altimeter
Altimeter
Altimeter
IVSI
ASI
ASI
ASI
VSI
S/B Gyro Horizon
Gyro Horizon
Gyro Horizon
Gyro Horizon
Turn And Slip Indicator
Turn And Slip Indicator
Torque Pressure Indicator
Torque Pressure Indicator
T5 Indicator
A/C Clock
A/C Clock
A/C Clock
A/C Clock
Directional Gyro
Directional Gyro
Oil Pressure Transmitter
Oil Pressure Switch
Torque Pressure Switch
Pressure Gauges
Part Number
A38119-10-006
101450-012176
W11101AM/MS1
KAA1505W1
101735-01419
A35MA1012
5934PA-1
SLZ9145
10-60768-29
KAB0809WI
C6SC103A-29
EA1409-1A
705-7V4
705-20
504-0017-913
504-0017-907
M5000-08
M5000-10
217-09262
PW523/PG
C6SC1085-5
87000-114
PWV308-321
W33-7510-ETA
B4-1120-110
200ED
500EDK28
C6SC-1084-5
DHC-SC70019-15
C6SC-1084-5
Different Types
Engineering Manual
Aircraft Type
B727
B727
B727
HS-748
DHC-6
DHC-6
DHC-6
B727
B727
HS-748
DHC-6
DHC-6
B727
DHC-6
DHC-6
DHC-6
DHC-6
DHC-6
DHC-6
HS-748
DHC-6
B727
HS-748
DHC-6
DHC-6
DHC-6
DHC-6
DHC-6
DHC-6
DHC-6
Assorted
Manufacturer
Kollsman
Aerosonic
Smiths
Smiths
Aeroscotia
Aeroscotia
Aeroscotia
Automated
Smiths
Smiths
Bendix
Pioneer
Sfena
Sfena
AIM
AIM
RC Allen
RC Allen
ARMTC IND
Smiths
Smiths
Mac Leo
Smiths
Walkman
Revenue
AIM
AIM
Custom
Custom
Edison
Assorted
Part: 5
Chapter: 5.1.3
Page: 1
Date: 11/06/2004
Rev: 4
Radio Workshop
The function of the radio workshop is to maintain, repair, overhaul, modify, and test:
radio equipment, test equipment, and parts. All functions are performed in
conformance with the rules, regulations and procedures approved by the CAA of
Nepal.
5.1.3.1
5.1.3.2
Authority
All work performed in the radio shop is in accordance with the prescribed
instructions from Maintenance Planning in accordance with the Approvals granted by
the CAA of Nepal.
All shop personnel are licensed/authorized by the CAA of Nepal and or trained.
5.1.3.3
Part: 5
Chapter: 5.1.3
Page: 2
Date: 21/3/96
Engineering Manual
Nomenclature
Antenna Coupler
HF Controller
HF Transceiver
Power Converter
Part Number
CU-2200
MCU-20
ASB-320
PWR-150
Aircraft Type
PC-6/DHC-6
PC-6/DHC-6
PC-6/DHC-6
DHC-6
Manufacturer
Sunair
Sunair
Sunair
Collins
05
06
07
08
09
10
11
12
13
14
15
16
17
18
AVA-310
ESB-J/K
ESB-33C
EAM-34-C
H10-37
I-5490
TSH-39
404-149-002
404-149-002
12506-G
602-TR
64000-002
VHF-251
618M-1
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
VHF Transceiver
VHF Transceiver
VHF Transceiver
VHF Nav Tx/Rx
VHF Controller
Cooling Fan
Tape Reproducer
Megaphone
ADF Controller
ADF Controller
ADF Controller
ADF Controller
ADF Receiver
ADF Receiver
ADF Receiver
ADF Receiver
VHF Nav Receiver
VHF Nav Receiver
VHF Nav Receiver
618M-3
618M-2B
618M-2D
VHF-20/20A
VC-153
68C-122
G-825
S-168
614L-8
614L-11
614L-12
614L-13
51Y-4
51Y-4A
51Y-7
51Y-7A
VIR-350
VIR-351
51RV-1
DHC-6
HS-748
HS-748
HS-748
DHC-6
HS-748
B727
PC-6
PC-6
HS-748, B727
B727
B727
DHC-6
DHC-6, HS-748,
PC-6, B727
DHC-6, HS-748
DHC-6, HS-748
DHC-6
DHC-6
DHC-6
HS-748
B727
B727
DHC/HS/727
DHC/HS/727
DHC/HS/727
DHC/HS/727
B727
DHC-6
DHC
DHC
DHC
DHC
DHC-6, HS-748
RCA
Marconi
Marconi
Marconi
David Clark
Airmed
Telephonics
Austrolite
Austrolite
David Clark
Electrovoice
Telex
Collins
Collins
Collins
Collins
Collins
Collins
DeHavilland
Airscrw Ltd.
Gables
Gables
Collins
Collins
Collins
Collins
Collins
Collins
Collins
Collins
Collins
Collins
Collins
Part: 5
Chapter: 5.1.3
Page: 3
Date: 21/3/96
Issue: 2
Engineering Manual
Nomenclature
VHF Nav Receiver
VHF Nav Receiver
VHF Nav Receiver
RMI
RMI Servo Amp
DME T/R Unit
DME Indicator
RMI
OBS
Part Number
51RV-2
51RV-2B
51RV-4B
2105D-B-6
341C-1
DME-40
339F-12
3115-B6-3C
OBS-21B
Aircraft Type
DHC-6, HS-748
DHC-6, HS-748
DHC-6, HS-748
PC-6, DHC-6
DHC-6, HS-748
DHC-6, HS-748
DHC-6, HS-748
DHC-6, HS-748
DHC-6
Manufacturer
Collins
Collins
Collins
Allen A/C
Collins
Collins
Collins
Collins
Collins
47
48
49
50
51
52
53
54
55
56
OBS
Megaphone
Transceiver
Controller
Power Amplifier
Antenna Coupler
ADF Receiver
VHF Nav Receiver
CVR
Tape Reproducer
IND-351
ACR/EM-1A
TRC-230
CTL-230
PWR-230
AAC-200
ADF-60
642C-1T-100
G-B25
Engineering Manual
DHC-6
B757
DHC-6
DHC-6
DHC-6
DHC-6
DHC-6
DHC-6
B727
B727
Collins
Acrelemronics
Collins
Collins
Collins
Collins
Collins
Collins
Collins
Gables
Part: 5
Chapter: 5.1.4
Page: 1
Date: 11/06/2004
Rev: 4
5.1.4.1
Aircraft Batteries
The function of the aircraft battery workshop is to maintain, repair, overhaul,
modify, test, charge, discharge, deep cycle and capacity test all types of aircraft NiCad batteries, which are received directly from aircraft and issued to the aircraft. All
functions are performed in conformance with the rules, regulations and procedures
approved by the CAA of Nepal.
5.1.4.2
The function of the lead-acid battery shop is to maintain, repair, overhaul, modify,
test, charge, and make lead-acid battery carts serviceable. Other specific tasks
include their: Initial charging, assembly, and filling of diluted-sulfuric acid.
Use of a cart battery as the external power source to start engines on Turboprop
aircraft, and bay servicing of all aircraft including snag rectification, is done in
Kathmandu and some outside stations.
Maintenance of cart batteries is performed by the lead-acid battery shop, while initial
charging is inspected and certified by the authorized personnel. All functions are
performed in conformance with the rules, regulations and procedures approved by
the CAA of Nepal.
5.1.4.3
5.1.4.4
Authority
All work performed in the aircraft battery shop is in accordance with the Approvals
granted by the CAA of Nepal.
All shop personnel are licensed by the CAA of Nepal and or trained.
Part: 5
Chapter: 5.1.4
Page: 2
Date: 11/06/2004
Rev: 4
Engineering Manual
Nomenclature
Ni-Cad Battery
Ni-Cad Battery
Ni-Cad Battery
Part Number
4076-9
Ma300H
23390
Aircraft Type
PC-6/DHC-6
DHC-6
HS-748
Manufacturer
Saft
Marathon
Saft
04
05
06
07
08
09
10
11
12
13
14
5.1.4.6
Ni-Cad Battery
Ni-Cad Battery
Emergency Battery Pack
Battery Power Supply
Ni-Cad Battery
Emergency Exit Light
Emergency Exit Light
Emergency Exit Light
Emergency Exit Light
Emergency Exit Light
Ni-Cad Battery
20V023KHP
4579
2013-1A
60-1321-1
23180
11-0283-2
11-028-5
11-028-7
10-0067-7
10-0067-9
All Types
HS-748
B-757
B-757
HS-748
B-727
B-727
B-727
B-727
B-727
B-727
All A/C
Saft
Saft
Radiant
Grimes
Saft
Grimes
Grimes
Grimes
Grimes
Grimes
Saft
Installation, capacity testing, and charging of heavy duty lead acid cart
batteries for DHC-6.
(b)
Engineering Manual
Part: 5
Chapter: 5.1.5
Page: 1
Date: 11/06/2004
Rev: 4
Oxygen Workshop
The function of oxygen workshop is to perform the task of refilling the portable and
crew oxygen cylinders with aviators breathing oxygen, in conformance with the
rules, regulations, and procedures approved by the CAA of Nepal.
5.1.5.1
Authority
All work performed in the Oxygen Shop is in accordance with the Approvals granted
by the CAA of Nepal.
All shop personnel are licensed/authorized by CAA, Nepal and or trained.
Engineering Manual
Part: 5
Chapter: 5.1.6
Page: 1
Date: 11/06/2004
Rev: 4
Calibration Shop
The function of the calibration shop is to perform the calibration and repair of test
equipment such as: Avo-meters, meggers, voltmeters, ammeters, resistors, ohmmeters
and torque wrenches. Calibration and accuracy is based on standards approved by the
CAA of Nepal. The workshop is air-conditioned and is maintained as a clean-room
environment through the use of: controlled entry through an air lock; regulated
footwear; and regulated clothing.
5.1.6.1
Authority
All work performed in the calibration shop is in accordance with the Approvals
granted by the CAA of Nepal.
All shop personnel are licensed/authorized by CAA, Nepal and or trained.
5.1.6.2
The nomenclature and type of each aircraft component that can calibrate and/or
repaired by the calibration shop, is shown below, on Page 1, Chapter 5.1.6, of the
NAC Engineering Manual.
Nomenclature
Ammeter
Voltmeter
Ohm-Meter
Avo Meter
Resistor
Torque Wrench
Pressure Gauges
Battery Charger
Super Seader Charger
Type
All Types
All Types
All Types
All Types
All Types
All Types
All Types
RF80H-Saft
IIA
Engineering Manual
Part: 5
Chapter: 5.1.7
Page: 1
Date: 11/06/2004
Rev: 4
5.1.7.1
Authority
All work performed in the aircraft support shop is in accordance with the Approvals
granted by the CAA of Nepal.
5.1.7.2
(c) Cranes
(d) Chocks
(e) Compressors and nitrogen plant
(f) Tow bars
(g) Battery Carts
(h) Oxygen carts
(i) Aircraft compressor wash machines
The Aircraft Support Shop is also capable of performing the following operations:
(a) Aircraft welding
(b) Lathe work
Engineering Manual
Part: 5
Chapter: 5.1.8
Page: 1
Date: 11/05/2004
Rev: 4
5.1.8.1
5.1.8.2
Authority
All work performed in the sheet metal shop is in accordance with the Approvals
granted by the CAA of Nepal.
The workshop carries out functions under two categories:
(a)
(b)
All shop personnel are licensed/authorized by the CAA of Nepal and or trained.
5.1.8.3
Scope Of Work
At present, all types of structural repair work are carried out in the sheet metal shop
to maintain the DHC-6 aircraft.
Engineering Manual
Part: 5
Chapter: 5.1.9
Page: 1
Date: 11/06/2004
Rev: 4
Hydraulic Shop
The function of the hydraulic shop is to maintain, repair, overhaul, modify, and test
the hydraulic components fitted in aircraft, including the landing gear assemblies. All
functions are performed in conformance with the rules, regulations and procedures
approved by the CAA of Nepal.
5.1.9.1
5.1.9.2
Authority
All work performed in the hydraulic shop is in accordance with the Approvals
granted by the CAA of Nepal.
All shop personnel are licensed/authorized by the CAA of Nepal and or trained.
5.1.9.3
Item Number
Nomenclature
Part Number
Aircraft Type
Manufacturer
01
Nose Oleo
71-300-3 (27)
DHC-6
Sunair
Engineering Manual
Part: 5
Chapter: 5.1.10
Page: 1
Date: 11/06/2004
Rev: 4
5.1.10.1
5.1.10.2
Authority
All work performed in the NDT Shop is in accordance with the Approvals granted
by the CAA of Nepal.
All shop personnel authorized to issue C of C or Release Notes are trained and
licensed by the CAA of Nepal
Part: 5
Chapter: 5.1.10
Page: 2
Date: 01/10/99
Rev: 1
Engineering Manual
(b) MPI=
(c) FPI=
(d) DPI=
(e) ECI=
Engineering Manual
Part: 5
Chapter: 5.1.11
Page: 1
Date: 11/06/2004
Rev: 4
5.1.11.1
5.1.11.2
Non-Destructive Testing
Non Destructive testing (NDT) requirements for wheel and brakes are carried out
within the confines of the workshop. The methods of inspections are:
5.1.11.3
(a)
Dye Penetrant
(b)
Magnetic Particle
(c)
Eddy Current
(b)
(c)
Engineering Manual
Part: 5
Chapter: 5.1.11
Page: 2
Date: 11/06/2004
Rev: 4
Authority
All work performed in the wheel and brake shop is in accordance with the prescribed
instructions from Maintenance Planning in accordance with the Approvals granted by
the CAA of Nepal.
All shop personnel authorized to issue C of C or Release Notes are
licensed/authorized by the CAA of Nepal and or trained.
5.2.11.4
Workshop Capability
The nomenclature, part number, applicable aircraft type, and manufacturer, of each
aircraft wheel and brake component that can be repaired, overhauled, tested, and/or
modified by the Wheel and Brake Shop, is shown on Page 3, Chapter 5.2.11, of the
NAC Engineering Manual.
Part: 5
Chapter: 5.1.11
Page: 3
Date: 21/3/96
Engineering Manual
Nomenclature
Main Wheel assembly
Nose Wheel Assembly
Brake Unit Assembly
Main Wheel Assembly
Nose Wheel Assembly
Brake Unit Assembly
Brake Unit Assembly
Main Wheel Assembly
Nose Wheel Assembly
Brake Unit Assembly
Brake Unit Assembly
Main Wheel Assembly
Main Wheel Assembly
Nose Wheel Assembly
Brake Unit Assembly
Brake Unit Assembly
Brake Unit Assembly
Main Wheel Assembly
Tail Wheel Assembly
Brake Unit Assembly
Nitrogen Production
Part Number
3-1428
3-1423-2
2-1457
2601181-1
3-1070
2601182-6
2601182-5
AH51893
AH51892
AH51900
AH2765
9544382-1
9544382-2
3-1197
9550377
9550377-1
9550377-4
6401-0010-38
6403-0067-53
9543946
Aircraft type
B757
B757
B757
B757
B757
B757
B757
HS-748
HS-748
HS-748
HS-748
DHC-6
DHC-6
DHC-6
DHC-6
DHC-6
DHC-6
PC-6
PC-6
PC-6
Manufacturer
BF Goodrich
BF Goodrich
BF Goodrich
Bendix
BF Goodrich
Bendix
Bendix
Dunlop
Dunlop
Dunlop
Dunlop
Loral
Loral
BF Goodrich
A/C Braking
A/C Braking
A/C Braking
Goodyear
Goodyear
Goodyear
Engineering Manual
Part: 5
Chapter: 5.1.12
Page: 1
Date: 11/06/2004
Rev: 4
5.1.12.1
Authority
All work performed in the nitrogen plant shop is in accordance with the prescribed
instructions from Maintenance Planning in accordance with the Approvals granted by
the CAA of Nepal.
All shop personnel authorized to issue C of C or Release Notes are trained and
licensed of the CAA of Nepal.
Engineering Manual
Part: 5
Chapter: 5.1.13
Page: 1
Date: 11/06/2004
Rev: 4
Cabin Workshop
The function of the cabin workshop is to perform maintenance tasks on all types of
aircraft-cabin interior components including: seats, upholstery and emergency
equipment. Normally, the cabin workshop performs its tasks on cabin equipment that
has been removed from the aircraft. Other specific tasks include the:
a) Repair and modification of aircraft seats, and seat belts. Testing is conducted in
conformance with the rules, regulations and procedures approved by the CAA of
Nepal.
b) Cleaning, repair and manufacture of carpets, seat covers, and cushion covers.
c) Construction of safe and strong, customized-packing crates and containers for
shipping and transportation of high value and sophisticated aircraft equipment.
5.1.13.1
5.1.13.2
Authority
All work performed in the cabin workshop is in accordance with the Approvals
granted by the CAA of Nepal.
All shop personnel authorized to issue C of C or Release Notes are trained and
licensed by the CAA of Nepal.
Part: 5
Chapter: 5.1.13
Page: 2
Date: 01/10/99
Rev: 1
Engineering Manual
c) Carpets for all types of aircraft as per drawing supplied by aircraft manufacturer.
In addition, the cabin Workshop is capable of:
a) Repairing all types of aircraft seats as per manufacturers manuals.
b) Proofing load tests of seat belts for all aircraft types.
c) Shampooing and washing all types of aircraft carpets for all types of aircraft, in
accordance with the applicable manufacturers manuals.
d) Repairing stretchers.
Engineering Manual
Part: 5
Chapter: 5.1.14
Page: 1
Date: 11/06/2004
Rev: 4
Engine Workshop
The function of the engine workshop is as follows:
(a)
(b)
(c)
All functions are performed in conformance with the rules, regulations and
procedures approved by the CAA of Nepal.
5.1.14.1
Authority
All work performed in the engine workshop is in accordance with the Approvals
granted by the CAA of Nepal.
All shop personnel authorized to issue C of C or Release Notes are trained and
licensed by the CAA of Nepal.
Engineering Manual
Part: 6
Chapter: 6.1.1
Page: 1
Date: 21/3/96
General
The efficiency and ultimate economics of the Corporation will greatly depend on a
proper policy of material provisioning leading to the optimum inventory outlay.
Material provisioning in the case of NAC can be termed as Determination and
maintenance of range of quantum of stores to support the predetermined flying
program of each type of aircraft. This function will cover estimation of the float of
aircraft rotables, inventory of stores and other non-aircraft materials so as to ensure
its availability at the required time and place according to the work program.
6.1.1.1
Part: 6
Engineering Manual
Chapter: 6.1.1
Page: 2
Date: 11/06/2004
Rev: 4
(k)
Develop physically and equip the Technical & Commercial Stores area to
satisfy B-757, DHC-6, and HS-748 requirements.
(l)
(m) Motivate, discipline, develop, and train staff under his control.
(n)
Initiate shipping documentation and file copies for all goods to be shipped out
of KTM, materials and components to outstations and items for repair and
overhaul to outside agencies.
