Mod 10 Chapter 3 Master A

uk
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TRAINING MANUAL
JAR 66 Module 10
CONTINUING AIRWORTHINESS
CHAPTER 3
Aviation Legislation
Chapter 3 Contents
Contents
Objectives
General Classification of Aircraft
Operating Sectors
JAR OPS
Operators Responsibilities
MMEL & MEL
Air Operators Certificate
Maintenance Responsibility
Documents to Be Carried
Registration Marks of Aircraft
Aircraft Internal/External Markings
Maintenance programmes
JAR-145
Large and Small Organisations
ANO Articles
Aircraft maintenance & documentation
ATA 100
Maintenance systems
Maintenance management
Pilot maintenance
Maintenance, Overhaul and Repair manuals
Maintenance of aircraft
MRB
Maintenance Schedules
LAMS
Certification
Certificate of Maintenance Review
Penalties
Authorisation Certificates
Protected Rights
Safety Critical Tasks
Duplicate Inspections
Workpack
Technical Log
Renewal of Certificate of Airworthiness
Flight Test Schedule
ETOPS - Maintenance and Despatch Requirements
AWO - Maintenance Requirements (CAP 360)
Tech Log Exercise
Workpack Exercise
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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
b
c
d
2.
an Air Operators Certificate (AOC)

the Operators responsibilities
the documentation to be carried in an aircraft
aircraft placarding
Describe and explain the principles associated with Sub-part M of JAR

Ops including:
a
Maintenance responsibilities including:

(i)
(ii)
b
c
d
e
3.
duplicate inspections
signing of CRS and CMR
Maintenance Management including the recognition of the various

maintenance systems
Aircraft Technical Log
Maintenance records and Log Books
Accident and Occurrence Reporting
Demonstrate a general appreciation of the issues and procedures

related to:
a
b
c
d
Continuing airworthiness
Test Flights
ETOPS, maintenance and dispatch requirements
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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CHAPTER 3
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 aircrafts 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 Balloon
Non-Power Driven
Lighter than air
Aircraft
Captive Balloon
Power Driven
Airship
Aircraft
Glider
Non Power Driven
Kite
Heavier than air
Aircraft
Power Driven
Aeroplane Landplane
Aeroplane Seaplane
Aeroplane Amphibian
Aeropplane Self-Launching
Motor Glider
Powered Lift Tilt Rotor
Helicopter
Rotorcraft
Gyroplane
Figure 3.1
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CHAPTER 3
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
0 - 2730 kg
2730 - 5700 kg
5700 - 13610 kg
above 13610 kg
Imperial
0 - 6020 lbs
6020 - 12750 lbs
12750 - 30000 lbs
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
Concorde
Airbus 380
Fokker 100
Learjet 60
Boeing 777
approx. 20,000 kg (44,100 lbs)

approx. 185,000 kg (408,000 lbs)
approx. 490,000 kg (1,080,000 lbs)
approx. 43,000 kg (94,800 lbs)
approx. 10,5000 kg (23,200 lbs)
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 1990s there was a study of General Aviation (G.A.) utilisation. It
discovered that G.A. consisted of :a.
b.
c.
d.
e.
96% of the total western civil fleet.

96% of all civil pilots.
80% of all civil flying hours
50% of the total passenger traffic
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
operators 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 wing
JAR OPS 2 - General Aviation - Fixed wing
JAR OPS 3 - CAT - Helicopters
JAR 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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Operators Responsibilities
The operators 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 operators 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 Operators 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 Operators Certificate will specify the following details:
The name and location of the operators 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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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.
b.
c.
d.
Flight Operations
The Maintenance System
Crew Training
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 Registration
b.
Certificate of Airworthiness
c.
Noise Certificate
d.
Air Operators Certificate
e.
Aircraft Radio Licence
f.
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 Airworthiness
Radio Licence
Flight Crew Licences
Operations Manual
Load Sheet*
Certificate of Maint. Review*
Technical Log*
Interception Signals*
Cert. of Registration
Cert. of Airworthiness
Radio Licence
Flight Crew Licences
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.
OWNERS 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 owners 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 JAROPS 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 Equipment
Additional C.A.A. requirements for Certification
Additional 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 Limited
Stansted House
Stansted Airport
Essex
CM24 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 holders
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
DEFINITIONS
REQUIREMENTS AND
MAINTENANCE
TASK
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
manufacturers recommendations. In the absence of any manufacturers
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
Maintenance Programme reference AUK/F100
is
prescribed
in
the
EMERGENCY EQUIPMENT
The required Emergency Equipment will be maintained to a programme
based on the equipment manufacturers 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 manufacturers 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)
(2)
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JAR-145 approval is not required for the Pre-flight Inspection.

