Page Set Up:magsci.ir/wp-content/uploads/2015/10/Mo… · Web view · 2015-10-20Contents 1 Objectives 2 General Classification of Aircraft 3 Operating Sectors 6 JAR OPS 7 Operators

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Aviation Legislation

CONTINUING AIRWORTHINESS

CHAPTER 3

Chapter 3 Contents

Contents 1Objectives 2General Classification of Aircraft 3Operating Sectors 6JAR OPS 7Operators Responsibilities 8MMEL & MEL 9Air Operators Certificate 11Maintenance Responsibility 12Documents to Be CarriedRegistration Marks of AircraftAircraft Internal/External Markings

131415

Maintenance programmes 17JAR-145 24Large and Small Organisations 29ANO Articles 31Aircraft maintenance & documentation 35ATA 100 37Maintenance systems 39Maintenance management 44Pilot maintenance 47Maintenance, Overhaul and Repair manuals 48Maintenance of aircraft 50MRB 53Maintenance Schedules 54LAMS 57Certification 58Certificate of Maintenance Review 66Penalties 70Authorisation CertificatesProtected Rights

7172

Safety Critical Tasks Duplicate Inspections

7576

Workpack 79Technical Log 80Renewal of Certificate of Airworthiness 87Flight Test Schedule 98ETOPS - Maintenance and Despatch RequirementsAWO - Maintenance Requirements (CAP 360)Tech Log ExerciseWorkpack Exercise

105107109115

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OBJECTIVES

At the end of this chapter, you will be able to:

1. Demonstrate a general appreciation and familiarisation with:

a an Air Operators Certificate (AOC)b the Operators responsibilitiesc the documentation to be carried in an aircraftd aircraft placarding

2. Describe and explain the principles associated with Sub-part M of JAR Ops including:

a Maintenance responsibilities including:

(i) duplicate inspections(ii) signing of CRS and CMR

b Maintenance Management including the recognition of the various maintenance systems

c Aircraft Technical Logd Maintenance records and Log Bookse Accident and Occurrence Reporting

3. Demonstrate a general appreciation of the issues and procedures related to:

a Continuing airworthinessb Test Flightsc ETOPS, maintenance and dispatch requirementsd All weather operations, CAT 2/3 operations and minimum

equipment requirements

This chapter intends to cover the regulations, of importance to the aircraft engineer, related to the Operation and Maintenance of aircraft that have already received a Certificate of Airworthiness and where appropriate a Type Certificate.


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Aircraft are manufactured to the highest standard of airworthiness, as shown in Chapter 2, and it is the aircraft engineers’ responsibility to maintain the aircraft to these high standards for the rest of the aircraft’s life

Before commencing with the body of the subject matter it is essential to understand some basic classifications often used in the descriptive processes within the chapter.

General Classification of Aircraft. (ANO Schedule 2 Part A)

The terms ‘aircraft’ or ‘aeroplane’ cover all vehicles that travel through the air. For the purpose of regulation, aircraft are sub-divided into many different groups and weight categories. The table in Figure 3.1 below illustrates these aircraft classifications.

Free BalloonNon-Power Driven

Lighter than air Captive BalloonAircraft

Power Driven Airship

Aircraft GliderNon Power Driven

Kite

Heavier than airAircraft Aeroplane Landplane

Aeroplane SeaplaneAeroplane AmphibianAeropplane Self-Launching

Power Driven Motor GliderPowered Lift Tilt Rotor

HelicopterRotorcraft

Gyroplane

Figure 3.1 ANO Sched 2 Pt A, Classification of Aircraft


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For the purpose of convenience, most requirements, orders and regulations apply to aircraft that are classified within one or more specific weight categories. The term generally used in conjunction with aircraft weight is the ‘Maximum Take-Off Mass’ or MTOM. (Previously known in BCAR publications as Maximum Take-Off Weight Authorised, MTWA). Figure 3.2 shows these categories and it is as well to keep these figures in mind during the course.

Metric Imperial0 - 2730 kg 0 - 6020 lbs

2730 - 5700 kg 6020 - 12750 lbs5700 - 13610 kg 12750 - 30000 lbsabove 13610 kg above 30000 lbs

Figure 3.2 Aircraft Weight Categories

It is often hard to visualise these weight categories in relation to current aircraft Whilst it is not a requirement of this course that you remember these examples it helps to understand the context in relation to aviation legislation. Figure 3.3, shows some aircraft at the exact weight categories described above, whilst the table below shows some typical aircraft weights.

Fokker 50 approx. 20,000 kg (44,100 lbs)Concorde approx. 185,000 kg (408,000 lbs)Airbus 380 approx. 490,000 kg (1,080,000 lbs)Fokker 100 approx. 43,000 kg (94,800 lbs)Learjet 60 approx. 10,5000 kg (23,200 lbs)Boeing 777 approx. 267,000 kg (590,000 lbs)


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Figure 3.3 Examples of Aircraft Close to MTOM Categories


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Operating Sectors

The sectors in which aircraft operate in the UK civil airspace, are divided into four categories. They are:

First Level

At this level we have the public sector airlines operating transport category aircraft fleets on scheduled revenue passenger and freight services over both domestic and international routes.

Second Level

In the second and third levels, we have the private or independent airline sector. These airlines operate transport category aircraft in a similar manner to the first level airlines but, in the second level, the services cover inclusive tour services and charter flights.

Third Level

At the third level, small and medium sized public transport aircraft operate passenger, freight, commuter or air taxi, charter and air ambulance services.

General Aviation

The General Aviation sector may broadly be defined as any aeronautical activity excluding scheduled services. Small and medium sized aircraft in the appropriate C of A categories, are used for such activities as flying school training, flying clubs. company executive transport, pleasure and business flying by private owners, air taxi services, charter flights, crop spraying and aerial surveying.

Some General Aviation Facts

In the mid 1990’s there was a study of General Aviation (G.A.) utilisation. It discovered that G.A. consisted of :-

a. 96% of the total western civil fleet.b. 96% of all civil pilots.c. 80% of all civil flying hoursd. 50% of the total passenger traffice. Only 7% of civil aviation fuel consumption

During the sample year in the United Kingdom, the General Aviation fleet logged 900,000 flying hours while the Commercial fleet (First, Second and Third Level), logged only 600,000 hours. The numbers of registered aircraft should also be considered; 700 commercial against 10,000 General Aviation in the UK.


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JAR OPS

JAR OPS 1 prescribes requirements applicable to the operation of any civil aeroplane for the purpose of Commercial Air Transportation (CAT). The operator’s principle place of business must be within a JAA member state. JAR OPS 1 does not apply to military, customs or police air operations.

JAR OPS is divided into 4 parts:

JAR OPS 1 - CAT - Fixed wingJAR OPS 2 - General Aviation - Fixed wingJAR OPS 3 - CAT - HelicoptersJAR OPS 4 - General Aviation - Helicopters

JAR OPS 1

JAR OPS 1 is divided into several parts, each part covering specific requirements related to the operation and maintenance of CAT aircraft. The part concerning aircraft maintenance is found at sub-part M and is dealt with in more detail later in this chapter. In general the basic requirements of JAR-OPS1 state that:

(a) An operator shall not operate an aeroplane for the purpose of commercial air transportation other than in accordance with JAR-OPS Part 1.

(b) An operator shall comply with the requirements in JAR-26 applicable to aeroplanes operated for the purpose of commercial air transportation. Until formal implementation of JAR26, current national aviation regulations will apply.

(c) Each aeroplane shall be operated in compliance with the terms of its Certificate of Airworthiness and within the approved limitations contained in its Aeroplane Flight Manual.

(d) Air Taxi and Aeroplane Emergency Medical Service (EMS) operations shall be conducted in accordance with the requirements contained in JAR-OPS Part 1 except for the variations contained in Subpart Q, Appendices A and B respectively.