(o)
Package all goods for shipping and mark and address fully. Send with Shipping
Documents to cargo.
(p)
Receive goods, record, and check against invoice and copy order, on the
goods-received note.
(q)
(r)
(s)
The individual main functions are carried out through different units under this
section.
Engineering Manual
Part: 6
Chapter: 6.1.2
Page: 1
Date: 21/3/96
Engineering Manual
Part: 6
Chapter: 6.1.3
Page: 1
Date: 21/3/96
Engineering Manual
Rotable Store
Part: 6
Chapter: 6.1.4
Page: 1
Date: 21/3/96
6.1.4
Engineering Manual
Commercial Store
6.1.5
Commercial Store
Part: 6
Chapter: 6.1.5
Page: 1
Date: 21/3/96
Engineering Manual
Part: 6
Chapter: 6.1.6
Page: 1
Date: 11/06/2004
Rev: 4
Stores Register
6.1.6
Stores Register
The Material Planning Section shall maintain the stores registers, keeping the record
and control of the total quantity of serviceable/unserviceable rotables in stores,
overhaul agencies, NAC shops, and the Receipt and Dispatch Section. The Material
Planning Section shall also keep the records related to the installation of rotables on
aircraft.
6.1.6.1
All vouchers that create a change of the material stock are forwarded to Accounting
Inventory and Control.
6.1.6.2
6.1.6.3
6.1.6.4
For payment release, one copy of the shipping documents must be sent to
Purchasing and Planning and Control in the following cases:
(a)
Purchase
(b)
(c)
6.1.6.5
The value of the material in stock must be stated and reported by the Financial
department
6.1.6.6
Receipts of capital material, shipping to line stations, and scrapped materials must be
confirmed on stock cards.
6.1.6.7
Engineering Manual
(b)
Part: 6
Chapter: 6.1.7
Page: 1
Date: 11/06/2004
Rev: 4
(c)
(d)
(e)
(f)
(g)
(h)
(i)
(j)
(k)
(l)
The Receiving and Dispatch Section shall receive Serviceable and Unserviceable
components from stores, NAC shops, repair and overhaul agencies, or other
stations, and hand-over to the respective section, party, or shop, along with the
appropriate Receiving Sheet; either the Receiving Report of Overhaul Form
(RROH), or the Receiving Report of Purchase Form (RRP).
The Receiving Report of Purchase Form (RRP) is used by the Receiving and
Dispatch section of Stores, as and when goods cleared from Customs against new
purchase order of consumable or rotable items of for an aircraft. See Page 3,
Chapter 6.1.7, of the NAC Engineering Manual for a copy of the Receiving Report
of Purchase Form (RRP).
Engineering Manual
Part: 6
Chapter: 6.1.7
Page: 2
Date: 11/06/2004
Rev: 4
The individual main functions are carried out through the different units under this
section. All materials received from or dispatched to foreign countries, out stations,
or the NAC shops, are done by the receiving and dispatch section. All functions
regarding receiving, this section does Dispatch, and Salvage.
6.1.7.3
One copy of the purchase order has to be sent from purchasing to receiving.
(b)
The shipping documents and AWB will be marked with a registration number
and has to be confirmed as receipts.
(c)
(d)
Engineering Manual
Part: 6
Chapter: 6.1.7
Page: 3
Date: 11/06/2004
Rev: 4
Engineering Manual
Part: 6
Chapter: 6.1.7
Page: 4
Date: 11/06/2004
Rev: 4
Engineering Manual
Part: 6
Chapter: 6.1.8
Page: 1
Date: 11/06/2004
Rev: 4
General
Stores and its receiving inspectors, are responsible for verifying that all incoming
materials, hardware, raw stock, parts, components, equipment and other products
procured for maintenance of NAC aircraft, are subject to a receiving inspection to
assure conformance to part number, purchase order and/or other applicable
specifications.
Products failing to meet applicable specifications will be tagged with "Tracking
Tag" or "Unserviceable Tag" listing the discrepancy and returned to the Manager of
Stores for return to vendor. To preclude those parts from being used, the Manager
of Stores will place such items in the locked quarantine area until they are packed
for shipment to the vendor.
6.1.8.1
Engineering Manual
Part: 6
Chapter: 6.1.8
Page: 2
Date: 11/06/2004
Rev: 4
Engineering Manual
Part: 6
Chapter: 6.1.8
Page: 3
Date: 11/06/2004
Rev: 4
Record of Work
A detailed record shall be kept of all work performed by a maintenance
organization. A copy of each Work Order, along with all supplemental form, shall be
maintained in the Material Planning Section of ESSD. A copy of the work
performed on the component along with Release Notes shall be maintained by
Technical Records for a period till such component is sent for it's next workshop
visit for necessary repair/overhaul work.
Engineering Manual
Part: 6
Chapter: 6.1.8
Page: 4
Date: 11/06/2004
Rev: 4
Preliminary Inspection
Quality Assurance is responsible for the performance of appropriate inspections
including functional and nondestructive tests to assure that all units delivered to
NAC for maintenance, alteration or repair under the privileges of the repair station
certificate are subjected to a preliminary inspection to determine the state of
preservation and any defects on the items involved.
This inspection will be recorded on the appropriate NAC non-routine Form, along
with any discrepancies noted and the form must be attached to the work order
identified with the unit involved. It will remain with the applicable inspection
records until the unit is released for service. Appropriate supplemental forms will be
used to record the results of functional and nondestructive tests. These forms will
show the work order number and will be routed attached to the work order.
6.1.8.5
6.1.8.6
Record of Inspection
Authorized inspectors will be assigned to make progressive inspections at various
stages of teardown, overhaul and repair/alteration of all units or components
received by shops for service. Progressive inspections will be accomplished at
intervals determined by applicable manual recommendations and/or shop originated
work forms.
Units removed from the aircraft shall be tagged by the concerned LAMT with the
"Unserviceable Tag or Hold Tag listing the aircraft tail number, part number,
serial number and reason for removal as appropriate.
No item removed and tagged as described above will be re-installed unless the unit
is cleared as serviceable by the responsible LAMT.
Engineering Manual
Part: 6
Chapter: 6.1.8
Page: 5
Date: 11/06/2004
Rev: 4
Incoming Materials
All incoming materials shall be inspected for quality and conformity to
specifications as per NAC Purchase Order and/or Work Order and authorized
release notes. R & D of ESSD shall be responsible for quantity and Part & Serial
Number verifications. At this time, if applicable, the cure date of the material having
shelf life shall also be noted. Stores shall ensure that older stock shall be used first,
provided it remains within manufacturer's specification.
The supervisor of stores is responsible to the Dy. Director of ESSD for the
operation of the stores/stockroom and will assure the proper control, segregation
and maintenance of all stock and tools as to a serviceable or unserviceable category.
Stores shall be required to:
6.1.8.8
(a)
(b)
(c)
Provide suitable storage facilities for storing standard parts and assure that
raw materials are separated from shop working space.
(d)
Provide for the preservation of all articles or parts, while in inventory, that is
subject to deterioration and shelf life specifications.
(e)
Ensure only acceptable parts and supplies will be issued for any job.
(f)
Follow acceptable industry practices for the proper protection and storage of
materials. Material containers that are kept in the open area must be painted
with all relevant information on them by the stores so that they do not fade.
Containers kept inside the rooms must have all relevant information written
on them by, at least, commercial permanent markers.
Engineering Manual
Part: 6
Chapter: 6.1.8
Page: 6
Date: 11/06/2004
Rev: 4
Part: 6
Engineering Manual
Chapter: 6.1.9
Page: 1
Date: 11/06/2004
Rev: 4
6.1.9.1
6.1.9.1.1 All material movements into the Stores area have to be recorded on proper
documents. Only serviceable material can be accepted. Material can be received
from:
(a)
Receiving Section
(b)
Maintenance
(c)
Repair Shop
(d)
Salvage Section
Engineering Manual
Part: 6
Chapter: 6.1.9
Page: 2
Date: 11/06/2004
Rev: 4
6.1.9.3
6.1.9.3.1
The Stores Inspector/Engineer and Storekeeper assistant have the responsibility for
correct material identification.
6.1.9.3.2
Planning and Control have the responsibility for initial station allocation and station
supply.
6.1.9.3.3
6.1.9.3.4
Engineering Manual
Part: 6
Chapter: 6.1.9
Page: 3
Date:11/06/2004
Rev: 4
Part: 6
Chapter: 6.1.9
Page: 4
Date: 22/02/07
Issue: 2
Engineering Manual
REQUISITION SLIP
REQUISITION BY
Part Number
A/C
Reg. No.
Req. Qty.
(In words)
Issued
Qty.
Bal. in
Stock
DATE:
Issue Slip Ref.
(Issued by Sign)
Engineering Manual
Part: 6
Chapter: 6.1.9
Page: 5
Date: 11/06/2004
Rev: 4
6.1.9.3.6
6.1.9.3.7
Internal material requisitions must be verified on the requisition slip by Stores for
the correct:
(a)
Date
(b)
Signature
(c)
License Number
(d)
Quantity
Date
(b)
(c)
Signature
(b)
Not repairable
6.1.9.3.8
6.1.9.3.9
Engineering Manual
Part: 6
Chapter: 6.1.10
Page: 1
Date: 11/06/2004
Rev: 4
6.1.10.1
6.1.10.2
Material Control compares the materials part number, Serial Number, and quantity
with the Shipping Documents.
6.1.10.3
6.1.10.4
6.1.10.5
6.1.10.6
Customs Section
(b)
(c)
(d)
Engineering Manual
Part: 6
Chapter: 6.2.1
Page: 1
Date: 11/06/2004
Rev: 4
Classification Of Spares
To facilitate identification, provisioning, accounting, and control of stores, it is
necessary to Categorize, Codify, and classifies them in easily recognizable groups.
The following classifications are used within the NAC Stores procedures:
(a)
(b)
6.2.1.1
6.2.1.2
6.2.1.3
6.2.1.4
Rotable / Repairable
Serialized
Non-Serialized
Non-Rotable
Consumables
Commercial Items
The IPD, IPC, and other Manufacturers Documents are used to obtain an items:
(a)
Part Number
(b)
Description
(c)
Specifications
Fluids
(b)
Gases
(c)
Commercials
The materials are categorized as to whether repairs are economical. This data is
determined by:
(a)
Part number
(b)
Individual circumstances
(c)
Repair costs.
Part: 6
Chapter: 6.2.2
Page: 1
Date: 11/06/2004
Rev: 4
Engineering Manual
Stock Level
6.2.2
Stock Levels
Stock levels are set through a two-step process. First, an initial provisioning study is
performed in order to set the baseline for required stores. Initial provisioning can be
defined as Determination and maintenance of the range and quantity of stores to
support the predetermined flying program of each type of NAC aircraft. This
determination will cover the estimation of float for aircraft rotables, inventory of
stores and other non-aircraft materials, so as to ensure its availability at the required
time and place according to the work program.
Second, real-time data from NAC operations is formalized to give an actual
representation of the stores levels required. The efficiencies and ultimate economics
of the Corporation will greatly depend upon a proper policy of Material
Provisioning.
6.2.2.1
MTBR
Where:
Engineering Manual
Part: 6
Chapter: 6.2.2
Page: 2
Date: 21/3/96
Stock Level
This category of spares is considered not to produce scrap during normal operation.
A periodic check of the a.m. parameters and recalculation is advisable. Line station
allocation quantities, such as flight kits, must also be added.
This formula is valid for one (1) homebase operation.
6.2.2.3
6.2.2.4
Consumables
The determination of initial purchase quantity can only be based on experience with
similar parts and operational conditions. For safety reasons, reorder points should be
set at relatively high quantities to allow for early adjustments.
Engineering Manual
Purchasing - General
7.1.1
General
The ESSD is responsible for procuring:
7.1.1.1
(a)
(b)
Commercial items.
(c)
Lubricants
MRN
(b)
Requisition slip
(c)
Deferred defect
(d)
Memo
(e)
Engineering order
Part: 7
Chapter: 7.1.1
Page: 1
Date: 11/06/2004
Rev: 3
Engineering Manual
Part: 7
Chapter: 7.1.2
Page: 1
Date: 21/3/96
Rev: 4
Purchasing Section
7.1.2
Purchase Section
The function of purchase section is to support Engineering activities by procuring
such material as is necessary from suppliers to ensure on time maintenance and
operation of aircraft, equipment and components at a minimum of material related
cost. The individual main functions are carried out by different units under this
section.
Engineering Manual
Part: 7
Chapter: 7.1.3
Page: 1
Date: 21/3/96
Material Purchase
7.1.3
7.1.3.1
7.1.3.2
Engineering Manual
Part: 7
Chapter: 7.1.3
Page: 2
Date: 11/06/2004
Rev: 4
Material Purchase
Service purchase contracts with other parties and agencies will be done by the
Director of Engineering and kept in Material Planning and Control Section. Copies
will be provided to Finance and the Audit Department.
7.1.3.2.1 When making purchasing decisions, the Department takes into consideration:
(a)
(b)
Relevant suppliers.
(c)
(d)
Receipt of supplies.
Engineering Manual
Part: 7
Chapter: 7.1.4
Page: 1
Engineering Manual
Part: 7
Chapter: 7.1.5
Page: 1
Date: 11/06/2004
Rev: 4
Customs
7.1.5
Customs Unit
The function of the Customs Unit is to:
(a)
Collect all documents like delivery orders, import licenses, copy purchase
orders and other required documents from the Materials Purchase Section.
(b)
(c)
Clear all incoming shipments from Customs and hand-over to Receive and
Dispatch Unit.
(d)
(e)
The Customs Depart must clear all incoming and outgoing items. The necessary
documents to clear customs shall be provided by the Receiving and Dispatch
Section.
Engineering Manual
Part: 7
Chapter: 7.1.6
Page: 1
Date: 11/06/2004
Rev: 4
Purchase Records
7.1.6
Purchase Records
The Purchasing Section keeps accurate purchase records in order to track and
expedite materials in and out of stores and ESSD. In addition, purchase records are
kept so that applicable follow-up actions can be taken on time.
7.1.6.1
Payment Release
Payment release to suppliers comes from the Finance Department on the basis of
certified invoices upon receipt of goods.
7.1.6.2
Warranty Administration
Warranty against Repair/Overhaul should be claimed by the Material Planning
Section. Warranty against newly purchased items should be claimed by the
Engineering Purchase Section. In this regard, the terms of the warranty should be
verified through the contract. After that, the warranty will be claimed.
Engineering Manual
Part: 7
Chapter: 7.1.7
Page: 1
Date: 11/06/2004
Rev: 4
(b)
(c)
(d)
(e)
Engineering Manual
Part: 7
Chapter: 7.1.8
Page: 1
Date: 11/06/2004
Rev: 4
(b)
(c)
(d)
(e)
(f)
7.1.8.1
7.1.8.1.1
All vouchers that create a change of the material stock are forwarded to Accounting
Inventory-Control. Alert levels are determined by Planning and Control. All rotable
movement must be reported to Planning and Control.
7.1.8.1.2
For payment release, one copy of the shipping documents must be sent to
purchasing and planning/control in the following cases:
(a)
Purchase
(b)
(c)
7.1.8.1.3
The value of material in stock must be stated and reported by the Financial
Department.
7.1.8.1.4
Receipts of capital material, shipping to line stations, and scrapped material, must
be confirmed by stock cards.
7.1.8.1.5
For payment release, one copy of paperwork must be sent to purchasing for
payment of a purchase or external repair.
Engineering Manual
Part: 7
Chapter: 7.1.9
Page: 1
Date: 11/06/2004
Rev.: 4
Storage Instructions
7.1.9
Storage Instructions
7.1.9.1
Introduction
This chapter outlines the engineering requirements for the packaging and storage of
materials at NAC. They shall be strictly followed by all personnel who control, or
have influence over, the packaging and storage of materials. These requirements are
designed to ensure the serviceability and reliability of components and parts used in
the maintenance of aircraft.
7.1.9.2
7.1.9.3
7.1.9.4
Engineering Manual
Part: 7
Chapter: 7.1.9
Page: 2
Date: 11/06/2004
Rev.: 4
Storage Instructions
7.1.9.5
7.1.9.6
Cabin Windows
Cabin windows shall be packed in individual containers and must not be placed near
any source of heat. They shall be protected by sufficient stuffing and the container
must be placed flat without stacking.
Plexiglas windows must be stored away from solvents and thinners such
as MEK.
7.1.9.7
7.1.9.8
7.1.9.8
7.1.9.9
Engineering Manual
Part: 7
Chapter: 7.1.9
Page: 3
Date: 11/06/2004
Rev.: 4
Storage Instructions
7.1.9.10
7.1.9.11
Structural Components
Structural components, such as flight control surfaces, wing and stabilizer sections,
doors and landing gear components, and engine cowlings, are sometimes bare metal
surfaces that require protection against corrosion.
Structural components shall be stored in contoured frames with cushions and
supported, to prevent deformation by their own weight. Preferably, structural
components should be stored in containers, cardboard boxes, and wooden frames, as
provided by the manufacturer.
Actuation mechanisms shall be totally wrapped and sealed in plastic foil.
7.1.9.12
Oxygen Bottles
Oxygen bottles shall be packed in soft material that prevents electrical discharges
and scratches, and shall be strictly separated from any grease or parts covered with
grease or lubricants. Portable oxygen equipment may be wrapped in bags only for
storage and transportation.
Valve outlets shall be closed and covered with clean, new caps, to avoid penetration
of moisture. Discharged bottles, with no pressure indication, shall be returned to the
overhaul shop. Charged oxygen bottles shall be stored in a cool area and shall be
separated from easily ignitable materials.
Oxygen bottles shall be placed on foam rubber, or similar materials and shall not
touch each other. Sharp edges on shelves shall be prevented in order to avoid
scratches during removal. Preferably oxygen bottles shall be stored in shelves above
the floor and protected from dripping oil and grease.
7.1.9.13
Fire Extinguishers
Fire extinguishers shall be wrapped in plastic foil and placed in a container. Fire
extinguishers can be stored with discharge cartridges and outlets shall be covered
with appropriate caps. Separate, charged cartridges and shall be stored and shipped
in accordance with the local/international regulations for Class C explosives.
Engineering Manual
Storage Instructions
Part: 7
Chapter: 7.1.9
Page: 4
Date: 11/06/2004
Rev.: 4
7.1.9.14
7.1.9.15
Rubber Products
The storage room should be cool, dry, free from dust, and well ventilated.
The temperature should not exceed +45 Degrees Centigrade. Sufficient distance
between stored components and sources of heat and must be provided.
Relative humidity should be maintained at or near 65%. Soft lighting should be
provided, and all windows should be covered with red varnish in order to protect
from ultraviolet rays. Detergents, solvents, gasoline, lubricants, acids, disinfectants,
and other chemicals shall not be stored in the same area.
Because of the possible generation of ozone and sparking fire-hazards, stationary
electric motors, as well as other stationary high-tension equipment, are not permitted
in this storage room.
Tires must be placed without creating nicks, dents, bulges, or other deformations.
