Section 4 Leaflet 1

UNCONTROLLED IF PRINTED
TERHAD PU 2103
TECHNICAL AIRWORTHINESS MANAGEMENT MANUAL

SECTION 4 LEAFLET 1
STATE TECHNICAL AIRWORTHINESS REGULATION APPROVED MAINTENANCE ORGANISATIONS GUIDANCE REGULATION SPECIFIC
Regulation Reference Section 2 Regulation 4 INTRODUCTION 1. The State Technical Airworthiness Regulator (STAR) responsibilities for technical airworthiness management of State aircraft include the certification of Approved Maintenance Organisations (AMOs), following Compliance Assurance (see Section 1 Chapter 6). This chapter provides guidance on how an organisation can comply with the regulatory requirements to become and remain an AMO. PURPOSE 2. The purpose of this chapter is to provide guidance on regulatory requirements for an organisation seeking AMO certification, and to provide a means for that organisation to maintain the certification. SCOPE 3. The scope of this chapter is to provide guidance to assist an organisation in understanding the regulations and to provide an acceptable means of compliance to allow for certification. This chapter uses the following format to address each regulation: 4. Philosophy and Concept. This information provides, from an airworthiness perspective, the reason for the regulation. 5. Cross Reference. This information refers to any current SAO publications and/or other regulatory systems (Joint Aviation Regulations (JARs), Federal Aviation Regulations (FARs), etc) which either parallel the requirement of the stated regulation or apply to that regulation. 6. Explanation and Amplification. This information provides clarification of the intent of the regulations. Also highlighted (where applicable), is how and why the regulations may differ from civil regulatory requirements. 7. Acceptable Means of Compliance. This information provides a means by which the regulation can be met. It should be noted that this might not necessarily be the only acceptable compliance method available to the organisation.
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TERHAD REGULATION GUIDANCE 4.1 GENERAL REGULATION 4.1.1 APPLICABILITY WHO MAY MAINTAIN STATE AIRCRAFT AND AERONAUTICAL PRODUCT Philosophy and Concept 8. The State Aircraft Maintenance Regulatory framework described in this manual promulgates the minimum technical airworthiness criteria for the maintenance of State aircraft and/or aeronautical product. PTU as SAA is responsible for technical airworthiness of all State aircraft and delegates this authority to ACOS Engineering RMAF as the State Technical Airworthiness Authority (STAA). By virtue of his authority as TAA, ACOS Engineering has delegates the function of technical airworthiness regulatory development to the DGTA, who is function as the State Technical Airworthiness Regulator (STAR). The TAR is responsible for establishing the technical airworthiness regulatory framework for maintenance of State aircraft and maintains technical airworthiness integrity by reviewing, auditing and certifying prospective and established AMOs. 9. Maintenance Authorising Office (MAO), acting as the owner (and sometimes the operator) of the asset (aircraft or aeronautical product), is also involved in this process. The MAO prescribes the scope and level of Maintenance Authority to be assigned to the maintenance organisation and provides the oversight of maintenance. 10. Technical airworthiness integrity is maintained by: a. Ensuring only TAR assessed and certified maintenance of State aircraft and/or aeronautical product; organisations perform PU 2103
b. Assessing new applicants for compliance with the regulations in accord with the proposed scope and level of maintenance that will be performed; c. Compliance assurance of established AMOs; and
d. Managing compliance or limiting/withdrawing certifications from organisations that fail to abide by their certification responsibilities. Cross References 11. This regulation addresses the subjects embodied in the following civil and single State airworthiness regulations: a. b. c. Joint Aviation Requirements (JAR) 145.1; and PU 2101 - Direktif Panglima Tentera Udara Kejuruteraan The following SAO reference addresses the requirements of this regulation:
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TERHAD Explanation and Amplification 12. Assessment and certification of AMOs is required to establish and objectively control State aircraft and/or aeronautical product maintenance airworthiness standards. These controls provide assurance to the TAR that organisations performing aircraft and aeronautical product maintenance do so to a consistent and acceptable standard. Further, they allow the TAR to determine individual and organisational maintenance accountability. 13. The MAO is responsible for the authorisation process of the AMO. Certification as an AMO by the TAR is only one requirement of this process; the MAO takes all other requirements (operational considerations, contract deliverables, costs etc) into account before authorizing maintenance activities. MAO activities are regulated by the TAR only to the extent of ensuring that organisations are certified prior to authorisation. 14. Commercial organisations can only become, or remain, AMOs if they are under contract to the Government of Malaysia. In-Service aircraft maintenance organisations are required to become AMOs and to align and sustain their maintenance activities with the regulatory requirements detailed in this manual. Non-AMO sub-contractors can only conduct maintenance activities on State aircraft or aeronautical product when the services are provided as part of an AMO Maintenance Support Network, in which case the prime contractor AMO takes responsibility for the technical integrity of the maintenance. Where all or most of the maintenance of aircraft or whole engines is to be subcontracted by the prime contractor, contractual arrangements should ensure that relevant subcontractors are required to comply with Regulations 4 and 5, except for the requirement to apply for AMO certification. 15. There will be occasions when short term maintenance support is required, to overcome a surge in demand or for the installation of simple modifications, when implementation of the full AMO certification process would take too long or be inappropriate. In these cases, a contractor may be temporarily authorised to perform maintenance by the DGTA. When this is being considered, MAO should be consulted. This form of authorisation should not be used for longer running installation programs or where surge support is expected to be required on a recurring basis. 16. Where AMO certification is a contractual requirement for a commercial organisation, submission of the application would normally occur after contract signature and the full compliance assurance process leading to AMO certification will normally take weeks or months before completion. Meanwhile maintenance activity will probably have commenced shortly after contract signature. Transition of in-Service maintenance activity to a contractor may occur over a relatively long period of time as facilities and workforces are built up and maintenance activities may be transferred incrementally. AMO compliance auditing is only likely to be effective if maintenance activity is reasonably well established. In these cases, the DGTA should provide interim authority to perform maintenance prior to AMO certification. 17. Interim authority should address specific scope and level and can be awarded incrementally as additional maintenance activities are taken on. Following the provision of interim authority, appropriate surveillance should be implemented throughout the transition phase. AMO application, DGTA systems audit and progression to full AMO certification will take place in parallel to the interim authority process. Interim authority will be superseded by full AMO certification. 18. Resource availability and risk considerations will inevitably limit the scope of application of the State Technical Airworthiness Regulations to industry. This will particularly concern overseas repair item maintenance contracts, including US Foreign Military Sales (FMS) support contracts. For such contracts, the full implementation of State Technical www.dgta.gov.my 4.1 - 3 of 36 TERHAD PU 2103
TERHAD PU 2103 Airworthiness Regulations would require resource allocations out of proportion to the risk being addressed. Where the risk of compromised airworthiness can be assessed as acceptable, for example where contracts are underwritten by US DoD and OEM quality systems, the TAR may exclude such contracts from the requirement for AMO certification. This exclusion policy is not intended to apply to direct support of primary equipment, such as aircraft and complete engines. 19. Organisations may be contracted to design, develop, produce and install modifications. Where the scope of the maintenance activity to be undertaken is confined to modification installation and does not involve any additional significant aircraft maintenance, the applicable Engineering Authority Certificate holder may perform the installation in accordance with the requirements of Regulation 3.5.20.c without becoming an AMO. Any concurrent aircraft maintenance should be performed by an appropriate AMO. Ongoing inservice maintenance of the modification should be performed by an AMO. 20. In all cases involving authorisation of non-AMOs to perform maintenance, including the installation of modifications, the applicable MAO should consult DGTA for advice. Acceptable Means of Compliance Regulation 4.1.1 21. Clause a. The only organisations that are permitted, by these regulations, to maintain State aircraft or aeronautical product are those that have been certified as AMOs by the TAR and authorised to undertake work by an MAO. The only exceptions are outlined at Clause e. 22. Clause b. To qualify as an AMO, an organisation must hold a current Maintenance Authority Certificate issued by the TAR. 23. Clause c. This is self explanatory.
24. Clause d. The statement of scope and level establishes the bounds within which maintenance can be undertaken by the AMO. The scope and level should, for commercial organisations, reflect that defined in the contractual Statement of Requirement (SOR) but should be limited to maintenance of aircraft and/or aeronautical product. 25. Scope: Stated in terms of aircraft type, aircraft systems/sub-systems or aeronautical products to be supported. 26. Level: Usually defined by up to four distinct tiers; On-Equipment Operational Maintenance, Off-Equipment Operational Maintenance, On-Equipment Deeper Maintenance, Off-Equipment Deeper Maintenance. 27. Clause e. a. Clauses e. (1) and (2). These clauses address maintenance performed by sub-contractors and are self explanatory. b. Clause e. (3). The responsibility for ensuring technical integrity resides with the DGTA. Temporary authority should be for a limited period, relate to a specific scope and level, and be a justifiable alternative to AMO certification. Consultation with DGTA in each case is recommended.
