Section 4 Leaflet 2

UNCONTROLLED IF PRINTED
TERHAD PU 2103
TECHNICAL AIRWORTHINESS MANAGEMENT MANUAL

SECTION 4 LEAFLET 2
STATE TECHNICAL AIRWORTHINESS REGULATION AIRCRAFT MAINTENANCE AND MANAGEMENT PROCEDURES GUIDANCE REGULATION SPECIFIC
Regulation Reference Section 2 Regulation 5 INTRODUCTION 1. The State Technical Airworthiness Authority (STAA) responsibilities for technical airworthiness management of State aircraft include the assurance that organisations are capable of conducting maintenance to specified standards. The previous chapter provides guidance on how a maintenance organisation can become certified as an Approved Maintenance Organisation (AMO). This chapter provides guidance for an AMO to compliance with the regulatory requirements when performing maintenance. PURPOSE 2. The purpose of this chapter is to provide background regulatory guidance for an AMO conducting maintenance. SCOPE 3. The scope of this chapter is to provide guidance that will assist AMOs in comprehending the regulations. It is presented in the same structure as Chapter 1: a. b. c. d. Philosophy/Concept; Cross Reference; Explanation and Amplification; and Acceptable Means of Compliance.
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TERHAD REGULATION GUIDANCE 5.1 CONDUCT OF MAINTENANCE REGULATION 5.1.1 MAINTENANCE AUTHORITY Philosophy and Concept 4. When an AMO is certified to conduct maintenance on State aircraft and aeronautical products, the scope and level of the maintenance will be defined in the Letter of Maintenance Authority. This does not indicate that the organisation is not capable of conducting maintenance to a higher or more complex level or that the organisation does not conduct maintenance on other equipment, only that the organisation may conduct maintenance on State aircraft and aeronautical products to the scope and level certified. Acceptable Means of Compliance Regulation 5.1.1 5. This regulation is self-explanatory. PU 2103
REGULATION 5.1.2 PUBLICATIONS, INSTRUCTIONS AND ORDERS AND DATA Philosophy and Concept 6. An AMO needs to have access to all the information required to conduct maintenance to the scope and level to which it is certified. That information will be located in publications, instructions, orders or other data repository (for example, electronic media). Valid authorisation for its use needs to be ensured through effective ongoing management. Cross References 7. The regulation addresses the subjects embodied in the following civil and single State airworthiness regulations and reference: a. b. Joint Aviation Requirements (JAR) 145.45; SAO references address the requirements of this regulation:
Explanation and Amplification 8. For the purpose of this regulation, Publications, Instructions, Orders and Data encompass all technical information including specifications, drawings, and technical handbooks. The professional management of this information has direct bearing on technical airworthiness. The physical and intellectual integrity of all such information needs to be managed to ensure it remains useful and promotes airworthiness. 9. An AMO is obliged to perform maintenance on State aircraft and/or aeronautical product in accordance with DGTA and relevant AEO approved technical publications, instructions, orders and data. The AMO needs to ensure that any information authorised by DGTA or the relevant AEO is applicable to its authorised scope and level. If amplification of www.dgta.gov.my 4.2 - 2 of 50 TERHAD
TERHAD PU 2103 this information is required for local circumstances, it may be generated in accordance with Regulation 5.1.4.e. Acceptable Means of Compliance Regulation 5.1.2 10. Clause a. Technical data authorised by the relevant AEO or DGTA will be issued normally as SAO Publications, EMP/MMP format, proof that this information has been approved by the AEO for use by the AMO is required. 11. Clause b. The AMO needs to ensure that Technical Publications, Instructions, Orders and Data received are applicable to the scope and level of maintenance stated in its AMO certification. It should also have a process for identifying any additional maintenance information required to support its approved scope and level. 12. Clause c. Except for small AMOs working on a limited range of aeronautical product the inclusion of an index of all the publications, instructions, orders and data in the MMP would be extremely cumbersome. Most MMPs will therefore reference a master catalogue or similar. The crucial issue is that there is an authoritative and comprehensive list. 13. Clause d. The AMO will need to have a system in place to manage publications and instructions. The system should include a process for identifying defects in maintenance information required to support its approved scope and level and for notifying those defects to the relevant AEO. The MMP needs to include, or provide a reference to another controlled document containing the details of this system. 14. Clause e. The system should provide evidence attesting that publications and instructions fulfil the specific requirements listed in this regulation clause. REGULATION 5.1.3 FOREIGN SOURCE DATA Philosophy and Concept 15. Technical data may be received by an AMO from sources other than those approved by DGTA or the relevant AEO. As this data may contain information with an impact on the conduct of maintenance, it needs to be reviewed by an appropriate engineering authority. The TAA requires that all data, regardless of source and format be reviewed and authorised by the relevant AEO or DGTA prior to use by the AMO. Cross References 16. The regulation addresses the subjects embodied in the following civil and single State airworthiness regulations: a. b. Federal Aviation Regulations (FAR) 43.2; and SAO references address the requirements of this regulation:
Explanation and Amplification 17. Foreign Source Data is any data that has been acquired from sources other than via DGTA or relevant AEO. The various types of Foreign Source Data available include, but are www.dgta.gov.my 4.2 - 3 of 50 TERHAD
TERHAD PU 2103 not limited to, manufacturers handbook, user/operator guides, engineering drawings, instructions used by other in-service organisations and foreign military forces, and government regulations. For the purposes of this regulation, Foreign Source Data incorporated into MU Kej cover is, by default, authorised by DGTA or an AEO. 18. Foreign Source Data pertaining to the maintenance of specific aircraft or aeronautical products needs to be referred to the relevant AEO for authorisation. Foreign Source Data applicable to generic maintenance processes also needs to be referred to the sponsor of the SAO publication that covers the maintenance process, through the relevant AEO. Acceptable Means of Compliance Regulation 5.1.3 19. Clause a. The AMO needs to ensure that there is a procedure for handling and reviewing Foreign Source Data, other than that incorporated into SAO publication covers that ensure AEO or DGTA authorisation prior to use. REGULATION 5.1.4 - MAINTENANCE PROCEDURES Philosophy and Concept 20. Aircraft and aeronautical products are designed to be safe and reliable when operated and maintained correctly. As part of the certification process for State aircraft, a logistics management package is produced which includes an approved maintenance policy. The maintenance policy refers to the approved maintenance procedure and defines by whom, to what level and at what interval maintenance is to be conducted. The AMO is required to conduct maintenance in accordance with this policy. Changes to maintenance policy are, in effect, design changes and as such require approval from the relevant AEO. The AMO is responsible for bringing any anomalies or proposed changes to the maintenance procedures and schedules to the attention of the relevant AEO. Cross References 21. The regulation addresses the subjects embodied in the following civil and single State airworthiness regulations and reference: a. b. c. Federal Aviation Regulations (FAR) 43.2; Joint Aviation Requirements (JAR) 145.45; he SAO references address the requirements of this regulation:
Explanation and Amplification 22. AEOs are responsible for determining maintenance policies. The AMO needs to ensure that it has or has access to the applicable information to conduct maintenance using the approved procedures according to its scope and level. 23. When an AMO becomes aware of deficiencies in maintenance procedures, or is able to suggest improvements to an existing procedure, it is imperative that the AMO informs the relevant AEO (or the applicable area of DGTA if appropriate). The AEO will then assess and provide appropriate engineering dispositions regarding the acceptability of proposed changes. www.dgta.gov.my 4.2 - 4 of 50 TERHAD
TERHAD PU 2103 24. Amplification of DGTA or AEO approved maintenance procedures may be required due to facility differences or unique local constraints. The SMM may issue instructions, orders or memoranda for the amplification and guidance to maintenance procedures within the AMO, provided such amplification or clarification does not constitute a Design Change. The subject matter may include, but is not limited to, advice or special administrative requirements necessary for local conditions, local procedures for implementing orders issued by a higher authority, special precautions to be taken during specific tasks and special maintenance procedures that satisfy short term requirements. At no stage should this regulation be used by the AMO to produce its own maintenance processes. Acceptable Means of Compliance Regulation 5.1.4 25. Clauses a. and b. These clauses are self-explanatory.
26. Clauses c. and d. The AMO should list in the MMP, or other controlled document, the procedures followed to report deficiencies or improvements to maintenance practices and procedures; and 27. Clauses e. and f. The AMO should have a local procedure, referenced in the MMP, or other controlled document, that details the promulgation of locally produced maintenance orders. The process should contain procedures for the drafting, review and authorisation of local maintenance orders. REGULATION 5.1.5 - MAINTENANCE CERTIFICATION Philosophy and Concept 28. The TAR needs to ensure that personnel understand that they are responsible and accountable for the maintenance they conduct and subsequently certify. All personnel conducting maintenance of aircraft and aeronautical products need to be aware that when they are certifying work, they are confirming the work has been conducted completely, correctly and in accordance with the relevant technical publications and instructions. Cross References 29. The regulation addresses the subjects embodied in the following civil and single State airworthiness regulations and reference: a. b. c. Federal Aviation Regulation (FAR) 43.2; Joint Aviation Requirements (JAR) 66.1, 66.20, 145.35, 145.50; SAO reference address the requirements of this regulation:
Explanation and Amplification 30. In certifying a maintenance task, the authorised person shall be signing to indicate that the work has been conducted completely, correctly and in accordance with the technical documentation authorised by DGTA or the relevant AEO. The AMO needs to ensure that the inscription made by the person who conducted the maintenance certifies work so that the identification of the signer/certifier can be determined. This may include, but is not limited to, the AMO ensuring that: www.dgta.gov.my 4.2 - 5 of 50 TERHAD
TERHAD a. PU 2103 all signatures are accompanied by a number allocated to the individual;
b. the name of the individual completing documentation is printed with all signature/certifications; secured stamps, electronic passwords; and/or c. Maintenance Control Section (or equivalent) maintains a register of signatures. 31. When certifying maintenance that requires a dimension or test figure to be within a specific tolerance, as opposed to a general tolerance, the dimension or test figure should be recorded in the applicable documentation. Where a GO/NOGO gauge is used to check a dimension or tolerance, the certification need only state the dimension or test figure is within tolerance. 32. Personnel who are under training for a specific maintenance task, leading to task authorization may perform in the capacity of tradesperson providing the maintenance has been performed under direct supervision, mandatory off the job training has been completed and they have been authorised by the SMM to carry out maintenance under direct supervision. Another essential element of performing maintenance under direct supervision is that the names of the person under instruction and the supervising individual be recorded in the maintenance documentation. SAO department instruction details the procedures to be followed by State AMOs when maintenance is conducted under directs supervision. Acceptable Means of Compliance Regulation 5.1.5 33. Clause a. whenever a maintenance task is done, whoever does that task is required to document and certify that the task has been done. Inherent in this is the need to ensure that individual maintainers can be identified from the certification inscription. If a task involves a number of steps, and especially if its duration extends over work or shift breaks, progressive certification will be required. 34. Clause b. The person certifying maintenance needs to be authorised in accordance with Regulation 4.5 (Personnel Requirements). This includes those persons authorised to perform maintenance under direct supervision. 35. Clause c. normally, reference to the applicable technical instruction used to conduct the maintenance is a straightforward matter. Most rectifications and removals and installations can be directly related to the applicable maintenance manual; however, there are occasions when minor general tasks are not directly referenced in the usual range of maintenance manuals. In those cases, AMOs should reference authorised maintenance manuals that describe the task in general terms. For example, the general principles associated with the replacement of minor airframe components (rubbing blocks or abrasion strips) could be found in a general hardware manual or can be traced to the instructions relating to use of the fixing technique (glues, other bonding agents or hardware fixing products). 36. Clause d. Where personnel are under training and have not yet been authorised by the SMM to perform maintenance under supervision, the authorised person supervising the person under training will certify the maintenance and, where the task requires a supervisor, an additional authorised trade supervisor will be required to certify for supervising the task. Further guidance relating to authorising and supervising persons under training and recording maintenance is detailed at.