7.1.9.16
Hoses
Hoses shall be plugged at both ends, and stored without kinks or sharp bends, in a
clean environment.
7.1.9.17
Pyrotechnics
Pyrotechnics shall be stored in a dry, locked room. Local regulations for storage and
transport shall be observed. International regulations for transportation of restricted
articles must be observed.
7.1.9.18
Engineering Manual
Part: 7
Chapter: 7.1.9
Page: 5
Date: 11/06/2004
Rev.: 4
Storage Instructions
7.1.9.19
Pressure Gas Bottles for Life Rafts and Escape Slides (If Stored Separately)
Pressure gas bottles shall be stored and shipped in individual containers. They shall
be stored in rooms with a maximum temperature of 30 degrees Centigrade and free
from corrosive vapors.
Pressure gas bottles shall be stored without triggering lanyards. The bottle outletvalves shall be covered with caps. All pressure gas bottles are shipped ready for
storage and completed for installation.
7.1.9.20
7.1.9.21
7.1.9.22
Yaw
Engineering Manual
Storage Instructions
(f)
Part: 7
Chapter: 7.1.9
Page: 6
Date: 11/06/2004
Rev.: 4
(j)
FCU/CSD
Cables
Cables shall be packed, stored, and transported in sealed plastic bags, with a
maximum of five cables per bag. They must be stored without kinks. Long cables
can be wound to the following, minimum-bend diameters:
Cable Diameter
Type
10 inch
25 cm
1/16
1,59
10
25
3/32
2,38
12
30
1/8
3,18
12
30
5/32
3,97
15
38
3/16
4,76
7x7
15
38
7/32
5,56
or
18
45
1/4
6,35
7x19
18
45
9/32
7,14
22
55
5/16
7,94
22
55
11/32
8,73
26
65
3/8
9.53
26
65
Part: 7
Chapter: 7.1.9
Page: 7
Date: 11/06/2004
Rev.: 4
Engineering Manual
Storage Instructions
Cable Diameter
1/8
3,18
5/32
3,97
3/16
4,76
Type
1x19
50
20
50
24
60
7.1.9.24
Plastics
The storage of aircraft related, plastic materials must be arranged with part numbers
in cure-date sequence, following the first-in/First-out principle rule.
7.1.9.25
7.1.9.26
Textiles
Dry storage rooms must be provided for textiles. Carpets must be tightly rolled in
plastic foil and stored upright.
Cloth and fabrics, encased in bales, are to be stored horizontally, packed in foil, and
supported over the total width, to avoid nicks and dents. Each bale must be marked
with the part number, quantity, and unit of quantity.
7.1.9.27
Rubber material
To avoid deformation, rubber material shall be stored on rolls and hung horizontally.
Rubber cables, strings, and cords, shall be stored rolled or hanging on reels/winders.
7.1.9.28
Drive Belts
Drive Belts can be stored horizontally or vertically. For vertical storage, the diameter
of the hook shall be 10 times the height of the cross-section of the belt.
Engineering Manual
Part: 7
Chapter: 7.1.9
Page: 8
Date: 11/06/2004
Rev.:4
Storage Instructions
7.1.9.29
7.1.9.30
P/I-Equipment
P/I-Equipment is to be inspected periodically. Issues from stores, for shipment to line
stations, must be inspected before shipping and marked with the new inspection
date.
Each store location of a.m. equipment has to be marked to assure inspection control.
7.1.9.31
Technical Gases
When storing and shipping technical gasses, the following rules and regulations must
be observed:
(a) Secure containers against tilting, tipping-over, tumbling, or
falling
(b) Store different gases separately
(c) Do not store any gasses together with flammable goods
(d) Avoid exposing containers to heat, knock, stroke, kick, impact,
shaking, and vibration
(e) Ensure safety caps are always used.
(f)
Ensure that oxygen bottles are free from oil and grease
AC Compounds
Oil, grease, solvents, and cleaners, must be stored in their original containers and
marked individually with the:
(a) Part number
(b) Manufacturers description
(c) Manufacturers batch number
(d) Specification, if available
Engineering Manual
Part: 7
Chapter: 7.1.9
Page: 9
Date: 11/06/2004
Rev.: 4
Storage Instructions
7.1.9.33
Hazardous Material
Hazardous materials must be stored separate from other materials and in locked
rooms. Local laws and regulations must be observed. The following materials are
considered to be hazardous:
(a) Lead
(b) Acid
(c) Injurious chemicals
(d) Poisons and toxins
Observing local laws and regulations, only store flammable liquids in storage facilities
that have:
(a) Explosion-proof electrical installations
(b) Fire fighting equipment immediately available
(c) Locking entry and exit doors.
(d) Limited access to authorized personnel only
(e) No other stored materials
7.1.9.35
Radioactive Material
Radioactive materials can only be stored in locked and secured areas. The location
must be identified as radioactive storage, using international symbols for advice and
warning. Special instructions from manufacturers, as well as local laws and
regulations, must always be observed.
7.1.9.36
Engineering Manual
Part: 7
Chapter: 7.1.9
Page: 10
Date: 11/06/2004
Rev.: 4
Storage Instructions
Dangerous goods are defined as goods having one or more of the following characteristics.
They are:
(a) Poisonous or toxic
(b) Injurious to health
(c) Corrosive
(d) Irritating
(e) Explosive
(f)
Flammable
(g) Pressurized.
For the storage of these goods, a list must be prepared and filed for reference,
containing the following information:
Shelf-Time Control
Shelf-time controlled items are defined by Engineering Services. Shelf-Time is
defined as the maximum time an item can be stored, unused, after manufacturing,
cure date, receipt, inspection, or overhaul.
The Stores Division is responsible for the control and enforcement of the individual
shelf-times. Each item to be controlled must be marked by providing a sticker next
to the part number on the shelf, stating the maximum shelf-time in months. Periodic
checks of the shelves must be made.
Engineering Services is responsible for issuing and revising respective shelf-time
documents. Monthly reviews are made of part numbers due for control.
Engineering Manual
Part: 7
Chapter: 7.1.9
Page: 11
Date: 11/06/2004
Rev.: 4
Storage Instructions
If expiration occurs, a voucher must be issued for the respective quantity and
marked "Shelf-time expired. The material, along with a copy of the voucher, is then
sent to the Salvage Section for further handling. The original of the voucher is sent
to the Accounting Section for updating of the records.
To control shelf-time items, the following data must be recorded, stored, and acted
upon.
(a)
Month of expiration
(b)
Part number
(c)
Change in shelf-time
(d)
Prolongation of shelf-time
(e)
(f)
Shelf-time cancellation
(g)
P/N change
(h)
P/N cancellation
7.1.9.38
Components/Rotables/Repairables
For items that are defined in the Component Operating and Storage list (COSL), the
last Inspection/Overhaul date is marked on the tag.
This date, plus the associated shelf-time shown in the COSL, adds up to the
maximum shelf-time in months, which is monitored and controlled by stores.
7.1.9.39
Engineering Manual
Part: 7
Chapter: 7.1.9
Page: 12
Date: 11/06/2004
Rev.: 4
Storage Instructions
For chemicals, adhesives, paints, and lubricants, Engineering Services must establish a
Shelf-Time Document. This document must contain a:
(a)
Part number
(b)
Description
(c)
Shelf-time in months
(d)
(e)
Shelf-time control is done using a.m. document and the cure date. If there is no cure
date, the date of receipt is used.
Engineering Manual
Part: 7
Chapter: 7.1.10
Page: 1
Date: 11/06/2004
Rev.: 4
Engineering Manual
Part: 7
Chapter: 7.2.1
Page: 1
Date: 11/06/2004
Rev.: 4
Consumables
Respective workshops or maintenance personnel may scrap consumables.
7.2.1.2
Material Planning
(b)
Maintenance Planning
Relevant material must be marked Scrap, stored separately in the Salvage Section,
and be routinely inspected by the Scrap Committee upon request of the delegate of
the Material Planning Section. Material Planning is responsible for adherence to this
procedure and signing of the scrap voucher.
7.2.1.3
Salvage
The R & D Section will maintain the type of salvage and the record of the Salvage
shall be maintained and controlled by the Material Planning Section.
Engineering Manual
Part: 8
Chapter: 8.1.1
Page: 1
Date: 01/01/03
Rev.: 3
8.1.1.1
Engineering Manual
Part: 8
Chapter: 8.1.2
Page: 1
Date: 01/01/03
Rev.: 3
8.1.2.1
Filing Procedure
Aircraft records received by the technical records section of Quality Assurance &
Flight Safety are sorted and filed appropriate to their retention requirements.
Appropriate records, in the future, will also transferred to the NAC Computing
System.
Maintenance records must be filed on a daily basis. All major maintenance records
must be retained as complete packages as received from the Maintenance Division,
or from principal contract agencies, except that all permanent records will be
removed and filed in the Permanent Records files.
8.1.2.2
When discrepancies are noted, Quality Assurance makes a copy of the discrepant
document(s) and returned it to the person who signed for the work, along with a
record correction notice.
Part: 8
Chapter: 8.1.2
Page: 2
Date: 01/01/03
Rev.: 3
Engineering Manual
TYPE OF RECORD
CONTINUOUS
1. GENERAL RECORDS
A.
Time in Service
. Time Limits
Time Since Overhaul
and/ or Inspection
X
X
X
X
X
X
C. AD Status
List of Applicable ADs
Date and Time in
Service
Methods of
Compliance
Time to Next Action
D. AD Compliance
Signed Paperwork
(Task Cards)
X
X
X
X
ROUTINE
REPETITIVE
PERMANENT
Part: 8
Chapter: 8.1.2
Page: 3
Date: 21/3/96
Engineering Manual
Technical Records - Functioning
TYPE OF RECORD
CONTINUOUS
ROUTINE
REPETITIVE
PERMANENT
Signed Paperwork
(Task Cards)
F. Major Repairs and Alterations
Accident/ Incident
Reports
Repair Authorizations
and Sketches
SBs, STCs, Mods, and
EOs
Weight/ CG Change
Reports
Test Flight Reports
X
X
X
X
G. Fleet Campaigns
[2]
Maintenance Ferry
Check List
Engine Out Ferry
Check List
Test Flight Check List
X
X
2. AIRCRAFT RECORDS
A. Log Books
Flight Log
Maintenance Log
Cabin Log
X
X
X
X
X
X
Part: 8
Chapter: 8.1.2
Page: 4
Date: 21/3/96
Engineering Manual
Technical Records - Functioning
TYPE OF RECORD
CONTINUOUS
ROUTINE
REPETITIVE
C. Maintenance/Inspection, Transit,
Turn-Around, A/C Checks
Signed-Off Routine
Cards
Signed-Off NonRoutine Cards
Package Close-Out
Records
X
X
D. Maintenance/Inspections Checks
4C, 4D, and All Structural
Inspection
Signed-Off Routine
Cards
Signed-Off NonRoutine Cards
Package Close-Out
Records
[2]
[2]
X
4. COMPONENT RECORDS
A. Overhaul List
Time Service Last
Overhaul
Time Remaining To
Next Overhaul
B. Overhaul Records
Disassembly Record
Dimensional Check
Data
Replacement Parts
Data
X
X
X
X
X
X
PERMANENT
Part: 8
Chapter: 8.1.2
Page: 5
Date: 21/3/96
Engineering Manual
Technical Records - Functioning
TYPE OF RECORD
CONTINUOUS
ROUTINE
REPETITIVE
PERMANENT
Data
Repair Data
B.
Overhaul Records
X
X
Re-assembly Data
Reference Data
C. Component History Cards
[1]
[2]
Engineering Manual
Part: 8
Chapter: 8.1.3
Page: 1
Date: 21/3/96
Pursuant to the Civil Aviation Act 1959, Article 3 (s), and to the Aviation Rules
1962, Article 13 (s), records shall be maintained of the repair and maintenance of
aircraft/aircraft components. This chapter of the NAC Engineering Manual
prescribes that certain records shall be entered in logbooks provided for the purpose.
8.1.3.1
The following logbook shall be maintained by NAC for recording time in service and
maintenance performed:
(a) Aircraft logbook.
(b) Propeller logbook for each engine installed on aircraft.
(c) Propeller logbook for each variable pitch propeller on an aircraft.
8.1.3.2
Certain maintenance operations, such as those defined in chapter C.2 and E.6 of
Nepalese Civil Airworthiness Requirements (NCAR), may be recorded on other
documents. If recorded worksheets, microfilm, or computer printouts, the
documents shall be identified by a brief entry in the appropriate logbook. If recorded
in a Technical or Flight Log, this Log shall be considered as a part of the aircraft
logbook and must be preserved with it.
8.1.3.3
Entries recording the completion and certification of the following maintenance shall
be always be made in the appropriate logbook:
(a) Scheduled inspections prescribed in the approved Maintenance Schedule.
(b) Any major maintenance as defined in these Requirements.
(c) Any Removal or Replacement of significant component or equipment.
(d) Any Airworthiness Directive applicable to the aircraft or aircraft components
8.1.3.4
8.1.3.4.1 Logbooks shall be maintained in accordance with NCAR requirements and any
instructions for use contained in them and in such a manner as to provide an
accurate and complete history of the aircraft, engine or propeller to which they
related.
8.1.3.4.2 Entries in log books shall be made within 48 hours of the event to which they
related, except that, if work is performed at outstation, where the logbook is not
available, the entries shall be made within 48 hours after the aircraft has returned to
base.
Engineering Manual
Part: 8
Chapter: 8.1.3
Page: 2
Date: 21/3/96
Engineering Manual
Part: 8
Chapter: 8.1.3
Page: 3
Date: 21/3/96
Engineering Manual
Technical Records - Logbooks
Part: 8
Chapter: 8.1.3
Page: 4
Date: 21/3/96
(b) The installation or removal of the propeller from an engine. The engine to which
the propeller is fitted, or from which it is removed, must be identified by its serial
number, and the aircraft concerned by their registration letters.
(c) The change of the any propeller component. If a blade is changed, both the serial
number of the blade removed and the blade fitted must be given.
8.1.3.7 Foreign Logbooks
8.1.3.7.1 Unless a concession is granted by Director General, a foreign logbook shall not be
used for recording time in service and maintenance performed on Nepalese aircraft
or aircraft components.
8.1.3.7.2 A foreign logbook, which is replaced, by a Nepalese logbook shall be closed by an
entry stating that it is replaced by Nepalese logbook, this entry shall be signed and
dated.
8.1.3.7.3 The total time in service from the foreign logbook shall be brought forward to the
Nepalese logbook, which replaces it and all modifications recorded in the foreign
logbook shall be listed in the rear pages of the Nepalese logbook, the initial entry in
the Nepalese logbook shall certify that these entries have been made.
8.1.3.7.4 Foreign logbooks that have been closed become Nepalese logbooks and shall be
preserved.
8.1.3.8 Preservation Of Logbooks
8.1.3.8.1 If an aircraft, engine or propeller is transferred to a new owner, the appropriate
logbook(s), and any other relevant records, shall also be transferred to that owner.
8.1.3.8.2 A logbook, and any associated technical logs or other records bearing Certificates of
Compliance, shall be preserved by the last owner of the aircraft, engine or propeller
unit until one year after the aircraft, engine or propeller has been permanently
withdrawn from service.
Engineering Manual
Part: 8
Chapter: 8.1.4
Page: 1
Date: 11/06/2004
Rev.: 4
Aircraft Logbooks
8.1.4
Aircraft Logbooks
8.1.4.1
The aircraft log, which is required by the NCAR, provides maintenance information
to both the flight crew and maintenance personnel. It is used to record all pertinent
The pilot-in-command shall ensure that all mechanical irregularities observed during
flight are entered into the aircraft log at the end of the flight.
8.1.4.3
8.1.4.4
Each person who takes action in the case of a reported or observed failure,
malfunction, or irregularity of an airframe, engine, or system, shall make, or cause to
be made, a record of that action, including the identification of Required Inspection
Items (RII), in the aircraft log.
8.1.4.5
All scheduled checks, completed EOs, ADs, Phase Checks, and cleared deferred
items, must be noted on the aircraft log pages, except when an AD is accomplished
on a routine check task card.
8.1.4.6
It is the responsibility of the mechanic doing the work to ensure that the log page is
properly signed off prior to the next departure of the aircraft.
Engineering Manual
Part: 8
Chapter: 8.1.5
Page: 1
Date: 01/01/03
Rev.: 3
Engine Logbooks
8.1.5 Engine Logbooks
The Technical Record Section under Quality Assurance & Flight Safety is responsible
for ensuring that the proper entries are made into the appropriate Engine Logbook in
accordance with Chapter E.7 of the NCAR authority, and Chapter 8.1.3 of the NAC
Engineering Manual
Engineering Manual
Part: 8
Chapter: 8.1.6
Page: 1
Date: 01/01/03
Rev.: 3
Propeller Logbooks
8.1.6
Propeller Logbooks
The Technical Record Section under Quality Assurance & Flight Safety is
responsible for ensuring that the proper entries are made into the appropriate
Propeller Logbook in accordance with Chapter E.7 of the NCAR authority and
Chapter 8.1.3 of the NAC Engineering Manual.
Engineering Manual
Part: 8
Chapter: 8.1.7
Page: 1
Date: 11/06/2004
Rev.: 4
8.1.7.1
Pre-Flight Check
Daily Inspection Check
Loose Equipment Check List
Fly Away Kit Check List
Weekly (7 days) Check
A-Check
100 Hrs. Check
3 Monthly Check
6 Monthly Check
12 Monthly Check
C- Check
Periodic Check
2 Months
2 Months
2 Months
2 Months
2 Months
1 Year
6 Months
1 Year
1 Year
1 Year
2 Years
Till next compliance
of the same check
Part: 8
Chapter: 8.1.7
Page: 2
Date: 11/06/2004
Rev.: 4
Engineering Manual
Engine Change
Component Change
Propeller Change
APU Changes
Till replacement
by another
Serial number
2 Years
1 Year
H.S.I. Sheets
2 Years
2 Years
1 Year
Engineering Manual
Part: 8
Chapter: 8.1.7
Page: 3
Date: 11/06/2004
Rev.: 4
In order to carry out these functions, the division must have accurate and easily
accessible history records on components that have been repaired, overhauled, and
tested. In addition to providing valuable information during audits, component
history records provide the shop with data on a component's:
a) Mean Time Between Failure (MTBF)
b) Mean Time to Repair (MTTR)
c) Unverified Removal Rate
Engineering Manual
Part: 8
Chapter: 8.2.1
Page: 1
Date: 11/06/2004
Rev.: 4
8.2.1.1
(a)
(b)
(c)
Pages, which, in addition to their technical content, show the number of ATA
chapter, section and subject page number, issue and/or revision date, and
applicability to specific equipment and/or operators.
Maintenance Manual (MM)
A separate and customized Maintenance Manual (MM) is issued for each aircraft
type. In accordance with the ATA 100 documentation standards, it includes sections
on system(s):
(a)
(b)
Trouble shooting
(c)
(d)
(e)
(f)
(g)
(h)
Approved repairs.