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TERHAD PU 2103 c. Clause e. (4). The DGTA should award interim authority to perform maintenance by following a documented process and approved transition plan. The DAR is not required to accept responsibility for the maintenance or provide the authority, as in the temporary authority case, but the ASR, as a representative of the TAR and a source of expert advice, should confirm that the essential requirements for assuring technical airworthiness are being met. Liaison with all stakeholders and DGTA prior to contract signature and throughout the transition period is essential. The process needs to ensure the organisation incorporates the fundamental elements of assuring technical airworthiness: d. Organisationally based quality/management system;
e. Sufficient competent and approved personnel (especially for the certification of maintenance); f. g. h. Documented and approved processes (that meet approved standards); Relevant and authoritative data (from approved sources); and Adequate facilities and equipment.
i. Clause e. (5). MAOs should, at the earliest opportunity, provide DGTA with details of any overseas contracts that may be candidates for the TAA to approve exclusion. DGTA will manage the assessment for and approval of exclusion, if applicable, or advise on the appropriate course of action. j. Clause e. (6). Further guidance is provided in relation to Regulation 3.5.20, see Section 3 Chapter 1. k. l. Reserved. Reserved.
4.2 AUTHORISATIONS REGULATION 4.2.1 APPLICATION FOR CERTIFICATION Philosophy and Concept 28. Any organisation seeking AMO certification needs to prove to the TAR that it is capable of performing maintenance on State aircraft within the scope and level sought. In addition to this, the applicant needs to assure the TAR that it is capable of, and will operate in strict adherence to, regulation requirements. The submission of organisational documentation supporting these requirements allows the TAR to evaluate the applicant. Cross References 29. This regulation addresses the subjects embodied in the following civil and single State airworthiness regulations and references: a. Federal Aviation Regulation (FAR) 145.11; 4.1 - 5 of 36 TERHAD
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TERHAD b. Joint Aviation Requirements (JAR) 145.15, 145.70; PU 2103
Explanation and Amplification 30. The applicant for AMO certification should provide documentation to the TAR describing its organisation in terms of location, structure, capacity and capability, system(s) of maintenance used and its commitment to the regulations. Based on a review of this documentation and if required, a physical audit, the TAR assesses the suitability of the applicant for certification as an AMO. Section 1 Chapter 6 provides further information about compliance assurance. Acceptable Means of Compliance Regulation 4.2.1 31. Clause a. A maintenance organisation seeking certification as an AMO is required to submit organizational documentation describing its maintenance management system(s). The documentation is submitted through the relevant MAO to the TAR for assessment. In the case of a commercial organisation seeking certification as an AMO, the contract authority acts as the MAO. 32. Clause b. An applicant for AMO certification should submit documentation that demonstrates, accurately and thoroughly, how its organisation satisfies all regulatory requirements. A regulation-to-procedure compliance matrix would be one method for presenting this information. The submission should provide the TAR with an understanding of the organisations operations and system(s) of maintenance. This will allow the TAR to gain sufficient understanding of the organisation to make a certification judgement and form the baseline for initial and ongoing AMO certification. All documentation submitted should be complete, controlled and fully referenced. Additional documentation, either sought by the TAR or proffered by the applicant, should be clearly identifiable as distinct from the regulation compliant minimum documentation set. 33. Clause b. (1). The application should, with the name and address details, clearly identify the appointment, including phone number, of the person managing the MMP submission. The reason for the application will relate to: a. For Civilian Organisations: contract award/renewal; or
b. For Service Units: type certification leading toward service release (in accordance with Regulation 2) of new or substantially modified aircraft, or creation of a new maintenance organisation for another reason. 34. Clause b. (2). The MMP is the key document in the submission. Its purpose is to define the organisations system of maintenance and it is seen as a dynamic document, which will evolve with the organisation. Changes to the MMP affecting the AMOs certification basis, other than editorial, need to must be referred to the TAR for prior approval to ensure that the AMO certification remains valid. NOTE Chapter 3 to this Section 4 Guidance provides extensive advice on the content and format of an MMP.
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TERHAD PU 2103 35. Clause b. (3). Guidance on the requirements of the organisations Quality System is provided against Regulation 4.4.4. 36. Clause b. (4). Where an applicant identifies one or more Exemption requirements, in accordance with Regulation 4.3, these should be listed in the application. Such action does not obviate the requirements for a formal application for each Exemption in accordance with Regulation 4.3. 37. Clause b. (5). Applicants holding certifications from other TAR recognised airworthiness authorities for a similar scope and level of maintenance should include copies of these certificates as part of the application. Additional information supplied with an application may assist deliberations by the TAR and in some cases be sufficient to grant certification. To assist with assessment of capability, the applicant should include any certificates or ratings awarded by other recognised Airworthiness authorities. Such authorities include, but are not limited to: a. b. c. d. e. f. 38. Federal Aviation Administration (FAA); Joint Airworthiness Authority (JAA); Civil Aviation Safety Authority (CASA); UK Civil Airworthiness Authority (CAA); and New Zealand Civil Aviation Authority (NZ CAA). Department Civil Aviation (DCA)
Clause c. This clause is self-explanatory.
REGULATION 4.2.2 AWARD AND RETENTION OF AMO CERTIFICATION Philosophy and Concept 39. The TAR will only award AMO certification to organisations that have demonstrated an ability to comply with the regulations. The award process requires the TAR to assess submissions and evaluate the organisation against the regulations. A successful application will result in an AMO certificate and associated letter of Maintenance Authority being raised, detailing the name and location of the organisation and the scope and level of Maintenance Authority assigned. Unsuccessful applications will be returned via the respective MAO. 40. All AMOs (Service and commercial) will need to undergo periodic reassessment (compliance assurance) to assure the TAR that each AMO continues to abide by its certification. A secondary function of this process is to confirm that the maintenance scope and level continues to satisfy the regulations extant at initial certification, (remaining mindful of the applicability of any mandated and/or incorporated amendments). 41. Due to the nature of initial certifications, evidence of maintenance history supporting the applicants submission may be scarce. In these cases, a more rigorous compliance assessment/audit of the AMO may be conducted at some arbitrary time (for example, 12 months) following certification. www.dgta.gov.my 4.1 - 7 of 36 TERHAD
TERHAD Cross References 42. This regulation addresses the subjects embodied in the following civil and single State airworthiness regulations: a. b. Federal Aviation Regulations (FAR) 145.11, 145.23, 145.51, 145.53; Joint Aviation Requirements (JAR) 145.15, 145.20, 145.75; and PU 2103
Explanation and Amplification 43. The TAR will initially perform a systems (desktop) audit of all organisations applying for AMO status to make a judgement on their ability to comply with the regulations. A compliance audit may then be carried out dependent upon the maintenance scope and level sought and visibility provided of any audits performed by other TAR recognised airworthiness authorities. The TAR may make recommendations to the applicant, through the relevant MAO, on where an application is deficient and request that these areas be corrected prior to further consideration for certification. 44. A successful application will entitle the applicant to an AMO Certificate and accompanying Letter of Maintenance Authority, which recognises the organisation as an AMO. The Letter of Maintenance Authority details the scope and level of activities that may be assigned, to and performed by, the AMO and any particular provisions required by the TAR (including the duration of the certification, if appropriate). 45. The TAR needs to periodically examine an AMO to verify that its certification remains valid. Compliance assurance will be managed in accordance with Section 1, Chapter 6 of this manual. Verification will require objective evidence confirming that the AMO is operating in accordance with the applicable regulations. In many cases this will be established by audit. The TAR would, after consultation with the relevant MAO, normally publish an audit timetable and provide AMOs at least 30 days notice prior to audit. The TAR may elect not to perform the audit of an AMO where audits by other TAR accepted airworthiness authorities or Government organizations cover a similar scope and level. Acceptable Means of Compliance Regulation 4.2.2 46. Clause a. The TAR will assess applications for AMO certification against the requirements of the Regulations. This requires a systems audit of the submitted documentation and, where required, a compliance audit of the organisations operations, facilities, personnel and records. The TAR would not normally carry out a compliance audit on an organisation that did not pass the systems audit certification stage. Depending upon the scope and level being applied for, the TAR may base an AMOs certification solely on the systems audit, waiving the requirement for a compliance audit. 47. Clause b. This clause is self-explanatory.
48. Clause c. The applicant should provide the required documentation and sufficient access to its organisation to allow the TAR to successfully perform system and compliance audits. The TAR will normally conduct surveillance audits in conjunction with the MAO; however, this is only one of many compliance assurance methods that can be used. The AMO should allow the TAR unfettered access to its facilities, personnel and documentation when requested. To provide ongoing compliance assurance, the AMO should ensure that all the documentation supporting its certification is: www.dgta.gov.my 4.1 - 8 of 36 TERHAD