NOTE: Currently Sub-part ‘Q’ (Flight and Crew Duty Times), has not been issued. CAP 360 Pt 1 Chapter 2(4) and CAP 371 apply.


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Operator’s Responsibilities

The operator’s responsibilities are fully described within JAR OPS. In particular an operator must ensure that:

a. all employees are aware of the need to comply with the laws, regulations and procedures of the States in which operations are conducted.

b. all crewmembers are similarly aware of the laws etc. pertinent to the performance of their duties.

c. All crew members can communicate in a common language

d. All operations personnel can understand the language in which the parts of the Operations Manual applicable to their duties are written.

In addition:

e. an operator shall establish a Minimum Equipment List (MEL) which will be approved by the NAA. This MEL will be based upon, but not less than, the Master Minimum Equipment List (MMEL). The operator cannot operate an aircraft outside the MEL without the authority of the NAA.

f. An operator shall not operate an aeroplane other than in accordance with the MEL unless permitted by the Authority. Any such permission will in no circumstances permit operation outside the constraints of the MMEL.


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Master Minimum Equipment Lists

The Master Minimum Equipment List (MMEL) is a permissive list of items that may be temporarily inoperative on an aircraft exceeding 2730kg MTOM, in the Transport, Aerial and Private categories. It is especially important when the aircraft is away from the operator’s main base. The desired level of safety must be maintained, at the time of dispatch on revenue operations, in accordance with Article 16 of the ANO, whilst operating within a controlled and sound programme of repairs, replacement and servicing.

The MMEL is a list that covers all aircraft of a specific type, which may be generated by the Aircraft Manufacturer or by the responsible N.A.A. The procedure for producing this list can be found in the C.A.A. Publication CAP 549 – Master Minimum Equipment Lists (MMEL) and Minimum Equipment Lists (MEL).

In developing a MMEL, due consideration is given to appropriate Air Navigation legislation, design requirements, National Airworthiness Authority policy, operational considerations, and mandatory stipulations applicable to the aircraft type. (e.g. Airworthiness Directives, Airworthiness Notices, and the requirements of the Flight Manual.

Minimum Equipment Lists (Allowable Deficiency List or GO/NO-GO List)

The MEL must be no less restrictive than the applicable MMEL but it may include additional advisory material and define any additional or modified operational procedures or maintenance procedures identified within the MEL. AOC operators are required to publish these procedures in their Operations Manual, Part 9 in accordance with JAR-OPS 1.030. For non-AOC operators, MEL procedures may be approved in isolation.

The additional and/or modified procedures mentioned above, are normally either operational, and therefore annotated with an (O) against the relevant entry, or maintenance, annotated with an (M). Both of these annotations will place some form of restriction or limitation with regard to the operation of the aircraft.

The MEL would also include specific alleviations appropriate to the operators circumstances in respect of items annotated “As required by Air Navigation Legislation” in the MMEL.

Compilation of the list is the joint responsibility of the operator's engineering and operations department.


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Due consideration is given to the duplication of equipment and the alternative methods of operation. When assessing whether an aircraft can fly with an unserviceability or not, it is the general rule that at any time, one further failure should not produce a hazardous situation.

It is vitally important for engineers to thoroughly read the maintenance requirements, if any, which need to be carried out when invoking the MEL. Many items within the MEL may require additional maintenance activities and failure to comply with these requirements invalidates the Certificate of Airworthiness of the aircraft and leaves the engineer liable for punishment under the ANO.

Deficiencies are usually categorised in a list to indicate that:

1) the aircraft can fly to the next line station where spares are available.

2) the fault is to be rectified at the next return to base

3) further details are to be obtained from base

4) the aircraft can be flown without a commercial load and with certain restrictions on the operation.

When a list is completed it is finally agreed in consultation with the NAA and is normally included in the flight and operations manuals for the aircraft type. The final decision on whether an aircraft may or may not fly with a deficiency, normally rests with the Captain, although some companies require the Captain to consult with their own Quality or Operations departments first.

In KLM uk, defects are classified as “A”, “B” or “C”. A Technical Log entry by the captain is annotated an “A” defect and it must, if possible, be rectified immediately. If this is not possible, the MEL informs the engineer whether the defect can be entered in the “B” defect log sheet (Affecting Airworthiness), the “C” defect log sheet (Tertiary faults – trim, etc.) or if it must be rectified before the next flight.

Configuration Deviation Lists

In Section 8 of the Operations Manual can be found the Configuration Deviation List (CDL). This list contains the secondary airframe components and engine cowl parts that can be removed (or missing) to permit, in most cases, restricted commercial operations. Minor items, such as static dischargers, certain lights, etc. may be missing or removed with no restrictions on the operation of the aircraft.


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Air Operator’s Certificate (AOC)

A Company operating an aircraft for the purpose of Public Transportation, within the UK, must have an AOC granted to the company, in accordance with JAR-OPS 1.175 and the Air Navigation Order (ANO) Article 6.

An Air Operator’s Certificate will specify the following details:

The name and location of the operator’s main place of business.

The date of issue and the period of validity of the certificate. This validity is normally ‘until revoked’.

A full description of the type of operations authorised, the type(s) of aircraft being operated and their registration markings.

Authorised areas of operation, with any limitations.

Any special limitations, authorisations or approvals, such as CAT II or CAT III operation, ETOPS flights, etc.

Under the above JAR, the CAA, as a full member authority of the JAA, is authorised to grant the AOC once the company meets the requirements of JAR OPS.

The initial application for the grant of an AOC is made to the Flight Operations Inspectorate (FOI) of the CAA, who will carry out an investigation of the operator in relation to the operation of his aircraft fleet and the relevant regulations.

The CAA SRG, however, investigate arrangements for engineering support made in accordance with Sub-part M of JAR-OPS on behalf of the FOI.

The AOC will be issued by the FOI once it is fully satisfied that all requirements of JAR-OPS have been met. This also includes SRG acknowledgement that Sub-part M of JAR-OPS has also been complied with.

Once an AOC is approved and in force, all the aircraft are to be maintained by an organisation approved to JAR 145.

For a JAR-OPS approval the company must nominate an Accountable Manager and Deputy. The Accountable Manager must be acceptable to the authority and will exercise corporate authority. He/She is responsible for ensuring that all operations, including aircraft maintenance, can be resourced and carried out to the standards set by the relevant NAA.


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Maintenance Responsibility

In respect of Sub-Part ‘M’ (Aeroplane Maintenance) of JAR-OPS 1, the operator is fully responsible for the following:

a. Compliance with the maintenance programme, including scheduled and non-scheduled maintenance, compliance with all directives from the N.A.A. and the accomplishment of all modifications.

b. The Technical Log, including the current certification of the aircraft, all details of flights carried out, the control of deferred defects and the records of the consumption/replenishment of fluids.

c. Production of a Maintenance Management Exposition, including the nomination of the Accountable Manager.

d. All record keeping both of the aircraft being operated and the personnel employed by the company. There must also be in place a method of keeping complete details of all flights, maintenance, modifications and all lifed items, for as long as required by JAR-OPS 1.920.

e. All contracts when aircraft maintenance is carried out by a Third Party, JAR-145 organisation. This includes all legal requirements ensuring full compliance with the maintenance schedule of the aircraft in question.

The operator must also list those post holders responsible for:

a. Flight Operationsb. The Maintenance Systemc. Crew Training d. Ground Operations

All flights must be conducted in accordance with the Operations Manual (a copy must be provided to the Authority). Appropriate ground handling facilities must be provided to ensure safe handling and the operator must comply with all maintenance requirements.


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Documents to be carried

In accordance with JAR-OPS 1 the following documents, or copies of them, must be carried on all public transport flights.

a. Certificate of Registrationb. Certificate of Airworthinessc. Noise Certificated. Air Operator’s Certificatee. Aircraft Radio Licencef. Third party liability insurance.g. Flight Crew Licences (with correct rating[s])h. Operations Manual (see below)i. Flight Manual (see below)

The operator is also required to ensure that the Operations Manual (crew duties & conduct of flight) plus the Flight Manual is carried (if Part B of the Operations Manual contains the necessary information and it has been accepted by the Authority then the Flight Manual is not required).