Engineering Manual
Part: 8
Chapter: 8.2.1
Page: 2
Date: 11/06/2004
Rev. 4
(b)
(c)
(d)
Disassembly
(e)
Cleaning
(f)
Check
(g)
Repair
(h)
(i)
(j)
Engineering Manual
Part: 8
Chapter: 8.2.1
Page: 3
Date: 21/3/96
Handling and Control of the IPC within NAC shall be in accordance with the
provision of paragraph 8.2.2 of the NAC Engineering Manual.
Engineering Manual
Part: 8
Chapter: 8.2.2
Page: 1
Date: 01/01/03
Rev.: 3
Control Procedure
Manuals and their required revisions shall be ordered and received by the Technical
Library Section in accordance with NAC requirements. In the case of newly issued
manuals, Technical Library shall verify their applicability to NAC aircraft and
equipment and, then release copies of them to the different divisions of NAC for use.
Engineering Manual
Part: 8
Chapter: 8.2.3
Page: 1
Date: 01/01/03
Rev.: 3
Amendment Procedure
Periodically, manuals are revised and amended, to reflect changes, upgrades, and/ or
modifications of aircraft and equipment.
8.2.3.1
Manufacturer Amendment
If a manufacturer issues revisions, to manuals currently in used within NAC,
Technical Library shall distribute copies of the revisions to all holders of the affected
manual. The holders of the manuals shall then insert the revisions in timely manner.
Engineering Manual
Part: 8
Chapter: 8.2.4
Page: 1
Date: 11/06/2004
Rev.: 4
Engineering Notices
8.2.4
8.2.4.1
8.2.4.2
8.2.4.3
8.2.4.4
8.2.4.5
8.2.4.6 Engineering orders are used to authorize changes to existing maintenance programs.
These may include: Changes to established task and/or check intervals, addition or
deletion of tasks, changes to the contents of a task, and component processes
changes. Such EOs shall be used to introduce changes to the maintenance program
until the next revision cycle of the program.
Engineering Manual
Part: 8
Chapter: 8.2.4
Page: 2
Date: 11/06/2004
Rev.: 4
Engineering Notices
8.2.4.7
Engineering Manual
Part: 8
Chapter: 8.3.2
Page: 1
Date: 22/3/96
8.3.2.1
Sample Form
A sample page of the NAC Flight Log is shown on Page 2, Chapter 8.3.2 of the
NAC Engineering Manual.
Engineering Manual
Part: 8
Chapter: 8.3.2
Page: 2
Date: 22/3/96
Engineering Manual
Part: 8
Chapter: 8.3.3
Page: 1
Date: 22/12/06
Rev. 5
8.3.3.1
8.3.3.2
The Captain is responsible to ensure that the remaining flight information columns
15 and 17 are completed fully and accurately for each day under his command.
The Captain must ensure that all defects arising during a flight are entered accurately
in column 17. The person in charge of the aircraft, normally a licensed Technician,
shall enter any defects or special conditions arising on the ground. An appropriately
licensed Technician must enter and sign for any action taken, such as rectification or
deferment.
The Captain is required to inspect any entries of deferred rectification of defects
prior to each flight and ensure that the aircraft does not fly in violation of the
Minimum Equipment List and that safety is not compromised.
8.3.3.3
(b)
(c)
(d)
(e)
When a new flight log is started, the last two entries from the previous log shall be
entered as the first two entries of the new log and an entry of every deferred defect
or other condition affecting airworthiness or operational capability shall be made.
Engineering Manual
Part: 8
Chapter: 8.3.3
Page: 2
Date: 22/12/06
Rev.: 5
8.3.3.4
8.3.3.5
As the time approved in the Maintenance Schedule for the particular aircraft, the
Maintenance Release Certificate must be renewed. Certification of the Maintenance
Release may only be made by the holder of a license valid in Categories A & C
for the aircraft type or AMTs holding licenses in any two Avionics categories of the
aircraft type and designated Maintenance co-coordinator. The aircraft may not be
flown unless a valid Maintenance Release is in force in column 19.
8.3.3.6
The Maintenance Release Certificate is provided as a part of the flight Log Sheet.
When a new Maintenance Release is issued, Flight Log sheets, white, green and
yellow sheets only, must be removed from the Flight Log Book prior to flight
distribution list.
8.3.3.7
No Maintenance Release may be issued unless the certifying AMTL has ensured that
all damage or defects have been rectified, or deferred on the authority of an
appropriately licensed AMT, and that all due scheduled inspections and airworthiness
directives have been completed.
8.3.3.8
When a log sheet is completed, the white copy shall be given to Maintenance
Planning, the green copy to Quality Assurance and the Yellow copy to NAC
Operations. The pink sheet must not be removed from the Flight Log.
8.3.3.9
8.3.3.10
Column 16 & 19 shall be transferred and amended from Log Sheet to Log Sheet by
the AMTL. This is to ascertain that airframe engine & propeller hours are amended
each day, Column 19 shall be amended in the same manner each day so that the
maintenance release can be monitored.
8.3.3.11
8.3.3.12
Engineering Manual
Part: 8
Chapter: 8.3.3
Page: 3
Date: 22/3/96
Engineering Manual
Part: 8
Chapter: 8.3.4
Page: 1
Date: 22/3/96
8.3.4.1 A Maintenance Release shall not be issued until the technician issuing the certificate has
ensured that the aircraft has been properly inspected and its documents show that:
(a) All inspections due, in accordance with the approved maintenance schedule, have
been complied.
(b) All installed components are within the approved life limitations for overhaul or
replacement.
(c) All airworthiness Directives due for implementation have been completed and
certified.
(d) All safety equipment and other fixed equipment required for intended operations
are installed and serviceable.
(e) All known defect affecting the airworthiness of the aircraft have been rectified,
or deferred in accordance with an approved procedure.
(f) All necessary Certificates of Compliance have been issued.
8.3.4.2 The NAC Maintenance Release Certificate is included as a part of the Aircraft Flight
Log, also known as the Technical Logbook.
Engineering Manual
Part: 8
Chapter: 8.3.5
Page: 1
Date: 22/3/96
Maintenance Statement
8.3.5 Maintenance Statement
Maintenance Statements and statements of work are covered in detail in Chapters
2.2.1, 2.2.2 and 2.2.3 of the NAC Engineering Manual.
Engineering Manual
Part: 8
Chapter: 8.3.6
Page: 1
Date: 11/06/2004
Rev.: 4
8.3.6.1
Open Items
An acceptable deferred defect is one that arises on Line Maintenance and entered in
the Technical Log Book (TLP), which cannot be rectified immediately but does not
render the aircraft non-airworthy. These items can remain open and will be carried
forward to the home base.
However, before deferring any open item, the approved Minimum Equipment List
for the aircraft type should be consulted. The Minimum Equipment List is a part of
the aircraft flight manual and contains information regarding the release of the
aircraft and/or the continuation of a flight with a component or system inoperative.
8.3.6.2
General
For certain reasons, it might happen that even at the home base a defect cannot be
rectified due to:
8.3.6.3
(a)
(b)
(c)
The process for deciding if a defect is acceptable for deferral is shown on Page 2,
Chapter 3.4.4, of the NAC Engineering Manual.
Engineering Manual
Part: 8
Chapter: 8.3.7
Page: 1
Date: 11/06/2004
Rev.: 4
8.3.7.1
Engineering Manual
Part: 8
Chapter: 8.3.7
Page: 2
Date: 11/06/2004
Rev.: 4
See
Paste copy of NAC Deferred Defect Form (Card)
in Chapter 3.4.5 page 2 of Engineering Manual.....
Engineering Manual
Part: 8
Chapter: 8.3.8
Page: 1
Date: 11/06/2004
Rev.: 4
Engineering Manual
Part: 8
Chapter: 8.3.9
Page: 1
Date: 11/06/2004
Rev.: 4
8.3.9.1
Procedure
8.3.9.1.1 The purser is responsible for all required entries concerning the cabin flight items to
be made in accordance with the appropriate rules and requirements. A separate entry
shall be made for each flight in area marked Cabin Crew Report. If no cabin flight
item appears the entry "NIL" shall be made.
The signature of the purser is required in the column marked Purser.
8.3.9.2
In area marked " Maintenance Action," the ground fixes must be documented. In
case of component changes, the part numbers and serial numbers of the components
both removed and replaced are required.
8.3.9.3
In the area marked "AMT," the signature of the AMT license holder is required.
In area marked "mechanic," the signature of the AMT is the Certificate of
Compliance (Refer to Chapter 8.3.4, of the NAC Engineering Manual). The AMT
must fill in his license No. and signature.
NOTE:
8.3.9.4
The are marked "CLB- Refer" is only used if a repetitive item, with
reference to other pages is required.
(b)
(c)
Engineering Manual
Part: 8
Chapter: 8.3.9
Page: 2
Date: 11/06/2004
Rev.: 4
See
Paste Copy of the NAC Cabin Log Book Form on
Engineering Manual Chapter 15.1, page 2
Engineering Manual
Part: 8
Chapter: 8.4
Page: 1
Date: 22/3/96
Technical Library
8.4 Introduction
The Technical Library is administrated by the Manager of the Technical Library and
is assisted by a staff of librarians.
The Technical Library is responsible for ordering the maintenance data for aircraft,
engines, components, technical forms, maintenance standards, aircraft airworthiness
documents, and materials on various technical papers to make sure the data and
documents are effective.
The Technical Libraries in areas those are accessible to the personnel who normally
require their use. The library staff will control all Technical Publications.
8.4.1
8.4.2
General
8.4.2.1
8.4.2.2
Revision pages will be inserted within seven days of receipt. The microfilm revisions
will be put in place on the same day of receipt.
8.4.2.3
Insert pages of the manual will be distributed by library manager, or his designee. A
data feedback record sheet should accompany Insert pages and the microfilm
version.
Engineering Manual
Part: 8
Chapter: 8.4
Page: 2
Date: 22/3/96
Technical Library
8.4.2.4
The person responsible for inserting revision must finish the revision within the fixed
time and sign the Data Feedback Record Sheet and send it back to the main Library.
8.4.2.5
The Library holds various aircraft type manual lists and component recision manual
lists.
8.4.2.6 Personnel will be allowed to use the library facilities for personal use only after they
have finished their work for the company.
8.4.2.7 Personnel are required to fill out a Technical Data Charge Out form if they need to
check out data from the library
8.4.2.8
All personnel using the library facility will be responsible to put all publications they
use back in their proper location before leaving the library and ensure proper sign
back in of the publication.
8.4.2.9
The library staffs are responsible to ensure that readers and duplicators are kept in a
serviceable condition. All discrepancies that require correction are to be brought to
the attention of the library manager, who will see that corrective action is taken.
8.4.2.10
Engineering Manual
Part: 9
Chapter: 9.1.1
Page: 1
Date: 01/01/03
Rev.: 3
9.1.1.1
Certification
Each time an aircraft is weighed, an Aircraft Weight and Balance Report shall be
completed and Certified by an aircraft maintenance engineer licensed in Category
A with a rating for the aircraft type. The certifying engineer shall also issue a new
flight manual weight and balance supplement as prescribed in NCAR Chapter E.4
The responsibility for weighing certification lies with the Engineering Services.
9.1.1.2
Definition
ARM- Also known as moment arm or lever. This is the horizontal distance in
centimeters or inches from the datum to the center of an item. The algebraic sum is
plus (+) if measured aft of the datum and minus (-) if measured forward of the
datum.
BALANCE- An aircraft is in balance when its center of gravity falls with prescribed
CG range.
CENTER OF GRAVITY- This is a point about which the nose-heavy and tail-heavy
moments are exactly equal in magnitude. If an aircraft was suspended for its CG it
would have no tendency to pitch in either direction. It may be expressed in
percentage of mean aerodynamic chord (MAC) or in centimeters or inches from the
reference datum.
CENTER OF GRAVITY LIMITS- These are the most forward and most rearward
CG positions at which an aircraft may operated. CG Limits are prescribed on the
Type Certificate and in the Flight Manual.
Engineering Manual
Part: 9
Chapter: 9.1.1
Page: 2
Date: 01/01/03
Rev.: 3
Engineering Manual
Part: 9
Chapter: 9.1.1
Page: 3
Date: 01/01/03
Rev.: 3
Weighing Equipment
The aircraft shall be weighed only with equipment of a type and capacity suitable for
the loads to be weighed.
The weighing equipment must be in good condition with valid calibration due date.
If electronic weighing equipment is used, the zero setting must be checked before
weighing begins.
All equipment used for jacking or leveling an aircraft during weighing must be in
good condition and of correct for the particular aircraft.
9.1.1.4
Weighing Procedure
The prescribed weighing procedure by the manufacturer of the aircraft shall be
followed unless an alternative procedure to be followed has been approved by
CAAN. If the manufacturer prescribes no weighing procedure, the appropriate
procedure in of FAA Advisory Circular AC43-13-A, may be followed subjected to
any amendments necessitated by the provisions of this chapter.
An aircraft may only be weighed inside a closed building on a level surface.
Before weighing commences the aircraft must be in Empty Weight Condition as
defined in the aircrafts Weight & Balance data. If not defined, then the aircraft shall
be with full oil system, but only unusable fuel in the fuel system. All removable
equipment of fixed location to be included in the Empty Weight shall be in position
and be listed in the Empty Weight Equipment List. All other removable equipment
shall be removed before weighing.
Unless otherwise specified by the manufacturer, the aircraft must be leveled
longitudinally and laterally. When load cells are used the jacks and load cells must be
truly vertical.
Engineering Manual
Part: 9
Chapter: 9.1.1
Page: 4
Date: 01/01/03
Rev.: 3
Engineering Manual
Part: 9
Chapter: 9.1.2
Page: 1
Date: 01/01/03
Rev.: 3
9.1.2.2
Certification
Each time an aircraft is weighed, an Aircraft Weight & Balance Report shall be
completed and certified. The Weight & Balance Report shall be inserted in the
logbook so that it cannot easily be removed.
The certifying license holder is also responsible for completion of the Empty Weight
Equipment List and must ensure that this accurately defines the condition of the
aircraft at the time of weighing.
Whenever a new Weight & Balance Report is issued, the certifying AMT License
holder shall also issue a new Flight Manual Weight & Balance Supplement as
prescribed in Chapter E.4 of the NCAR.
The signature of the certifying AMT License holder on the Aircraft Weight &
Balance Report and the addition of his license or approval number and the date
constitute a Certificate of Compliance as required by Chapter C.2 of the NCAR.
Only an aircraft maintenance technician licensed in Category A with a rating for
the aircraft type, or a person approved for the purpose, may certify an aircraft
Weight and Balance Report.
Engineering Manual
Part: 9
Chapter: 9.2.1
Page: 1
Date: 01/01/03
Rev.: 3
9.2.1.2
9.2.1.3
Calibration of Compasses
In order to meet the requirements of NCAR Chapter C.12, direct reading and
remote reading magnetic compasses shall be calibrated as per the manufacturers
Maintenance Manual and / or as follows:
a)
Before initial issue of Nepalese C of A and Permit to Carry Test Flight.
However a recent correction card issued by the manufacturer may be
submitted to CAAN to comply with this requirement.
b)
At the periods approved in the aircraft maintenance schedule.
c)
After installation or replacement.
d)
Whenever there is reason to suspect that a change of deviation may have
occurred.
Certification
The residual deviation shall be recorded and displayed on an appropriate card
adjacent to compass indicator on the aircraft and is visible to the flight crew. The
correction card shall show its expiration date.
A certificate of compliance for calibration of an aircraft compass shall be certified by
an AMT licensed in category X (Instruments) and whose license is valid for
compass calibration.
Definitions
(a)
COMPASS BASE A site reserved for compass swinging where only
aircraft field components and earths magnetic field can affect the compass.
(b)
COMPASS SWINGING The Technique of deviation compensation.
(c)
CALIBRATION The measurement of the deviation of a compass installed
in an aircraft, any necessary compensation of this deviation and the recording
of the residual deviation.
(d)
COMPENSATION The correction of deviation caused by aircraft compass
heading.
(e)
DEVIATION The angular difference between magnetic heading and
compass heading.
(f)
RESIDUAL DEVIATION The deviation remaining after compensation.
(g)
INDEX ERROR Also known as Coefficient a error index error results
from misalignment of a direct reading compass or of the flux detector unit of
a remote reading compass. It had the same magnitude on all headings.
Engineering Manual
Part: 9
Chapter: 9.2.1
Page: 2
Date: 01/01/03
Rev.: 3
9.2.1.4
Installation Requirements
Unless otherwise approved by CAAN the following requirements are apply:
(a)
Each direct reading and remote reading compass indicator shall be installed
so that it can be read easily by the flight crewmember all normal conditions
of flight.
(b)
Parallax error shall not be such as to prejudice the accurate reading of the
compass.
(c)
Each direct reading compass, and each detector unit of a remote reading
compass together with any correctors which are not an integral part of the
compass, shall be installed so that their attitude is correct for all likely flight
conditions.
(d)
The distance between the compass and any item of equipment or electrical
circuitry shall be such that interference from magnetic material or a live
circuit does not cause a change in deviation exceeding one degree or the
combined effect of all equipment and circuit does not exceed two degrees.
(e)
Engineering Manual
Part: 9
Chapter: 9.2.2
Page: 1
Date: 01/01/03
Rev.: 3
Occasion of Calibration
Each compass shall be calibrated prior to issuance of Nepalese Certificate of
Airworthiness or Permit to Carry Test Flight, however a recent correction card
issued by the manufacturer may be submitted to CAAN to comply with this
requirement.
Each compass shall be calibrated periodically at the periods approved in the aircraft
Maintenance Schedule and these periods will normally be:
(a)
(b)
Two years for aircraft intended only for VFR flights and not to be flown at
night and for Instrument flight training.
(b)
(c)
(d)
(e)
After lightning strike, unless two heading checks in flight after the strike
show that no change of deviation has occurred.
(f)
(g)
(h)
(i)
Engineering Manual
Part: 9
Chapter: 9.2.3
Page: 1
Date: 01/01/03
Rev.: 3
(b)
Three degrees for a remote reading non-gyro compass, e.g. a flux detector
unit to an inertial navigation system.
(c)
Five degrees for a direct reading compass used as the primary heading
reference.
(d)
Engineering Manual
Part: 9
Chapter: 9.2.4
Page: 1
Date: 01/01/03
Rev.: 3
9.2.4.1
(b)
Reason:
Compass S.N.:
Date:
Base:.
Signature:.
APP
HDG.
N
E
S
W
MAG
HDG
COMP
HDG
-------------------------------------------MCR1
B = ( E ) (W ) =
2
------------------------------------------MCR2
000
045
COM
HDG
Res.
Dev
DEV
C=(N)(S) =
2
For
MAG
HDG
090
135
180
225
270
Steer
315
Part: 9
Engineering
ManualREAD (MCR)
Chapter: 9.2.4
NOTE:
1. MAKE COMPASS
Page: 2
2. REASON..
----------------------------------------------------------------------------------------------------------------------------------------------Date: 22/02/07
-----
Compass
Calibration
Recording
And Certification
FOR
STEER
FOR
STEER
COMPASS SWING
000
180
045
225
090
170
135
315
DRAFT COPY
TYPE:.