TERHAD a. b. c. d. e. f. complete; up to date; accessible; readable; in good physical condition; and available to the TAR (or representative) when requested. PU 2103
49. Clause d. Only after meeting the stipulated criteria will an organisation be entitled to a Maintenance Authority Certificate and Letter of Maintenance Authority. This award may designate specific corrective actions. An AMO should ensure that any such anomalies are corrected in accordance with TAR requirements. 50. Clause e. This clause is self-explanatory.
51. Clause f. This clause is self-explanatory. Section 1 Chapter 6 provides detail on the compliance assurance process. REGULATION 4.2.4 CHANGES TO AMO CERTIFICATION Philosophy and Concept 52. An AMOs certification may need to be changed either by the MAO, to modify the scope or level, or by the AMO where regulatory compliant activities have resulted in the certification no longer reflecting actual maintenance systems or organisational structure. Under these circumstances, the initiating organisation should apply to the TAR for a change to the certification and gain approval prior to incorporation of the change. This allows the TAR to ensure that proposed changes do not contravene regulations and that the AMOs certification remains valid. Cross Reference 53. This regulation addresses the subjects embodied in the following civil and single State airworthiness regulations and reference: a. b. Joint Aviation Requirements (JAR) 145.85; Federal Aviation Regulation (FAR) 145.15;
Explanation and Amplification 54. Changes that affect an organisations ability to comply with the regulations (such as an increase in the scope and/or level) shall be submitted to the TAR, through the responsible MAO, as a request for Exemption or re-certification.
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TERHAD PU 2103 55. Lower level changes such as those to an organisations name or location, personnel filling key appointments, facilities, or any change which could affect the scope and level of work being undertaken, need to be reported to the TAR as soon as practical. This notification needs to take place to ensure that the change is acceptable to the TAR. A change of the organisations name does not affect airworthiness; however, the change does necessitate the issue of a new certificate. Note : Depending on the nature of the change, the TAR may withdraw or amend the AMO certificate and accompanying Letter of Maintenance Authority until confident of the organisations ability to comply with regulatory requirements. Acceptable Means of Compliance Regulation 4.2.4 56. Clause a. (1). Each AMO is required to observe continuously the requirements of the regulations in order to fulfill the obligations of its certification. 57. Clause a. (2). An AMO proposing changes to its certification should formally submit the proposal through the responsible Maintenance Authorising Office to the TAR. The proposal should include, as a minimum, the following details: a. b. 58. The nature and effective date of the proposed change, and The effect of the change on airworthiness.
Clause a. (3). This clause is self-explanatory.
REGULATION 4.2.5 DURATION OF AMO CERTIFICATION Philosophy and Concept 59. All AMO certifications are valid whilst the TAR has acceptable compliance assurance and, in the case of commercial AMOs, a current and applicable State aircraft and/or aeronautical product maintenance contract exists. As the certification authority, the TAR has full discretionary powers to suspend, limit or remove any AMO certification if sufficient evidence is available to support such an action. Cross Reference 60. This regulation addresses the subjects embodied in the following civil and single State airworthiness regulations: a. b. Joint Aviation Requirements (JAR) 145.90; Federal Aviation Regulation (FAR) 145.17;
Explanation and Amplification 61. The AMO or the Maintenance Authorising Office may formally propose to the TAR that an AMOs certificate should be suspended, limited or removed. For this action to take place, however, only the TAR may effect the change. www.dgta.gov.my 4.1 - 10 of 36 TERHAD
TERHAD PU 2103 62. The duration of an AMOs certification is correlated to ongoing comp liance with the regulations. Additionally, in the case of commercial AMOs, certification is also linked to the duration and conditions of the contract. Acceptable Means of Compliance Regulation 4.2.5 63. Clause a. If duration has been specified for the certificate, the TAR is the only authority who may change the duration of an AMOs certification. Any requests for changes to the duration of a certification are to be submitted to the TAR, through the responsible MAO. 4.3 EXEMPTIONS REGULATION 4.3.1 EXEMPTION REQUIREMENTS Philosophy and Concept 64. The regulations cover a broad spectrum of maintenance organisations and activities. From time to time, it may not be possible or practicable for a maintenance organisation to comply with all regulatory requirements. Therefore, where practicable and justifiable, an organisation may apply to the TAR, through the MAO, for an Exemption from a particular regulation. 65. Exemptions to the regulations may be granted following requests by an AMO, through the MAO to the TAR, for the tailoring of regulations to its particular maintenance scope and level. Applications can be submitted as part of the initial application for certification or when the AMO has a change in circumstances and can no longer comply with a regulation. The TAR will review the Exemption application and make an appropriate judgement. 66. The regulations are written to encompass all aspects of maintenance. Rarely will an AMOs scope and level embrace every circumstance envisaged in the regulations and there will be regulations that are not relevant to an AMOs maintenance activities. Where a regulation does not pertain to the scope and level of maintenance, an Exemption is not required. AMOs is expected, however, to provide details of the circumstances or justification of the non-applicability of specific regulations in their MMPs. Cross References 67. This regulation addresses the subjects embodied in the following civil and single State airworthiness regulations: a. Joint Aviation Requirements (JAR) 145.95; and
Explanations and Amplification 68. Where an AMO finds that it cannot comply with the regulations or believes that sufficient justification exists not to (strictly) comply with regulatory requirements, the AMO is required to apply for an Exemption from the TAR. A Request for Exemption is a written submission to the TAR and is processed through the requesting organisations MAO.
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TERHAD PU 2103 69. Based on the associated merits, Requests for Exemption will be considered by the TAR who may issue the AMO with an Exemption. 70. Any non-compliance with the regulations by an organisation will not necessarily prevent the organization from gaining AMO status, nor will it mean that an existing AMO will necessarily have its AMO status withdrawn. Acceptable Means of Compliance Regulation 4.3.1 71. Clause a.(1). Approval from the TAR is required prior to the maintenance organisation operating in accordance with the intent of any proposed Exemption. 72. Clause a. (2). AMOs need to be able to demonstrate, to the satisfaction of the TAR, that there is an effective mechanism for processing and recording requests for Exemption. Such requests submitted should contain all necessary details as directed by the TAR. 73. Clause a. (3). The Request for Exemption should be submitted in writing and as a minimum contain the following information: a. b. c. d. e. title - (a basic description of the request); description of the problem and its origin; nature and extent of the Exemption required, including an expected duration; impact on aircraft maintenance and maintenance standards (if determinable); impact on engineering, aircraft safety, and maintenance standards;
f. details of why the organisation is unable to meet the subject regulatory requirement and attempts that have been made to do so; and g. any supporting documentation.
74. Clause a. (4). An AMO needs to be able to demonstrate, to the satisfaction of the TAR, that it has fully complied with any terms and conditions associated with an approved Exemption. 75. Clause a. (5). The AMOs permanent record should list the details of all requested Exemptions, all associated records and documentation, and subsequent incorporation details. The system used to manage Exemptions should also be fully defined in the MMP or other controlled document. 76. Clause a. (6). This clause is self-explanatory.
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TERHAD 4.4 MAINTENANCE ORGANISATIONAL STRUCTURE REGULATION 4.4.1 KEY APPOINTMENTS AND GROUPS WITHIN AN AMO Philosophy and Concept 77. The philosophy for maintenance regulation follows the OPPDM model Organisation, People, Procedures, Data and Materiel. The first, Organisation, recognises the need for each organisation conducting maintenance on State aircraft and aeronautical product to have an appropriate organisational structure. This organisational structure should provide details of authority and responsibility for the activities conducted and appropriate for the volume of work, thus facilitating a consistent and satisfactory quality of maintenance. Cross References 78. This regulation addresses the subjects embodied in the following civil and single State airworthiness regulations: a. b. Federal Aviation Regulations (FAR) 145.43; and Joint Aviation Requirements (JAR) 145.70. PU 2103
Explanation and Amplification 79. The organisational structure adopted for this regulation is based on a generic structure derived from JAR 145. State Technical Airworthiness Regulation 4.5 (Personnel Requirements) details the specific roles and responsibilities for position incumbents. 80. An organisation may adopt any titles to describe the appointments and groups within an AMO. Where position titles do not align with the titles in this regulation, the correlation between the groups listed and the positions within the maintenance organisation will need to be stated either directly or by reference in the MMP. 81. Individuals may be identified in more than one group, provided the responsibilities do not contravene any regulatory requirements. For example, a senior tradesperson could be identified as a Maintenance Manager, Maintenance Inspector/Supervisor and an Authorised Tradesperson. 82. Table 11 represents some of the organisational structures and cross relationships possible under the requirements of this regulation.
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TERHAD PU 2103
Table 11 Organisational Structures and Cross Relationships State Regulation