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TERHAD PU 2103 37. Clause e. The AMO should have a local instruction that prescribes how its staff will comply with the requirements of this clause. REGULATION 5.1.6 INDEPENDENT MAINTENANCE INSPECTIONS Philosophy and Concept 38. Some maintenance tasks carry significant risk (probability and consequence) where error could jeopardize airworthiness and/or aircrew safety. To ensure the integrity of maintenance, those tasks that carry a high degree of risk need to be identified and independently inspected prior to certifying that maintenance is complete. Independent inspections are required to ensure the quality of workmanship, integrity of equipment and detection and subsequent correction of errors. Cross References 39. The regulation addresses the subjects embodied in the following civil and single State airworthiness regulations and reference: a. Civil Aviation Regulations 1988, Regulation 42G;
b. Civil Aviation Draft Advisory Circular 43.12(0) Duplicate Flight Control Checks. c. SAO references address the requirement of this regulation:
Explanation and Amplification 40. When an independent inspection is done, the inspector needs to check for correct assembly and function. A check for correct assembly means a check as to whether a particular flight control system and its parts have been correctly assembled and adjusted; and all locking devices have been made safe. A check for correct function means a check as to whether the flight controls have full and free movement, in the correct sense, throughout their operating range. 41. The safety critical systems referred to in this regulation are further defined as: a. Flying Controls. Flying controls include all components and parts, the movement of which, in the functional sense, whether manual, power operated or power assisted, or electric/fibre (fly by wire/light), results in operation or locking of the aircrafts movable aerodynamic surfaces (including flaps, airbrakes, trimming controls, helicopter rotor pitch change gear and dual control systems, together with their associated hydraulic and electrical systems). b. Engine Controls. Engine controls include all components and parts, the movement of which, in the functional sense, controls the power output of the engine (including propeller pitch, fuel delivery and control systems, engine air inlet controls and reverse thrust controls, together with their associated systems). c. Undercarriage Controls. Undercarriage controls include all components and parts, the movement of which, in a functional sense, results in operation of the www.dgta.gov.my 4.2 - 7 of 50 TERHAD
TERHAD PU 2103 aircraft undercarriage (including retraction, lowering, up and down locking, steering and wheel braking, together with their associated systems). d. Associated Equipment. All systems and equipment such as power flying control reversing systems, artificial feel systems, pitot-static systems, autopilots, flight augmentation systems, fuel dump systems, fire extinguishing systems, power-train (including engine and transmissions) lubrication systems and other equipment which is connected with, and has a direct effect on, the aircraft flying, engine or undercarriage control systems. e. Installed Airborne Oxygen Equipment. Airborne oxygen equipment includes gaseous and liquid distribution systems, on board oxygen generating systems (OBOGS), emergency systems and portable oxygen storage and distribution systems. Any maintenance operation (other than replenishment) performed on these systems will require an independent maintenance inspection. f. Egress and Survival Equipment. Escape and survival equipment includes all aircraft systems that are designed to function in an emergency to prevent injury to personnel or the loss or damage of an aircraft. g. Explosive Ordnance and Associated Equipment. The tasks associated with explosive ordnance requiring independent maintenance inspections include maintenance of equipment which contains explosive ordnance (aircrew escape systems, guillotine cable cutters), maintenance of equipment operated by explosive ordnance when the equipment cannot be otherwise functionally tested and where correct operation of the equipment is critical to the safety and survival of personnel and/or the aircraft, and loading and unloading explosive ordnance when specified in the applicable loading manual. 42. Where a re-inspection is required, the authorised person who conducted the initial inspection may carry out the re-inspection, providing that person is not directly involved in the maintenance task. Acceptable Means of Compliance Regulation 5.1.6 43. Clause a. The person performing and independent inspection needs to be authorised in accordance with Regulation 4.5 (Personnel Requirements). 44. Clause b. This clause is self-explanatory.
45. Clause c. Any additional Independent Maintenance Inspections should be confined to those maintenance tasks that carry a significant risk where error would jeopardise airworthiness. The term specify denotes not only the formal promulgation of the tasks but also the directive to perform those inspections. 46. Clauses d., e. and f. These clauses are self-explanatory.
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TERHAD PU 2103 REGULATION 5.1.7 MAINTENANCE OF AIRCRAFT DURING THE PERIOD OF OPERATION Philosophy and Concept 47. Normally, maintenance should only be conducted when an aircraft is not operating; however, it may be necessary to carry out minor maintenance tasks while the aircraft is being operated by aircrew. This regulation allows an AMO to select and authorise maintenance tasks to be conducted during the Period of Operation that do not compromise safety or adversely affect airworthiness, and places a level of control over such maintenance activities. Maintenance during the Period of Operation does not enjoy the same airworthiness safeguards as at other times and can be a dangerous activity. The SMM needs to put sufficient controls in place to ensure that there is an adequate level of safety, supervision, documentation and tool control. Cross Reference 48. SAO reference addresses the requirements of this regulation:
Explanation and Amplification 49. The Period of Operation is defined as the time from when the aircraft captain accepts the aircraft to the release of the aircraft by the aircraft captain back to maintenance. 50. The tasks that can be carried out during the Period of Operation can include, but are not limited to: a. minor maintenance tasks identified during aircrew walk around;
b. minor maintenance tasks that are necessary during operational checks prior to, or during, flight; and c. correction of unserviceabilities identified in flight that can be rectified without adversely affecting technical airworthiness or compromising safety. d. Minor maintenance involves up to and including removal and installation of components where: e. f. g. h. i. j. the complexity of the process is straight forward and routine; and no secondary dismantling is required, other than: the opening and securing of access panels, the disconnecting and reconnecting of cabling, and the unfastening and refastening of standard quick release fittings, where: incorrect assembly is easily detected, or 4.2 - 9 of 50 TERHAD
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TERHAD k. the design precludes incorrect assembly. PU 2103
Acceptable Means of Compliance Regulation 5.1.7 51. 52. Clause a. This clause is self-explanatory. Clause b. The AMO needs to document in the MMP or other controlled document:
53. a list of minor maintenance activities, including the unserviceabilities and aircraft servicings, that can be rectified/conducted during the Period of Operation (including any cross-references to the approval process, especially from the AEO); a. the process for the aircraft captain to authorise maintenance to be conducted during the Period of Operation; b. c. d. supervision and inspection requirements; tool control procedures; and documentation requirements.
REGULATION 5.1.8 FOREIGN OBJECT CONTROL Philosophy and Concept 54. Aircraft and aeronautical products are operated and maintained in an environment where the possibility of airworthiness being compromised by the introduction of foreign objects is high. Foreign objects either left in, or entering an aircraft during operation or maintenance can result in damage to aircraft and aeronautical products. The AMO needs to be aware of potential sources of foreign objects and have in place mechanisms to minimise the probability of foreign object damage. Cross References 55. SAO reference addresses the requirement of this regulation:
Explanation and Amplification 56. Foreign Object refers to any item, material or substance that, either deliberately or inadvertently, is left in or gains access to any part of an aircraft or aeronautical product. The presence of Foreign Objects can cause damage to, or present a hazard to, aircraft, aeronautical product and personnel safety. Acceptable Means of Compliance Regulation 5.1.8 57. Clause a. The MMP needs to include, or provide a reference to another controlled document containing, the details of the system used by the AMO to prevent Foreign Object Damage. The system should include, as a minimum:
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TERHAD PU 2103 a. an awareness program that ensures all personnel are educated on the need for foreign object control around aircraft, aeronautical products and maintenance areas; b. a means of identifying, reporting and controlling potential sources of Foreign Object Damage; c. a requirement that maintenance personnel perform an inspection for foreign objects at completion of a maintenance task prior to an area being sealed or otherwise enclosed; and d. in accordance with Regulation 5.5.1 (Tools and Support Equipment), a tool control system that ensures that all tools are accounted for and traceable at all times. REGULATION 5.1.9 - SAFETY Philosophy and Concept 58. Safety precautions and instructions are published in MINDEF policy and required by government legislation. Within maintenance publications and instructions, warnings and cautions are provided to ensure safety of personnel and protection of equipment during particular maintenance processes. Every person involved in maintenance is responsible not only for their own safety, but also the safety of subordinates and others within the workplace. This regulation requires that AMOs comply with all safety requirements authorised by DGTA and the relevant AEO. Cross References 59. SAO references address the requirement of this regulation:
Explanation and Amplification 60. The regulation requires that, in addition to SAO requirements, AMOs comply with other safety requirements stipulated by DGTA and the relevant AEO. It does not exclude an AMO from complying with MINDEF policy or government legislation for Occupational Health and Safety. Acceptable Means of Compliance Regulation 5.1.9 61. Clause a. The AMO should ensure that personnel receive adequate training on the safety precautions to be observed whilst conducting maintenance. This includes continuation training to alert maintenance personnel to changes to existing safety measures. The AMO needs to ensure that personnel have access to and use appropriate personal protective equipment, as required for the maintenance task. Material Safety Data Sheets for all hazardous materials used during maintenance and personal protective equipment requirements need to be consulted for the appropriate safety procedures prior to using the materials or commencing any hazardous process.