COMPASS
WORKSHEET
COMPASS.
S.N.
BASE.
Signature Lic. No
DATE:... DUE...
Engineering Manual
Part: 9
Chapter: 9.3
Page: 1
Date: 22/3/96
Measuring Equipment
9.3
Measuring Equipment
Weighing and measuring are two of the most important functions associated with
aircraft maintenance and maintenance management. Strengthening NACs measuring
equipment program will play significant role in ensuring flight safety, improving
maintenance quality, reducing energy and raw material consumption, improving
management, and raising economic efficiency.
NACs functional management of all measuring equipment is performed by the Dy.
Director of Quality Assurance. NAC will also accept the If the supervision,
inspection and direction of Nepal Government in the respect of technology.
9.3.2
Procedures
9.3.2.1
9.3.2.2
9.3.2.3
NAC will appoint outside authorities for periodic checks of all measuring equipment
in use.
9.3.3
9.3.3.1
(b)
Organize a measuring equipment grading and up-grading work and lay down
a program for future development.
(c)
Design and draw up network for each special kind of measuring equipment
and execute a program for allocating measuring equipment.
(d)
(e)
Supervise and check the original and testing records of various pieces of
measuring equipment.
Engineering Manual
Part: 9
Chapter: 9.3
Page: 2
Date: 22/396
Measuring Equipment
(f)
9.3.4
Engineering Manual
Part: 9
Chapter: 9.4
Page: 1
Date: 11/06/2004
Rev. 4
9.4.1
General
All test equipment and precision tools, which shall be used for aircraft maintenance,
must be checked periodically after an incoming test.
In special handbooks, all tools and test equipment with their time limits have to be
indicated. A pasted sticker (see sample below) on the tools or test equipment shows
the date of next inspection.
NEXT CHECK:
DUE:
9.4.2
Responsibility
9.4.2.1
The responsibility for the calibration of all test equipment & precision tools which
should be used for aircraft maintenance / Workshop rests with the Workshop
Division (Calibration Laboratory).
9.4.2.2
The responsibility for the replenishment of all types of tools used in aircraft
maintenance rests with the tool store.
9.4.2.3
The responsibility for the new purchase of all types of tools used in aircraft
maintenance rests with the maintenance Division.
9.4.2.4
The responsibility for the issuing of unserviceable tag of all types of tools /
equipment used in aircraft maintenance rests with the concerned AMTL / Duty
Engineer.
9.4.2.5
9.4.3
Time Limits
The periodic checks and time limits are established by:
(a)
Manufacturer's requirements.
(b)
(c)
Production experience
Engineering Manual
Part: 9
Chapter: 9.4
Page: 2
Date: 22/02/07
Standards
Engineering Services is responsible for the measurement standards. The standards
are checked against official government standards and /or manufacturers standards
as required.
Engineering Manual
Part: 10
Chapter: 10.1.1
Page: 1
Date: 11/06/1004
Rev. 4
Engineering Manual
Part: 10
Chapter: 10.1.2
Page: 1
Date: 11/06/2004
Rev.: 4
Engineering Manual
Part: 10
Chapter: 10.1.2
Page: 2
Date: 11/06/2004
Rev.: 4
Gear pins should be removed at this time if the airplane is to be dispatched for flight. If the
airplane is not scheduled for dispatch, the gear pins should be left attached. Landing gear
pins that are used on airplanes must always have standard streamers affixed. Pins without
streamers must never be used. As a final duty, the tractor operator/guide man shall visually
inspect all tires and brakes for hydraulic leaks and FOD damage.
The tow tug operator shall:
(a)
Ascertain exactly where the aircraft is to be towed and positioned, and know or view
the precise route to be taken.
(b)
Be familiar with existing conditions that influence the HOW, WHERE, and WHY
conditions under which the airplane will be handled by the tow tug.
(c)
Undertake or continue a towing/pushing procedure only when visual contact with all
necessary guide men is possible. Obstructed vision is the signal to stop and reestablish the necessary guide men contacts.
(d)
Always start the tow tug moving slowly to avoid strain or damage to the aircraft
structure.
(e)
The tow tug operator shall also note all potential clearance problems such as:
(a)
Obstructions to be avoided
(b)
Overhead obstacles.
Engineering Manual
Part: 10
Chapter: 10.1.2
Page: 3
Date: 11/06/2004
Rev.: 4
(a) Check that the landing gear control handle is DOWN and that the
green landing gear indicating lights are ON.
(b) Ensure that the hydraulic break system pressures are up to the
minimum required for normal and emergency brake operation.
(c) Maintain radio contact with the airport control tower via VHF radio.
Engineering Manual
Part: 10
Chapter: 10.1.3
Page: 1
Date: 11/06/2004
Rev.: 4
Engineering Manual
Part: 10
Chapter: 10.1.4
Page: 1
Date: 11/06/2004
Rev.: 4
Aircraft Taxiing
10.1.4
Aircraft Taxiing
Only properly qualified personnel shall taxi aircraft operated by NAC. In order to qualify,
personnel must be trained on the aircraft systems, engine operation, and ground handling
procedures, as set forth in the NAC Engineering Manual, NCAR, and aircraft
manufacturers documentation.
The following rules must be followed at all times when taxiing an NAC airplane:
(a)
Caution must be exercised when applying engine power, using only the minimum
thrust required. Jet blast noise levels increase very rapidly when engine thrust or
power is applied. Jet blasts are also capable of blowing work stands, loose equipment,
and debris into adjacent airplanes, buildings, and other equipment. The person in
charge of the taxi operation is required to ensure that this does not happen.
(b)
Check brake and nose wheel steering system for normal; operation as soon as the
airplane starts to roll.
(c)
Maintenance personnel shall not use reverse thrust to move an airplane in a backward
direction.
(d)
Always taxi the airplane at a slow rate of speed to afford the personnel in the cockpit
as much time as possible to react to an emergency.
(e)
Avoid high-speed turns from runways and taxiways. Avoid sharp turns at any speed.
(f)
Steer the aircraft by use of nose wheel steering. Use the brakes only for stopping or
slowing down. Do not drag the brakes. Apply pedal pressure gradually to prevent
sudden stops. Taxi straight ahead for several feet after turning the aircraft and prior to
parking, when practical, to prevent strut piston binding and leakage.
(g)
Sharp turns, sudden stops, and violent maneuvers shall be avoided, except in the case
of an emergency. Use extreme care when snow, ice, or flooded surfaces are present.
(h)
Aircraft shall not be taxied when wing tip clearance is minimal, unless guides are
stationed at each wing tip to assist in guiding the aircraft. Guides stationed at wing
tips shall indicate to personnel in the cockpit the amount of clearance from each object
by extending their arms overhead and moving their hands closer together or farther
apart as the distance varies.
(i)
At terminals or facilities where taxi areas are under the control of tower supervision,
clearances must be obtained from the tower before entering, leaving, or maneuvering
in such areas.
Engineering Manual
Part: 10
Chapter: 10.1.5
Page: 1
Date: 11/06/2004
Rev.: 4
When parked, all NAC aircraft must be properly chocked. Chocking procedures will
depend upon the aircraft model and type and are shown in the applicable maintenance
manuals If inclement weather, such as high winds, snow, or severe rain, is expected,
the main landing gear on all aircraft must be chocked fore and aft.
(b)
Parking brakes must be set if required. However, brakes must be cool before applying
the parking brakes for extended periods.
(c)
Flaps will be retracted unless they are required to be down for maintenance. In all
cases, the flaps shall be retracted during high winds or inclement weather.
(d)
Nose tires shall be positioned straight ahead and nose gear scissors shall be connected.
Do not attempt to straighten the nose tires with the aircraft steering systems. Use an
aircraft tow bar.
(e)
(f)
During inclement weather, when possible, position the aircraft to utilize any natural
windbreaks. Be aware of any loose equipment and the possibility of flying debris that
might inflict damage to the aircraft.
(g)
When the aircraft has been exposed to excessive wind gusts, a careful control system
check must be performed by observing the control system response while moving the
cockpit controls through full travel. The control surfaces, including the tabs, must be
observed for normal response to the controls and care exercised to note whether the
surfaces return to neutral when the controls are returned to neutral.
(h)
If the control systems and the control surfaces do not respond precisely and smoothly
during the above check, a thorough inspection of the control systems involved will be
accomplished in accordance with the applicable maintenance manual.
Whenever NAC aircraft are parked in an area where the physical security of the aircraft is in
doubt, guards and pickets shall be placed around the aircraft on a 24-hour basis. They shall
be instructed to challenge and identify any personnel approaching the aircraft and maintain
surveillance of them while on or near the aircraft.
Guards and pickets shall be appropriately armed when required and have the means of
communicating with higher authority.
Engineering Manual
Part: 10
Chapter: 10.1.6
Page: 1
Date: 11/06/2004
Rev.: 4
Aircraft Marshalling
10.1.6
Aircraft Marshalling
The aircraft marshaller is the person who directs movement of the
aircraft through a series of hand and arm gestures. The marshaller
takes his position in front of the aircraft so the crew in the cockpit can
see him at all times. As the aircraft moves, the marshaller moves,
maintaining his relative position in front of the aircraft.
Wing walkers must also remain in full view of the marshaller at all
times. As the aircraft moves, the wing walkers also move, maintaining
their relative position at the wings of the aircraft.
The marshaller shall use a set of internationally recognized hand and
arms signals to direct the crews movement of the airplane. The same
set of signals also give guidance and direction to the ground handling
crew and wing walkers.
Engineering Manual
Part: 10
Chapter: 10.1.6
Page: 2
Date: 11/06/2004
Rev.: 4
Aircraft Marshalling
10.1.6.5 Stop
The marshallers wands or palms are gradually brought together
overhead as the stopping point is reached. Rates of closure should
coincide. Aircraft movement should cease when the wands are fully
crossed.
10.1.2.6 Urgent Stop
The marshallers arms are repeatedly crossed over his head. The
rapidity of the arm movements should be related to the urgency of the
stop.
10.1.2.7 Chocks In Or Insert Chocks
The marshallers arms are out to his sides. Then, he swings his arms
from the extended position inward, with his thumbs or wands pointing
inward from the fists, toward each other. The cockpit-response signal is
thumbs pointing inward from the fists, toward each other.
10.1.6.8 Cocks Out Or Remove Chocks
The marshallers arms are down, with his thumbs or wands pointing
outward. He swings his arms outward. The cockpit-response signal is
thumbs pointing outward from the fists.
The marshaller makes a circular motion with his right hand at head
level, with his left arm or wand pointing to the engine. The cockpit
response-signal is a circular motion of the hand and number of fingers
extended corresponding to engine number.
10.1.6.11
Engineering Manual
Part: 10
Chapter: 10.1.6
Page: 3
Date: 22/02/07
Aircraft Marshalling
10.1.6.12
10.1.6.13
10.1.6.14
10.1.6.15
10.1.6.16
10.1.6.17
10.1.6.18
Engineering Manual
Part: 10
Chapter: 10.1.6
Page: 4
Date: 11/06/2004
Rev.: 4
Aircraft Marshalling
10.1.6.19
10.1.6.20
Engineering Manual
Part: 10
Chapter: 10.1.7
Page: 1
Date: 11/06/2004
Rev.: 4
(a)
(b) Aircraft wheel chocks should be installed firmly both fore and aft of
the inboard main gear on propeller aircraft, and two inches away
from the wheels on jet aircraft.
(c)
Engineering Manual
Part: 10
Chapter: 10.2.1.
Page: 1
Date: 11/06/2004
Rev.: 4
Engineering Manual
Part: 10
Chapter: 10.2.2
Page: 1
Date: 11/06/2004
Rev.: 4
Procedure
Engine ground runs must be conducted with at least two people in the
cockpit. The engineer in charge must be seated in the Captains seat
and be in possession of a run-up license. The other person must have
received system familiarization training.
Install landing gear safety locks and pins in the nose and main
gear.
(d) Perform all Preliminary work, cockpit checks, and final work in
accordance with the applicable engine ground-run sheet.
(e) Compile an engine ground-run data sheet for engine trim and
power checks.
Engineering Manual
Part: 10
Chapter: 10.2.2
Page: 2
Date: 11/06/2004
Rev.: 4
(b) Return all ground and special equipment that was used during the
engine ground run to their original positions.
Engineering Manual
Part: 10
Chapter: 10.2.3
Page: 1
Date: 11/06/2004
Rev.: 4
Precautions
Dry powder fire extinguishers must be readably accessible, no more
than 40 meters away from the aircraft. The fire extinguishing equipment
must be manned and ready for immediate use near the engine, but
outside the danger area.
The anti-collision light must be ON during all engine operations as an
indication to others that at least one engine is running.
Airplanes being taxied or towed past the tail of a ground-running
airplane may only proceed after the power has been reduced to IDLE
and the ground handlers have given a CLEAR signal.
Engineering Manual
Part: 11
Chapter: 11.1.1
Page: 1
Date: 01/10/99
Rev.: 1
Certificate Of Airworthiness
11.1.1
Certificate Of Airworthiness (C Of A)
11.1.1.1
Definition
The Civil Aviation Rules of 2002 requires that no aircraft registered in Nepal shall fly
unless it is in possession of a valid Certificate of Airworthiness or a foreign
Certificate of Airworthiness rendered valid by a Nepalese Certificate of Recognition.
The Civil Aviation Rules empower the CAA of Nepal to issue, validate, or renew, a
Certificate of Airworthiness. The CAA of Nepal may make it valid for any period,
although ordinarily this shall be for one year.
Engineering Manual
Part: 11
Chapter: 11.1.2
Page: 1
Date: 01/10/99
Rev.: 1
11.1.2.1 Applicability
On the expiration of a Certificate of Airworthiness, NAC may apply for
the Certificate to be renewed and the CAA of Nepal may renew it, in
accordance with Section B of the NCAR, based on a Maintenance
Inspection Certificate.
11.1.2.2 Responsibility
The Dy Director of the Quality Assurance Division has the responsibility
for applying for a renewal of the Certificate of Airworthiness.
11.1.2.3 Procedure
Prior to the C of A test flight, the Dy. Director of Quality Assurance
confirms to the CAAN by signing the Maintenance Inspection Certificate
for the period concerned, that:
(a)
(b)
(c)
Engineering Manual
Part: 11
Chapter: 11.1.2
Page: 1
Date:22/3/96
Part: 11
Chapter: 11.1.3
Page: 1
Date: 22/3/96
Engineering Manual
Certificate Of Compliance
11.1.3
Certificate Of Compliance (C of C)
A Certificate of Compliance is issued for each maintenance task
completed that could affect the airworthiness of an aircraft.
(b)
The implementation, by
Airworthiness Directive.
(c)
inspection
or
modification
of
an
(d)
(e)
(f)
(g)
Weighing of aircraft.
(h)
Swinging of compass.
Engineering Manual
Part: 11
Chapter: 11.1.4
Page: 1
Date: 11/06/2004
Rev.: 4
11.1.4.1
The procedure outlined in this chapter describes the issue of the MRC
at times required by the approved Maintenance Schedule.
11.1.4.2
11.1.4.3
Procedure
11.1.4.3.1 The CMR has to be issued at intervals laid down in the Maintenance
Schedule.
It shall not be issued until the responsible issuing person/inspector has
ensured that the aircraft has been properly inspected and its
documents show that:
(a) All inspections due in accordance with the approved Maintenance
Schedule have been completed.
(b) All airworthiness directives or mandatory modifications due for
implementation have been completed and certified,
(c)
(d) All known defects affecting the airworthiness of the aircraft have
been rectified.
(e) All known defects not related to the airworthiness have been
rectified or deferred in accordance with the approved procedure.
(f)
(g)
Engineering Manual
Part: 11
Chapter: 11.1.5
Page: 1
Date: 22/3/96
11.1.6
Definition
FERRY FLIGHT Is a non-revenue flight for technical reasons or to reposition the aircraft. If the C of A remains valid, a Maintenance Release
may be issued; if permit to Flight is granted. A Certificate of Fitness for
Flight may be issued by an appropriately licensed aircraft maintenance
engineer.
C of FF is a temporary certificate of short duration, possibly valid for
one flight to a station where the necessary repair or rectification of the
defect can be carried out.
Engineering Manual
Part: 11
Chapter: 11.1.6
Page: 1
Date: 11/06/2004
Rev.: 4
11.1.6.1
CAAN of Nepal
11.1.6.1.4 The ferry flight permission could include certain obligations for the
specific condition of that flight.
11.1.6.1.5 If one of the two divisions involved, or the CAA of Nepal could not
agree to a ferry flight, the airplane has to be repaired at the present
station.
Engineering Manual
Part: 11
Chapter: 11.1.6
Page: 2
Date: 01/10/99
Rev.: 1
Engineering Manual
Part: 11
Chapter: 11.1.7
Page: 1
Date: 22/3/96
Engineering Manual
Part: 11
Chapter: 11.1.8
Page: 1
Date: 22/3/96
Engineering Manual
Part: 11
Chapter: 11.1.9
Page: 1
Date: 01/10/99
Rev.: 1
Engineering Manual
Part: 11
Chapter: 11.1.10
Page: 1
Date: 01/10/99
Rev.: 1
Engineering Manual
Part: 11
Chapter: 11.1.11
Page: 1
Date: 22/3/96
Certification Inspection
11.1.11
Certification Inspections
The process of certification inspections is explained in Chapters 3.1
through 3.9 of this manual.
The qualifications and privileges of the engineering maintenance
personnel certifying the maintenance checks is explained in Chapters
13.1 through 13.1.10 and Chapters 13.2.1 through 13.2.4 of the NAC
Engineering Manual.
Engineering Manual
Part: 12
Chapter: 12.1
Page: 1
Date: 22/396
12.1.1
Accident Prevention
The prevention of accident and injuries is everyones responsibility. Your
job and life can be depend upon how carefully you comply with the
following regulations and other common sense safety procedures:
(a)
(b)
(c)
(d)
(e)
(f)
Engineering Manual
Part: 12
Chapter: 12.2
Page: 1
Date: 22/3/96
12.2.1.1 General
The amount of the fuel required for the flight will be ordered by the
Pilot-in-Command of the aircraft. The station AMT, flight engineer on
board, or other personnel authorized by NAC, shall supervise the fueling
process and ensure adherence to the required regulations.
Local safety regulation and following rules must be observed:
(a)
No smoking on ramp.
(b)
(c)
(d)
(e)
After arrival of the aircraft, refueling shall not start6 until after
passenger steps, stairs or air jitters are positioned against the
aircraft, and the passengers have started disembarking.
Passengers shall be led directly away from the aircraft under the
Engineering Manual
Part: 12
Chapter: 12.2
Page: 2
Date: 01/10/99
Rev.: 1
Any incident that occurs during refueling operation, that comes to the attention of the ground
engineer, must be reported to the Dy. Director Quality Assurance. In addition, any
discrepancy noted on equipment used on airplanes, and not corrected immediately by the fuel
supplier, must also be reported to the Dy. Director Quality Assurance by FAX/E-MAIL or
TELEX.