Accountable Manager (AM) Senior Maintenance Manager (SMM) Quality Manager (QM) Maintenance Manager (MM)
RMAF/ARMY/NAVY
Commanding Officer / Officer Commanding Senior Engineering Officer (SENGO) Eng Officer Aircraft Maintenance Officer , SNCO I/C Workshop
FIRE & RESCUE DEPARTMENT

Commanding Officer Aviation Engineering Officer Quality Manager Aircraft Maintenance Officer , SNCO I/C Workshop / Line Supervisor Independent Inspectors/ Trade Supervisors Aircraft/Avionics Technicians Aviation Technician Trainees
CIVIL (JARs)
Accountable Manager Aircraft Maintenance Manager /Workshop Maintenance Manager Quality Manager Line Supervisor Workshop Supervisor
Maintenance Inspector/ Supervisor MIS Authorised Trades person Non Technical Personnel
Independent Inspectors/ Trade Supervisors Aircraft/Avionics Technicians Non Technical Personnel inc. Personnel under training
Certifying Staff
Maintenance Workforce, Aviation Trades persons Maintenance Workforce other than Aviation Tradespersons
Acceptable Means of Compliance Regulation 4.4.1 83. Clause a. Applicants for certification as an AMO who do not use the titles and groupings listed in this regulation will need to provide details of how the organisational arrangements correlate with the titles and groups listed. This may be provided in conjunction with information satisfying Regulations 4.4.2 and 4.5. REGULATION 4.4.2 DOCUMENTATION OF ORGANISATIONAL STRUCTURE Philosophy and Concept 84. An appropriate organisational structure entails a management framework within which the above key appointments and groups operate. www.dgta.gov.my 4.1 - 14 of 36 TERHAD
TERHAD Cross References 85. This regulation addresses the subjects embodied in the following civil and single State airworthiness regulations and reference: a. b. Federal Aviation Regulations (FAR) 145.43; and Joint Aviation Requirements (JAR) 145.30, 145.70. PU 2103
Explanation and Amplification 86. The TAR recognises that the formal documentation of the AMO organisational structure has many beneficial management outcomes. Some of these outcomes will: a. highlight key activities which need control and resources;
b. provide for definition, objectivity and orderly human resource management which might otherwise become confused; c. enable each member of the organisation to understand their roles and relationships; d. help identify, and thus eliminate, duplication of effort and unnecessary activity; e. f. provide a practical means of allocation and control of resources; permit objective measurement of results against agreed criteria;
g. facilitate the communication of data and instructions to people required to implement action; and h. enable rapid response to external pressures.
Acceptable Means of Compliance Regulation 4.4.2 87. Clause a. The MMP, or another controlled document referenced by the MMP, should define where each group or position fits within the organisation and be intelligible to those responsible for compliance assurance assessment. REGULATION 4.4.3 MAINTENANCE SUPPORT NETWORKS Philosophy and Concept 88. This regulation recognises that AMOs may not have sufficient internal resources or facilities to carry out the desired scope and level of maintenance responsibilities and may therefore contract the additional support required to external organisations. The utilisation of external organisations to satisfy shortfalls is permitted under these regulations, provided that a formal management system is identified by the AMO and is acceptable to the TAR. For the purpose of this regulation, the collective term used for these support organisations is www.dgta.gov.my 4.1 - 15 of 36 TERHAD
TERHAD PU 2103 Maintenance Support Network (MSN). The certification of the AMO is therefore based on an examination of the organisation and its management system as a whole. Cross References 89. This regulation addresses the subjects embodied in the following civil and single State airworthiness regulation and references: a. Joint Aviation Requirements (JAR) 145.75(b);
Explanation and Amplification 90. This regulation mandates the requirement to define those external organisations that regularly provide maintenance support to the AMO, or are essential in order for the AMO to undertake its assigned scope and level of maintenance. Where relevant AEO maintenance publications or instructions routinely call for a requirement to be met by the AMO that is beyond the AMOs internal resources, the AMO should have a system which defines the outsourcing arrangements. Non-routine (ad hoc) maintenance requirements beyond the capability of the AMO need not be addressed in this manner but must still be managed in accordance with Regulation 4.4.3 b. 91. Where the AEO stipulates that another maintenance organisation is responsible for maintenance of a specific item in the maintenance policy for the aircraft or aeronautical product, and the AMO is not contractually responsible for that maintenance, there is no need to include that organisation in the AMOs MSN. 92. Before identifying an external organisation as part of the MSN, or sub-contracting maintenance of an ad hoc nature, the SMM should ensure that the intended organisation has, or has access to, appropriate data, the correct tools, test equipment, facilities, and is competent to carry out the maintenance required. The scope of maintenance conducted by each external organisation identified in the MSN needs to be defined, either directly or by reference, in the MMP, so that the TAR can assess maintenance capability. 93. The SMM assumes full responsibility for all maintenance performed by an external organisation not holding AMO status and/or identified as part of the MSN. Conversely, an organisation holding AMO status and identified as part of the MSN for another AMO, accepts the responsibility for maintenance performed when acting under any MSN agreements. (The caveat to this is that, for an AMO to accept responsibility for maintenance performed by them as part of the MSN, the maintenance needs to be within the scope and level of its AMO certification). 94. The regulations forbid an AMO independently outsourcing maintenance work that is beyond the scope and level of its AMO certification. As these regulations may only be administered via the Defence Act (for In-Service AMOs) and via contract law (for commercial AMOs) the only commercial organisations that will be certified as AMOs will be prime Defence contractors (ie those with whom the Malaysian Governments contracts directly). Any commercial organisation sub-contracted by a commercial AMO will be responsible to the contracting AMO for the conduct of maintenance. Acceptable Means of Compliance Regulation 4.4.3 95. Clause a. The MMP needs to include, or provide a reference to another controlled document containing, the details of organisations the AMO utilises as its MSN. The details of www.dgta.gov.my 4.1 - 16 of 36 TERHAD
TERHAD PU 2103 the scope and level delegated or subcontracted to each organisation listed should also be stated. 96. Clause b. The AMO will need to demonstrate to the TAR that it both accepts responsibility for, and has a system in place to ensure, the technical integrity of work undertaken by its MSN. 97. Clause c. The AMO should establish and maintain a system that details how organisations may become part of the Maintenance Support Network. This system may also be tailored to manage the selection of external organisations to perform maintenance on an ad hoc basis. These instructions should, as a minimum, state: a. how the capacity and capability of external organisations to supply maintenance is assessed, b. how the external organisation is tasked and provided with required data and documentation, c. the quality assurance and technical integrity requirements for accepting maintenance performed by the external organisation, and d. how ongoing assurance of technical integrity by the external organisation is achieved. REGULATION 4.4.4 QUALITY MANAGEMENT SYSTEM Philosophy and Concept 98. A Quality System is considered an integral part of good management practice for maintenance organisations. It provides a framework for managers to guide their organisations towards improved performance. Cross References 99. This regulation addresses the subject embodied in the following State airworthiness regulation and references: a. b. ISO 9000:2000; Joint Aviation Requirements JAR 145.65; civil and single
c. The following Military Organisation references address the requirements of this regulation: Explanation and Amplification 100. AEOs are required to have formal accreditation to ISO 9000. A similar philosophy is applied to AMOs, though the requirement is not as strict as for AEOs. For that reason, no external standard has been specified in the regulations. Rather, a looser requirement for a system acceptable to the TAR has been stipulated to allow flexibility. There are, however, some basic minimum requirements of any system and these are listed in regulation clause b. www.dgta.gov.my 4.1 - 17 of 36 TERHAD
TERHAD PU 2103 The Quality System will be assessed for a satisfactory breadth and depth to support the scope and level of maintenance. Although the Quality System need not be third party certified, such certification may provide a higher level of confidence. The Quality System may also provide an organisational health monitoring capability to allow measurement of maintenance activity effectiveness. Acceptable Means of Compliance Regulation 4.4.4 101. Clause a. In addition to designating a Quality Manager (in accordance with Regulation 4.5.4) and the requirements of Clause b, a Quality System needs to have the following characteristics (based on the ISO 9000-2000 standard) to be acceptable to the TAR: a. documented procedures that spell out how the system operates; management review process involving senior
b. a quality/business management;
c. processes for measurement analysis and improvement (for example, internal quality indicators, corrective action follow-up and preventative action procedures); and d. 102. be directed toward MMP compliance.
Clause b. The specific internal audit requirements are self-explanatory.
4.5 PERSONNEL REQUIREMENTS REGULATION 4.5.1 MAINTENANCE AUTHORITY Philosophy and Concept 103. Every person who plans, performs, supervises, inspects or certifies maintenance needs to be assigned the authority to do so. Within an AMO, this is called internal Maintenance Authority (MA). The assignment of internal MA should not be done in a haphazard or unreliable manner but in a way that ensures that personnel authorised to maintain and manage maintenance of State aircraft are competent to do so. This is the second element of the Organisation, People, Procedures, Data and Material (OPPDM) model People. Cross References 104. This regulation addresses the subject embodied in the following State airworthiness regulations and reference: a. b. Federal Aviation Regulations (FAR) 145.39; Joint Aviation Requirements (JAR) 145.30; civil and single