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TERHAD REGULATION 5.1.11 CARRIED FORWARD UNSERVICEABILITY Philosophy and Concept 62. Airworthiness and operational requirements, including the aircraft type design approval requirements, require that every item of equipment installed in the aircraft must be operational at the beginning of a flight. However, because of the various levels of redundancy designed into aircraft, under certain conditions an acceptable level of safety can be maintained with specific items of equipment inoperative or defective for a limited period of time until repairs can be made. A Carried Forward Unserviceability (CFU) defers a rectification of an aircraft item to make an aircraft available for an operation or mission. It also allows for an approval for a defect in, or damage to an individual aircraft, assessed on a case-by-case basis as a one-off approval and may require the operation of a specific aircraft under specified limitations. NOTE A CFU does not imply that the aircraft may be operated with an item removed unless the approved CFU explicitly allows the removal. PU 2103
63. The effective management of CFUs allows increased operational availability and improved efficiency in the maintenance effort. The impact on airworthiness, both operational and technical, needs to be considered when approving a CFU. The decision to continue to operate an aircraft with a CFU needs to be made by an appropriately authorised person within the AMO, in accordance with an approved procedure. The merit of CFU decisions should be reviewed, at an appropriate level, to ensure that sufficient rigour was applied to the decision. Cross References 64. The regulation addresses the subjects embodied in the following civil and single State airworthiness regulations: a. b. c. d. Federal Aviation Regulations (FAR) 129.14; Joint Aviation Requirements (JAR) MMEL/MEL; and Civil Aviation Regulations 1988, Regulations 37, 49. SAO references address the requirement of this regulation:
Explanation and Amplification 65. CFUs in State operations relate to a number of differing conditions that range from management of confirmed failures of equipment and systems to Special Maintenance Requirements and within limits arisings. This regulation focuses primarily on CFU management of confirmed failures; however, all other unscheduled arisings still need to be managed and recorded. AMOs are encouraged to document their preparations for commonly recurring unserviceabilities. Where an SMM authorises personnel to approve CFUs, the authorisation may be restricted to a list of commonly recurring CFUs. In this case, www.dgta.gov.my 4.2 - 12 of 50 TERHAD
TERHAD PU 2103 the listed CFUs do not constitute pre-approved CFUs. All CFUs need to be assessed and approved individually when they occur by appropriately authorised personnel. 66. CFUs need to be assessed from both a technical and operational perspective. Where the SMM needs to address operational and/or mission capability issues, advice from an appropriately authorised aircrew member needs to be obtained prior to approving the CFU. Appropriately authorised aircrew, who have the responsibility to make these decisions need to be identified in the MMP or other controlled document. The identification of authorised aircrew in the MMP or other controlled document need not be by name; however, the qualification requirements and authority should be stated. 67. Where the SMM delegates CFU authority to individuals within the AMO, the scope of the authority should be defined. This authority needs to be based on trade and/or professional training, aircraft system(s), period of authority, available data, and the individuals competency. When delegating CFU authority, the SMM needs to ensure that the person being given the authority understands where and how CFU decisions fit into the management of airworthiness. 68. The SMM may possibly, in exceptional circumstances, authorise a Special Technical Instruction (STI) to be deferred as a CFU. The SMM should seek advice from the AEO prior to deferring an STI. Just as Regulation 5.1.19 b requires AEO approval prior to incorporation of non-standard repairs to primary and secondary structure and safety critical items or systems, CFUs should not be approved for these categories without reference to the AEO. 69. When deciding to carry forward an unserviceability, the SMM (or delegate) may refer to either a Civil Aviation Regulation list of permissible unserviceabilities, known as a Minimum Equipment List (MEL) or a locally developed list of permissible unserviceabilities (as approved by the relevant AEO, in conjunction with appropriate operator representatives). Where these lists are referred to, the SMM (or delegate) should use the list as a guide rather than an automatic authority, ensuring that commensurate rigour is given to the particular circumstances. Acceptable Means of Compliance Regulation 5.1.11 70. 71. Clauses a. and b. These clauses are self-explanatory. Clause c. SMMs should assess potential CFU authorities on, as a minimum: a. a clear appreciation of operational and technical airworthiness management;
b. an understanding that the engineering rigour and expertise applied to any design variation needs to be commensurate with the significance of the design change, where significance is a function of both consequence and probability; and c. the individuals competence, based on qualifications, training and experience, to make consistent and complete engineering decisions at the level to be authorised. 72. Clause d. Endorsement regarding the operational aspects of a CFU from an authorised aircrew representative should be recorded such that the endorsement is clear and unambiguous and traceable to the person making the endorsement. Appointment of authorised aircrew representatives should be made by the Commanding Officer (or equivalent) of a squadron that flies the designated aircraft type. www.dgta.gov.my 4.2 - 13 of 50 TERHAD
TERHAD 73. Clause e. This clause is self-explanatory. PU 2103
74. Clause f. The format normally used for State aircraft is the Maintenance Interval Extension Request (MIER) Form and Maintenance Concession Request (MCR) Form and annotate in the Aircraft Log Book or Maintenance Action Form (MAF). 75. Clause g. The intent of this clause is to ensure that the SMM personally reviews CFU decisions to validate the ongoing CFU authority of CFU delegates. All reviews of CFU decisions should include assessment, where applicable, of the following : a. the decision and stated limitations were correct and appropriate;
b. the appropriate data had been available and used by the person authorising the Carried Forward Unserviceability; c. the person authorising the Carried Forward Unserviceability was competent to make the decision (ie was within the qualification, experience and skill level of the individual); d. e. correct procedures had been followed; and Carried Forward Unserviceabilities are rectified as soon as possible.
76. Clause h. The specific period of deferment of a CFU can be based on operation cycles, receipt of replacement aeronautical products, airframe hours, calendar days, etc. Where deferment is dependent on receipt of aeronautical products, a maximum period should also apply, for example calendar period or next scheduled servicing. REGULATION 5.1.12 MAINTENANCE TEST FLIGHT Philosophy and Concept 77. Although aircraft flight-testing is not a maintenance activity, a requirement for flighttesting may be generated by the completion of a maintenance task. Maintenance test flights are conducted to verify the performance of an aircraft or aircraft system. Cross References 78. SAO references address the requirement of this regulation:
Explanation and Amplification 79. Unless specifically stated otherwise by the AEO, maintenance test flights should normally be conducted when an item that forms part of an aircraft flight control or helicopter rotor system has been changed or a major adjustment made to an engine or propeller control. As a general principle, aircraft flight testing in support of maintenance should only be conducted after all methods of determining serviceability on the ground have been carried out. 80. In the context of this regulation, maintenance test flights are dedicated flights conducted as a result of maintenance being carried out or to verify the performance of an www.dgta.gov.my 4.2 - 14 of 50 TERHAD
TERHAD PU 2103 aircraft or aircraft system. These regulations do not apply to maintenance check flights where verification of maintenance is conducted during the course of a routine flight. Acceptable Means of Compliance Regulation 5.1.12 81. Clause a. To comply with this regulation the AMO will need to define the process for determining when maintenance test flights are required and how they are requested. 82. Clause b. This clause is self-explanatory.
83. Clause c. The process needs to make reference to AEO approved test flight schedules. 84. Clause d. Pilots may not be members of an AMO. The competency of a pilot needs to be verified prior to undertaking a test flight. This verification may be through appointment by the Commanding Officer (or equivalent) of a squadron that flies the designated aircraft type or through demonstration of adequate training, qualifications and experience to satisfy Operational Airworthiness Requirements/Regulations. REGULATION 5.1.13 MAINTENANCE GROUND RUNS Philosophy and Concept 85. All steps need to be taken to ensure aircraft systems are serviceable prior to releasing an aircraft for operation or releasing an aircraft engine to serviceable stock after maintenance. Maintenance instructions may require the confirmation of aircraft or engine serviceability through engine ground runs and/or engaged ground runs (for rotary wing aircraft). This regulation covers the requirements for engine ground running of aircraft. 86. Cross References
87. The regulation addresses the subjects embodied in the following civil and single State airworthiness regulation: a. Draft Civil Aviation Safety Regulations (CASR) Australia Civil Authority 43.170, 43.175. b. SAO references address the requirement of this regulation:
Explanation and Amplification 88. Maintenance Ground Runs are required to ground test aircraft engines, to investigate in-flight unserviceabilities, prove aircraft systems prior to flight, test engine performance post maintenance activities as well as to certify serviceability performance parameters. 89. Pilots and Flight Engineers qualified on aircraft type and personnel authorised by the SMM may conduct installed engine runs for maintenance purposes. Only pilots authorised on the aircraft type are permitted to perform engine runs on rotary wing aircraft with rotors engaged.
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TERHAD Acceptable Means of Compliance Regulation 5.1.13 90. Clause a. Engine ground runs will usually be mandated by AEO approved maintenance procedures and manuals. The AMO will need to ensure that ground runs are also conducted (when applicable) for unscheduled maintenance (including disconnection and removal for access). 91. Clause b. Ground runs that form an integral part of AEO approved maintenance procedures fulfil the requirements of this regulatory clause. The AMO also needs to possess and comply with the AEO authorised engine operating procedures and limitations. 92. Clause c. The person performing engine ground runs needs to be authorised in accordance with Regulation 4.5 (Personnel Requirements). 93. Clause d. This clause is self-explanatory. PU 2103
REGULATION 5.1.14 AIRCRAFT GROUND HANDLING Philosophy and Concept 94. During aircraft operation and maintenance, aircrew and maintenance personnel should ensure that the risk of damage or personal injury is minimised when aircraft are being moved or handled. Ground handling should only be performed using AEO approved equipment and procedures. Cross References 95. The regulation addresses the subjects embodied in the following civil and single State airworthiness regulation: a. b. Civil Aviation Order 20.3 Marshalling and Parking of Aircraft. SAO references address the requirement of this regulation:
Explanation and Amplification 96. Ground handling covers all tasks required in moving and securing aircraft on the ground. This includes deck handling procedures on air capable ships. 97. Aircraft marshalling is a general term that covers the directing of taxiing or hovering aircraft by visual or other means of communication. This includes the accurate delivery of information to aircraft operators during start up, shut down and functional checks of flight controls and other aircraft systems. Acceptable Means of Compliance Regulation 5.1.14 98. Clause a. The AMO should determine and have, or have access to, the appropriate marshalling and ground handling equipment (e.g. tow motors, towing bars, locks, distinctive jackets, bats, wands, hearing protection, headsets, etc). Applicable taxi lines/markings, mooring points, earthing points etc need to be in place to minimise the risk of damage to aircraft. www.dgta.gov.my 4.2 - 16 of 50 TERHAD
TERHAD PU 2103 99. Clause b. The AMO should have appropriate training and authorisation procedures in place for personnel involved in ground handling tasks. Personnel need to be authorised prior to performing ground handling duties. 100. Clause c. Ground handling procedures (approved by the relevant AEO and/or DGTA) such as aircraft towing, mooring and wing walking requirements should be stated directly or by reference in the MMP. 101. Clause d. This clause is self-explanatory.
102. Clause e. The MMP need only state, or refer to another document containing, the approved reference listing the marshalling signals that are used. If locally developed marshalling signals (in accordance with 5.1.14.d.) are utilised, the specific details of those signals should be described in the MMP or other referenced document. REGULATION 5.1.15 STANDARD REPAIRS Philosophy and Concept 103. Standard repairs are defined as those repairs that have been documented in the approved maintenance publications (and are, in effect, pre-approved deviations). Standard repairs that change the configuration of aircraft or aeronautical product from the approved configuration should be notified to the relevant AEO. Repairs to primary and secondary structure should always be notified to the relevant AEO as these repairs could potentially affect future changes, modifications and any repairs in the adjacent areas. Cross References 104. SAO references address the requirement of this regulation:
Explanation and Amplification 105. This regulation is self-explanatory.