The documents required to be carried under the Air Navigation Order differ from those required by JAR-OPS 1. These differing requirements apply to flights under Aerial Conditions and to Private flights whilst overseas, and are as shown below:

AERIAL CONDITIONS PRIVATE (OVERSEAS)

Cert. of Registration Cert. of RegistrationCert. of Airworthiness Cert. of AirworthinessRadio Licence Radio LicenceFlight Crew Licences Flight Crew LicencesOperations ManualLoad Sheet*Certificate of Maint. Review*Technical Log* Interception Signals* Interception Signals

(Items marked * are additional documents also sometimes carried on JAR-OPS (PT) flights under JAR-OPS 1.135 [10])


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REGISTRATION of AIRCRAFT

All aircraft must be registered in the U.K., before they are permitted to fly. They must also have their allotted registration letters displayed on the airframe in accordance with Article 5 and part ‘B’ schedule 2 of the ANO.

The legal requirements in respect of aircraft registration are set out in:

Article 4 of the ANO

Application for registration in the U.K. must be made to the C.A.A on a Form CA1. They will, subject to acceptance of the application, issue a Certificate of Registration. This certificate is valid until there is a change in ownership of the aircraft, or until the aircraft is destroyed or permanently withdrawn from use.

An official list of aircraft registered in the U.K. is kept by the C.A.A. There is also an International Aircraft Register.

An aircraft, other than one permitted to fly without being registered, must not fly in U.K. airspace unless it bears the nationality and registration marks as required by the law of the country in which it is registered.

The national mark of U.K. registered aircraft is the capital letter “G” and the registration mark is a group of four capital letters.

An alternative to the above system is used by aircraft manufacturers/dealers to permit flight test of aircraft without the aircraft being registered. The registrations are not permanent and take the form of capital letter “G” followed by two sets of numerals. The first is allocated to the manufacturer/dealer, the second represents the aircraft itself.

For example, the registration “G-7-161” was allocated to a Slingsby Firefly, (for export to the U.S.A.). The number ‘7’ represented the Slingsby Aircraft Company and the ‘161’ indicated it was the 161st aircraft of that production order.

A Bae Jetstream aircraft was allocated “G-4-014”. The ‘4’ in this case being the number allocated to British Aerospace, with the aircraft being the 14 th of a batch going to the Sun Air airline.


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AIRCRAFT INTERNAL AND EXTERNAL MARKINGS

SMOKING IN AIRCRAFT - Reference: ANO Article 66 and JAR-25.791

Every aircraft registered in the U.K. must have a notice indicating when smoking is prohibited. The notice must be so positioned that is visible to each passenger seated in the aircraft.

FASTEN SEAT BELTS - Reference: ANO Schedule 4 or JAR-25.791

Every aircraft registered in the U.K. in the Transport Category must, if the commander of the aircraft from his own seat is unable to see all of the passengers seats, have a means of indicating to the passengers that the seat belts should be fastened.

EXIT and BREAK-IN MARKINGS - Reference: ANO Article 62 or JAR-25.811

When a Public Transport aircraft registered in the U.K. is carrying passengers, every exit from, and every internal door in the aircraft shall be in working order and, during take-off, landing or any emergency, must be free from obstruction and not fastened by locking or otherwise so as to prevent, hinder or delay its use by passengers.

Every exit from the aircraft must be marked with the words “EXIT” or “EMERGENCY EXIT” in capital letters. Every exit from the aircraft must be marked with the instructions in English and with diagrams to indicate the correct method of opening the exit. The markings must be placed on or near the inside surface of the door or other closure of the exit and, if it is openable from the outside of the aircraft, on or near the exterior surface.

Aircraft above 3600kg MTOM are normally marked on the exterior surface of their fuselage to show the “BREAK-IN” areas, which can, for the purpose of rescue in an emergency, be most readily, and effectively broken into by persons outside the aircraft. In some circumstances, these markings may be omitted, providing authorisation from the C.A.A. has been obtained.

Break-in areas must be rectangular in shape and must be marked by right angled corner markings each arm of which must be 10cm (4”) in length along its outer edge and 2.5cm (1”) in width. The words “CUT HERE IN EMERGENCY” must be marked across the centre of each break-in area in capital letters.

On aircraft above 5700kg MTOM, every exit intended to be used by passengers in an emergency, must be marked on the exterior of the aircraft by a band not less than 5cm (2”) in width, outlining the exit.


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The markings mentioned previously, must be:

(a) Painted or affixed by some other equally permanent means

(b) Be RED in colour and, if the background renders the red colour not easily visible, it must be outlined in WHITE or some other contrasting colour.

(c) Of a colour clearly contrasting with its background

(d) Kept clean and unobscured at all times.

If one, but not more than one, exit from an aircraft becomes inoperative at a place where it is not reasonably practical for it to be repaired or replaced, there is nothing to prevent the aircraft from carrying passengers until it next lands at a place where the exit can be repaired or replaced provided that:

(a) the number of passengers carried and the position of the seats which they occupy is in accordance with arrangements approved by the C.A.A. either in relation to the particular aircraft or class of aircraft; and:

(b) in accordance with the arrangements in (a), the exit is fastened by locking or otherwise, the words “EXIT” or “EMERGENCY EXIT” are covered and the exit is marked with a RED disc at least 23cm (9”) in diameter with a horizontal WHITE bar across it bearing the words “NO EXIT” in RED letters.

OWNER’S NAMEPLATE

All registered aircraft must have a metal nameplate fixed near the main entrance of the aircraft, upon which is stamped or engraved the nationality and registration marks as well as the registered owner’s name and address. This metal plate must be fireproof, so that there will be a means of identification in the event of the aircraft being destroyed by fire. The C.A.A. recommends the use of a stainless steel plate.


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Maintenance Programmes

An operator must develop and submit a Maintenance Programme (including a Maintenance Schedule) for approval by the relevant N.A.A. in accordance with JAR-OPS 1.910 and in an acceptable format. The C.A.A. requires that the maintenance programme must be in the format of Standard Maintenance Practice 20 (SMP 20), from CAAIPS, Leaflet 14.

The compliance document ensures that the submissions are of a standard form and include all the items required by JAR-OPS 1.910 and other C.A.A. National requirements.

Although an operator must comply with the Maintenance Document, he must also ensure that the aircraft and its equipment is maintained under many other operational requirements. These can include:-

JAR-OPS ‘K’ – instruments and equipment; JAR-OPS ‘L’ – Communication and Navigation EquipmentAdditional C.A.A. requirements for CertificationAdditional C.A.A. requirements for Maintenance (AWN & SMP)

The contents of SMP 20 contain a ‘contents’, 5 ‘sections’ and 2 ‘appendices’. They are laid out as follows:-

Contents

Sect.1: Preface

Sect.2: Certification Statement

Sect.3: Company Procedures

Sect.4: Additional UK maintenance requirements

Sect.5: MME/MOE cross references

Appendix A: C.A.A. standard permitted variations

Appendix B: U.K. C.A.A. specifications


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KLM UK Limited Fokker 100 Maintenance Programme

The examples which follow, show examples of each of the sections mentioned on the previous page.

MAINTENANCE PROGRAMME PREFACE

This Maintenance programme is applicable to the following:

Aircraft Type/Model: Fokker 28 Mark 100 (Fokker 100)

Engine(s) Type: Rolls Royce Tay Mk 650-15

APU Type: Allied Signal GTCP36-150R

Registration(s): G-UKFA, G-UKFB to G-UKFR

OPERATORS NAME AND ADDRESS

KLM UK LimitedStansted HouseStansted AirportEssexCM24 1QT

The periods and frequencies of the maintenance tasks and inspections in this Programme

Reference AUK/F100, Issue Number 1 Date 16 July 1992

Are based on an annual utilisation of 2000 flying hours. If the annual utilisation varies by more than 25% from that stated, the operator accepts that the Maintenance Programme shall be reviewed in order that any necessary adjustments to the maintenance tasks and periods may be made.