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TERHAD Explanation and Amplification 105. A structured system for assessment of personnel and consequent assignment of internal Maintenance Authority gives confidence that maintenance is performed, supervised and/or inspected only by competent and authorised individuals. The level of Maintenance Authority assigned to an individual should be adequate for the level of maintenance to be performed. The AMO needs to provide evidence that personnel have the commensurate training, qualifications and experience for the level of Maintenance Authority assigned. The documentation of this system provides formal evidence of the validity of assigned internal Maintenance Authority. 106. The SMM can assess any maintenance personnel at any level; however, when delegating authority for assessment of maintenance personnel, the delegate should be competent and sufficiently independent to ensure an unbiased assessment. Acceptable Means of Compliance Regulation 4.5.1 107. Clause a. The AMO will need to demonstrate to the TAR that it has a structured system for assessment of personnel and consequent assignment of internal Maintenance Authority. The system for assignment of Maintenance Authority should include, as a minimum, the following: a. b. c. assessment criteria for each maintenance position; assessment method(s); and length of authorisation. PU 2103
108. Clause b. The administration of AMO personnel internal Maintenance Authority records should be conducted in accordance with Regulation 5.2. (Maintenance Records, Documentation and Data). 109. Clause c. This clause is self-explanatory.
REGULATION 4.5.2 ACCOUNTABLE MANAGER Philosophy and Concept 110. For each AMO, an individual is to be identified to accept overall corporate authority for the organisation. This authority should embody the ability to effect changes within the organisation to ensure that they remain committed to operating in support of the regulatory requirements of this manual. This responsibility includes the requirement to ensure that the AMO has all the necessary resources required to conduct maintenance within the scope and level defined in the AMO certification. For the purpose of these regulations, this individual will be known as the Accountable Manager (AM). Cross References 111. This regulation addresses the subject embodied in the following State airworthiness regulation and reference: civil and single
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TERHAD a. Joint Aviation Requirements (JAR) 145.5, 145.30a; PU 2103
Explanation and Amplification 112. Although there are no specific identified criteria for the selection of the AM, the individual fulfilling this position would be expected to have managerial and organisational experience/qualifications commensurate to the basis on which AMO status is to be/was awarded. 113. Under these regulations, the AM would normally be the Commanding Officer (CO)/Chief Executive Officer (CEO) who has overall responsibility and control of the maintenance organisation. For smaller maintenance organisations, the AM may be the Senior Maintenance Manager (SMM) where the separation of this authority is impractical. 114. Responsibilities. The AMs responsibilities include, but are not limited to, the following: a. ensuring that the AMO is competently and adequately resourced, or supported through competent external organisations, to carry out all maintenance activities and management functions within the scope of the AMO authority; b. ensuring, through a quality management system, that effective management and control systems are established and maintained within the AMO to monitor and maintain compliance with approved procedures, standards, and practices; c. taking immediate action to resolve any issues which affect the AMOs ability to provide the required quality of maintenance, or the basis on which AMO status was awarded; and d. ensuring that the TAR and the Maintenance Authorising Office are notified immediately, in writing, of any issues that effect the AMOs ability to provide the required quality of maintenance, or the basis on which AMO status was awarded. Acceptable Means of Compliance Regulation 4.5.2 115. Clause a. The AMs details should be included as part of the AMO certification application under Regulation 4.2.1. REGULATION 4.5.3 SENIOR MAINTENANCE MANAGER (SMM) Philosophy and Concept 116. Within each AMO an individual is to be identified as accepting overall responsibility for the maintenance function. This individual is responsible for maintaining airworthiness of aircraft and/or aeronautical product in their charge, and accountable to the TAR through the AM. This individual will be known as the Senior Maintenance Manager. Cross Reference 117. This regulation addresses the subject embodied in the following State airworthiness regulations: www.dgta.gov.my 4.1 - 20 of 36 TERHAD civil and single
TERHAD a. Joint Aviation Requirements (JAR) 145.30a. PU 2103
Explanation and Amplification 118. The SMM is the senior appointment with direct technical responsibility for all functions related to the maintenance performed by the AMO. The SMM needs to ensure that all maintenance, supervision and inspection of work performed by, or on behalf of, the AMO is conducted by competent and authorised individuals (approved individuals, for organisations operating as part of the Maintenance Support Network), in accordance with State approved standards and practices. 119. Should the size of the AMO be such, and the number of dispersed elements of the organisation require it, a number of SMMs may be authorised. However, where there is more than one SMM, a single SMM should be authorised to have overall responsibility for the maintenance function of the AMO. Each authorised SMM should be sufficiently competent to exercise the full range of authority of an SMM for the scope of their responsibility. Acceptable Means of Compliance Regulation 4.5.3 120. Clause a. The SMMs details should be included as part of the AMO certification application under Regulation 4.2.1. 121. 122. Clause b. This clause is self-explanatory. Clause c. Evidence of the SMMs competency may be provided by: a. demonstration of their knowledge of how the AMOs Maintenance Management System fulfils the regulatory requirements during compliance audit interview; and/or b. evidence of competence in relation to position selection criteria or Curriculum Vitae. 123. Clause d. The SMMs understanding of the regulations may be demonstrated by their knowledge of how the AMOs Maintenance Management System fulfils the regulatory requirements during compliance audit interview. 124. Clause e. The MMP needs to include, or provide a reference to a controlled document containing, the SMMs responsibilities. These responsibilities should include, but not be restricted to, the following: a. advising the TAR (through the responsible AM and Maintenance Authorising Office) of changes which affect the Organisations AMO certification; b. ensuring that all maintenance activities carried out by AMO personnel are conducted, certified and recorded correctly; c. ensuring that AMO maintenance personnel are authorised to perform maintenance activities through an approved and documented system based on the evaluation of formal qualifications and experience;
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TERHAD PU 2103 d. operating a system for the training, assessment, authorisation and periodic re-assessment of personnel; e. ensuring the resources required to perform the maintenance (tools, GSE publications, data, and specialist equipment etc) is sufficient, serviceable, calibrated (where appropriate) and up-to-date ; f. nominating maintenance tasks to be performed, by duly authorised NonTechnical Personnel and Aircrew; g. h. establishing and maintaining FOD control programs/systems; and setting maintenance duty time limits.
REGULATION 4.5.4 QUALITY MANAGER Philosophy and Concept 125. Each AMO must have an individual responsible for all quality matters relevant to the AMO. These responsibilities include managing and monitoring the organisations compliance to their documented quality control system and maintaining compliance assurance checks against these regulations. For the purpose of this regulation, this individual will be known as the Quality Manager. Cross References 126. This regulation addresses the subject embodied in the following civil and single State airworthiness regulations and references: a. Joint Aviation Requirements (JAR) 145.30a, 145.65;
Explanation and Amplification 127. The Quality Manager is responsible to the AM for all quality matters within the AMO. This includes monitoring the organisations compliance with both the organisations internal Quality Management System and with the regulatory requirements contained in this manual. 128. The Quality Manager position forms an integral part of the AMOs upper level management structure. The incumbent would therefore require access to consult the AM and SMM directly on quality related issues. Examples of activities performed by the Quality Manager are: a. the preparation of quality plan(s), responsibility for preparing and maintaining quality records; b. provide or recommend solutions through designated channels for improvement in all areas of business and maintenance practices, and verify the implementation of those solutions; c. develop procedures to prevent the occurrence of any non-conformities relating to maintenance practices, processes and established quality system(s); www.dgta.gov.my 4.1 - 22 of 36 TERHAD
TERHAD PU 2103 d. the identification and acquisition of any controls, processes, equipment (including inspection and test equipment), fixtures, resources and skills that may be needed to achieve the required quality; and e. conduct awareness programs in quality management throughout the business environment. Acceptable Means of Compliance Regulation 4.5.4 129. Clause a. The name or appointment designation of the person who fulfils the Quality Manager responsibilities should be stated, either in the MMP, the application for AMO certification or other document available to the TAR. An AMO can have any number of Quality Managers. The Quality Manager may conceivably be a part time duty for a Maintenance Manager, subject to quality management responsibilities being performed only on areas from which the manager is independent. Should an organisation elect to have more than one Quality Manager, a senior Quality Manager may need to be authorised to coordinate the quality function. 130. Clauses b and c. The Quality Manager needs to have qualifications and experience commensurate with the roles and responsibilities associated with their position, and acceptable to the TAR. An example of the standard acceptable to the TAR for the selection of Quality Manager is: a. Formal Training:
b. Diploma/Advanced Diploma in Quality Management from a recognised institution; c. SIRIM or similarly accredited QA Certification and External (Lead) Auditor Training; and d. Formal training to Certificate III/Certificate IV standard in Quality Management from a recognised institution may be suitable where the applicant has experience that significantly exceeds the experience described below. e. f. g. h. Experience: Managing/Auditing Processes in an aircraft maintenance environment; Documenting and Implementing a Quality System; and Facilitating Quality Teams.
REGULATION 4.5.5 - MAINTENANCE MANAGER Philosophy and Concept 131. For some AMOs it may be impractical to expect the SMM to personally manage all maintenance activity performed within the organisation. To better facilitate the maintenance management function within these organisations, individuals subordinate to the SMM may www.dgta.gov.my 4.1 - 23 of 36 TERHAD
TERHAD PU 2103 be authorised to manage specific maintenance responsibilities. For the purpose of these regulations, these individuals will be known as Maintenance Managers. Cross References 132. Reserve
Explanation and Amplification 133. The Maintenance Manager(s) will be authorised by the SMM and will be responsible to the SMM for a particular section or function within an AMO. Maintenance Managers, operating within guidelines formally established by the SMM, provide a higher level of maintenance control than would be normally possible if the SMM performed this function alone. 134. The SMM should ensure that the responsibilities of each Maintenance Manager are formally documented, either directly or by reference, in the MMP. These responsibilities are a subset of the SMMs responsibilities, and they should be scoped to align with the specific duties delegated to, and the assessed competencies of, the Maintenance Manager(s). The Maintenance Managers responsibilities include, but are not limited to, the following: a. exercising technical management of sections under their control; are
b. ensuring that maintenance personnel under their responsibility appropriately trained, authorised and aware of their responsibilities;
c. ensuring that aircraft and aeronautical product maintenance is performed, supervised and inspected in accordance with the relevant instructions, orders and publications; and d. ensuring all documentation is correctly completed in accordance with Regulation 5.2 (Maintenance Records, Documentation and Data). 135. A Maintenance Manager may also be authorised as a Maintenance Inspector/Supervisor or as an Authorised Tradesperson, subject to Regulations 4.5.6 to 4.5.7. Acceptable Means of Compliance Regulation 4.5.5 136. Clause a. This clause is self-explanatory.
137. Clause b. The AMO should be able to demonstrate that there is a structured system for the appointment of MMs by the SMM. The system for MM appointment must detail the assessment process and assessment criteria. 138. Clause c. This clause is self-explanatory.
139. Clause d. Each MM should be able to demonstrate a sound working knowledge of the organisations MMP. This, together with satisfactory selection and assessment criteria for MMs, should ensure adequate competency. www.dgta.gov.my 4.1 - 24 of 36 TERHAD
TERHAD PU 2103 140. Clause e. The system for MM assessment should detail the time period for reassessment as 12 months or less. REGULATION 4.5.6 MAINTENANCE INSPECTOR/SUPERVISOR Philosophy and Concept 141. Critical or complex maintenance tasks performed on State aircraft may require supervision, verification and/or inspection to confirm conformance with applicable maintenance requirements. For the purpose of these regulations, personnel conducting these functions need to be appropriately authorised and are identified as Maintenance Inspector/Supervisors. Cross References 142. This regulation addresses the subject embodied in the following State airworthiness regulations and reference: 143. Joint Aviation Requirements (JAR) 66.25, 66.30, 66.45; civil and single
Explanation and Amplification 144. For the purposes of the regulation, the term Maintenance Inspector/Supervisor applies to all personnel with normal and direct maintenance task supervision and/or maintenance inspection responsibilities. When supervised personnel carry out maintenance under normal supervision provisions, they remain responsible for the correctness and quality of any specific tasks performed by them. On the other hand, when the supervisor assumes total responsibility for the correctness of specific tasks performed by personnel under their supervision, this is referred to as direct supervision. 145. Examples of positions within maintenance organisations that would be classed as Maintenance Inspector/Supervisors are Independent Inspectors, Trade Supervisors, Maintenance Quality Inspectors and Self- Certifying Maintainers. These personnel are responsible to the SMM for performing inspection and/or supervisory tasks on the maintenance performed by other maintenance personnel, or in the case of Self Certifying Maintainers, maintenance performed by themselves. 146. Maintenance Inspector/Supervisors responsibilities are listed in organisation procedural manual or MMP as Maintenance Quality Inspector, Independent Inspector, SelfCertifying Maintainer and Trade Supervisor responsibilities. In addition to this, a Maintenance Inspector/Supervisors responsibilities include, but are not limited to the following: a. b. supervising personnel performing maintenance; ensuring that maintenance instructions are being correctly followed;
c. ensuring personnel performing maintenance make appropriate certifications for work they are supervising; d. making required inspections of maintenance work performed by personnel within their supervision responsibilities; www.dgta.gov.my 4.1 - 25 of 36 TERHAD
TERHAD PU 2103 e. where applicable, ensuring that the maintenance action achieves the desired outcome; and f. certifying for inspections and supervisory tasks completed by them.
147. A Maintenance Inspector/Supervisor may also be authorised to operate as an Authorised Tradesperson; however, that person can only perform duties in one of these capacities at any given time. Maintenance Inspector/Supervisors should have assessments and authorisations conducted by the SMM formally recorded in an appropriate document. 148. In the case where a Maintenance Inspector/Supervisor is to be reassessed, an abbreviated reassessment may be conducted in lieu of a repeat of the full initial assessment. This form of reassessment should only be conducted where: a. the candidates authorised scope has not increased since their previous assessment; b. the candidate has performed well in their inspector/supervisor role since their previous assessment; c. the abbreviated assessment is strictly conducted in accordance with a procedure acceptable to the TAR and has been stated directly, or by reference, in the MMP; and d. the documented procedure is cognisant of the specific level of authorisation for which the candidate is being reassessed. 149. The term Maintenance Inspector/Supervisor does not apply to quality auditors or aircraft surveyors who may inspect or examine specific maintenance tasks, aircraft or aeronautical products to: a. ensure that maintenance standards and procedures have been followed; and/or b. assess the general condition of the aircraft or aeronautical products.
Acceptable Means of Compliance Regulation 4.5.6 150. Clause a. The SMM will be responsible for authorising and certifying Maintenance Inspector/Supervisors. All assessments and authorisations need to be recorded in a formal document. 151. Clause b. This clause is self-explanatory.
152. Clause c. The standard acceptable to the TAR for the selection of Maintenance Inspector/Supervisors is covered in MMP or organisation procedural manual under the requirements for Maintenance Quality Inspectors and Maintainers. 153. Clause d. A description of the procedure or process used to determine competency should ensure that the Maintenance Inspector/Supervisor has sufficient knowledge of maintenance, supervision and inspection process requirements as defined in relevant www.dgta.gov.my 4.1 - 26 of 36 TERHAD
TERHAD PU 2103 publications and procedures. The formal assessment may include real or hypothetical supervision and inspection scenarios and may be conducted by Maintenance Managers and/or other competent Maintenance Inspector/Supervisors, as determined by the SMM. 154. Clause e. All Maintenance Inspector/Supervisors need to be reassessed at least every twelve months. This reassessment process should be stated either directly, or by reference, in the MMP. REGULATION 4.5.7 AUTHORISED TRADES PERSONS Philosophy and Concept 155. All personnel performing maintenance on State aircraft need to be appropriately authorised to perform the tasks associated with their duties. Personnel who perform hands on maintenance tasks within an AMO need to be authorised by the SMM to allow the AMO to meet its maintenance obligations under the certified scope. For the purpose of this regulation, these individuals will be known as Authorised Tradespersons. Cross References 156. This regulation addresses the subject embodied in the following civil and single State airworthiness regulation and reference: a. Joint Aviation Requirements (JAR) 145.30; and
b. The following Military Organisation address the requirements of this regulation: c. Organisation Procedural Manual
Explanation and Amplification 157. For the purposes of the regulations the term Authorised Tradesperson applies to personnel who have satisfactorily completed a formal technical trade training course which qualifies the individual to perform aircraft maintenance tasks, subject to task authorisation, associated with the relevant trade discipline. Although individuals have successfully completed the appropriate aircraft trade training, they will not be classified as an Authorised Tradesperson until formally authorised by the SMM as being competent to perform maintenance on the aircraft type being maintained by the AMO. 158. The scope and level of maintenance tasks that an individual Authorised Tradesperson may perform should be documented in an appropriate formal record, all reauthorisations of Authorised Tradespersons, conducted by the SMM, should also be appropriately documented as a formal record. For SAO organisations, an appropriate person other than the SMM may make authorisation entries in System School, providing the SMMs authorisation is formally documented elsewhere. 159. The Authorised Tradespersons responsibilities are listed in MMP or organisation procedural manual. In addition to this, the Authorised Tradespersons responsibilities include, but are not limited to the following: a. performing maintenance only within their authorisation, www.dgta.gov.my 4.1 - 27 of 36 TERHAD
TERHAD b. c. d. PU 2103 performing maintenance only in accordance with approved procedures, ensuring that maintenance instructions are complied with, and making appropriate certifications for work they perform.