Acceptable Means of Compliance Regulation 5.1.15 106. Clause a. This clause is self-explanatory.
107. Clause b. Standard repair details forwarded to the AEO should include as a minimum: a. b. c. d. e. aircraft or aeronautical product identification/serial number; details of the damage (including location); details of the repair carried out; relevant structural repair manual authorising the repair; date of repair; and 4.2 - 17 of 50 TERHAD
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TERHAD f. PU 2103 details of any other previous repairs removed or altered during the repair.
REGULATION 5.1.16 MODIFICATIONS Philosophy and Concept 108. During the life of an aircraft or aeronautical product, operational or logistical factors will arise that require the development and incorporation of modifications. The authorisation of modifications to State aircraft and aeronautical product will be the responsibility of the relevant AEO. This regulation acknowledges that AMOs may develop modification proposals; however, these proposals developed by the AMO will require the application of Regulation 3.4 (Design Control) by the relevant AEO prior to incorporation. 109. A modification to an aircraft or aeronautical product needs to be incorporated in accordance with design data approved by DGTA or the relevant AEO, so that the modification or repair conforms to applicable standards of airworthiness. Cross References 110. The regulation addresses the subjects embodied in the following civil and single State airworthiness regulations and reference: a. b. c. Federal Aviation Regulations FAR 43.5, 43.7, 43.9; and Civil Aviation Regulations 1988, Regulations 35, 42U. SAO references address the requirement of this regulation:
Explanation and Amplification 111. The AMO may develop and produce modifications; however, all modification proposals need to be forwarded to the relevant AEO for approval prior to incorporation into aircraft/aeronautical product. The format required when forwarding modification proposals to the relevant AEO should facilitate the capture of all of the information necessary to fully disclose the modification. The minimum information required should include the reason for the proposed modification, publication references, the item/area being modified, the manufacturing process (where applicable), materials used and a detailed description and/or drawing of the proposed change. Acceptable Means of Compliance Regulation 5.1.16 112. Clauses a. and b. These clauses are self-explanatory.
REGULATION 5.1.17 WEIGHT AND BALANCE Philosophy and Concept 113. The weight and balance characteristics of an aircraft and selected aeronautical product need to be maintained within certain limits to ensure safe operation. While the management of weight and balance is the responsibility of the aircraft AEO, the venue responsible for conducting aircraft and selected aeronautical product weighing will be an www.dgta.gov.my 4.2 - 18 of 50 TERHAD
TERHAD PU 2103 AMO. Where there is a requirement to conduct aircraft or aeronautical product weighs, the AMO needs to ensure that aircraft are weighed in accordance with relevant AEO and/or DGTA approved procedures and periodicities. Cross References 114. The regulation addresses the subjects embodied in the following civil and single State airworthiness regulations: a. b. c. d. Joint Aviation Regulations (JAR) OPS 1.605, 1.625; and Civil Aviation Orders Part 100, Section 100.7 Weight Control of Aircraft. SAO references address the requirement of this regulation and Aircraft Weight and Balance General.
Explanation and Amplification 115. The AMO should defer to the relevant AEO for clarification on which aircraft and aeronautical product require weight and balance records and what constitutes a major repaint and major modification. (A minor change is one that has no appreciable effect on the weight, balance, structural strength, reliability, operational characteristics, or other characteristics affecting the airworthiness of an aircraft, aircraft engine or propeller. All other changes are major changes.) 116. The weight and balance report needs to be based on an actual weighing of the aircraft or aeronautical product. This requires that either the SMM, or an appropriately trained individual appointed by the SMM, be responsible for aircraft and equipment weighs. The person appointed should normally hold a position at the Maintenance Manager level and have gained practical experience with aircraft weighing. The duties of this individual are to: a. ensure aircraft or equipment documentation is annotated, when necessary, as requiring a weigh; b. accurately perform the weigh in accordance with the procedure approved by the relevant AEO; c. ensure the weighing equipment (scales, weigh pads, etc) is serviceable and correctly calibrated; d. e. f. and g. accurately complete the aircraft and equipment weight and balance records; forward a copy of the weight and balance records to the relevant AEO; sign off the aircraft or equipment documentation when weighing is completed;
transfer pertinent details into the Aircraft Maintenance Documentation Set.
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TERHAD Acceptable Means of Compliance Regulation 5.1.17 117. Clause a. Weight and balance information should be retained in accordance with Regulation 5.2.1 Maintenance Records and Documentation Requirements. 118. Clause b. This clause is self-explanatory, except that the significantly alter criteria will require clarification from the AEO. 119. Clause c. The form normally used for State aircraft is Aircraft Weighing Record PU 2103
REGULATION 5.1.18 ADHOC NON DESTRUCTIVE TESTING Philosophy and Concept 120. During the course of maintenance, serviceability assessments may require the application of Non Destructive Testing. Established Non Destructive Testing procedures are approved by the relevant AEO and provided to the AMO. This regulation acknowledges that some AMOs will have a degree of Non Destructive Testing expertise that enable it to develop and implement Non Destructive Tests locally to meet an urgent operational requirement. Further, the regulation also provides the limitations for applying locally developed Non Destructive Testing procedures. Cross Reference 121. This regulation addresses the subjects embodied in the following civil and single State airworthiness ian standard: a. b. British Standard BS3669. SAO references address the requirement of this regulation:
Explanation and Amplification 122. Non Destructive Testing is the development and application of technical methods to examine materials or components in ways that do not impair future usefulness and serviceability. These examinations are made in order to detect, locate, measure and evaluate discontinuity, defects and other imperfections; to assess integrity, properties, and composition, and to measure geometrical characteristics. Acceptable Means of Compliance Regulation 5.1.18 123. Clauses a. and b. An acceptable means of developing and conducting Ad-hoc Non Destructive Testing is Non Destructive Testing. REGULATION 5.1.19 - NON STANDARD REPAIRS Philosophy and Concept 124. Aircraft and aeronautical product may incur damage or malfunctions for which there is no standard repair scheme. Where an aircraft or aeronautical product cannot be restored www.dgta.gov.my 4.2 - 20 of 50 TERHAD
TERHAD PU 2103 to a serviceable condition using AEO approved repair, the AMO will need to either source a repair scheme from the relevant AEO or obtain AEO approval for a repair scheme developed by the AMO. Cross References 125. SAO references address the requirement of this regulation:
Explanation and Amplification 126. Non-standard repairs are repairs that are not documented in the approved maintenance publications or instructions and will require design approval, design acceptance and incorporation approval by the relevant AEO prior to incorporation. The application of Aircraft Battle Damage Repair during peacetime is also considered as non-standard repair. Allowance is made, however, for occasions where an urgent operational requirement (usually a declared contingency) does not allow sufficient time for the AEO to make a rigorous analysis and decision. Acceptable Means of Compliance Regulation 5.1.19 127. Clause a. The AMO will need to have a process in place to ensure that the design details of all non-standard repairs are forwarded to the AEO prior to incorporation. Requests for non-standard repairs to the AEO should be in a format acceptable to the AEO. The format needs to contain the following information: a. b. c. d. aircraft or aeronautical product identification/serial number; details of the damage, including location; relevant maintenance publication that make reference to damaged area; and details of proposed repair scheme.
128. Clauses. b. and d. AEO approval of the design must be obtained prior to incorporation of non-standard repairs to the critical items listed at clause b, except in the circumstances listed at clause d. 129. Clause c. This clause is self-explanatory.
REGULATION 5.1.20 CONTINGENCY MAINTENANCE AND BATTLE DAMAGE REPAIR Philosophy and Concept 130. Maintenance policy during peacetime for State aircraft is developed to ensure serviceable, mission ready equipment is available to meet identified needs. Peacetime maintenance policy is tempered by logistic considerations to reduce costs and preserve asset life. Normal peacetime maintenance may or may not be appropriate during a contingency as the priority to make aircraft mission worthy takes precedence over cost and asset preservation. Contingency maintenance and battle damage repair schemes are required to expedite maintenance to allow an aircraft to meet a compelling operational www.dgta.gov.my 4.2 - 21 of 50 TERHAD
TERHAD PU 2103 requirement whilst preserving an acceptable level of technical airworthiness for aircraft and aeronautical product. Cross References 131. SAO references address the requirement of this regulation:
Explanation and Amplification 132. Contingency Maintenance comprises those maintenance activities that are performed during a declared contingency operation, when invoked by the Operational Commander. Contingency maintenance may involve revised servicing schedules and component lifing, and revised repair philosophies. 133. Aircraft Battle Damage Repair, which is a subset of Contingency Maintenance, is the means by which damaged aircraft can be repaired quickly to restore sufficient strength and airworthiness to permit aircraft to fly additional sorties. Alternatively it may be used to restore sufficient airworthiness to enable an aircraft to make a one time ferry flight to a major repair facility. Acceptable Means of Compliance Regulation 5.1.20 134. Clause a. (1) and (2). The AMO should document the process for transitioning from peacetime maintenance to contingency maintenance. The documented process should contain: a. The publications and instructions referenced to conduct Contingency Maintenance, for example the generic and aircraft specific Aircraft Battle Damage Repair manuals and the Contingency Maintenance Technical Maintenance Plan; b. the lines of authority, both internal and external, for approving Aircraft Battle Damage Repair and changes to maintenance policy; c. any additional document requirements and control procedures; and
d. procedures to be followed after ceasing contingency maintenance to restore aircraft to peacetime standards (if required). 135. Clause a. (3). The AMO needs to determine and state either directly or by reference in the MMP the qualifications and training requirements for personnel to be authorised as Aircraft Battle Damage Repair assessors (repair development), Aircraft Battle Damage Repair engineers (design approval) and Aircraft Battle Damage Repair technicians. Selection for Aircraft Battle Damage Repair training should be based on the level and nature of previous training and experience. Aircraft Battle Damage Repair engineers should be experienced in aircraft structures and materials to minimise the need to go to higher authorities for repair approval. Aircraft Battle Damage Repair techniques should be practiced in peacetime to ensure an appropriate level of expertise is available in contingency operations. 136. Clauses b, c, d and e. These clauses are self-explanatory.
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TERHAD PU 2103 137. Clause f. At the cessation of a contingency and as soon as circumstances allow, all aircraft used in a contingency operation should be restored to peacetime standards. Additionally, aircraft subjected to contingency operations will require a detailed inspection to: a. detect any undocumented battle damage, and
b. assess and repair any unusual degradation caused by environmental conditions. 138. Clause g. This clause is self-explanatory.