This Maintenance Programme is derived from Maintenance Review Board Report: Reference Fokker 70/100 Issue Number 1 Dated Nov 1987


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Example of operators certification statement could take the form as shown below:


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PROCEDURES

PROGRAMME REVIEW

It is accepted that in addition to monitoring fleet utilisation, the data contained in this programme will be reviewed at least annually by the operator to ensure that the detailed requirements continue to be valid in the light of the operating experience. Type Certificate holder’s recommendations, revisions to the Maintenance Review Board Report, that affect the maintenance needs of the aircraft. This review is in accordance with procedures set out in the AirUK Eng. Ltd. Procedures Manual, Vol. 5, Sect 4, Chap 4A, Pt 30.

ESCALATION OF MAINTENANCE PROGRAMME CHECK PERIODS

Escalation of the check periods associated with the Maintenance Programme, where applicable, shall be controlled by procedures acceptable to the C.A.A. These Procedures are detailed in the AirUK Ltd. Maintenance Management Exposition Pt 1.2 and AirUK Eng. Ltd. Procedures Manual, Vol. 5, Sect 4, Chap 4A, Pt 30

PRE-FLIGHT MAINTENANCE TASKS

Where applicable, this Maintenance Programme includes details of all pre-flight maintenance tasks normally accomplished by maintenance staff and not those included in the Operations Manual for action by the flight crew.

CERTIFICATION REQUIREMENTS AND MAINTENANCE TASK DEFINITIONS

Where necessary, the Maintenance Programme includes details of who may issue Certificates of Release to Service (CRS) in a particular case, and also defines which of the check cycles are considered as base maintenance.

CRS requirements are detailed in the Maintenance Programme Approval Endorsement No 1, C.A.A. Approval reference MP/Fokker 28/1000.GB0508.

Check periods are defined in Appendix D to this preface.


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ADDITIONAL UK MAINTENANCE REQUIREMENTS

STANDARD MAINTENANCE PRACTICES

Aircraft Battery Capacity Checks

Aircraft batteries shall be maintained in accordance with the manufacturer’s recommendations. In the absence of any manufacturer’s instructions, the following periods apply

(a) Lead Acid Battery – Not exceeding 3 months

(b) Ni-Cad Battery – Not exceeding 4 months

The programme of required maintenance is prescribed in the Maintenance Programme reference AUK/F100

EMERGENCY EQUIPMENT

The required Emergency Equipment will be maintained to a programme based on the equipment manufacturer’s recommendations. In addition, the following requirements are complied with in the Maintenance Programme:

(a) Emergency equipment will be maintained to a programme based on the equipment manufacturer’s recommendations. In addition, the following requirements are complied with in the Maintenance Programme.

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

The programme of required maintenance for (a) and (b) is prescribed in the Maintenance Programme referenced AUK/F100


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MANDATORY REQUIREMENTS - AIRWORTHINESS DIRECTIVES

The following groups of Airworthiness Directives (Ads) are applicable to aircraft maintained in accordance with this Maintenance Programme.

(1) C.A.A. Mandatory Aircraft Modifications and Inspection Summary CAP 476

(2) C.A.A. Additional Airworthiness Directives CAP 473

(3) C.A.A. Foreign Airworthiness Directives CAP 474

(4) N.L.A. Airworthiness Directives – The Netherlands

(5) F.A.A. Airworthiness Directives – United States of America

Procedures are still in place to assess all ADs on a continuing basis for applicability to aircraft maintained to this Maintenance Programme. All Airworthiness Directives are assessed for applicability in accordance with the procedures defined in the KLM UK Eng. Ltd. Procedures Manual Vol. 1, Sect. 4, Chap. 2, Part 2.11 and where necessary, relevant maintenance tasks are included in the maintenance programme.


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The certificate shown below is an example of a Maintenance Programme Approval Certificate in the Commercial Air Transport Category.

Figure 3.5 Maintenance Programme Approval Certificate


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Joint Airworthiness Requirements 145 (JAR 145)

The National Aviation Authorities of certain European countries have agreed common comprehensive and detailed aviation requirements (referred to as the Joint Aviation Requirements (JAR)). The intention is to minimise Type Certification problems on joint ventures, to facilitate the export and import of aviation products, and make it easier for maintenance carried out in one European country to be accepted by the Civil Aviation Authority in another European country.

The JARs are recognised by the National Aviation Authorities of participating countries as an acceptable basis for showing compliance with their national airworthiness codes.

FAR Parts 43 and 145 of the Federal Aviation Administration of the United States of America have been selected to provide the format, and where appropriate content, of the JAR for Approved Maintenance Organisations (JAR-145).

JAR-145 has been issued with no National Variants and as a result in several areas does not contain the detailed compliance information, which some National Aviation Authorities and Industry organisations would like to see . The authors of JAR-145 agreed that it should be applied in practice and the lessons learnt embodied in future amendments. The National Aviation Authorities of the JAA are therefore committed to early amendment in the light of experience.

Future development of the requirements for JARs will be in accordance with the agreed amendment procedures. Broadly, these procedures are such that amendment of JAR-145 can be proposed by the National Aviation Authority of any of the participating countries and by any organisation represented on the Joint Steering Assembly.

The National Aviation Authorities have agreed they should not unilaterally initiate amendment of their national codes without having made a proposal for amendment of the JAR-145 in accordance with the agreed procedure.

Amendments to the text of JAR-145 used to be issued (initially) as 'Orange Paper' Amendments. As of March 2000 adopted amendments are published as replacement pages, with only the affected pages being reproduced. Each revision will be accompanied by instructions for incorporation of the amendment. However, Temporary Guidance Leaflets (TGL) are issued by the JAA as a means of quickly providing advice to JAA Members and also permit trial of materials. If the CAA considers the content of a TGL to be inappropriate it has the authority to choose not to implement the TGL until formal Notice of Proposed Amendment (NPA) procedures have been completed, (Refer AWN 14 Paragraph 2.9 and Appendix 2). New amended and corrected text is enclosed within heavy brackets.


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The remainder of the text in JAR 145 makes reference to JAA full member Authorities. This is intended to reflect the fact that whilst all the National Aviation Authorities subscribe to the concept of common JARs etc, only the JAA full member authorities have agreed mutual recognition of certificates, licences and approvals on the basis of standardisation audits. Nothing however prevents a JAA candidate member authority from issuing a certificate, licence or approval on the basis of a JAR even though it may not be mutually recognised by the JAA full member authorities.

Finally, many JAA member states have not accepted all JARs. In many cases, only parts of a particular JAR may be accepted or approved. To this end National Authority requirements will remain in force until such times as full acceptance of a JAR, i.e. BCARs in the UK . Where BCARs are particularly relevant, the BCARs reference has been added to the individual subject title line.

JAR 145 - General (Refer 145.10)

No aircraft when used for Commercial Air Transport may fly unless a Certificate of Release to Service has been issued by an organisation for maintenance carried out on the aircraft or an aircraft component intended for fitment to such an aircraft.

No organisation may certify for release to service an aircraft used for Commercial Air Transport unless either approved or accepted in accordance with JAR-145.

Excepting an organisation working under the quality system of an approved JAR-145 maintenance organisation (or an organisation accepted in accordance with the JAR 145), no organisation may maintain such an aircraft unless:

(a) appropriately approved in accordance with JAR-145 or

(b) accepted in accordance with JAR 145. 10(c) alternative, or working under the quality system of an appropriately approved or accepted JAR-145 maintenance organisation.

NOTE:(1) JAR-145 approval is not required for the Pre-flight Inspection.

(2) JAR 145 approval is required for the Daily Inspection.