Acceptable Means of Compliance Regulation 4.5.7 160. Clause a. All assessments and authorisations need to be recorded in a formal document by the AMO. The SMM might normally delegate the responsibility for assessing and authorising Authorised Tradespersons; however, this delegation will not absolve the SMMs responsibility to the TAR. The delegate needs to be authorised by the SMM and the authorisation formally recorded. 161. Clause b. The assessment process for personnel to become Authorised Tradespersons should be stated either directly or by reference in the MMP. The formal assessment may include real or hypothetical maintenance scenarios and may be conducted by authorised Maintenance Managers and/or other competent authorised Maintenance Inspector/Supervisors. 162. Clause c. The standard acceptable to the TAR for the selection and authorisation of Authorised Tradespersons is covered in the organisation procedural manual or MMP under the requirements for Aircraft Tradespersons and the Aircraft Occupational Specification 163. Clause d. The assessment and authorisation process should ensure that Authorised Tradespersons have sufficient trade knowledge, relevant and specific training, and are familiar to an acceptable level with relevant maintenance process requirements. 164. Clause e. All Authorised Tradespersons need to be reassessed at least every twelve months. This requirement should be stated as part of the assessment process. The SMM might normally delegate the responsibility for reassessing and reauthorising Authorised Tradespersons; however, this delegation will not absolve the SMMs responsibility to the TAR. The delegate needs to be authorised by the SMM and the authorisation formally recorded. Where an Authorised Tradesperson is to be reassessed, an abbreviated reassessment may be conducted in lieu of a repeat of the full initial assessment. This form of reassessment should only be conducted where: a. the candidates authorised scope has not increased since their previous assessment; b. the candidate has performed well in their Authorised Tradesperson role since their previous assessment; c. the abbreviated assessment is strictly conducted in accordance with a procedure acceptable to the TAR and has been stated, either directly or by reference, in the MMP; and d. the documented procedure makes reference to the specific level of authorisation for which the candidate is being reassessed.
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TERHAD REGULATION 4.5.8 AIRCREW Philosophy and Concept 165. Authorised technical personnel normally undertake State aircraft maintenance. However, when there are insufficient personnel available, such as during operations away from the main maintenance facility, an SMM may authorise some maintenance tasks to be performed by Aircrew members. This regulation allows an AMO to utilize appropriately authorised Aircrew to perform, supervise and/or inspect maintenance on State aircraft. PU 2103
Cross References a. The following Military Organisation reference addresses the requirements of this regulation: b. Organisation procedural manual.
Explanation and Amplification 166. Only appropriately trained, qualified and authorised Aircrew may, at the discretion of the SMM, perform defined maintenance tasks particular to the aircraft type they are authorised to operate. For training and currency purposes, it would be necessary for Aircrew to perform Authorised Aircrew Maintenance Tasks at home base locations where appropriately Authorised Tradespersons and Maintenance Inspectors/Supervisors are available to assist and supervise. 167. Prior to authorising Aircrew to perform maintenance, supervision and/or inspection tasks, the SMM will need to identify the scope of tasks that can be performed by Aircrew and the training/re-assessments required. This scope should be defined, either directly or by reference, in the MMP. 168. Normally, Aircrew will not have the same level of technical training as technical maintenance personnel nor the opportunity to retain the degree of currency required; however, any tasks identified as suitable for Aircrew to perform need to be carried out to the same prescribed technical and professional standards. To meet this requirement, the SMM should clearly identify, either directly or by reference, in the MMP, the assessment criteria used when authorising an Aircrew member to perform maintenance on State aircraft. Acceptable Means of Compliance Regulation 4.5.8 169. Clause a. The SMM will be responsible for authorising and certifying Aircrew to perform maintenance. All assessments and authorisations should be recorded in a formal document by the AMO. 170. Clause b. This clause is self-explanatory.
171. Clause c. The assessment criteria used to authorise Aircrew to perform maintenance tasks need to take account of the complexity of the tasks and whether training is required. Tasks that individual Aircrew members are authorised to perform should be formally documented by the SMM in a suitable record. www.dgta.gov.my 4.1 - 29 of 36 TERHAD
TERHAD 172. Clause d. This clause is self-explanatory. PU 2103
REGULATION 4.5.9 NON-TECHNICAL PERSONNEL Philosophy and Concept 173. Authorised technical personnel normally undertake State aircraft maintenance; however, under certain conditions, Non-Technical Personnel may be utilised to perform, supervise and/or inspect specific maintenance tasks. This regulation allows for the employment of appropriately authorised Non-Technical Personnel to perform maintenance tasks prescribed by the AMO and defines any associated limitations. Cross Reference 174. This regulation addresses the subject embodied in the following State airworthiness regulation: a. civil and single
Federal Aviation Regulation (FAR) 145.39 Personnel Requirements.
b. The following Military Organisation reference addresses the requirements of this regulation: c. Organisation procedural manual.
Explanation and Amplification 175. For the purpose of this regulation, the term Non-Technical Personnel generally relates to personnel employed in a maintenance area that do not have recognised aircraft or avionics trade qualifications. More specifically, Non-Technical Personnel includes, but is not limited to, the following personnel: a. b. c. d. apprentices/trainees of all aviation trades; a person who holds a non aviation trade qualification; process workers without aviation trade qualifications; and stores and other suitable AMO personnel.
176. The scope of maintenance that can be performed by Non-Technical Personnel should be defined by the SMM and documented either directly or by reference in the AMOs MMP. This allows all personnel visibility of these tasks and permits consistent application of non-technical labour. The considerations required when selecting maintenance tasks as being suitable for the application of non-technical labour include, but are not limited to, the following: a. b. task technical complexity, task training requirements, 4.1 - 30 of 36 TERHAD
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TERHAD c. d. e. task competencies and currencies required, any associated security issues, and any environmental considerations. PU 2103
177. The SMM needs to identify the criteria to be used prior to assessing Non-Technical Personnel and authorizing them to perform any identified maintenance and/or supervisory tasks. As part of the authorisation process, the SMM needs to ensure that all assessments and authorisations are documented in a formal record. 178. Under particular circumstances determined by the SMM, Non-Technical Personnel may be employed as Maintenance Inspector/Supervisors to perform supervision; however, at no stage should Non-Technical Personnel assume total responsibility for the correctness and quality of tasks performed by personnel under their supervision. Non-Technical Personnel should only perform supervisory tasks on technical equipment for which they have completed the appropriate job-specific training and are currently authorised by the SMM. 179. Non-Technical Personnel responsibilities may include, but are not limited to, the following: a. carry out maintenance tasks for which they have been formally authorised by the SMM; b. correctly and progressively document all maintenance activities in accordance with Regulation 5.1.5 (Maintenance Certification); c. immediately notify an appropriate Authorised Tradesperson or Maintenance/Inspector Supervisor if they suspect that there is an anomaly in the process they are performing or in the equipment they are maintaining; d. seek advice from either an Authorised Tradesperson, Maintenance Inspector Supervisor or Maintenance Manager on the serviceability and authenticity of parts and materials if any anomalies are suspected; and e. abide by all maintenance task requirements.
Acceptable Means of Compliance Regulation 4.5.9 180. Clause a. The SMM will be responsible for authorising Non-Technical Personnel. All assessments and authorisations need to be recorded in a formal AMO document. 181. Clause b. Appropriately trained, qualified and authorised Non-Technical Personnel may only perform defined maintenance tasks when authorised to do so by the SMM. The individual Non-Technical Personnel authorisations (and re-authorisations) should be recorded in an appropriate controlled document. 182. Clause c. The assessment process needs to ensure that Non-Technical Personnel have sufficient knowledge of, and skill in, maintenance, supervision and inspection process requirements as defined in relevant publications and procedures.
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TERHAD 183. Clause d. This clause is self-explanatory. PU 2103
REGULATION 4.5.10 HUMAN FACTORS IN MAINTENANCE Philosophy and Concept 184. Human factors are commonly reported as related causes of maintenance accidents and incidents. The AM has an obligation both to the TAR and the organisations personnel, to mitigate the effect on maintenance caused by human factors. To this end, an AM is responsible to the TAR for ensuring that only personnel whose performance is not adversely affected, either physiologically or psychologically, perform maintenance. The management of human factors and the development of a culture supporting voluntary disclosure of potentially detrimental personal conditions of AMO personnel reduces the chances of the technical integrity of State aircraft becoming compromised. This regulation identifies the AMOs responsibilities for the effective management of Human Factors. Cross References 185. This regulation addresses the subjects embodied in the following civil and single State airworthiness regulations: a. Joint Aviation requirements (JAR) 66.50; and
b. The following Military Organisation reference addresses the requirements of this regulation: c. Organisation procedural manual.