5.2 MAINTENANCE RECORDS, DOCUMENTATION AND DATA General 139. The technical information utilised during aircraft and/or aeronautical product maintenance promulgates instructions required to preserve technical airworthiness standards. The documentation used and the records made by AMO personnel performing maintenance activities provide the physical proof that these standards have been applied and allow for accountability of action. As records are also used to capture aircraft and/or aeronautical product condition and performance at the time maintenance was performed, adequate measures are required to ensure that the security and integrity of the information they contain is preserved. 140. The relevant technical information used to support maintenance activities needs to be authorised for use by DGTA or responsible AEO and qualified as applicable by the AMO to allow State aircraft and aeronautical product integrity to be maintained. REGULATION 5.2.1 MAINTENANCE RECORD AND DOCUMENTATION REQUIREMENTS Philosophy and Concept 141. Proper management of an aircraft operation, military or otherwise, begins with, and depends upon, a good maintenance record system. Properly compiled and retained records provide essential information for controlling maintenance activities, including: a. b. c. d. e. control of scheduled and unscheduled maintenance, evaluation of maintenance programs effectiveness, troubleshooting of defects and other problems, management of configuration and modifications, and dealing with other aircraft safety matters
142. Maintenance Records define the current aircraft/aeronautical product configuration at any point in time. They may be paper based, electronic or a combination of both. The www.dgta.gov.my 4.2 - 23 of 50 TERHAD
TERHAD PU 2103 physical requirements of a record that make it useable, irrespective of the information registered, are all similar. 143. The integrity and security of the information contained in maintenance records have a direct bearing on technical airworthiness judgements made by the TAR and responsible AEO. AMO promulgated record security and storage requirements should reflect the assessed threat to physical and intellectual property. Cross References 144. This regulation addresses the subjects embodied in the following civil and single State airworthiness regulations and references: a. b. c. d. Federal Aviation Regulation (FAR) 43.2, 43.9, 43.11, 43.17, 145.61, 145.79; Joint Aviation Requirements (JAR) 145.50, 145.55; Civil Aviation Regulation 1988, Regulations 43, 50A; SAO references address the requirements of this regulation:
Explanation and Amplification 145. Clause 5.2.1.(a) requires each AMO to have a system for documenting maintenance activities. Such a system should allow for the accurate and systematic recording of all maintenance actions. The systems employed by SAO units are specified in detail by the publications and instructions noted above. In order to effectively interface with the military systems, civilian AMOs will need to employ many of the military system requirements. The second clause (5.2.1.b) requires that any person who makes an entry into such a system should be appropriately authorised to do so (and be identifiable from their certifications). The reason for this requirement is to ensure the integrity of the maintenance records through control of those who alter them. 146. The third clause 5.2.1.(c) is reserved for a new clause to prescribe the occasions and prerequisites when entries may be made into maintenance documentation and records. (This clause is being circulated for endorsement). The circumstances are: a. b. c. d. e. f. annotation of maintenance that is due; certification of maintenance done; recording of Carried Forward Unserviceabilities; certification of serviceability of an aeronautical product; release of an aircraft from maintenance; and recording of flying hours, cycles, fatigue and other life accumulation readings.
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TERHAD PU 2103 147. Clauses 5.2.1.d, e, f and g prescribe the content requirements of maintenance records and documentation and are relatively self-explanatory. Some explanation is required however, on the ability of a record to be secured. Maintenance activity records detail component changes, modifications, adjustments, weapon and configuration changes etc and the certifications made by the authorised personnel who performed these activities. Should an aircraft be involved in an accident, this information needs to be preserved for examination by the Accident Investigation Team not only to rule out maintenance errors but also to determine the aircraft physical configuration at the time of the accident and any associated dangers. 148. The physical ability of a record to be secured also allows for its safe transportation (where required) and the limiting of access to the record. This ensures that only authorised personnel are permitted to gain access to records and make changes to them. For the purpose of traceability, any record keeping system needs to be able to physically preserve the evidence of all changes made to a record and the identity of the person making the change. 149. Electronic Records. Due to their volatile nature, electronic records have their own particular requirements in addition to satisfying the requirements of paper-based systems. a. To allow electronic records to remain readable, any tools used to access, manipulate and read current and archived electronic records need to be maintained along with the training for personnel using these tools. b. An AMO using electronic records needs the ability to preserve and recover data should the devices supporting the system or the current record become unavailable. The provision of back-up records and/or hardcopy print-outs minimises data losses and subsequent impact on technical airworthiness should an electronic system fail. c. Other concerns with an electronic based record keeping system centre on the requirement to track changes to the system and identify those persons making the changes. The security access requirements of an electronic or paper based record system should align with Malaysian Government promulgated requirements. Acceptable Means of Compliance Regulation 5.2.1 150. Clause a. The SMM should be able to demonstrate how the AMO complies with the maintenance record and documentation regulatory requirements through compliance with the publication requirements listed above, through local procedures that demonstrably comply with the regulatory requirements or a combination of both. The AMO should list in the MMP, or other controlled document, the system used to record maintenance. 151. Clause b, d, e and f. These clauses are self-explanatory.
152. Clause g. For manual systems, the AMOs documentation and records management processes need to include physical controls that guarantee the outcomes specified by this regulation clause. Electronic systems will need to have the following capabilities: a. All hardware or software tools required for extracting, manipulating and reading current and archived records need to be maintained until the record/archive is no longer required. www.dgta.gov.my 4.2 - 25 of 50 TERHAD
TERHAD PU 2103 b. Personnel need to be trained and competent in the use and maintenance of that software and hardware, or the AMO will need access to training packages and the ability to train personnel to an acceptable standard where it elects not to retain competent personnel. c. The system needs to have recovery processes that enable restoration of record integrity wherever required. d. System-down procedures need to be available where the loss of electronic access to stored data would hinder the maintenance process. e. The processes for transferring data between systems need to be stated in an appropriate controlled document. f. Electronic entries (maintenance arising, corrective action(s) and certifications) need to be protected against inadvertent or deliberate mischievous alteration or tampering. g. Personal system access codes (passwords/numbers/keys) need to be protected against disclosure and misuse. h. The electronic record keeping system needs to have adequate redundancies and procedures for data recovery, preservation and security. 153. An operating level manual supporting the system may be adequate for the AMO to demonstrate that its electronic system fulfils these requirements. REGULATION 5.2.3 RETENTION AND REVIEW OF MAINTENANCE DOCUMENTATION AND RECORDS Philosophy and Concept 154. Retention of records allows for preservation and the retrospective referral to, maintenance activity evidence. Different types of maintenance documentation and records also have to be retained for different periods due to variation between SAO and AEO record life and information security policies. Regular review of maintenance documentation and records provides assurance that integrity and security requirements are being met. 155. Required retention periods may also extend beyond the life of an AMO. Arrangements will then be needed for the transfer of these records to an appropriate authority when the organisation ceases to operate as an AMO. Cross References 156. The references for this regulation are those listed for the guidance for Regulation 5.2.1 of this chapter. Explanation and Amplification 157. The majority of this regulation is self-explanatory; however, some clarification is required on the transfer of records from the AMO to State Airworthiness authorities when an www.dgta.gov.my 4.2 - 26 of 50 TERHAD
TERHAD PU 2103 organisation ceases to operate as an AMO. Where retention of records is required beyond the life/contract of the AMO, an appropriate SAO authority, normally the DGTA, needs to provide guidance to the AMO for transfer and storage requirements for preservation of the records usefulness. Acceptable Means of Compliance Regulation 5.2.3 158. Clause a. Record retention and review requirements are promulgated in the references provided for Regulation 5.2.1. If the required retention period is likely to extend beyond the life/contract of the AMO, the AMO should ensure there is provision for transfer of the records, in an adequate format, to a preservation organization nominated by the DGTA. REGULATION 5.2.4 FALSIFICATION, REPRODUCTION OR ALTERATION OF MAINTENANCE RECORDS Philosophy and Concept 159. Information integrity is of paramount importance to any authority requiring a record to be maintained. Fraudulent activities have the capacity to undermine the integrity of a record and jeopardise the technical airworthiness of the equipment it supports. The process for altering records needs to be strictly controlled to minimize the risk of inadvertent or fraudulent record alteration. Cross References 160. This regulation addresses the subjects embodied in the following civil and single State airworthiness regulations: a. b. Federal Aviation Regulations (FAR) 43.12, 65.20; SAO reference addresses the requirements of this regulation:
Explanation and Amplification 161. The level of access to records should be commensurate with the sensitivity of the information contained within the record and the level of Maintenance Authority given to the individual. Record falsification is to be prohibited, whilst record reproduction and/or alteration is to be strictly controlled. Acceptable Means of Compliance Regulation 5.2.4 162. Clause a. This clause is self-explanatory.
163. Clause b. In addition to the requirements of clause a, an AMO can preserve the integrity of records and avert fraud by ensuring that: a. all changes made to a record allow the original entry to remain visible;
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TERHAD b. PU 2103 the identification of the person(s) making change(s) can be determined; and
c. where copying a record is appropriate, ensuring the copy is documented and controlled. 5.3 REPORTING AND INVESTIGATION REQUIREMENTS REGULATION 5.3.1 REPORTING OF UNSERVICEABLE CONDITIONS Philosophy and Concept 164. All unserviceable conditions need to be reported in the applicable record to allow for corrective and/or other management action. Any unserviceable condition that is not the result of fair wear and tear may require additional reporting and subsequent analysis by the relevant AEO to determine any airworthiness implications. Cross References 165. This regulation addresses the subjects embodied in the following civil and single State airworthiness regulations: a. b. c. Civil Aviation Regulations 1988, Regulations 50, 51, 52; and Joint Aviation Requirements (JAR) 145.60. SAO reference addresses the requirements of this regulation:
Explanation and Amplification 166. For the purpose of this regulation, unserviceability is defined as a loss in performance compared with, or the degradation beyond, stated limits in the approved design of an aircraft or aeronautical component. This may include damage or cracking which is due to normal wear. Civil Aviation Safety Authority and other civil airworthiness authorities use the term defect in the same context as this regulation uses the term unserviceability. 167. Unserviceable conditions should be recorded before being rectified, unless the SMM has approved and documented specific procedures to allow for minor adjustments or rectifications. Examples of when this may apply are: a. b. c. d. during flight servicing, engine ground runs, aircraft system tests, or leak checks.