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No organisation may certify for release to service an aircraft component intended for fitment to an aircraft used for Commercial Air Transport unless either:

(1) approved in accordance with JAR-145, or

(2) accepted in accordance with the JAR 145.10(c) alternative.

Excepting an organisation working under the quality system of an approved JAR-145 maintenance organisation (or an organisation accepted in accordance with JAR 145), no organisation may maintain such an aircraft component unless:

(1) appropriately approved in accordance with JAR-145 or

(2) accepted in accordance with the JAR 145.10(c) alternative, or

(3) working under the quality system of an appropriately approved or accepted JAR-145 maintenance organisation.

A maintenance organisation approval may be granted for maintenance activities varying from that for an aircraft component to that for a complete aircraft or any combination thereof.

An organisation working under the quality system of either an appropriately approved JAR-145 maintenance organisation or an organisation accepted in accordance with the JAR 145.10(c) alternative, is limited to the work scope permitted by JAR 145 procedures. It may not carry out a base maintenance check of an aircraft or a complete workshop maintenance check or overhaul of an engine or engine module.


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JAR 145 - Effectivity

JAR-145 was first issued on 30 July 1991 and became effective on 1 January 1992 with the exception of JAR 145.1 which became effective as follows:

(1) Organisations that carry out base maintenance and certify release to service of aeroplanes/airships above 5700 KG maximum certificated take off weight had to be in compliance with JAR 145.1 after 1 January 1995. (see also AWN 14 paragraph 3.1)

(2) Organisations that carry out line maintenance and certify release to service of aeroplanes/airships above 5700 KG maximum certificated take off weight had to be in compliance with JAR 145.1 after 30 September 1994.

(3) Organisations that carry out maintenance and certify release to service of engines had to be in compliance with JAR 145.1 after 30 September 1994.

(4) Organisations that carry out maintenance and certify release to service of aeroplanes/airships up to and including 5700 KG maximum certificated take off weight and/or helicopters of any weight had to comply with JAR 145.1 by 31 December 1994.

(5) Organisations that carry out maintenance and certify release to service of aircraft components, other than complete engines, auxiliary power units and specialised services were in compliance with JAR 145.1 after 31 December 1994.

(A JAR-145 Approval could have been issued by the JAA full member Authority prior to the above dates).


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Summary

Effectively, JAR 145 is concerned with the maintenance of aircraft and/or components, meaning:

Overhaul, Repair, Inspection, Replacement, Modification & Defect Rectification.

As defined previously, maintenance can only be carried out by organisations that can demonstrate compliance with the requirement and with regard to:

(1) Facilities(2) Management Responsibilities(3) An Exposition(4) A Quality System(5) Certifying Staff for issues of CRS(6) Control of Maintenance Records

Having satisfied the C.A.A. (In the case of the United Kingdom), with reference to these points, JAR approval would be granted. The size of the organisation will dictate the management structure and to this end, the JAR 145 shows typical examples of both large and small organisations. These should not, however be taken as the only examples. Each organisation will have the corporate structure to suit its own situation. (Whilst still complying with JAR 145).


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Figure 3.6 JAR Large Organisation Example

Figure 3.7 JAR Small Organisation Example


JAR 145 MAINTENANCE ORGANISATIONS

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JAR 145 DEFINITIONS (Ref: IEM 145.5)

For the purpose of JAR 145 the following definitions shall apply:

Accountable Manager - The manager who has corporate authority for ensuring that all maintenance required by the aircraft operator can be financed and carried out to a standard required by the JAA full member authority. He may delegate, in writing, to another person in the organisation who then becomes the accountable manager.

Approved Data – Any information necessary to ensure that the aircraft or component can be maintained in a condition such that the airworthiness of the aircraft or the serviceability of its equipment is assured.

Certifying Staff – Those personnel who are authorised by the approved maintenance organisation in accordance with a procedure acceptable to the JAA full member authority to certify aircraft or their components for release to service.

Commercial Air Transport – The carriage of Passengers, Cargo or Mail for remuneration.

Maintenance – Any one or combination of overhaul, repair, inspection, replacement, modification or defect rectification of an aircraft or component.

Modification – The alteration of an aircraft/aircraft component in conformity with an approved standard.

Overhaul – The restoration of an aircraft/aircraft component by inspection and replacement in conformity with an approved standard, designed to extend its operational life.

Pre-flight Inspection – The inspection carried out before flight to ensure that the aircraft is fit for the intended flight. It does not include defect rectification.

Repair – The restoration of an aircraft/aircraft component to a serviceable condition in conformity with an approved standard.


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ANO Articles (Selection)

The Articles in the ANO cover a multitude of different topics, all of which must be complied with at all times, bearing in mind the ANO is a Statutory Document (S.I.).

The examples below are a random selection from the ANO and show the variety of the regulations found in this publication.

Towing of Gliders (Ref: ANO Article 54)

An aircraft in flight must not tow a glider unless the C of A issued or rendered valid in respect of the towing aircraft under the law of the country in which that aircraft includes an express provision that it may be used for that purpose. The combined length of the aircraft, tow rope and glider in flight must not exceed 150 meters.

The commander of an aircraft which is about to tow a glider must satisfy himself , before the towing aircraft takes off:

1. that the tow rope is in good condition and is of adequate strength for the purpose, and that the combination of the towing aircraft and glider, having regard to its performance in the conditions to be expected on the intended flight and to any obstructions at the place of departure and on the intended route, is capable of safely taking off, reaching and maintaining a safe height at which to separate the combination and that thereafter the towing aircraft can make a safe landing at the place of intended destination;

2. that signals have been agreed and communication established with

persons suitably stationed so as to enable the glider to take off safely.

3. that emergency signals have been agreed between the commander of the towing aircraft and the commander of the glider, to be used, respectively, by the commander of the towing aircraft to indicated that the tow should be immediately released by the glider, and by the commander of the glider to indicate that the tow cannot be released.


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Dropping of Persons (Ref: ANO Article 57)

A person shall not drop, be dropped or permitted to drop to the surface or jump from an aircraft flying over the United Kingdom except under and in accordance with the terms of a written permission granted by the Authority under this article.

For the purposes of this article, dropping includes projecting and lowering.

Not withstanding the grant of a permission under paragraph (1) of this article, a person shall not drop, be dropped or be permitted to drop from an aircraft in flight so as to endanger persons or property.

An aircraft shall not be used for the purpose of dropping persons unless the Certificate of Airworthiness issued or rendered valid in respect of that aircraft under the law of the country in which the aircraft is registered. This must include an express provision that it may be used for that purpose and the aircraft is operated in accordance with the written permission granted by the authority under this article.

Every applicant for and every holder of a permission to parachute shall make available to the Authority, if requested to do so, a parachuting manual and shall make such amendments or additions to such manual as the Authority may require. The holder of a permission shall make available to every employee or person who is or may engage in parachuting activities conducted by him, the manual which shall contain all such information as may be necessary to enable such employees or persons to perform their duties.

Nothing in this article shall apply to the descent of persons by parachute from an aircraft in an emergency.

Nothing in this article shall prohibit the lowering of any person in an emergency or for the purpose of saving life.

Nothing in this article shall prohibit the lowering of any person from a helicopter to the surface, if the Certificate of Airworthiness issued or rendered valid in respect of the helicopter under the law of the country in which it is registered, includes an express provision that it may be used for that purpose.


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Dropping of Articles and Animals (Ref: ANO Article 56)

(1) Articles and animals (whether or not attached to a parachute) shall not drop, or be permitted to drop, from an aircraft in flight, so as to endanger persons or property.

(2) Subject to paragraph (3), except under and in accordance with the terms of an aerial application certificate granted under Article 58 of this Order, articles and animals (Whether or not attached to a parachute), shall not be dropped, or permitted to drop, to the surface from an aircraft flying over the United Kingdom.