12.2.1.2
Deadman Control
Safety devices associated with refueling equipment must be operated properly. The following
rules shall always be followed:
(a)
The deadman control on bowsers, must be serviceable and in use. Refueling with
only one man is permissible provided the operator is well trained and is positioned
so that he is able to observe the: instruments located on the operators panel, fuel
hoses and couplings. If he leaves this position, refueling must be stopped.
(b)
The rules for dispensers with deadman controls are the same as Paragraph 12.2.2 (a)
(c)
Before a dispenser is connected to the coupling in the hydrant pit, a lanyard must be
hooked up to the quick shut off valve of the hydrant system. The lanyard must to
stay connected during the entire refueling process and remain until the hose has been
disconnected. The lanyard must be positioned in such way that it can be easily
reached in case of leakage or spill.
(d)
(e)
Ladders, which are used for refueling, must be padded where they contact the
aircraft. In addition allow no direct contact between the aircraft structure and the
fuel hose. Use mats to pad between the aircraft and the fuel hose.
(f)
Observe NO STEP area on wings and always wear soft, slip-proof shoes.
Engineering Manual
Part: 12
Chapter: 12.2
Page: 3
Date: 22/3/96
Air currents over the aircraft surfaces, where such currents carry
particles of dust, snow or water.
(b)
Engineering Manual
Part: 12
Chapter: 12.2
Page: 4
Date:22/3/96
(d)
(b)
Engineering Manual
Part: 12
Chapter: 12.2
Page: 5
Date: 22/3/96
Engineering Manual
Part: 12
Chapter: 12.2
Page: 6
Date: 11/06/2004
Rev.: 4
Engineering Manual
Part: 12
Chapter: 12.3
Page: 1
Date: 22/3/96
12.3.1
Handling Precautions
Servicing of aircraft Oxygen systems, oxygen cylinders or oxygen
ground equipment is to be accomplished by only personnel trained to
handle oxygen equipment. It is absolutely forbidden for anyone to ever
service oxygen bottles while they are in the aircraft.
It is mandatory that the following guidelines be followed at all times:
(a)
(b)
(c)
(d)
(e)
(f)
Keep Oxygen cylinders and fittings away from any oil and grease.
Oil or grease in the presence of Oxygen under pressure may
ignite violently. Oily or greasy substances must be kept away
from cylinders, cylinder valves, coupling regulators, hoses and
servicing apparatus. Do not handle Oxygen cylinders or apparatus
with oily tools, hands or gloves.
Do not drop Oxygen cylinders or handle them roughly. Do not
clamp in a vise without suitable protection against the vise jaws.
Cylinders must not be scratched or marred. A small indentation or
extensive rust spots on the thin walls of the cylinder may
significantly reduce its strength. Any cylinder so marred must be
removed from service and sent to the appropriate shop or agency
to determine its serviceability.
The integral shut-off valve, and its wheel-type handle, are easily
damaged or loosened. Do not lift or carry a cylinder by the valve
wheel.
Do not use tools to open or close Oxygen shut-off valves. If a
valve cannot be opened or closed by hand, it requires
replacement.
The cylinder valve should always be opened slowly. If high
pressure is suddenly released, it is likely to damage the regulator
and pressure gauge. Open the valve fully, but do not force the
valve stem threads after the full-open position is reached. Forcing
the valve will strip the threads in the stem. Do not over-tighten in
the closed position as this may damage the valve seat.
On valves using some types of plastic seats, the sudden release of
the high pressure Oxygen could create enough heat to cause the
seat to catch on fire. When this happens, there is usually no
external evidence to alert the Maintenance Personnel of a
problem. It is imperative, therefore after opening valves,
installing bottles, or charging fixed systems, that a feel test be
made of the valves for abnormal operation temperatures and a
sniff check of the Oxygen system be made in the cockpit and/ or
cabin. A plastic seat that has been burned will create a very
distinct odor.
(g)
Never tamper with nor attempt to repair or remove from cylinders the
Oxygen cylinder valves or pressure gauges.
Engineering Manual
Part: 12
Chapter: 12.3
Page: 2
Date: 22/3/96
12.3.2
Engineering Manual
Part: 12
Chapter: 12.3
Page: 3
Date: 22/3/96
(l)
(m)
The galley power must be switched OFF before the start of the
Oxygen bottle change and a special warning sign must be affixed
stating that the galley power must not be switched ON for the
duration of the work on the Oxygen system.
(n)
(o)
If Oxygen systems are to be checked for leaks, use one of the following
leak detectors:
12.3.3
(a)
(b)
Engineering Manual
Part: 12
Chapter: 12.3
Page: 4
Date: 11/06/2004
Rev.: 4
Cylinder Charging
To ensure the highest level of safety, use safety goggles when
recharging all high-pressure oxygen cylinders. Also, when opening the
valve on oxygen cylinders to test regulator-to-cylinder connections for
leaks, or when preparing a cylinder for installation in an aircraft, rotate
the regulator so that it is on the backside of the cylinder, away from the
face and body. In addition, when charging cylinders, it is mandatory
that the following guidelines be followed at all times:
(a) Be certain that the high-pressure cylinders contain aviators
breathing oxygen, Aviation Grade MIL-0-27210. Refer to the
appropriate chapter in the aircraft manual.
(b) Be sure that the cylinders to be filled are breathing oxygen
cylinders.
(c)
Note that the valves are free of grease and dust and the valve is
closed before placing on line.
Engineering Manual
Part: 12
Chapter: 12.4
Page: 1
Date: 11/06/2004
Rev. 4
Safety Precaution
12.4
Safety Precautions
The following safety precautions must be followed to help prevent
accidents on the line and in the hangar.
(a) Avoid running on the ramp or moving around slowly or aimlessly
(b) Avoid walking or climbing on aircraft if not actively engaged in
maintenance
(c)
(g) Never cross in front of a moving aircraft. Under all conditions, the
aircraft shall have the right-of-way over all vehicles. An aircraft has
priority even when under tow.
(i)
(j)
(k) Do not drive or walk behind aircraft when the aircraft engines are
running. Be aware of jet blasts at all times.
(l)
(m) Vehicles with a faulty hitch must not be used. Any such vehicle
must be tagged inoperative and reported to a supervisor.
(n) Smoking on the ramp and/or near aircraft is prohibited.
Engineering Manual
Part: 12
Chapter: 12.5
Page: 1
Date: 22/3/96
Danger Zone
12.5
Danger Zone
When sitting in the cockpit of an aircraft, the view of the ground
immediately in front, and adjacent too, the sides of an aircraft are
extremely limited. The visibility behind the wings of an aircraft, from the
cockpit, is non-existent. Therefore anyone conducting an engine run is
not likely to see someone approaching the aircraft s danger zone. The
danger zone of an aircraft is defined as that area around the aircraft
that, when engines are operating, can cause death or serious injury to a
person.
Not only is an air intake of a jet engine power full enough to suck in a
human body but the exhaust of the engine is just as hazardous. The
high temperature of the exhaust can severely burn the skin of any one
standing within the danger zone. The jet blast is capable of tumbling
vehicles as well as any person that might be in the danger zone.
The following are general safety rules to be followed when working
around an aircraft with operating engines:
(a)
(b)
(c)
(d)
The danger zone around an aircraft with operating engines varies with
the type of aircraft and the type of engines installed. For instance, the
danger zone behind a B747 aircraft at idle thrust extends to 425 feet,
where as that of B727 is extended out to 70 feet.
All maintenance personnel must become familiar with the danger zones
associated with all aircraft operated by NAC and approach operating
aircraft accordingly.
Engineering Manual
Part: 12
Chapter: 12.6
Page: 1
Date: 22/3/96
Precaution On Engine
12.6
Precaution on Engines
12.6.1
Powerplant Safety
12.6.1.1 Never approach engine inlets closer than 25 feet while engines are
running.
(a)
Engine inlet airflow can literally pick a person off the ground,
remove clothing and/ or loose items from pockets, and ingest
headsets. Severe or fatal injury and /or extensive damage could
result.
(b)
Never try to guess which engine is running, respect all engines.
12.6.1.2 Be aware of the engine exhaust when crossing or standing behind an
operating engine.
(a)
Velocities at the engine exhaust reach up to 682 MPH.
(b)
Engine exhaust temperatures can reach 707 Degrees Fahrenheit.
(c)
Play it safe. Allow at least 800 feet safety factor behind operation
engines.
12.6.1.3 Always remember that the reason for thrust reversers installed on the
engines is to reverse the flow of air. The same is true for propeller
driven aircraft that can reverse the pitch of the propellers. During
reversal operations, do not stand in front of the engines.
12.6.1.4 Loose objects such as clothing, rags, trash, small parts, tools etc., can
cause extensive damage to engines. All excess equipment must be
removed from around the engine before starting it.
While the engines are operating, use extreme care with headset cords.
These cords are very light and, if allowed near an inlet, will be easily
drawn into the engine.
During engine runs, the ground crew should be kept to an absolute
minimum.
12.6.1.5 Fighting an engine fire requires special knowledge. The following
precautions must be followed when attempting to extinguish a fire in an
engine:
(a)
Most engine cowlings have push-in doors to insert a fire
extinguisher nozzle. Before engine run-up begins, ensure that all
ground crew personnel know the location and purpose of these
doors.
(b)
Halon, dry powder or C02 fire extinguisher agents are normally
adequate to extinguish engine fire.
(c)
Do not spray extinguishing agents into the engine inlet or, more
importantly, into the jet exhaust. Fire extinguisher agents
directed into an engine exhaust expand mass and results in a
rocket-type exhaust blast.
Part: 12
Chapter: 12.6
Page: 2
Date: 22/3/96
Engineering Manual
Precaution On Engine
(d)
12.6.1.6 Severe hearing loss and permanent deafness can result from working
around powerplants without effective hearing protection.
(a)
(b)
(c)
Keep hearing
condition.
protection
equipment
in
clean
and
sanitary
12.6.1.7 There are special rules that must be followed when handling Turbo Oil
(Engine Oil)
(a)
(b)
(c)
(d)
12.6.1.8 Kerosene and Jet Fuel presents just as serious as fire hazard as AV gas.
Use CO2, dry powder, and foam and water fog for fire fighting.
Engineering Manual
Part: 12
Chapter: 12.7
Page: 1
Date: 22/3/96
Precaution On Electrical
12.7
Precaution on Electrical
There are dangerous associated with working on aircraft electrical
systems. All maintenance personnel must be aware of them and follow
all the safety rules.
Direct current is not as great a hazard for a given voltage as alternating
current. However since direct current acrs are more persistent than
those created from alternating current, direct current arcs will burn
more severely. Voltage potentials below 180 V DC usually will not give
fatal shock, even when the skin resistance is low. Under similar
conditions, however, alternating current can be fatal if voltage potential
exceeds 35 V.
Current is the killing factor in electrical shock. Voltage is only important
in that it determines the current flow through a given body resistance.
Dry skin has a resistance of between 100,000 and 600,000 Ohms. Wet
skin, however has only approximately 1,000 Ohms resistance. Internal
body resistance is between 100 and 600 Ohms.
The amount of alternating current necessary to operate 100 Watt lamp
is eight to 10 times the amount of current necessary to kill a person.
Alternating current of more than 10 milliamperes (0.010 amperes) will
cause a shock sufficient to prevent voluntary control of the muscles and
make the victim unable to let go and free himself from the conductor.
Alternating current of 100 to 200 milliamperes can cause fatal heart
condition known as ventricular fibrillation. This condition has no known
practical remedy. However, 100 milliamperes can be fatal if the shock
lasts for one second or more.
Higher alternating currents are not necessarily fatal, unless prolonged
over one minute. Higher currents, however, results in the loss of
consciousness and sever burns on the skin. Higher currents also cause
breathing to stop. Artificial respiration must, therefore be immediately
and continued until the victim is breathing normally.
The path the current takes through the body greatly affects the severity
of any electrical shock. Any current path through the head or trunk of
the body is more likely to be fatal than through the legs or lower torso.
The following procedures are mandatory on any aircraft undergoing a
maintenance check or parked inside a hangar:
(a)
(b)
Engineering Manual
Part: 12
Chapter: 12.7
Page: 2
Date: 22/3/96
Precaution On Electrical
Before turning an electrical power unit ON, you must ensure following
that:
(a)
(b)
If fuel tanks are opened, they have been previously drained and
vented with a blower for at least 30 minutes or longer in order to
purge all fumes.
(c)
(d)
All personnel working on aircraft are notified of such and are clear
of all electrical equipment.
(e)
All wires are tapped and identified when they disconnected from
terminal strips and are to be left disconnected for any length of
time.
Engineering Manual
Part: 12
Chapter: 12.8
Page: 1
Date: 22/3/96
12.8.1
(b)
After opening doors, and before entering the wheel wells to install
door locks, make sure the person is removed from the actuating
hydraulic system (s). Injury to personnel or damage to equipment
can occur if the system pressurizes.
(c)
(d)
When greasing the landing gear and door fittings and assemblies, be
careful while disengaging the grease gun. The grease gun can cause
damage to the fittings.
Clear the area below the airplanes wings before deflates a shock strut.
If you deflate one shock strut, with tip can move down and cause injury
to persons or damage to equipment.
Engineering Manual
Part: 12
Chapter: 12.8
Page: 2
Date: 22/3/96
Tire Inflation
The tires on an aircraft landing gear system are extremely important.
Proper inflation is one of the most important factors in obtaining safe
and durable service from them. The applicable maintenance manual
should be checked for correct pressure to be used on varying conditions
and periods at which tire pressure is to be checked.
Over-inflation can be very harmful to tires in several ways:
(a)
(b)
(c)
It puts the tread and sidewall rubber of the tire under tension
which makes it more susceptible to cut and faster wears. Cuts
also tend to grow in size.
(b)
Engineering Manual
Part: 12
Chapter: 12.8
Page: 3
Date: 22/3/96
(d)
Under-inflated tires may flex over the wheel flange with possible
damage to the bead area.
(e)
(b)
Engineering Manual
Part: 12
Chapter: 12.9
Page: 1
Date: 22/3/96
12.9.1
(a)
(b)
(c)
(d)
(e)
Escape Slides.
(f)
(g)
(h)
Engineering Manual
Part: 12
Chapter: 12.9
Page: 2
Date: 01/10/99
Rev.: 1
12.9.3
Engineering Manual
Part: 12
Chapter: 12.9
Page: 3
Date: 22/3/96
Engineering Manual
Part: 12
Chapter: 12.10
Page: 1
Date: 22/3/96
Engineering Manual
Part: 12
Chapter: 12.11
Page: 1
Date: 22/3/96
Safety Procedures
12.11
Safety Procedures
Each NAC employee, working or visiting hangar and ramp area is charged with the
responsibility for fully understanding and the total compliance with the following
safety procedures:
(a)
All aircraft being towed in or out of the hangar will have nose, wing and tail
walkers assigned. Wing walkers will be in a position to observe wing tips
clearance. Nose walkers and wing walkers will relay signals from tail walkers
to tug operator.
(b)
Prior to disconnecting tow bar, the aircraft will be chocked fore and aft of
the nose and main wheel.
(c)
In order to guard against the danger of static electricity, the airplane will be
electrically grounded during all hangar operations.
(d)
Serious damage to airplane and injury to personnel can occur when controls
are operated without due caution. Maintenance personnel will make certain
that all equipment and personnel are clear of moving surfaces and gear
before operating such controls. When systems are undergoing maintenance,
operators will install a WARNING DONT TOUCH tag NAC-A1 form on
applicable controls or switches. Maintenance personnel shall fill out the tag,
describing in detail the system or unit that is being tagged.
(e)
(f)
(g)
Engineering Manual
Part: 12
Chapter: 12.11
Page: 2
Date: 22/3/96
Safety Procedures
equipment. Notify fire brigade if the spill exceeds ten feet in any
direction. Electrical or automotive equipment must not enter or
operate in the area until clean up is completed and the area
thoroughly flushed. Do not use metal-backed mops or brooms to
clean up the spill.
(h)
In the event of fuel spillage on personnel, remove all wet clothing,
wash the spill area of body thoroughly with soap and water, avoid
smoking, heat or open flames until contaminated clothing has
removed. Contaminated clothing cannot be worn until is cleaned.
(i)
High flash point or non-flammable substances or liquids shall be
used for cleaning aircraft and equipment. Under no circumstances
will gasoline be used for cleaning purposes.
(j)
The highest standard of cleanliness and order shall be observed in
all hangar work areas. Progressive clean up shall be accomplished
during all maintenance.
(k)
Power cords and air hoses shall be strengthened, coiled and
stored on racks when not in use.
(l)
Electrical devices and power equipment used for hangar
maintenance shall be approved explosion proof type. Turn-off
electrical power whenever the aircraft is left unattended.
Whenever possible, turn-off power when working with electrical
systems, open wires and connections. When taking portable lights
or electrically operated equipment inside the airplane, connections
should be made outside the airplane and the junction boxes
should remain outside the door.
(m) Hangar maintenance stands shall be kept free from grease, oil or
any substance or objects that could cause injury through slips or
falls. Personnel using stands shall determine by visual
examination that stands are serviceable. Stands shall be
effectively secured to prevent collision with the airplane or other
equipment. A guide shall be used when positioning stands near
the airplane. When moving a stand, keep your leg and feet clear
of the structure and the wheels. If the stand is too heavy to be
removed by one person, ask for assistance.
(n) When maneuvering fork lifts near airplane, it is mandatory that a
guide be used to assist the driver in determining safe clearances.
Bumper chocks shall be placed on the hangar floor as an extra
precaution. Fork lifts and other mobile equipment shall not be
driven under any portion of the aircraft. When left unattended, all
vehicles shall have the parking brake set and ignition switched off,
with the blades of the forklift touching the floor.
(o)
Personnel object to contact with Skydrol and other irritating fluids
shall use appropriate protective equipment like goggles,
facemasks and rubber gloves.
Engineering Manual
Part: 12
Chapter: 12.11
Page: 3
Date: 22/3/96
Safety Procedures
(p)
(q)
Engineering Manual
Part: 13
Chapter: 13.1.1
Page: 1
Date: 11/06/2004
Rev.: 4
Director Engineering
13.1.1
Director of Engineering
13.1.2.1 Qualifications
The Director of Engineering must have:
(a)
(b)
(c)
(d)
(e)
(f)
(g)
(h)
(i)
(j)
(k)
Part: 13
Chapter: 13.1.2
Page: 1
Date: 11/06/2004
Rev.: 4
Engineering Manual
Director Engineering
INTENTIONALLY LEFT BLANK
Engineering Manual
Part: 13
Chapter: 13.1.3
Page: 1
Date: 01/10/99
Rev.: 1
Maintenance Personnel
13.1.3
Maintenance Personnel
NAC maintain high standards of training, testing, certifying and recertifying maintenance personnel involved in performing critical and
specialized maintenance, production, inspection and repair functions.