168. Maintenance staff leaving the maintenance area (either for breaks or end of shift) must also exercise care to ensure all unserviceable conditions they have identified are recorded. www.dgta.gov.my 4.2 - 28 of 50 TERHAD
TERHAD Acceptable Means of Compliance Regulation 5.3.1 169. Clause a. The AMO will need to have work practices that ensure the prompt recording of unserviceabilities and provide assurance that any unserviceabilities found during maintenance are recorded (and therefore satisfactorily actioned) before release from maintenance. 170. Clause b. Recording unserviceabilities of aircraft and aeronautical products for SAO should be in accordance with the appropriate technical equipment maintenance documentation. 171. The TAR may approve an alternate maintenance reporting system for Contractor AMOs if that system meets the requirements of Regulation 5.2 (Maintenance Records, Documentation and Data). 172. Clause c. This clause is self-explanatory. PU 2103
173. Clause d. The standard reporting mechanism in the SAO, for example in RMAF is a Defect Report in accordance with PU 2201 Arahan Organisasi dan Pentadbiran Kejuruteraan Technical Reports Procedure. 174. Clause e. Organisation Procedure Manual should specifies quarantine procedures. Civilian organisations should adopt stores management procedures to ensure the requirements of this clause are met. REGULATION 5.3.2 REPORTING OF UNAIRWORTHY CONDITIONS Philosophy and Concept 175. An essential element of the State airworthiness management system is the reporting of all conditions that may affect the airworthiness of aircraft and aeronautical product. When the AMO considers that an unserviceability may adversely affect airworthiness (as further amplified below), the unserviceable condition becomes known as an Unairworthy Condition and additional reports are required. Cross References 176. This regulation addresses the subjects embodied in the following civil and single State airworthiness regulations: a. b. c. d. Federal Aviation Regulation (FAR) 145.63, 145.79; Joint Aviation Requirements (JAR) 145.60; Civil Aviation Regulations 1988, Regulations 51, 51A, 51B, 52, 52B. SAO reference address the requirement of this regulation:
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TERHAD Explanation and Amplification 177. These regulations use the term Unairworthy Condition for the same purpose as the civil regulatory authority use the term Major Defect. 178. For the purpose of this regulation, Unairworthy Condition is an unserviceability that has caused, or may cause: a. b. c. d. e. a primary structural failure in an aircraft; a control system failure in an aircraft; an engine failure, particularly an engine structural failure; a failure to an aircraft safety system; a fire in an aircraft; or PU 2103
f. in the SMMs assessment some other adverse effect on technical airworthiness. Acceptable Means of Compliance Regulation 5.3.2 179. Clause a. The format for reporting of unairworthy conditions is left to the discretion of the responsible AEO. The list of reports an AMO may be required to submit includes, but is not limited to, the following: a. b. c. Defect Report, Aircraft Damage Report, Condition Report,
180. The Report format and content requirements shall be acceptable to the TAR, for example in RMAF, the report format as i.a.w PU 2201 Arahan Organisasi dan Pentadbiran Kejuruteraan - Technical Reports Manual. 181. An AEO may allow the AMO to use an alternate format for reporting unairworthy conditions providing the intent of the publications referenced above has been satisfied. REGULATION 5.3.3 AMO INVESTIGATION OF REPORTED UNSERVICEABLE AND UNAIRWORTHY CONDITIONS Philosophy and Concept 182. Reporting and subsequent investigation by AMOs of unserviceable and unairworthy conditions, reported under Regulation 5.3.1.d and 5.3.2.a, are required to provide first hand knowledge to assist the AEO to: a. establish the cause of the condition; www.dgta.gov.my 4.2 - 30 of 50 TERHAD
TERHAD b. assess all implications that the condition may precipitate; and PU 2103
c. evaluate, in a timely and rational manner, the action necessary to prohibit or prevent unairworthy conditions or failure. Cross Reference 183. SAO reference addresses the requirement of this regulation:
Explanation and Amplification 184. Investigations need to cover the incident itself, prime cause, contributing cause, and where applicable, recommendations and/or the implementation of corrective and preventative action. Where applicable, the following information should be considered in the investigation or forwarded to the relevant AEO when further investigation is necessary: a. b. c. d. e. f. g. h. the details of any other unserviceability or damage; possible prime and contributing causes; the test equipment used and diagnostic procedures followed; description of the tests, measurements and adjustments; details of irregularities observed during the investigation; probable cause of the condition; proposed action and recommendations to prevent recurrence; and details of any items placed in quarantine pending further investigation.
Acceptable Means of Compliance Regulation 5.3.3 185. Clause a. The investigation conduct and reporting of unserviceable and unairworthy conditions requirements acceptable to the TAR. 186. Clause b. This clause is self-explanatory.
187. Where the AMO is unable to meet the time limits specified for clauses a and b, or where the investigation is beyond the capability of the AMO, that AMO should seek advice from the AEO. REGULATION 5.3.4 MAINTENANCE INCIDENT REPORTING Philosophy and Concept 188. From time to time, maintenance incidents occur due to systemic failure, human error or deliberate action. The DGTA will usually require a report of the AMOs investigation of such incidents that identifies action that needs to be taken, either by the AMO or by a higher www.dgta.gov.my 4.2 - 31 of 50 TERHAD
TERHAD PU 2103 authority. This investigation and reporting will be done to prevent a recurrence of the event and in turn, contribute to the improvement of maintenance standards and practices. When an incident has an adverse impact on airworthiness it needs to be reported to the relevant AEO as well as the DGTA. Cross References 189. SAO reference address the requirement of this regulation:
Explanation and Amplification 190. A Maintenance Incident is an event associated with a maintenance activity, not immediately attributable to a material defect, which results in, or has the potential to result in personnel injury, aircraft or aeronautical product damage, or premature failure of an aircraft and/or aeronautical product. 191. The ultimate purpose of Maintenance Incident Reporting is to rectify deficiencies in maintenance policy, procedures, practices and/ or equipment, and is not to attribute blame. Only when incidents have an adverse effect on airworthiness are they of interest to the AEO and the TAR. Acceptable Means of Compliance Regulation 5.3.4 192. Clause a. Procedures that meet the requirement of this regulation to be acceptable by TAR. REGULATION 5.3.5 OTHER REPORTING REQUIREMENTS Philosophy and Concept 193. Regulations 5.3.1, 5.3.2, 5.3.3 and 5.3.4 address unserviceable or unairworthy conditions that are identified either during aircraft and/or aeronautical product operation or maintenance. The AMO may also become aware of unserviceabilities or unairworthy conditions outside of operation or maintenance, such as within the supply or storage system, that will also need to be reported. The reporting of these conditions is an important element of the management of technical airworthiness. Cross Reference 194. The following SAO references address the requirements of this regulation: a. RMAF PU 3207 Keselamatan Penerbangan;
Explanation and Amplification 195. Where an aeronautical product is identified as, or is suspected of being substandard for the purpose it was intended, the relevant AEO responsible for the identification and source selection of that aeronautical product needs to be informed so as to ensure appropriate action is taken.
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TERHAD PU 2103 196. Examples where aeronautical products are unacceptable for use and are required to be reported in accordance with this regulation includes, but is not limited to: a. b. c. d. the receipt and purchasing documentation do not match, the aeronautical product fails a technical inspection, the aeronautical product is damaged, or the aeronautical product is suspected of being unapproved.
Acceptable Means of Compliance Regulation 5.3.5 197. 198. Clause a. This clause is self-explanatory Clause b. This clause is self-explanatory.
REGULATION 5.3.6 TECHNICAL REPORTING SYSTEMS Philosophy and Concept 199. The SAO has developed several systems for reporting technical equipment performance or condition that is outside normal accepted standards. Technical reports are also used to notify authorities of an organisations inability to comply with, or to forecast problems in complying with, promulgated maintenance instructions. (This regulation was previously 5.2.5.) Cross References 200. SAO references addresses the requirements of this regulation:
Explanation and Amplification 201. Any technical reporting system should aim to capture as much information as possible to allow full analysis, investigation and/or corrective action to take place. Systems used to notify authorities of compliance inability, defects, maintenance deficiencies, equipment condition and damage or safety issues; should do so in a timely manner to allow for the appraisal of airworthiness impact and intervention if required. Acceptable Means of Compliance Regulation 5.3.6 202. Clause a. The SMM should be able to demonstrate how the AMO complies with the reporting requirements for DGTA or the relevant AEO as promulgated in the above reference documents.
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TERHAD 5.4 DEVIATIONS REGULATION 5.4.1 DEVIATIONS Philosophy and Concept 203. Situations arise during maintenance and operation whereby an item of equipment cannot be produced, or restored to the blueprint configuration, as defined in the current approved configuration documentation. In such circumstances a departure from the current approved configuration may be required for a specified time period or to a limited number of items. This regulation has been developed from, and complements, Regulation 3.5.8 (Deviations), which requires an AEO to manage and approve temporary departures from the weapon system type design. Deviations provide the AMO prior authority and requisite instructions to temporarily depart from the type design. 204. Deviations are authorisations to temporarily depart from the current approved configuration documentation. Deviations do not change, nor are they reflected in, the current approved configuration documentation. When a temporary variation from the current approved configuration is necessary, an approved deviation is required. 205. AEOs are responsible for defining and monitoring the actual configuration of each aircraft and aeronautical product. This information is essential to effect appropriate engineering management of the weapon system. All deviations to the aircraft or aeronautical product need to be approved by the AEO and documented against the configuration record for the aircraft or aeronautical product. 206. Deviations from the approved configuration of an aircraft or an aeronautical product need to be sought from the AEO and comply with the requirements of Regulation 3.5.8 (Deviations). Any Request for Deviation should be initially assessed by the SMM. If the SMM deems the request is justified, then a Request for Deviation is to be submitted to the relevant AEO, stating all relevant details pertaining to the deviation being sought. Each Request for Deviation should be restricted to individual aircraft or individual aeronautical product. 207. Due to the criticality of primary and secondary aircraft structures, proposed nonstandard repairs need to be approved by the AEO prior to incorporation. When there is a requirement to incorporate a non-standard repair, a Request for Deviation is to be submitted in writing to DGTA or relevant AEO as applicable, prior to carrying out the repair. The actual format and content of the request is normally defined by the relevant AEO but as a minimum, should include the details contained below in the Acceptable Means of Compliance. 208. On receipt of an AEO and/or DGTA approved deviation (ie Engineering Disposition), the AMO should ensure: a. the work is performed in accordance with the instruction detailed in the deviation; b. a permanent record of the deviation implementation is made in the applicable aircraft or aeronautical product maintenance documentation; and c. a copy of the deviation approval is retained along with other aircraft and aeronautical product maintenance records, as required by Regulation 5.2 (Maintenance Records, Documentation and Data). www.dgta.gov.my 4.2 - 34 of 50 TERHAD PU 2103
TERHAD NOTE When using SPKB, the word Deviation needs to be included in the appropriate block when recording unserviceability details of the aircraft or aeronautical product. 209. Whenever a deviation has been corrected or no longer applies to an aircraft or aeronautical product, an entry in the applicable aircraft or aeronautical product maintenance documentation should be made to reflect the change. Additionally, the AEO needs to be informed of all reworks that have been completed. Acceptable Means of Compliance Regulation 5.4.1 210. Clause a. AMOs need to be able to demonstrate, to the satisfaction of the TAR, that there is an effective mechanism for processing deviation requests to the AEO or DGTA containing all necessary details. Approval from the AEO or DGTA, as applicable, is required prior to incorporation of the deviation. The MMP needs to include, or provide a reference to another controlled document containing, the details of the AMOs deviation requesting procedures. 211. During the preparatory phase of the Request for Deviation, the requesting organisation should, as a minimum, consider the following aspects: a. b. c. the nature and extent of the deviation; impact on aircraft operation; impact on engineering, aircraft safety, and maintenance standards; PU 2103
d. reference to previous deviations (ie to advise the AEO of any trends which may suggest Engineering Change Proposal or Substitution action is more appropriate); e. existing repairs (standard and non-standard) in the vicinity of the proposed deviation; and f. workload impact on AMO and/or contractors.