(3) Paragraph (2) shall not apply to the dropping of articles by, or with the permission of the commander of the aircraft in any of the following circumstances:

To save lifeThe jettisoning of fuel or articles in an emergencyDropping ballast (sand or water)For navigation purposesDropping of tow ropes and banners on aerodromesFor public health, pollution control, surface icing, etc.To indicate wind direction during parachuting

Method of Carriage of Persons (Ref: ANO Article 61)

A person shall not be in or on any part of an aircraft in flight, which is not a part designed for the accommodation of persons and in particular, a person shall not be on the wings or undercarriage of an aircraft.

A person shall not be in or on any object, other than a glider or flying machine, towed by or attached to an aircraft in flight.

A person may have temporary access to:

(1) any part of an aircraft for the purpose of taking action necessary for the safety of the aircraft or of any person, animal or good s therein;

(2) any part of an aircraft in which cargo or stores are carried, being a part which is designed to enable a person to have access thereto, whilst the aircraft is in flight.

This article does not apply to a passenger in a helicopter operated under a Police Air Operators Certificate who is disembarking in accordance with the official manual.


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Aerial Application Certificates (Ref: ANO Article 58)

An aircraft shall not be used for the dropping of articles for the purpose of agriculture, horticulture or forestry, or for training for the dropping of articles for any such purposes, otherwise than under and in accordance with the terms of an Aerial Application Certificate granted to the operator of the aircraft under paragraph (2) of ANO Article 58.

The Authority shall grant to any person applying therefore, an aerial application certificate, if it is satisfied that the person is a fit person to hold the certificate, having regard in particular to his previous conduct and experience, his equipment, organisation, staffing and other arrangements to secure the safe operation of the aircraft specified in the certificate, on flights for the purpose specified in the paragraph above.

Every applicant for, and holder of, an aerial application certificate shall make available to the C.A.A. upon application and to every member of his operating staff, upon the certificate being granted, an Aerial Application Manual. This shall contain all such information and instructions as may be necessary to enable the operating staff to perform their duties as such. The holder of a certificate shall make such amendments of, or additions to the manual as the C.A.A. may require.

Acting in a Disruptive Manner (Ref: ANO Article 68)

No person shall, whilst in an aircraft;

(1) use any threatening, abusive or insulting words towards a member of the crew of the aircraft.

(2) behave in a threatening, abusive, insulting or disorderly manner towards a member of the crew of the aircraft

(3) intentionally interfere with the performance by a member of the crew of the aircraft of his duties.

Stowaways (Ref: ANO Article 69)

A person shall not secrete himself for the purpose of being carried in an aircraft without the consent of either the operator or the commander thereof, or any other person entitled to give consent to his being carried in the aircraft.


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THE MAINTENANCE OF AIRCRAFT AND THEIR DOCUMENTATION

Maintenance may broadly be defined as: “those actions required for restoring an item to, or maintaining it in, serviceable condition”. Such actions include servicing, repair, modification, overhaul, inspection, and determination of condition.

Relating these actions to any one type of aircraft as a whole, therefore, requires that appropriate maintenance procedures programmes be initially established, and then implemented on a continuing basis throughout an aircraft's service life.

An internal part of any maintenance programme is a system of documentation that sets out how and when the various Maintntenance tasks are to be carried out, and the methods of recording and certifying the completion of such tasks.

Details of how the tasks are to be carried out are given in the manuals provided by the manufacturers, and since they may be considered as the primary maintenance documents, these will be covered first.

Manuals

You may recall that copies of all manuals have to be submitted to the CAA, for approval, at the time of application for the aircraft’s initial C of A.

These manuals include those compiled by the manufacturer to cover all the information and recommendations necessary for the implementation of in-service maintenance programmes.

In the case of manufacturers holding CAA Approval under BCARs, the manuals have to comply with Section 'A' of BCARs, and a declaration to this effect has to be made on the title pages of the manuals.

The method of presenting all vital information plays a very important part, because not only must it be set out in workable sequence, it should also be of a standardised form.

Having noted that point about standardising, it is still not unusual to find that an assortment of presentation styles exists. However, the one making the most notable contribution, as a basis for international acceptance is that produced originally in 1956 by the Air Transport Association of America with the title 'ATA Specification No.100'. (Usually referred to as “ATA 100” ).


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Figure 3.8 Example of a Maintenance Manual Authorisation


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ATA Specification No. 100

The major aircraft manufacturers have adopted this specification so that, in the majority of cases, you will find that as a practising engineer, you will be working to procedures written in the 'ATA 100' style.

In addition to Maintenance Manuals, the specification defines and described the presentation of the following:

1) Overhaul Manuals

2) Structural Repair Manuals

3) Wiring Diagram Manuals

4) Illustrated Parts Catalogues

5) Tools and Equipment Manuals

6) Weight and Balance Manuals

The manuals produced by some manufacturers of the smaller types of aircraft, for example those in the private category below 2730 kg, conform only to standard layouts adopted by the manufacturers themselves. In consequence, several variations on a common theme are to be found and these extend not only to the contents, but also their titles.

For example, some manufacturers use the title 'Shop Manual' while others use the title ‘Service Manual'. In general however, all relevant procedures are contained in one, or maybe two volumes and these are generally further sub-divided into Sections.

As a result of the different work requirements covered within the manuals, there are variations in the breakdown of each. In essence, however, the information will be presented in systems.

The illustration overleaf is a sample page showing the depth covered with the layout of document pages.

NOTE: The breakdown of various manuals and the ATA 100 system itself will be covered in greater depth in Chapter 6 ‘Communication of Information’.


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Maintenance Systems (Ref: BCAR Chapter A6-2)

The term ‘maintenance system’ relates to the scheduled maintenance period established by the appropriate Maintenance Schedule. To achieve flexibility, there needs to be a number of systems available from which aircraft operators may choose, if maintenance requirements best suited to their sphere of operations are to be met.

There are indeed a variety of different systems and it is to the Public Transport category that they apply, in particular, where schedules have to be submitted by operators for approval.

Block Maintenance System

This system, which can also be called “progressive maintenance”, is one in which major structural inspections and/or maintenance tasks, are divided into blocks or groups, which permit convenient, economic and effective accomplishments. These certifiable blocks are numerically sequenced checks, the work content of which progressively increases as flying hours or calendar time increases.

Where a period of flying hours and calendar time are quoted, the appropriate inspections are carried out at whichever period occurs first. This method caters for the high flying hour utilisation period operations, whereby the calendar period requirement would ensure adequate maintenance to preserve continuing airworthiness.

Not Exceed System

This system is based primarily on known utilisation per annum. Maintenance tasks are carried out within agreed periods of calendar time, with a ‘not exceed’ limit applied as a back-stop. If an aircraft is unserviceable for an un-scheduled defect, part or all of the maintenance due within that period may be carried out at the same time. This is known as “opportunity maintenance”. This schedule can be adjusted to suit changes in utilisation.

Equalised System

This system is based upon the total maintenance/inspection requirements, which are broken down into equal man-hour requirement packages by the operator, one or more of these packages being covered at each phase of the maintenance cycle.The package consists of the inspection requirements promulgated by the operator to meet the airworthiness standard for the type of aircraft concerned, so that, on completion, based on utilisation and the complexity of the aircraft, the total maintenance requirements will be satisfied.


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Figure 3.9 Maintenance Systems - Schedule of Maintenance

Periodic (Hardtime) - [Preventive]

Known deterioration is limited to an acceptable level by maintenance actions carried out at periods related to time in service (calendar, cycles, landings, etc.). These actions include servicing actions, overhauls, replacements, etc.

On Condition - [Preventative]

An item is inspected/tested at specific periods to an approved standard in order determine whether it can continue in service. Such an inspection/test may result in the need for servicing action.

Condition Monitoring - [Non-Preventive]

A system in which information on items gained during operations is collected, analysed and interpreted on a continuing basis as a means of implementing corrective procedures. (Statistical analysis to adjust Hardtime).