To ensure the quality and reliability of all aircraft and/ or equipment
serviced and maintained by NAC employees and to ensure safe working
practices in the performance of certain specified skills, all NAC
maintenance personnel must fulfill the following professional
requirements. Deviations from these standards are allowed only in rare
exceptions and require the explicit permission of Engineering Director
and Quality Assurance & Flight Safety Director.
NAC Aircraft Maintenance personnel shall consist of the following
categories:
(a)
(b)
(c)
(d)
Category A Airframe
(b)
Category C Engine
(c)
(d)
(e)
Category R Radio
Engineering Manual
Part: 13
Chapter: 13.1.4
Page: 1
Date: 01/10/99
Rev.: 1
Workshop Personnel
13.1.4
Workshop Personnel
Workshop personnel shall consist of following categories:
(a)
(b)
(c)
(d)
License
(b)
(c)
(b)
(c)
Engineering Manual
Part: 13
Chapter: 13.1.4
Page: 2
Date: 01/10/99
Rev.: 1
Workshop Personnel
13.1.4.3 Workshop Technician (Technical Officer)
The Dy. Director of the Workshop Division will assign Technical Officer.
The minimum levels of qualifications are:
(a)
(b)
(c)
(b)
(c)
(d)
Have
at
least
three
years
practical
experience
on
overhaul/repair/maintenance of aircraft or components out of
which at least 18 months should be in the relevant shop.
Part: 13
Chapter: 13.1.4
Page: 3
Date: 01/10/99
Rev.: 1
Engineering Manual
Workshop Personnel
(b)
(c)
(d)
(e)
of
Quality
(b)
(c)
Maintenance Contractor
representative.
(d)
(if
Assurance,
applicable),
or
or
his
his
appointed
appointed
Engineering Manual
Part: 13
Chapter: 13.1.4
Page: 4
Date: 01/10/99
Rev.: 1
Workshop Personnel
13.1.4.6 Application for License/ Approval/ Authorization
Application for License/Approval/Authorization will be submitted to the
Director QA&FS for processing to CAAN, on the appropriate form.
13.1.4.7 Candidates for License/ Approval/ Authorization
Candidates for License/Approval/Authorization must present to the
CAAN, to be eligible, a Technical Experience Log fully completed and
certified by the Incharge or higher grade.
13.4.8
Engineering Manual
Part: 13
Chapter: 13.1.5
Page: 1
Date: 01/10/99
Rev.: 1
AME/AMT Personnel
13.1.5
(b)
(c)
(b)
(c)
(b)
(c)
(d)
(e)
(f)
(g)
Engineering Manual
Part: 13
Chapter: 13.1.5
Page: 2
Date: 01/10/99
Rev.: 1
AME/AMT Personnel
13.1.5.3 Aircraft Maintenance Technician (Technical Officer)
Technical Officer will be assigned by the duty engineer/chargehand of
the Maintenance Division. The minimum levels of qualifications are:
(a)
(b)
(c)
(b)
(c)
Take over the functions of Charge Hand as and when the need
arises.
(d)
(e)
(f)
(g)
(h)
(i)
Part: 13
Chapter: 13.1.5
Page: 3
Date: 01/10/99
Rev.: 1
Engineering Manual
AME/AMT Personnel
13.1.5.4 Aircraft Maintenance Engineer
AMT license is granted by CAAN to the candidates, recommended by the
Dy. Director Maintenance Division and Dy. Director of Quality Assurance,
upon successful fulfillment of the requirements in NCAR. Privileges are
limited for particular categories as described in NCAR. The minimum
levels of qualifications for an AME are:
(a)
(b)
(c)
(d)
NAC Dy Director
representative.
of
Quality
(b)
(c)
Maintenance Contractor
representative.
(d)
(if
Assurance,
applicable),
or
or
his
his
appointed
appointed
Engineering Manual
Part: 13
Chapter: 13.1.5
Page: 4
Date: 01/10/99
Rev.: 1
AME/AMT Personnel
To be recommended for approval to CAAN, an individual must be found
qualified by three of the five members.
13.1.5.6
13.1.5.7
13.1.5.8
License/Approval
License/Approval shall remain valid at the discretion of CAAN, who
reserve the right to withdraw individual approval, if in its opinion, the
holder does not maintain the standards set by CAAN when the
license/approval was granted. Authorized personnel will be expected to
maintain competency by exercising their license/approval in the
categories for which they are authorized.
13.1.5.9
Privileges
In general, the privileges granted to each level of license/approval are
shown in the following paragraphs.
13.1.5.10
(b)
(c)
(d)
(e)
Fuel and Oil tanks which are not an integral part of the
powerplant.
(f)
(g)
Safety equipment, e.g. life jackets, dinghies, and first aid kits.
Engineering Manual
Part: 13
Chapter: 13.1.5
Page: 5
Date: 01/10/99
Rev.: 1
AME/AMT Personnel
(h)
(i)
(j)
(b)
(c)
(d)
(b)
(c)
(d)
(e)
(f)
Engineering Manual
Part: 13
Chapter: 13.1.5
Page: 6
Date: 01/10/99
Rev.: 1
AME/AMT Personnel
(g)
(h)
(b)
(c)
(d)
(b)
(c)
(d)
(e)
(f)
Part: 13
Chapter: 13.1.5
Page: 7
Date: 01/10/99
Rev.: 1
Engineering Manual
AME/AMT Personnel
13.1.5.13 License in Category X - Instruments
License in Instruments authorizes holder to certify minor maintenance of
instrument systems of airplane or rotorcraft for which license is rated,
including:
(a)
(b)
(c)
(d)
(e)
Flight recorders.
(b)
(c)
(d)
Aircraft intercommunication
systems.
(e)
and
passenger
entertainment
Engineering Manual
Part: 13
Chapter: 13.1.6
Page: 1
Date: 01/10/99
Rev.: 1
Workshop Inspector
13.1.6
Workshop Inspector
Under the license/approval/authorization granted by CAAN suitably qualify
personnel may carry out the inspection and certification functions in the repair,
modification, test and overhaul of components.
Only approved personnel are authorized to return to service products for which the
shops are rated. Quality Assurance will maintain a list with each approved persons
name, signature and number.
The Workshop Inspector will be assigned by the Dy. Director of Quality Assurance.
The Workshop Inspector working as an AMT Category B license holder in the
Workshop Division but in the function of Workshop Inspector, he will report to
Quality Assurance.
There may be different Workshop Inspectors for different shops.
13.1.6.1
Certificate of Competency
Under approval authorized by CAAN qualified personnel will carry out the
inspection and certification function in repair, modification, test and overhaul of
components.
13.1.6.2
(b)
(c)
(d)
(e)
Be recommended by the Dy. Director who is responsible for ensuring that the
applicant has suitably trained and is competent to use the approval.
(f)
(g)
(h)
Part: 13
Chapter: 13.1.6
Page: 2
Date: 01/10/99
Rev.: 1
Engineering Manual
Workshop Inspector
In addition, a person who is authorized and can be assigned to carry out
inspection functions is required to familiarize themselves with CAAN
Regulations, BCAR and FAA regulations applicable to such operations
with emphasis on the followings:
(a)
(b)
(c)
(d)
(e)
(f)
Privileges
Qualified Workshop Inspectors have the following privileges
(a)
(b)
Certifying the
airworthy.
(c)
(d)
(e)
(f)
aeronautical
component/equipment
as
being
Engineering Manual
Part: 13
Chapter: 13.1.7
Page: 1
Date: 01/10/99
Rev.: 1
Material Inspector
13.1.7
Material Inspector
Material quality inspector is responsible to the Dy. Director of Quality
Assurance for ensuring that all incoming materials, hardware parts,
components, equipment and other products produced for use by NAC,
are subject to a receiving inspection that includes:
(a)
(b)
(c)
(d)
(e)
(f)
Engineering Manual
Part: 13
Chapter: 13.1.8
Page: 1
Date: 01/10/99
Rev.: 1
Charge Hand
13.1.8
Charge Hand
The Charge Hand reports to the Duty Engineer and is responsible for:
(a)
(b)
(c)
Ensuring that all tools and equipment are made available and
returned to the concerned in clean and serviceable state.
(d)
(e)
(f)
(g)
(h)
(i)
(j)
(k)
(l)
(m)
Managing to keep the hangar clean tidy and good looking and
ensure that all handling equipment are kept in proper place.
(n)
(b)
Part: 13
Chapter: 13.1.9
Page: 1
Date: 01/10/99
Rev.: 1
Engineering Manual
(b)
(c)
(d)
Ensuring that the Line Officer is manned at all times during duty
hours.
(e)
At the start of each shift will go through the inert-shift register. All
information to be passed on regarding flight delays, pending
work, etc., will be recorded in the Inert-Shift Register.
(f)
(g)
(h)
Marketing
regarding
aircraft
Engineering Manual
Part: 13
Chapter: 13.1.10
Page: 1
Date: 22/3/96
Aircraft Helper
13.1.10
Aircraft Helper
It is the Aircraft Helpers responsibility to:
(a)
Keep neat and clean all equipment, test benches, working tables,
components and spare parts.
(b)
Move spare parts from the store room to the workshop and from
the aircraft to workshop and vice-versa.
(c)
(d)
(e)
(f)
(g)
(h)
Engineering Manual
Part: 13
Chapter: 13.2.1
Page: 1
Date: 01/01/03
Rev. 3
Introduction
NAC has the responsibility to ensure that all maintenance performed on
its airplanes is performed in an airworthy manner and is in accordance
with the NAC Engineering Manual and pertinent CAAN Regulations
NAC recognizes that technical training is an integral part of the
maintenance process. The training process must be continuously up
graded and expanded to reflect new equipment and procedures, and to
accommodate additional training requirements identified through
Continuous Analysis and Surveillance, and the NAC Reliability Programs.
The objectives of the Technical Training section are to establish and
maintain an adequate program of training and to establish and maintain
adequate records of such training.
13.2.1.1
Responsibilities
The Director of Quality Assurance & Flight Safety or Director of
Engineering, or their designees are responsible for establishing general
training guidelines and policies, approving the contents of the training
programs, and assuring that it is adequate and properly recorded.
The Dy. Director of Technical Records, Library & Training under QA&FS,
or his designee, is responsible for ensuring the adequacy of the training
curriculum, instructor qualifications, and for providing overall of
surveillance of Technical Training.
Technical Training Instructors will prepare and perform actual training of
the courses approved by NAC and will provide records of such training.
Technical Training instructors will be qualified by subject knowledge and
teaching ability and Dy. Director of Technical Records, Library & Training
will be current in the courses they instruct.
13.2.1.2
Equivalent Training
The Technical Training section recognizes properly verified and
appropriate training or work experience as being equivalent to NAC
standards Training. The details of such training or experience are
recorded on NAC Training Records.
Engineering Manual
Part: 13
Chapter: 13.2.1
Page: 2
Date: 01/01/03
Rev.: 3
Training Categories
Formal training is defined as that training where, for a specific period of
time, all of the students effort is directed to specific training and
qualification by a qualified instructor.
On-the-job Training is defined as that training, where a student
performs meaningful work under the close supervision of a qualified
person in order to become proficient in a certain task.
13.2.1.4
Indoctrination Training
The Indoctrination Training Program is designed to familiarize
maintenance personnel with NAC, its operations and procedures, and to
maintain that knowledge current.
When maintenance personnel join NAC, they will receive NAC orientation
training and a technical basic training covering the aircraft and the
engine system familiarization and use of tools & materials.
13.2.1.5
Initial Training
NAC maintenance personnel will receive a course of formal training on
each airplane type they are to maintain. The training will be based on
manufacturer and factory training programs and will be customized to
the needs of NAC.
13.2.1.6
Recurrent Training
As directed by the Director of QA&FS of Dy. Director of Technical
Records, Library & Training, a Recurrent Training Program will be used to
advise maintenance personnel of pertinent changes to NAC organization,
equipment, policies, and manuals, and to offer refresher training on
seasonal topics.
Recurrent training will also serve as targeted training to deficiencies
found by the continuous analysis and surveillance program and the
reliability program.
Recurrent training provided to NAC personnel will be periodically
reviewed and upgraded to incorporate new information.
Engineering Manual
Part: 13
Chapter: 13.2.1
Page: 3
Date: 01/01/03
Rev.: 3
13.2.1.8
(a)
Responsibilities of an inspector.
(b)
(c)
(d)
Qualifying Training
The NAC Technical Training section recognizes the importance of
development of personnel knowledge, competence, and ability in
maintaining the airworthiness of airplanes, and in maintaining an
acceptable level of product quality. Qualifying training will be developed
in-house or contracted to out side parties at the direction of the Dy.
Director of Technical Records, Library & Training, that will enable an
individual to accomplish specific maintenance tasks requiring more
training than can be provided in the basic training program.
Authorization to perform tasks requiring Qualifying Training will be
granted upon successful completion of an approved training program.
The approval to perform these tasks will be at the discretion of the
Director of Quality Assurance Flight Safety and Civil Aviation Authority of
Nepal (CAAN).
Tasks which require Qualifying Training are:
(a)
(b)
Engine Operation.
(c)
(d)
Engine Boroscope.
(e)
(f)
(g)
Calibration Techniques.
Engineering Manual
Part: 13
Chapter: 13.2.1
Page: 4
Date: 01/01/03
Rev.: 3
Specialist Training
NAC recognizes the importance of developing personnel knowledge,
competence, and ability in certain specialized fields. Specialist Training
will be given developed in-house or contracted to out side parties at the
direction of the Dy. Director of Technical Records, Library & Training.
This Training will enable qualified individuals to accomplish specific tasks
requiring more than can be provided in the basic training program.
Specialist Training Courses include:
(a)
Non-Destructive Testing
(b)
(c)
Composite Repair.
(d)
Structural Repair.
Engineering Manual
Part: 13
Chapter: 13.2.1
Page: 5
Date: 01/01/03
Rev.: 3
Engineering Manual
Part: 13
Chapter: 13.2.2
Page: 1
Date: 01/01/03
Rev.: 3
(b)
(c)
Type Courses for AMT License (AME Level) for Technical Officers.
13.2.2.1
1.
Category A Airframe.
2.
Category C Engine.
3.
Category X Electrical.
4.
Category X Instruments.
5.
Category R Radio.
Category A Airframe.
2.
Category C Engine.
3.
Category X Electrical.
4.
Category X Instruments.
5.
Category R Radio.
Part: 13
Chapter: 13.2.2
Page: 2
Date: 01/01/99
Rev.: 1
Engineering Manual
Engineering Manual
Part: 13
Chapter: 13.2.3
Page: 1
Date: 01/10/99
Rev.: 1
General
In addition to being licensed as outlined in Chapter 13.2.2 of the NAC
Engineering Manual, shop personnel must complete a separate training
syllabus, coupled with hands on experience, before they cab become
workshop approved.
13.2.3.1
Workshop General
All workshop personnel must complete courses that teach beasic
workshop skills that include:
132.3.2
(a)
(b)
(c)
Fastening devices.
(d)
Locking devices.
(e)
(f)
Lubricants.
(g)
Gasses.
(h)
Bearings.
(i)
(j)
(k)
Non-Destructive testing.
(l)
(m)
Hydrostatic testing.
(b)
(c)
(d)
Engineering Manual
Part: 13
Chapter: 13.2.3
Page: 2
Date: 22/3/96
13.2.3.3
(e)
(f)
(g)
Bleeding brakes.
(h)
Anti-skid systems.
(i)
(j)
(k)
Landing Gear
Maintenance personnel working in the landing gear shop must be
trained on and have experience with:
13.2.3.4
(a)
(b)
(c)
(d)
Compensating rods.
(e)
(f)
(g)
(h)
(b)
(c)
Engineering Manual
Part: 13
Chapter: 13.2.3
Page: 3
Date: 22/3/96
13.2.3.5
(d)
Actuators.
(e)
Hydraulic motors.
(f)
(g)
(h)
HYST.
(i)
(j)
(k)
Charging accumulators.
(l)
(m)
13.2.3.6
(a)
(b)
(c)
Storage bottles.
(d)
(e)
Actuators.
(f)
(g)
Safety Equipment
Maintenance personnel working in the safety equipment shop must be
trained on and have experience with:
(a)
Oxygen masks.
(b)
Life vests.
(c)
(d)
Life rafts.
(e)
Engineering Manual
Part: 13
Chapter: 13.2.3
Page: 4
Date: 01/10/99
Rev.: 1
Engineering Manual
Part: 14
Chapter: 14.1
Page: 1
Date: 11/06/2004
Rev.: 4
14.1.1
Engineering Manual
Part: 14
Chapter: 14.2
Page: 1
Date: 11/06/2004
Rev.: 4
Fire Precautions
14.2
Fire Precautions
The Fire Safety Officer has to make sure that safety regulations issued by the
authorities and directed at the development and presentation of safety on the job are
being adhered to in all branches and activities of the Engineering Department. To the
extent necessary, he must specify and enforce additional injunctions to protect
human life, facilities and equipment. This includes the following specific tasks:
14.2.1
(a)
(b)
(c)
Monitoring the strict observance of safety regulations through routine and spot
checks.
(d)
(e)
(f)
Regular staff training for Engineering Department, Cabin Crew, Security staffs,
& outstation personnel.
(g)
Refilling & maintenance of different type of fire extinguishers at the Hangar &
RNAC Head Office.
(h)
Outstation fire extinguishers are replaced on a yearly basis along with the
demonstration.
(i)
(j)
Install fire equipment in the vehicles of ground equipment as & when required.
(k)
Engineering Manual
Part: 14
Chapter: 14.3
Page: 1
Date: 11/06/2004
Rev.: 4
Component Robbery
14.3
Component Robbery
Parts robbery (cannibalization) is authorized under certain circumstances, such as to
avoid a flight delay or cancellation. After exhausting normal sources of supply, it is
also permitted in order to produce an aircraft with a higher level of operational
capability.
14.3.1
The robbed unit must be interchangeable, serviceable, and, if applicable, not out of
time. Serviceable is defined as no known condition exists that would make the
robbed part unserviceable In addition, the robbed unit must have been operating
satisfactorily and not have a history of problems or Deferred Maintenance Items
relating to its performance.
14.3.2
If a part is required to make an airplane or next higher assembly serviceable, and the
part is not available in stock, the part may have to be robbed from another airplane
or higher assembly. Under such circumstances, the responsible maintenance or shop
personnel will perform the following:
(a)
Select a candidate unit on another airplane, or next higher assembly, which has
an adequate time remaining, to permit unrestricted operation until at least the
next scheduled maintenance check, using time remaining data from Technical
records.
(b)
Perform the unit rob on the airplane, or next higher assembly, and fill out the
ROB Parts section of a Rob Parts Tag.
(c)
(d)
When robbing from an aircraft, the mechanic must prepare two CAUTION DO NOT OPERATE tags; attaching one to the robbed area and the other top
the applicable control in the cockpit. If robbing from a spare engine or APU, a
single tag attached to the robbed area is sufficient.
(e)
(f)
(g)
Replace the unit on the airplane, or next higher assembly, with the robbed unit.