212. The Request for Deviation should be submitted in writing and as a minimum contain the following information: a. Title (a basic description of the Request for Deviation);
b. Equipment type affected aircraft tail number or aeronautical product part number/serial number; c. d. e. Description of the problem and its origin; Nature and extent of the deviation required, including an expected duration; Impact on engineering and maintenance standards (if determinable); 4.2 - 35 of 50 TERHAD
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TERHAD f. g. h. 213. Details of any suggested repair or rectification process; Details of other items affected by the repair; and Supporting documentation. PU 2103
Clauses b and c. These clauses are self-explanatory.
214. Clause d. AMOs need to maintain permanent records of all Requests for Deviation associated responses and subsequent incorporation details. Associated responses may include, but not be limited to, approvals for Request for Deviations, requests for extra detail and follow-up on late responses. Permanent requests and responses records can be achieved by a number of different means such as paper-based files, registers, or electronic database. The system needs to be fully defined in the MMP or other controlled document. 215. Clause e. This clause is self-explanatory.
5.5 TOOLS, EQUIPMENT AND AERONAUTICAL PRODUCT REGULATION 5.5.1 TOOLS AND SUPPORT EQUIPMENT Philosophy and Concept 216. An AMO needs to have, or be able to access, the necessary tools and support equipment to perform the approved scope of work. Tools and support equipment are those items necessary to maintain, measure, calibrate or test an aircraft, aircraft system, and/or aeronautical product to approved standards (support equipment includes a wide range of equipment from stands and docking to highly sophisticated test equipment). 217. Unapproved or unserviceable Ground Support Equipment can compromise the technical integrity of aircraft and aeronautical product. The AMO needs to ensure only approved and serviceable Ground Support Equipment is used in the conduct of maintenance. 218. An essential element of State technical airworthiness management system is the assurance of aircraft and aeronautical product technical integrity through the use of only appropriate and serviceable tools and support equipment. The effective control and accounting of tools and support equipment minimises the likelihood of any item or object presenting a potential hazard to safety or serviceability. Cross References 219. This regulation addresses the subjects embodied in the following civil and single State airworthiness regulations: a. Joint Aviation Requirements (JAR) 145.40(b) Equipment, Tools and Materials. b. SAO references address the requirement of this regulation:
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TERHAD Explanation and Amplification 220. Tool and support equipment management procedures control tool usage by minimising the risk of tools being left in aircraft and aeronautical product and ensure that appropriate and serviceable tools are used. The primary objectives of an AMOs tool management system should be to: a. ensure serviceability and suitability of tools and support equipment used for aircraft and aeronautical product maintenance, and b. improve flight safety by minimising the possibility of tools and support equipment being left where they could cause damage or present a potential hazard to the safety or serviceability of aircraft or aeronautical product. 221. The control of tooling and support equipment requires the AMO to have procedures to maintain service, inspect, and, where appropriate, calibrate such items in accordance with the relevant AEO or DGTA standards prior to use. A clear system is required to indicate the items inspection, service or calibration status. Maintenance records should be maintained for all precision tooling and measuring equipment together with a record of service, inspections, calibrations and standards used. 222. Another aspect of tool control is the management of tools brought into the maintenance area by either specialist technicians (such as Non Destructive Testing) or other personnel undertaking maintenance on non aircraft equipment such as facility, plant, or ground equipment. The tool control procedures need to ensure that such specialist activities or non-aircraft maintenance activity does not compromise the technical integrity of aircraft and aeronautical product. 223. Ground Support Equipment (GSE) is the equipment used in direct support of maintenance of an aircraft or aeronautical product. GSE comprises a wide range of mobile and portable equipment including special to type test equipment. All GSE used on State aircraft and/or aeronautical product should be approved by the relevant AEO and should be used in accordance with the applicable approved publications. AEO approval can be assumed if the GSE is listed in an approved maintenance publication or the Weapon System TMP for the aircraft or aeronautical product being serviced. Items that do not have a direct impact on technical airworthiness do not require AEO approval. For example, docking, stands ladders and chocks. GSE should be inspected, maintained and calibrated in accordance with relevant maintenance policy and associated maintenance publications and should be inspected for serviceability immediately before use. 224. Some AMOs will maintain GSE; however, this capability will not normally be defined as part of the AMO certified scope. In many cases the AMO will not be responsible for the maintenance of the GSE used, and it is unlikely that the organisation conducting the maintenance will be an AMO, therefore the standard of maintenance on the GSE cannot be assured through Technical Airworthiness Regulations. The AMO needs to have procedures in place to ensure that the GSE utilised is both serviceable and suitable for its intended use. 225. Depending on the amount of GSE used, the AMO may need to have a documented system to manage GSE servicing requirements. Where GSE requires calibration, it needs to be calibrated to the standard defined by the relevant AEO. If the relevant AEO has not defined the calibration standard for the GSE, the equipment should be calibrated to the SIRIM Standard or an equivalent international standard. More detail is available at 5.5.1 Tools and Support Equipment. www.dgta.gov.my 4.2 - 37 of 50 TERHAD PU 2103
TERHAD Acceptable Means of Compliance Regulation 5.5.1 226. Clause a. The MMP needs to include, or provide a reference to another controlled document containing, the details of a general description of the GSE used as described above. Exhaustive inventory style lists are not required. 227. Clause b. The MMP needs to include, or provide a reference to another controlled document containing, the details of the system and processes used for management of tools, test and support equipment. 228. Clause c. All AGSE will need to be approved for use on aircraft or aeronautical product by the relevant AEO prior to use. This may be through the approval of specific make and model of equipment. Alternatively it may be through approval of specifications (for example, output parameters) that the item of GSE must satisfy. 229. Clause d. The AMO needs to ensure that prior to using GSE, the equipment serviceability and calibration status can be ascertained (through inspection, documentation, serviceability labels, and segregation from unserviceable equipment, etc). When determining serviceability of GSE by inspection, particular attention should be given to those parts of the equipment that interface with the aircraft or aeronautical product such as refuelling nozzles, hydraulic connectors, oxygen fittings and equipment that requires some form of electrical or data compatibility with the aircraft. The tool management system should include: a. the procurement process for tools and support equipment; PU 2103
b. the process for verifying that each tool or item of support equipment is approved; c. the individual identification of all tools and support equipment;
d. the means used to trace all tools and support equipment to both the individual task and the person performing the task; e. procedures to control tools entering and being used in the maintenance organisation from external sources; and f. procedures for local manufacture or modification of tooling (in accordance with Regulation 5.5.2.). 230. Clause e. When a specific tool or item used in aircraft or aeronautical product maintenance cannot be accounted for, the SMM or delegate should ensure that the prohibition on maintenance release is applied and search procedures implemented. Such procedures may include: a. cessation of all maintenance activities in the area and return of all other tools and items to the tool repository or toolboxes; b. isolation of the maintenance area so that waste bins or any other potential containers are not removed or emptied, as they may contain the missing tool or item; c. annotation of an unserviceability in all relevant aircraft or aeronautical product maintenance documentation, stating: www.dgta.gov.my 4.2 - 38 of 50 TERHAD
TERHAD PU 2103 d. the tool/item as missing, including serial number (where applicable) and a full description; e. the most probable areas of the aircraft to be searched first; and
f. results of the subsequent search; Instigation of a thorough search of the aircraft, aeronautical product or adjacent equipment being maintained at that particular time to verify the tool or item is not there. 231. If the tool or item is found, previous annotations in the aircraft maintenance documentation should be signed off by an appropriate supervisor and the tool returned to the tool repository. In situations where the tool or item is not found the SMM, or a delegate specifically nominated for this purpose, are the only persons who should sign off the missing tool/item annotation in the aircraft maintenance documentation. That person should establish that everything reasonable and possible has been done to locate the tool/item before the missing tool/item entry is signed off and where appropriate, aircrew is informed on acceptance of the aircraft. 232. Clause f. This clause is self-explanatory.
REGULATION 5.5.2 LOCAL MANUFACTURE OR MODIFICATION OF TOOLING Philosophy and Concept 233. The proper selection and correct use of tooling for maintenance of aircraft and aeronautical product is a necessary element in preserving technical airworthiness. Local manufacture of, or modification to, standard tools may be required where adequate tooling is not available and an urgent operational requirement exists. This regulation provides maintenance organisations with the authority to manufacture and/or modify and subsequently use these tools prior to obtaining the relevant AEO authority. Explanation and Amplification 234. For the purpose of this regulation Standard tooling is defined as those tools required for the maintenance of aircraft and aeronautical product that are not specifically identified in the applicable maintenance publications and/or instructions. The SMM should seek advice from the relevant AEO prior to manufacture/modification of tooling; however, where an urgent operational maintenance requirement exists, the SMM (or delegate) may authorise the local manufacture or modification of Standard tooling to meet this requirement. The manufacture or modification of tooling specified in publications and instructions is strictly prohibited without authorisation from the relevant AEO or DGTA as applicable. This regulation is not intended to apply to simple modification of standard hand tools, such as grinding or cutting down of spanners to allow easier access where the modification poses no risk of damage or any threat to airworthiness. Acceptable Means of Compliance Regulation 5.5.2 235. Clause a. An AMO, if intending to avail itself of the opportunity this regulation affords, needs to specify what designates an urgent operational requirement. 236. Clause b. The SMM (or delegate) is to assess the manufactured or modified tool to ensure that it is fit for the intended purpose and does not compromise maintenance tasks or damage aircraft and/or aeronautical product. The SMM needs also to ensure that locally www.dgta.gov.my 4.2 - 39 of 50 TERHAD
TERHAD PU 2103 manufactured/modified tooling is registered, controlled and labelled as detailed in Regulation 5.5.1. (Tools and Support Equipment) and all information associated with manufacture and/or modification, including justification should be clearly documented. REGULATION 5.5.3 TOOLS AND MATERIAL DURING THE PERIOD OF OPERATION Philosophy and Concept 237. Under Regulation 5.1.7, maintenance of aircraft during the period of operation is allowable; however, the AMO needs to be mindful of the increased threat of inadequate tool control. Tools used in maintenance tasks during the period of operation have the potential to adversely affect the technical airworthiness of aircraft by causing foreign object damage. This includes tasks done by maintenance personnel and aircrew, (including crewman and flight engineers). Explanation and Amplification 238. As stated at paragraph 51, the Period of Operation is the time from the captains acceptance of an aircraft until its release back to maintenance, and includes rotary wing aircraft that have been released to aircrew for the ground running of engine(s) with rotors engaged. The use of tools on aircraft after the aircraft has been released to aircrew is permissible for specific activities. These include: a. b. post start leak checks; arming, re-arming and/or de-arming;
c. the opening and closing of access panels as requested by aircrew during preflight inspections; d. e. minor maintenance as authorised by the Maintenance Manager; and in-flight maintenance.