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Condition Monitored Maintenance

This is a special maintenance programme that formalises the application of the three primary maintenance processes, described previously, to items as prescribed in an Approved Maintenance Schedule. Condition Monitoring is the controlling activity of the programme.

Its introduction was greatly influenced by changes in aircraft design philosophy allied to progress in engineering technology, and the provision of safeguards which are based on the philosophy of ‘system redundancy’.

This programme is quite sophisticated and is generally adopted for the maintenance of larger types of Transport aircraft, and where such aircraft are introduced into service under what is termed the Maintenance Review Board procedure. It has to be established by an operator even for a single aircraft.

The two basic functions are:

(1) To provide a summary of aircraft fleet reliability and so reflect effectiveness of maintenance being carried out.

(2) To provide significant and timely information by which improvements in reliability may be achieved through changes to the programme, or to practices for implementing it.

NOTE: An explanatory handbook on the subject of Condition Monitored Maintenance is published by the C.A.A. under the reference CAP 418.


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Aeroplane Maintenance (Ref: JAR-OPS Subpart ‘M’)

As we already know, an operator cannot operate an aeroplane unless it is maintained and released to service by an organisation that is appropriately approved in accordance with JAR-145. Excepting that pre-flight inspections need not necessarily be carried out by the JAR~145 organisation.

Subpart M of JAR-OPS prescribes the aeroplane maintenance requirements needed in order to comply with the operator certification requirements stated within JAR-OPS Subpart C (1.180).

JAR-OPS Terminology

The following important definitions from JAR-145 apply to this Subpart M:

(a) Pre-flight inspection - means the inspection carried out before flight to ensure that the aeroplane is fit for the intended flight. It does not include defect rectification.

(b) Approved standard ~ means a manufacturing/design/maintenance/quality standard approved by the Authority.

(c) Approved by the Authority - means approved by the Authority directly or in accordance with a procedure approved by the Authority.

Application for and approval of the operator's maintenance system

An applicant for the initial issue, variation and renewal of an AOC who meets the requirements of Subpart M, in conjunction with an appropriate JAR-145 approved/accepted maintenance organisation's exposition, is entitled to approval of the maintenance system by the Authority.


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Maintenance Responsibility

The operator (not the JAR 145 Organisation) shall ensure the airworthiness of the aeroplane and the serviceability of both operational and emergency equipment by

(1) The accomplishment of pre-flight inspections

(2) The rectification to an approved standard of any defect and damage affecting safe operation, taking into account the MEL and configuration deviation list if available for the aeroplane type;

(3) The accomplishment of all maintenance in accordance with the approved operator's aeroplane maintenance programme specified in JAR-OPS

(4) The analysis of the effectiveness of the operator's approved aeroplane maintenance programme

(5) The accomplishment of any operational directive, airworthiness directive and any other continued airworthiness requirement made mandatory by the Authority. Until formal adoption of JAR-39, the operator must comply with the current national aviation regulations; and

(6) The accomplishment of modifications in accordance with an approved standard and, for non-mandatory modifications, the establishment of an embodiment policy. (See AMC OPS 1.890(a)(6).)

An operator shall ensure that the Certificate of Airworthiness for each aeroplane operated remains valid.


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Maintenance Management

An operator must be appropriately approved in accordance with JAR-145 to carry out the requirements specified in JAR-OPS except when the authority is satisfied that the maintenance can be contracted to an appropriate JAR-145 approved/accepted organisation.

An operator must employ a person or group of persons acceptable to the Authority to ensure that all maintenance is carried out on time to an approved standard. They are to ensure that the maintenance responsibility requirements prescribed in within Subpart M are satisfied, and ensure the functioning of the quality system. The person, or senior person as appropriate, is the nominated post holder responsible to the Authority for the maintenance system

When an operator is not appropriately approved in accordance with JAR-145, arrangements must be made with such an organisation to carry out the requirements specified in JAR-OPS, a written maintenance contract must be agreed between the operator and the JAR-145 approved maintenance organisation. This should detail the functions and define the support of the quality functions in line with JAR-OPS.

This contract, together with all amendments, must be acceptable to the Authority. The Authority does not require to approve nor authorise the commercial elements of any such maintenance contract.

An operator must provide suitable office accommodation to enable effective and efficient maintenance management

Quality System

For maintenance purposes, the operator's quality system, as required by JAR-OPS 1.035, must additionally include at least the following functions:

1) Monitoring that the activities of JAR-OPS 1.890 are being performed in accordance with the accepted procedures;

2) Monitoring that all contracted maintenance is carried out in accordance with the contract; and

3) Monitoring the continued compliance with the requirements of this Subpart.

(b) Where the operator is approved in accordance with JAR-145, the quality system may be combined with that required by JAR-145.


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The Operator's Maintenance Management Exposition

An operator must provide an operator's Maintenance Management exposition (MOE) containing details of the organisation structure including

1) The nominated post holder responsible for the maintenance system required by JAR-OPS and the person, or group of persons, referred to in JAR-OPS who ensures that all maintenance is carried out on time to an approved standard.

2) The procedures that must be followed to satisfy the maintenance responsibility and the quality functions of JAR-OPS.

The Authority must approve an operator’s maintenance management exposition and any subsequent amendment.

JAR-OPS Subpart M - Operator's maintenance programme

An operator must ensure that the aeroplane is maintained in accordance with the operator's aeroplane maintenance programme. The programme must contain details, including frequency, of all maintenance required to be carried out.

The programme will be required to include a reliability programme when the Authority determines that such a reliability programme is necessary.

The Authority must approve an operator’s aeroplane maintenance programme and any subsequent amendment.


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Intermediate Checks

These are checks or inspections that are carried out on aircraft whilst on ‘line service’, and during the validity period of the certificates issued in respect of the scheduled flying hours or calendar time checks.

They form part of the Approved Maintenance Schedule and are variously designated as ‘A’, ‘B’, Pre-Flight, Pre-Departure, Turn-Round, Base, Routine and Station Transit.

As an example, we may consider the check cycle as required by the LAMS Schedule which, for an aircraft in the Transport or Aerial Work categories, is as follows:-

Check ‘A’ - Prior to the first flight of the day

50 hour check - Not exceeding 50 flying hours (or 6 months, whichever is sooner)

150 hour check - Not exceeding 150 flying hours

Annual Check - Not exceeding 12 months

Star Inspection - Coincident with the renewal of a Certificate of Airworthiness


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Maintenance by Pilots

Under Article 12 (5)(b)(ii) of the ANO, certain repairs or replacements which do not require a Certificate of Release to Service, may be carried out by an aircraft owner or operator holding a pilot’s licence granted and rendered valid under the ANO.

This only applies, however, to aircraft whose MTOM does not exceed 2730 kg and in respect of which, a C of A in either the Private or Special categories.

The repairs or replacements that can be carried out are prescribed in the Air Navigation (General) Regulation 16 (ANR 16). Any equipment or parts used must be of a type approved by the C.A.A.

A record of repairs or replacements carried out must be kept in the aircraft log book.

Pilots maintenance – prescribed repairs or replacements

16. For the purpose of Article 11(3), the following repairs or replacements are hereby prescribed –


(13) Replacement of batteries

(14) Replacement of wings and tail surfaces and controls, the attachments of which are designed to provide for assembly

immediately before each flight and dismantled after each flight.

(15) Replacement of main rotor blades that are designed for removal where special tools are not required.

(16) Replacement of generator and fan belts designed for removal where special tools are not required

(17) Replacement of VHF communication equipment , being equipment which is not combined with navigation equipment

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Maintenance, Overhaul and Repair Manuals

General

Manuals containing information and recommendations necessary for the maintenance, overhaul and repair of aircraft, including engines and auxiliary power units, propellers, components, accessories, equipment, instruments, electrical and radio apparatus and their associated systems, and radio station fixed fittings must be provided by the constructor/manufacturer to comply with the procedures of the grant of a C of A. These manuals are approved and certified under the authority of the appropriate approved organisation. In the case of manufacturers holding C.A.A. approval, the manuals have to comply with Section ‘A’ of BCARs and a signed declaration to this effect has to be made on the title pages of the manual.