Explanation and Amplification 186. As well as identifying the requirement for a human factors management system the TAR expects AMOs to have procedures covering the following: a. b. working hours and rosters; human factor awareness programs; and
c. open (blameless) reporting to foster a culture within the AMO that discloses, to the appropriate authorities, any personal condition (observed or experienced) that has the potential to adversely affect technical airworthiness. 187. Maintenance Managers and supervisors need to be cognisant of the effects on personnel by work duty times and rosters. The policy on the principles for Duty and Rest Periods shall be defined organisation procedural manual. In addition to fatigue, maintenance managers and personnel need to be aware of other conditions that adversely affect performance, such as stress, anxiety and medical and non-medical use of drugs. 188. Authority for Duty period extensions is also detailed in organisation procedural manual. The SMM should ensure the AM is aware of the need to work extended hours.
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TERHAD Acceptable Means of Compliance Regulation 4.5.10 189. Clauses a, c and d. The AMO should have a system for the management of Human Factors in Maintenance that supports, as a minimum, the following: a. the responsibility of all AMO personnel to notify their immediate supervisor should they be, or suspect any other person of to be, under the influence of drugs (prescription or otherwise) or alcohol that may adversely affect the performance of their duties; b. the responsibility of all AMO personnel to notify their immediate superior should they have, or suspect any other person of having, any physiological or psychological condition that may adversely affect the performance of their duties; c. the requirement for supervisors who identify a person whom they believe is impaired to immediately remove the person from the task at hand, to ensure correct procedures are implemented for the return of tools, foreign object control and completion of maintenance documentation and to consider any requirement for checking work recently completed by that person; and d. where shift work is required, the SMM should manage a roster system that takes into account adequate maintenance personnel rest and recuperation periods. Commercial AMOs should conform to Federal or State policy guidelines. For Service units, the following references provide guidance: PU 2103
(1).
State Maintenance Organisations. AMs and SMMs should conform to the work limits specified in SAO department instruction; and
(2).
Embarked Organisations. AMs and SMMs should conform to the work limits specified by the Commanding Officer local Instruction. 190. Clause b. This clause is self-explanatory.
4.6 FACILITIES REGULATION 4.6.1 APPROVED MAINTENANCE ORGANISATION FACILITIES Philosophy and Concept 191. Facility requirements are an integral part of State aircraft and aeronautical product maintenance. Correct facilities will improve the technical airworthiness and work environment aspects of maintenance conducted. Conversely, incorrect or inadequate facilities may result in below standard maintenance practices and/or damage to the aircraft/aeronautical product being maintained. Special considerations should be given to Storage Facilities due to the impact they have on technical airworthiness, with respect to preventing deterioration and providing security. To ensure that only appropriate facilities are utilised, the TAR will assess AMO facilities for adequacy with respect to the scope and level of maintenance performed.
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TERHAD Cross References 192. This regulation addresses the subjects embodied in the following civil and single State airworthiness regulations and reference: a. b. Federal Aviation Regulations FAR 145.35; Joint Aviation Requirements JAR 145.25; PU 2103
c. The following SAO department instruction reference addresses the requirements of this regulation: d. Organisation Procedural Manual
Explanation and Amplification 193. For the purposes of the regulations, facilities are defined as fixed plant, hardstands, buildings or other structures that serve to house, store and secure aircraft and/or aeronautical product including associated equipment, instructions, data and documentation. 194. These regulations do not replace the requirement for an AMO to comply with Government or other applicable authority regulations and legislation (with respect to facilities). The TAR would expect AMOs to meet, and have documented proof of compliance with, all applicable Occupational Health and Safety and Environmental Protection Agency requirements. 195. As part of an AMO submission, the TAR requires a general description of the AMOs facilities that it intends to use to perform maintenance on State aircraft and/or aeronautical product in order to determine adequacy. The description of facilities should be comprehensive enough to allow the TAR to determine their adequacy with respect the scope and level of maintenance to be conducted. After certification as an AMO, the facilities description should be maintained as a controlled document and amended to reflect any changes to the maintenance facilities. 196. Where the AMO proposes to utilise a facility not previously authorised as part of their AMO certification process, they should ensure that the proposal: a. supports the level and scope of maintenance being (or to be) performed;
b. is formally submitted to the TAR via the relevant Maintenance Authorising Office; and c. is formally accepted by the TAR prior to the commencement of maintenance in the proposed facility. 197. In addition to the general facilities requirements, the AMO needs to be cognisant of the storage requirements for aeronautical product and associated documentation for which they are responsible. The AMO should be able to prove to the TAR that the storage facility requirements determined by the relevant AEO are applied. Where the AEO does not specify storage requirements, the manufacturers and/or national standards should be adhered to.
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TERHAD Acceptable Means of Compliance Regulation 4.6.1 198. Clause a. The assessment of a maintenance organisation by the TAR will examine the characteristics of the nominated facilities to determine that, as a minimum, they: a. provide appropriate working space for the performance of maintenance within the assigned scope and level; b. assure that the aircraft and/or aeronautical product being maintained are kept secure and protected from any adverse environmental conditions; c. promote and protect the physical safety, efficiency and comfort of all the organisations employees so as to not impair the quality of work performed or the ability for employees to safely and effectively perform their duties; d. provide adequate office accommodation for the effective management and planning of maintenance appropriate for the scoped activities; e. provide adequate protection of maintenance documentation, data, instructions and records to prevent deterioration; and f. where required, provide adequate segregation from other State aircraft and/or aeronautical products and/or from other Weapon Systems being maintained and/or stored. 199. Clause b. A description of the facilities, either in the MMP or another controlled document referenced by the MMP, should include sufficient detail to enable assessment against the above criteria and should be described in terms of: a. b. location; capabilities (features, capacity, throughput); arrangements or tenancy agreements impacting upon PU 2103
c. any sharing certification; and d.
facility maintenance management policy.
REGULATION 4.6.2 STORAGE FACILITIES 200. Where aeronautical products are required to be stored, the storage facilities will require appropriate features. Storage racks should have sufficient strength and space to hold all aeronautical products and provide sufficient support for large items such that any article is not distorted and damaged during storage. Wherever practicable, all aeronautical products should remain packaged in protective material and remain inhibited until ready for installation to minimize damage and corrosion during storage. Separate and secure storage facilities should be provided for unserviceable aeronautical products and tooling to prevent inadvertent use by maintenance personnel. Furthermore, unserviceable aeronautical products awaiting maintenance should be stored separately from those that require further investigation.
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TERHAD Acceptable Means of Compliance Regulation 4.6.2 201. Clause a. A detailed list of all storage facilities may be cumbersome and complicated. Rather, the system and process in place at the AMO for selection and use of storage areas should ensure the security, segregation and environmental protection requirements are satisfied. REGULATION 4.6.3 ALTERNATIVE FACILITIES 202. The TAR recognises that an AMO may be required to perform maintenance at a location other than its parent facilities for operational deployments, emergency repairs/modifications or to perform in-field specialised services such as Non Destructive Testing. Where the AMO is required to, or is required to have the capability to perform maintenance at another location, the AMO needs to have a system that determines the facilities required and allows for the assessment of those facilities. Acceptable Means of Compliance Regulation 4.6.3 203. Clause a. For an AMO intending to operate at a facility/location other than their parent facility/location, the AMO needs to have a system in place to determine the facility requirements based on the nature and duration of operation. The system of assessment for away-base facilities should consider the same aspects listed above for permanent maintenance facilities, paying additional attention to the following: a. the specific scope and level of maintenance to be conducted at the alternate facility and consequent required features (hangar space, hardstand size, compass swing area, consumables storage, compressed air, waste disposal, explosive ordinance requirements); b. any noteworthy environmental considerations, such as salt spray, high humidity, and/or heat; and c. possible or identifiable security threats. PU 2103
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Section 4 Leaflet 1

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UNCONTROLLED IF PRINTED

TECHNICAL AIRWORTHINESS MANAGEMENT MANUAL

Clause c. This clause is self-explanatory.

Clause a. (3). This clause is self-explanatory.

Table 11 Organisational Structures and Cross Relationships State Regulation

FIRE & RESCUE DEPARTMENT

Clause b. The specific internal audit requirements are self-explanatory.

Federal Aviation Regulation (FAR) 145.39 Personnel Requirements.

c. any sharing certification; and d.

facility maintenance management policy.

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