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)

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)

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)
(2)
(3)
(4)
(5)
(6)
Facilities
Management Responsibilities
An Exposition
A Quality System
Certifying Staff for issues of CRS
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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JAR 145 MAINTENANCE ORGANISATIONS
Figure 3.6 JAR Large Organisation Example
Figure 3.7 JAR Small Organisation Example

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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 life
The jettisoning of fuel or articles in an emergency
Dropping ballast (sand or water)
For navigation purposes
Dropping of tow ropes and banners on aerodromes
For 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 aircrafts 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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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:
(b)
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.
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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TRAINING MANUAL
JAR 66 Module 10
CHAPTER 3
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 operators 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 operators aeroplane maintenance programme
and any subsequent amendment.
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TRAINING MANUAL
JAR 66 Module 10
CHAPTER 3
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
Page 3-47
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TRAINING MANUAL
JAR 66 Module 10
CHAPTER 3
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 pilots 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
Page 3-48
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TRAINING MANUAL
JAR 66 Module 10
CHAPTER 3
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.
Page 3-49
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TRAINING MANUAL
JAR 66 Module 10
CHAPTER 3
Figure 3.11 Letter of Transmittal
Page 3-50
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TRAINING MANUAL
JAR 66 Module 10
CHAPTER 3
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)
(b)
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.
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.
Page 3-51
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TRAINING MANUAL
JAR 66 Module 10
CHAPTER 3
Maintenance of Aircraft (cont.)

(c)
(d)
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.
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.
Page 3-52
TRAINING MANUAL
uk
JAR 66 Module 10
engineering
CHAPTER 3
AIRCRAFT MAINTENANCE
SCHEDULED
MAINTENANCE
INSPECTIONS
NON-SCHEDULED
MAINTENANCE
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 aircrafts registration number, and the C of A would be endorsed with a
condition requiring the aircraft to be maintained to that schedule.
NON-ROUTINE
MANDATORY
INSPECTIONS,
OVERHAULS REPLACEMENTS, MODS.
APPROVED
CAA PUBLISHED
SCHEDULES
LAMS/FW(H)/1978
MANUFACTURERS
ETC
MAINTENANCE
RECOMMENDED
SCHEDULES
SCHEDULES
Figure 3.12 Maintenance Schedules
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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 reports recommendations as well as being the basis for in-service maintenance.
A Maintenance Review Board consists of a Chairperson, usually a Surveyor-inCharge, 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.
Page 3-54
TRAINING MANUAL
uk
JAR 66 Module 10
engineering
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.
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.
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

Page 3-55

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Mod 10 Chapter 3 Master a.doc Issue 1

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Mod 10 Chapter 3 Master a.doc Issue 1

Demonstrate a general appreciation and familiarisation with:

an Air Operators Certificate (AOC)

Describe and explain the principles associated with Sub-part M of JAR

Maintenance responsibilities including:

Maintenance Management including the recognition of the various

Demonstrate a general appreciation of the issues and procedures

Mod 10 Chapter 3 Master a.doc Issue 1

Aircraft are manufactured to the highest standard of airworthiness, as shown in

ANO Sched 2 Pt A, Classification of Aircraft

Mod 10 Chapter 3 Master a.doc Issue 1

Figure 3.2 Aircraft Weight Categories

approx. 20,000 kg (44,100 lbs)

Mod 10 Chapter 3 Master a.doc Issue 1

Figure 3.3 Examples of Aircraft Close to MTOM Categories

Mod 10 Chapter 3 Master a.doc Issue 1

96% of the total western civil fleet.

Air Taxi and Aeroplane Emergency Medical Service (EMS) operations

Mod 10 Chapter 3 Master a.doc Issue 1

All crew members can communicate in a common language

an operator shall establish a Minimum Equipment List (MEL) which will

An operator shall not operate an aeroplane other than in accordance with

Mod 10 Chapter 3 Master a.doc Issue 1

Master Minimum Equipment Lists

Mod 10 Chapter 3 Master a.doc Issue 1

Due consideration is given to the duplication of equipment and the alternative

Mod 10 Chapter 3 Master a.doc Issue 1

Air Operators Certificate (AOC)

Mod 10 Chapter 3 Master a.doc Issue 1

Compliance with the maintenance programme, including scheduled and

Production of a Maintenance Management Exposition, including the

All contracts when aircraft maintenance is carried out by a Third Party,

All flights must be conducted in accordance with the Operations Manual

Mod 10 Chapter 3 Master a.doc Issue 1

Air Operators Certificate

Aircraft Radio Licence

Third party liability insurance.

Flight Crew Licences (with correct rating[s])

Operations Manual (see below)

Flight Manual (see below)

Mod 10 Chapter 3 Master a.doc Issue 1

Mod 10 Chapter 3 Master a.doc Issue 1

AIRCRAFT INTERNAL AND EXTERNAL MARKINGS

Mod 10 Chapter 3 Master a.doc Issue 1

The markings mentioned previously, must be:

Painted or affixed by some other equally permanent means

Of a colour clearly contrasting with its background

Kept clean and unobscured at all times.

in accordance with the arrangements in (a), the exit is fastened by locking

Mod 10 Chapter 3 Master a.doc Issue 1

Mod 10 Chapter 3 Master a.doc Issue 1

KLM UK Limited Fokker 100 Maintenance Programme

Fokker 28 Mark 100 (Fokker 100)

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

Allied Signal GTCP36-150R

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

Mod 10 Chapter 3 Master a.doc Issue 1

Example of operators certification statement could take the form as shown

Mod 10 Chapter 3 Master a.doc Issue 1

Where necessary, the Maintenance Programme includes details of who

Mod 10 Chapter 3 Master a.doc Issue 1