Requirements and guidance on the format and content of these manuals is given in BCAR Chapter A7-4, its appendix and ATA 100.

Aircraft Repair Manual

This is confined to a description of the repairs applicable to the aircraft structures and components, and to those parts of the systems and installations which are the design responsibility of the aircraft constructor.

Amendments

Permanent revisions or amendments and serialised temporary revisions or amendments may be made by the constructor/manufacturer or by the operator, if an organisation approved for the purpose.

All amendments and revisions must be accompanied by a Letter of Transmittal, which is the authority for amending the manual and certifies the accuracy of the information contained.


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Figure 3.11 Letter of Transmittal


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Maintenance of Aircraft

In accordance with the Air Navigation Order, aircraft registered in the United Kingdom in respect of which a Certificate of Airworthiness in the Transport Category (Passenger), Transport Category (Cargo) or Aerial Work categories is in force, shall not fly unless it has been maintained in accordance with a Maintenance Schedule approved by the C.A.A. and a Certificate of Maintenance Review (CMR) issued certifying that a maintenance review has been carried out.

Note(1) The CMR is an ANO requirement for aircraft in the Transport or Aerial Work Categories however, under JAR Ops (Transport Category) there is no such requirement. Operators must therefore apply to the CAA for a dispensation to deviate from the ANO if they no longer wish to use the CMR.

(2) The CMR is still a mandatory requirement for aircraft in the Aerial Work category.

Approved maintenance schedules are also required for all aircraft in the Private Category, the MTOM of which does not exceed 2730 kg and where directed, in a particular case for any other aircraft in the Private or Special categories.

The maintenance schedules to be adopted are prescribed by the C.A.A. and are related to aircraft weight and certification categories as follows:

(a) Transport Category Aircraft

(1) Piston engined aircraft not exceeding 2730 kg MTOM – maintained in accordance with the Light Aircraft Maintenance Schedule or to an Approved Maintenance Schedule.

(2) Turbine engined aircraft not exceeding 2730 kg MTOM –Aircraft are to be maintained to an Approved Maintenance Schedule.

(3) Aircraft exceeding 2730 kg MTOM see under Maintenance Review Board.

(b) Aerial Work Category Aircraft

(1) Piston engined aircraft not exceeding 2730 kg MTOM – maintained to the Light Aircraft Maintenance Schedule.

(2) Turbine engined aircraft not exceeding 2730 kg MTOM – aircraft to be maintained to an Approved Maintenance Schedule

(3) Aircraft exceeding 2730 kg MTOM – aircraft are to be maintained to an Approved Maintenance Schedule.


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CHAPTER 3

Maintenance of Aircraft (cont.)

(c) Private Category Aircraft

(1) Piston engined aircraft not exceeding 2730 kg MTOM – maintained to the Light Aircraft Maintenance Schedule.

(2) Turbine engined aircraft not exceeding 2730 kg MTOM – aircraft to be maintained to an Approved Maintenance Schedule.

(3) Aircraft exceeding 2730 kg MTOM – maintained to a maintenance schedule approved by The C.A.A., frequently by the manufacturers.

(d) Special Category Aircraft

Maintenance arrangements are determined by the C.A.A for each individual aircraft.

(e) Permit to Fly Aircraft

The maintenance of Permit to Fly aircraft are specified by the C.A.A. on the Permit following acceptable proposals by the applicant of the intended maintenance programme.

Aircraft associated with the Popular Flying Association (PFA), are normally maintained in accordance with the current arrangements derived by the PFA and agreed with the C.A.A.

For certain more significant aircraft types, e.g. ex-military, high performance or multi-engined aircraft, the maintenance arrangements and maintenance programme must be accepted by the C.A.A. Safety Regulations Group – Area Office concerned and agreed in writing.

It is however, always the responsibility of the pilot in command to be assured, prior to flight, of the sound working order of the aircraft and the validity of the Flight Release Certificate.


ukengineering

TRAINING MANUAL

JAR 66 Module 10



CHAPTER 3

AIRCRAFT MAINTENANCE

Figure 3.12 Maintenance Schedules


SCHEDULEDMAINTENANCEINSPECTIONS

NON-SCHEDULEDMAINTENANCE

If an operator wishes to maintain an aircraft to a schedule other than LAMS, the schedule must be submitted to the CAA for approval. The schedule, if approved, would be endorsed with the aircraft’s registration number, and the C of A would be endorsed with a condition requiring the aircraft to be maintained to that schedule.

MANUFACTURERSRECOMMENDEDSCHEDULES

CAA PUBLISHED SCHEDULES LAMS/FW(H)/1978APPROVEDMAINTENANCESCHEDULES

NON-ROUTINE MANDATORY INSPECTIONS, OVERHAULS REPLACEMENTS, MODS. ETC

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TRAINING MANUAL

JAR 66 Module 10



CHAPTER 3

Maintenance Review Board

A Maintenance Review Board (MRB) is conducted for new aircraft of U.K. construction to establish an initial maintenance programme prior to certification.

The MRB is normally applicable to aircraft with an MTOM greater than 5700 kg, intended for Transport Category certification, although it may also be applied to individual types of power-plant and major equipment, when alternative fits to aircraft inventories are offered to the basic specification.

The C.A.A. (SRG), in consultation with the Type Design Organisation, will decide whether an MRB is to be established for the aircraft design in question.

Once the MRB report is published, the Type Design Organisation produces a recommended Maintenance Programme, Maintenance Schedule, etc., which reflects the report’s recommendations as well as being the basis for in-service maintenance.

A Maintenance Review Board consists of a Chairperson, usually a Surveyor-in-Charge, and board members who are mainly C.A.A. staff. The board can have various other members, depending on the circumstances of the aircraft/equipment under review. It can also delegate work to a Steering Committee and/or Working Groups if the work is particularly complex.

Full details of the content, brief and working procedures of a Maintenance Review Board can be found in BCAR Section ‘A’ Chapter A5-2.


ukengineering

TRAINING MANUAL

JAR 66 Module 10



CHAPTER 3

Maintenance Schedules

Aircraft manufacturers normally issue a recommended schedule and, although this is not approved directly by the C.A.A., it can be accepted as a means of achieving continuing airworthiness particularly for Private Category aircraft where the MTOM exceeds 2730 kg, these being aircraft that normally do not require an Approved Schedule compiled by the operator.

The C.A.A. may also agree to accept a recommended schedule in respect of Special category aircraft not exceeding 2730 kg and which have a C of A of one year validity period. These aircraft do not normally require an Approved Schedule.

C.A.A. Approved Schedules

There are two forms of Approved Schedule:

- one which is compiled and issued by the C.A.A. (and hence is automatically approved)*

- one which is compiled by the operator of an aircraft and is then submitted to the C.A.A. for approval.

The first form of Approved Schedule relates to piston engined aircraft not

exceeding 2730 kg MTOM and in the Transport, Aerial Work and Private categories.

It is issued under what is termed the ‘Light Aircraft Maintenance Schedule’, commonly referred to as the ‘LAMS Schedule’.

A second form of Approved Schedule relates to an aircraft exceeding 2730 kg MTOM operating under the terms of an AOC/JAR-OPS and also when operating in the Aerial Work category.


Once a schedule has been compiled, two copies are submitted to the C.A.A. and, when it has received their final approval, this is declared in the form of an Approval Document. The document details the condition under which approval is granted, the way to certificate the maintenance and the times when such certification should be issued. The document is inserted at the FRONT of the schedule

Figure 3-13 - Maintenance Schedules

The reason for delegating the responsibility for compiling the schedule to the aircraft operator is to take into account such factors as the areas and routes over which the aircraft are to be operated, frequency of operations and types of equipment necessary for operation. These factors also give rise to variations between schedule contents.