Engineering Manual
Part: 14
Chapter: 14.3
Page: 2
Date: 11/06/2004
Rev.: 4
Component Robbery
14.3.3
Inspection will record robbing of a part with a non-routine write-up against the
airplane, or next higher assembly. Parts robbing from airplanes in line operation will
be recorded in the airplanes maintenance log book by Maintenance or Inspection.
14.3.4
Stores will route the removed unit to the responsible shop for evaluation and
disposition.
14.3.5
Because of the possibly adverse impact upon the record and control systems,
robbing is to be held to the lowest practical minimum.
Engineering Manual
Part: 14
Chapter: 14.4
Page: 1
Date: 11/06/2004
Rev.: 4
Introduction
Safe aircraft operation in cold weather conditions causes special problems. These
problems occur because of the effects of the ice, snow, slush, frost, and low
temperatures.
Maintenance personnel must know the effect of cold weather on operations to keep
the costs and the time to a minimum. There are specific procedures for protection
against or removal of ice, snow, slush, and frost from the airplane. RNAC
maintenance personnel must always use the correct procedures for the weather
conditions that occur.
14.4.1
Deicing
Deicing is a procedure to remove frost, ice, and/or snow from the aircraft. Hot
water, or a mixture of water and deicing/anti-icing fluid is applied to the affect areas
of the aircraft.
14.4.2
Anti-icing
Anti-icing is a procedure to make sure that ice, snow, and/or frost does not collect
and become attached to the aircraft surfaces. Anti-icing fluid, or a mixture of antiicing fluid and water, is applied to the airplane prior to encountering icing
conditions.
14.4.3
14.4.4
(a)
(b)
Engineering Manual
Part: 14
Chapter: 14.4
Page: 2
Date: 11/06/2004
Rev.: 4
14.4.5
Holdover Time
Holdover time is the approximate time anti-icing fluid will keep the frost, ice, or
snow, off the aircraft surfaces that have protection. However, you cannot calculate
the level of protection or holdover time with precision. The weather conditions and
the fluid/fluid mixture will have an effect on the holdover time.
The maintenance personnel who do the procedure must use experience to make an
estimate of the protection time. When there is precipitation, remove the ice from the
aircraft as near to departure time as possible.
14.4.6
General
14.4.6.1
14.4.6.2
14.4.6.3
Slush is ice and/or snow that is not fully melted. Thus, the ice removal/anti-icing
procedures for ice and snow removal apply to slush. A special procedure for slush is
not necessary.
14.4.6.4
Start electronic equipment in cold weather conditions the same as in the usual
conditions. A special procedure is not necessary.
14.4.7
Engineering Manual
Part: 14
Chapter: 14.4
Page: 3
Date: 11/06/2004
Rev.: 4
14.4.9
Summary of Guidelines
14.4.9.1
APU
Persons must stay clear of the danger areas in front of the APU inlet and in back of
the APU exhaust when it operates. The danger zones outlined in Chapter 10 of the
applicable maintenance manual must be observed.
The APU can operate during deicing but all precautions must be observed.
14.4.9.2
Engines
Persons must stay clear of the danger areas in front of the engine inlet and in back of
the engine exhaust when it operates. The danger zones outlined in Chapter 10 of the
applicable maintenance manual must be observed.
Do not operate the engines during deicing, if possible. If the engines must operate
while deicing, obey all precautions.
14.4.9.3
Precautions
14.4.9.3.1
Do not release the airplane for takeoff with ice, snow, or frost on the control
surfaces or surface of the wing or horizontal tail surfaces. Aircraft release is
permitted with a minimal amount of frost on the lower wing surface between the
spars. For exact amounts of allowable frost, refer to Chapter 12 of the applicable
Aircraft Maintenance Manual.
14.4.9.3.2
The fuselage and vertical tail surfaces must be free from ice and snow. Thin Hoar
Frost is permitted on the top of the fuselage. For exact amounts of allowable Hoar
Frost, refer to Chapter 12 of the applicable Aircraft Maintenance Manual.
14.4.9.3.3
Do not point the spray of deicing/anti-icing fluid directly into the engine or APU
inlets, exhausts, engine thrust reversers, probe inlets, scoops vents, and drains.
14.4.9.3.4
Do not point the spray of hot fluid directly on the windows when they are cold.
Engineering Manual
Part: 14
Chapter: 14.4
Page: 4
Date: 11/06/2004
Rev.: 4
Do not push ice or snow into the openings around the flight control surfaces during
the removal procedure.
14.4.9.3.6
Do not close a door until you remove all the ice and/or snow with deicing fluid.
14.4.9.3.7
Close the valves for the air conditioning packs and bleed valves if the engine or APU
will operate.
14.4.9.4
14.4.9.4.1
Make sure the Pitot and static openings are free of blockages at least four feet away.
14.4.9.4.2
Make sure there is no ice, snow, or slush collected on the landing gear or in the
wheel well area.
14.4.9.4.3
Make sure that all the inlets and exhausts are not blocked.
14.4.9.4.4
Make sure that all the drains are clear and not blocked.
14.4.9.4.5
Make sure the angle-of-airflow/attack sensors are clear of ice and/or snow and that
sensors move freely
NOTE: Before checking Pitot static openings and angle of air flow/attack sensors,
read the applicable Aircraft Maintenance Manual for a discussion on probe heat.
Some models of aircraft use probe heat on the ground, under certain conditions. In
these configurations, the probes and sensors become hot enough to cause serious
burns to skin and clothing.
Engineering Manual
Part: 14
Chapter: 14.5
Page: 1
Date: 22/3/96
Engineering Manual
Part: 15
Chapter: 15.1
Page: 1
Date: 11/06/2004
Rev.: 4
15.1.1
Refer to Chapter 8.3.9 of the NAC Engineering Manual, for a description of the use
of the Cabin Log Book.
15.1.2
Refer to Page 2, Chapter 15.1, of the NAC Engineering Manual for an example of
the RNAC Cabin Log Book.
Part: 15
Chapter: 15.2
Page: 1
Date: 11/06/2004
Rev.: 4
Engineering Manual
AC-Reg.
FLT NO.
Date
CLB-REF
MAINTENANCE ACTION
SAFETY ITEM
YES/NO
DEFERRED REASON
MECH
A.M.E.
Certificate of Compliance
Engineering Manual
Part: 15
Chapter: 15.2
Page: 1
Date: 11/06/2004
Rev.: 4
15.2.1
Refer to Page 2, Chapter 15.2, of the NAC Engineering Manual for an example of
the NAC Aircraft Technical Status Report - Deferred Defects Rectification form.
Engineering Manual
Part: 15
Chapter: 15.2
Page: 2
Date: 11/06/2004
Rev.: 4
Paste a copy of NACs Aircraft Technical Status Report Deferred Defects Rectification form on this page..
Engineering Manual
Part: 15
Chapter: 15.3
Page: 1
Date: 11/06/2004
Rev.: 4
15.3.1
(a)
Original white copy is kept in a folder in TP-C and then to the Record Section.
(b)
(c)
(d)
Refer to Page 2, Chapter 15.3, of the NAC Engineering Manual for an example of
the NAC Deferred Defects form.
Engineering Manual
Part: 15
Chapter: 15.3
Page: 2
Date: 11/06/2004
Rev.: 4
See
Paste a copy of NACs Deferred Defects form on
Engineering Manual Chapter 3.4.5, page 2
Engineering Manual
Part: 15
Chapter: 15.4
Page: 1
Date: 11/06/2004
Rev.: 4
15.4.1
(a)
Service Bulletins
(b)
Airworthiness Directives
(c)
Service Letters
(d)
(b)
Incorporation schedule.
(c)
(d)
Ordering of material.
15.4.2
The Maintenance Job Order (MJO) - Additional Information form is used for
additional information such as pictures or additional information which may be
required for incorporation of the Maintenance Job Order (MJO).
15.4.3
Refer to Chapter 3.8.3 of the NAC Engineering Manual, for a description of the use
of the Maintenance Job Order (MJO).
15.4.4
Refer to Page 2, Chapter 15.4, of the NAC Engineering Manual for an example of
the NAC Maintenance Job Order (MJO).
Part: 15
Chapter: 15.4
Page: 2
Date: 11/06/2004
Rev.: 4
Engineering Manual
Engineering Manual
Part: 15
Chapter: 15.5
Page: 1
Date: 11/06/2004
Rev.: 4
15.5.1
(a)
Inspection Periods
(b)
(c)
Required references
(d)
Accomplishment Schedule
(e)
Incorporation Section
(f)
Termination Schedule
(g)
Affected Aircraft
(h)
(i)
(j)
Airworthiness Directives
Engineering Manual
Part: 15
Chapter: 15.6
Page: 1
Date: 11/06/2004
Rev.: 4
15.6.1
The man-hours required to repair each item must be recorded in the column marked
Man-hours.
15.6.2
The responsible AMT must sign in the Defect column to indicate that inspection
and rectification is required.
15.6.3
15.6.4
Refer to Chapters 3.3.1 and 3.3.7, of the NAC Engineering Manual, for a
description of the use of the Defects And Rectification List - Ground Finding Sheet.
15.6.5
Refer to Page 3, Chapter 3.3.7, of the NAC Engineering Manual for an example of
the NAC Defects And Rectification List - Ground Finding Sheet.
Engineering Manual
Part: 15
Chapter: 15.7
Page: 1
Date: 11/06/2004
Rev.: 4
15.7.1
The Maintenance Job Order Form must include the following information in detail in
the following columns marked:
(a)
(b)
(c)
Cost Center/MH - Required section with crew size and calculated Man-Hours
and needed layover time.
(d)
(b)
(c)
(d)
(e)
(f)
15.7.2
The certification of compliance is given by signature in the lower column with the
Date/Supervisor on the edge of each form, according to the NAC Engin4eering
Manual.
15.7.3
The Maintenance Job Order is kept in file at the Maintenance Planning Division for
aircraft history reasons.
15.7.4
Refer to Page 2, Chapter 15.7, of the NAC Engineering Manual for an example of
the NAC Maintenance Job Order form.
Part: 15
Chapter: 15.7
Page: 2
Date: 11/06/2004
Rev.: 4
Engineering Manual
Engineering Manual
Part: 15
Chapter: 15.8
Page: 1
Date: 11/06/2004
Rev.: 4
15.8.1
Refer to Page 2, Chapter 15.8, of the NAC Engineering Manual for an example of
the NAC Aircraft Maintenance Hardtime Controlled Item Card.
15.8.2
To document historical data on each individual inspection, one card is used for each
aircraft registration and for each hardtime controlled item. Cards are kept and
updated continuously in a file box by MPD.
15.8.3
The form used by Record section, QA&FS, for control and monitoring of hard time
items, as well as schedule inspections, is shown on Page 3, Chapter 15.8, of the
NAC Engineering Manual.
Engineering Manual
Part: 15
Chapter: 15.8
Page: 2
Date: 11/06/2004
Rev.: 4
See
Paste a copy of NACs Repetitive SB/AD/SSID/Special Inspection Card in
Engineering Manual Chapter 3.7.6, page 2
Part: 15
Chapter: 15.8
Page: 3
Date: 11/06/2004
Rev.: 4
Engineering Manual
Aircraft
TTSN
InPos
In
/
Out
Part No.
Date
Hrs.
TCSN
Aircraft
Hrs.
TSO
Ldgs
Part Name
CSO
TBO
DBO
Cycles
DSO
To Be Out At
Hrs Ldgs
Date
Code
Part: 15
Reason
for
removal
Remark
Engineering Manual
Chapter: 15.9
Page: 1
Date: 11/06/2004
Rev.: 4
15.9.1
Refer to Page 2, Chapter 15.9 of the NAC Engineering Manual for an example of the
NAC Printing Form Minimum Stock Form.
Engineering Manual
Part: 15
Chapter: 15.9
Page: 2
Date: 11/06/2004
Rev.: 4
Paste a copy of NACs Printing Form Minimum Stock form on this page.....
Engineering Manual
Part: 15
Chapter: 15.10
Page: 1
Date: 11/06/2004
Rev.: 4
15.10.1
Refer to Page 2, Chapter 15.10, of the NAC Engineering Manual for an example of
the NAC Component Input Pre-Selected Report form.
Engineering Manual
Part: 15
Chapter: 15.10
Page: 2
Date: 11/06/2004
Rev.: 4
Paste a copy of NACs Component Input Pre-Selected Report form on this page.....
Engineering Manual
Part: 15
Chapter: 15.11
Page: 1
Date: 11/06/2004
Rev.: 4
The Maintenance Job Card form is used for all routine maintenance inspection tasks,
based on the maintenance schedule, and is used by MPD
The self-explanatory top of the job card is to be filled in completely. In the column
headed Job Description, all required detailed accomplishments must be written in
logistical sequence, as follows:
(a)
(b)
(c)
(d)
(e)
(f)
(g)
15.11.1
The Maintenance Job Card is kept in a plastic coating to avoid high printing costs.
15.11.2
Refer to Page 2, Chapter 15.11, of the NAC Engineering Manual for an example of
the NAC Maintenance Job Card form.
Engineering Manual
Part: 15
Chapter: 15.11
Page: 2
Date: 11/06/2004
Rev.: 4
Engineering Manual
Part: 15
Chapter: 15.12
Page: 1
Date: 11/06/2004
Rev.: 4
15.12.1
Refer to Page 2, Chapter 15.12, of the NAC Engineering Manual for an example of
the NAC Spares Requirement Status form.
Engineering Manual
Part: 15
Chapter: 15.12
Page: 2
Date: 11/06/2004
Rev.: 4
Engineering Manual
Part: 15
Chapter: 15.13
Page: 1
Date: 11/06/2004
Rev.: 4
15.13.1
Refer to Page 2, Chapter 15.13, of the NAC Engineering Manual for an example of
the NAC Rotable Movement Form.
Engineering Manual
Part: 15
Chapter: 15.13
Page: 2
Date: 11/06/2004
Rev.: 4
Engineering Manual
Part: 15
Chapter: 15.14
Page: 1
Date: 11/06/2004
Rev.: 4
Requisition Form
The Requisition Form is used by Stores for consumable and commercial items
required for aircraft, as requested by the responsible AMT.
15.14.1
Refer to Page 2, Chapter 15.14, of the NAC Engineering Manual for an example of
the NAC Requisition Form.
Engineering Manual
Part: 15
Chapter: 15.14
Page: 2
Date: 11/06/2004
Rev.: 4
Engineering Manual
Part: 15
Chapter: 15.15
Page: 1
Date: 11/06/2004
Rev.: 4
15.15.1
Refer to Page 2, Chapter 15.15, of the NAC Engineering Manual, for an example of
the NAC Material Replenishment Note form.
Engineering Manual
Material Replenishment Note
Paste copy of the Material Replenishment Note
Part: 15
Chapter: 15.15
Page: 2
Date: 22/02/07
Engineering Manual
Part: 15
Chapter: 15.16
Page: 1
Date: 22/02/07
Stores Chalan
15.16
Stores Chalan
The Stores Chalan form is used by Tool Stores for tools and equipment that are
issued to technical personnel for use in their maintenance work on the aircraft.
15.16.2
Refer to Page 2, Chapter 15.16, of the NAC Engineering Manual, for an example of
the NAC Stores Chalan form.
Part: 15
Chapter: 15.16
Page: 2
Date: 22/02/07
Engineering Manual
Stores Chalan
Paste copy of store chalan
Engineering Manual
Part: 15
Chapter: 15.17
Page: 1
Date: 11/06/2004
Rev.: 4
15.17.1
Refer to Page 2, Chapter 15.17, of the NAC Engineering Manual, for an example of
the NAC Stores Credit Note form.
Part: 15
Chapter: 15.17
Page: 2
Date: 11/06/2004
Rev.: 4
Engineering Manual
Engineering Manual
Part: 15
Chapter: 15.18
Page: 1
Date: 11/06/2004
Rev.: 4
15.18
Refer to Page 2, Chapter 15.18, of the NAC Engineering Manual, for an example of
the NAC Stores Issue Slip.
Engineering Manual
Part: 15
Chapter: 15.18
Page: 2
Date: 11/06/2004
Rev.: 4
Engineering Manual
Part: 15
Chapter: 15.19
Page: 1
Date: 22/02/07
15.19
Refer to Page 2, Chapter 15.19, of the NAC Engineering Manual, for an example of
the NAC Beyond Economical Repair/Scrap/Disposal Of Component Application.
Engineering Manual
Part: 15
Chapter: 15.19
Page: 2
Date: 11/06/2004
Rev.: 4
Engineering Manual
Part: 15
Chapter: 15.20
Page: 1
Date: 11/06/2004
Rev.: 4
15.20.1
Refer to Page 2, Chapter 15.20, of the NAC Engineering Manual, for an example of
the NAC Cost Approval Of Components Form.
Engineering Manual
Part: 15
Chapter: 15.20
Page: 2
Date: 11/06/2004
Rev.: 4
Engineering Manual
Part: 15
Chapter: 15.21
Page: 1
Date: 11/06/2004
Rev.: 4
15.21.1
Refer to Page 2, Chapter 15.21, of the NAC Engineering Manual, for an example of
the NAC Requisition For Stock Replacement Form.
Engineering Manual
Part: 15
Chapter: 15.21
Page: 2
Date: 11/06/2004
Rev.: 4
Engineering Manual
Part: 15
Chapter: 15.22
Page: 1
Date: 11/06/2004
Rev.: 4
15.22.1
Refer to Page 2, Chapter 15.22, of the NAC Engineering Manual, for an example of
the NAC R & D Advice Note form.
Part: 15
Chapter: 15.22
Page: 2
Date: 11/06/2004
Rev.: 4
Engineering Manual
Engineering Manual
Part: 15
Chapter: 15.23
Page: 1
Date: 11/06/2004
Rev.: 4
15.23.1
Refer to Page 2, Chapter 15.23, of the NAC Engineering Manual, for an example of
the NAC Purchase Request Form.
Engineering Manual
Part: 15
Chapter: 15.23
Page: 2
Date: 11/06/2004
Rev.: 4
Engineering Manual
Part: 15
Chapter: 15.24
Page: 1
Date: 11/06/2004
Rev.: 4
15.24.1
Refer to Page 2, Chapter 15.24, of the NAC Engineering Manual, for an example of
the NAC Shipping Advice Form.
Part: 15
Chapter: 15.24
Page: 2
Date: 11/06/2004
Rev.: 4
Engineering Manual
Engineering Manual
Part: 15
Chapter: 15.25
Page: 1
Date: 11/06/2004
Rev.: 4
15.25.1
Refer to Page 2, Chapter 15.25, of the NAC Engineering Manual, for an example of
the NAC Receiving Report Of Purchase Form.
Engineering Manual
Part: 15
Chapter: 15.25
Page: 2
Date: 11/06/2004
Rev.: 4
Engineering Manual
Part: 15
Chapter: 15.26
Page: 1
Date: 11/06/2004
Rev.: 4
15.26.1
Refer to Page 2, Chapter 15.26, of the NAC Engineering Manual, for an example of
the NAC Receiving Report Of Overhaul Form.
Engineering Manual
Part: 15
Chapter: 15.26
Page: 2
Date: 11/06/2004
Rev.: 4