239. Any tools carried by Aircrew that do not form part of the standard aircraft toolkit normally carried on the aircraft (such as Leatherman tools, pocket knives etc.), should be approved by the SMM prior to operation of that aircraft. Consideration needs to be given to accounting for tools held personally by aircrew. 240. Some AMOs may wish to authorise Maintenance Test Pilots (MTP) to have their own personal tools such as: a. b. c. d. tape measure; inspection mirror; torch; metal rule;
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TERHAD e. f. spring scale; and leatherman type multi-pliers. PU 2103
241. These tools should to be clearly marked with the MTPs name in such a manner as to make them indelible, for example, through engraving. When the MTP is to utilise tools in flight, an entry should be placed in the aircraft maintenance document by the MTP, such as MTP tools in use on maintenance test flight. Upon return from the flight the MTP is to ensure that all tools are accounted for. Acceptable Means of Compliance Regulation 5.5.3 242. Clause a. Some of the procedures might include: a. The aircraft captain is to sight all tools prior to commencement, and on completion of maintenance, to ensure tool management integrity is maintained. b. The personnel authorised to perform the maintenance task are responsible for the security of the tools and are to ensure that all tools are accounted for on completion of maintenance and prior to launch of an aircraft. c. When tools are required for planned in-flight maintenance, aircraft maintenance documentation procedures, both pre and post flight. 243. Clause b. Use of tools and/or test equipment should only be permissible in accordance with the documented system. 244. Clause c. Tools and/or test equipment approved for use during the period of operation by the SMM need to be specified in local documentation that is readily available to pilots and the maintenance personnel. REGULATION 5.5.4 AERONAUTICAL PRODUCT Philosophy and Concept 245. Aeronautical Product Management, which involves the procurement, transportation, receipt/inspection and installation of aeronautical product for State aircraft, will have a direct impact on State technical airworthiness. The management of State aeronautical product involves input from not only the AMO but also the AEO and logistics organisations. To ensure technical airworthiness is maintained, regulations for the control and management of aeronautical product are required. The SAO requires that those aeronautical products used for rectification or maintenance on State aircraft to be AEO approved products. These regulations provide guidance to the regulatory requirements for the control and management of aeronautical product for an AMO. Cross References 246. These regulations address the subjects embodied in the following civil and single State airworthiness regulations and references: a. SIRIM QAS ISO 9000:2000; 4.2 - 41 of 50 TERHAD
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TERHAD PU 2103 b. Federal Aviation Authority (FAA) Advisory Circular 20-62D Eligibility, Quality, and Identification of Approved Aeronautical Replacement Parts, provides information on control of aeronautical replacement parts.; c. Federal Aviation Advisory (FAA) Advisory Circular 21-29B Detecting and Reporting Suspected Unapproved Parts, provides information and guidance for detecting and reporting suspected unapproved parts; d. e. Civil Aviation Regulations 1988, Regulations 42W, 42X; and SAO references address the requirement of this regulation:
Explanation and Amplification 247. Manufacture, purchase, distribution, storage and installation of aeronautical product are frequently undertaken by a variety of organisations. As the State Technical Airworthiness (maintenance) regulations pertain to AMOs, Regulation 5.5.4 is directed at both the organisation and the individuals within that organisation. At the individual level, anyone who uses or installs aeronautical product is responsible for ensuring that the product is authorised and fit for use. At the organisational level, the AMO is responsible for ensuring that systems, procedures and controls are in place to support those installing aeronautical product. 248. The procurement of aeronautical product through the SAO supply system is controlled to ensure that only approved and airworthy product enters the inventory from either domestic or international sources. This process minimises the risk of unapproved aeronautical product being supplied to Service AMOs and those civilian organisations provided with aeronautical product by the SAO. The logistic department determines and arranges the supply source, the identification and, for SAO supplied product, most procurement of aeronautical product. However, the logistic department may authorise an AMO to procure its own aeronautical product from relevant AEO approved supplier and associated parts listings. When the AMO is authorised by the logistic department to procure its own aeronautical product, the AMO should ensure that the initial receipt procedures are in place and referenced in the MMP. The AEO is also responsible for the determination of aeronautical product storage life and disposal requirements with which the AMO should comply. 249. Documentation produced as part of the manufacturing and supply processes (ie quality assurance documentation) is an important element in the determination of whether a part is airworthy. The documentation needs to always provide traceability to both the approved source of the aeronautical product and the type/design specification, and be retained as part of the historical record for the product until such time as the aeronautical product is removed or replaced. Acceptable Means of Compliance Regulation 5.5.4 250. Clause a. The MMP needs to include, or provide a reference to another controlled document containing, the AMOs procedures for logistics management of aeronautical product. Utilising the AMOs quality management system to control the procurement (if applicable), transportation, receipt, inspection and storage of aeronautical product is recommended.
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TERHAD PU 2103 251. Clause b. The reasonable steps would include, as a minimum, that the maintenance personnel ensure that: a. the aeronautical product is received with the correct documentation;
b. the identification number on the aeronautical product is authorised for fit against the AEO approved configuration list; and c. where possible, the aeronautical product is physically inspected against the removed item, or an AEO approved drawing/illustration to ensure that the item being fitted appears to be the same as that removed, or that any differences in configuration can be validated. 252. Clause c. Most of the content of this clause is self-explanatory. Some of the topics that should be included in the AMOs procedures for specific sub-clauses are: a. Sub-clause (3) Initial Receipt Procedures. On initial receipt of an aeronautical product into an AMO, the organisation should have procedures to ensure that:
(1).
the inspection documentation matches the requirements of the purchasing documentation;
(2).
the product conforms to the details appearing on the purchasing documentation (eg Manufacturers Reference Number, Part No, etc);
(3).
the product shows no obvious signs of damage or other unacceptable condition;
(4).
any initial inspection or functional testing that is required by the ordering authority or mandated in Defence publications is carried out; and there is no evidence that the products or products documentation is unauthorised.
(5).
b. Sub-clause (4) Aeronautical Product Identification and Tracking. The intent of the regulation is primarily to ensure that only approved aeronautical product is installed. AMOs should be able to show that they control the installation of aeronautical product in the aircraft. A secondary intention is to provide a degree of traceability of installed aeronautical product. DGTA recognises that SAO organisations will be limited by systemic constraints beyond their control. Consequently, AMOs can expect DGTA to apply a practical interpretation to traceability of installed aeronautical product, particularly with respect to small BDS and consumables. However, there is an expectation that AMOs can demonstrate a commitment to, and a move towards, an effective traceability culture. Preparatory to all aeronautical product being tracked through a traceability system from initial receipt to installation, AMOs should initially concentrate on flight safety critical items. The system should be able to provide procurement documentation stating the item serviceability status, historical status (including lifing history), modifications, deviation status, Special Technical Instructions etc. AMOs could consider establishing a system that expands on the traceability of MMIs and aeronautical product already provided in department computer system. The next step would be to identify items that should be subject to full traceability. The selected items could be segregated to www.dgta.gov.my 4.2 - 43 of 50 TERHAD
TERHAD PU 2103 highlight the requirement for full traceability. Records of installed aeronautical product could be maintained either in a logbook or on a database. In either case, it is important to make records of each instanceof installation against each batch or lot number to facilitate searches by batch/lot number. c. Sub-clause (6) Labelling. A practical approach to implementing the intent of the regulation is acceptablethe intent being to prevent the fitment of unserviceable or unapproved parts, or inadvertent interchange of parts between aircraft or aeronautical product. Thus, individual labeling of parts temporarily removed is not necessary, providing adequate storage/handling procedures (e.g. segregation in labelled locations) are in place. d. Sub-clause (8) Storage. Where the storage of an aeronautical product is the responsibility of the AMO, it is to ensure compliance with the storage, shelf life, packaging, labelling and handling requirements stipulated by the relevant AEO. For example where the AEO does not specify storage requirements, reference should be made to PU 4301 - Peraturan Material Udara or instructions sought from the aeronautical product manufacturer. e. Sub-clause (12) Segregation of Suspect Items. Any aeronautical product received without supporting documentation, or incomplete documents, should be segregated, quarantined and reported to the relevant AEO until the following minimum information can be obtained or validated:
(1). (2). (3). (4). (5). (6).
correct item identification; source and conformance details; serviceability status; modification status (where applicable); lifing details (where applicable); and servicing history (where applicable).
REGULATION 5.5.5 TRANSFER OF AERONAUTICAL PRODUCT (CANNIBALISATION/ROBBERY) Philosophy and Concept 253. The transfer of aeronautical product between aircraft or from a higher assembly to another location (colloquially called robbing by RMAF) should only be considered when such action is necessary to support an essential flying or maintenance requirement. Cannibalisation/robbery is a process that allows logistic shortfalls to be managed at an AMO level. The maintenance of aircraft technical integrity requires that any cannibalised aeronautical product should be assessed by appropriately authorised AMO personnel prior to or on installation (ie a fitted serviceable aeronautical product cannot be assumed to remain serviceable throughout the removal process).
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TERHAD Cross References 254. The following RMAF reference addresses the requirement of this regulation: a. PU 2201 Arahan Organisasi dan Pentadbiran Kejuruteraan. PU 2103
Explanation and Amplification 255. Cannibalisation/robbery introduces extra removal and installation activities which may instigate unserviceable conditions. In some cases, notably with older electronic items, there is no absolute guarantee that an installed (serviceable) item will remain serviceable following removal and installation. Furthermore, some mechanical or structural items may be subject to a limited number of installations before the fastening process exceeds wear limits. Management of the lifing policy of an item or aircraft is also essential during cannibalisation/robbery so that it is not compromised. Acceptable Means of Compliance Regulation 5.5.5 256. Clause a. The AMO should have a system in place for the management of aeronautical product transfer which supports, as a minimum: a. checking serviceability; of transferred aeronautical product for configuration and
b. accurately updating aircraft and aeronautical product records to reflect the transfer action; and c. checking and amending any lifing records, especially where an items number of installations/removals is limited. REGULATION 5.5.6 LOCAL MANUFACTURE OF AERONAUTICAL PRODUCT Philosophy and Concept 257. An AMO sometimes needs to be able to manufacture aeronautical products during the course of maintenance of a particular aircraft or aeronautical product. However, such manufacturing activity is normally limited to a specific requirement at a particular time rather than to the production of aeronautical products for ongoing supply. Local manufacture of aeronautical product may be required when: a. an item is no longer available and a suitable substitute has not been identified, b. c. there are excessive lead times for procurement, or there is a need to minimise procurement expense.
258. Local manufacture by AMOs can only be conducted in accordance with a certified design provided by a relevant AEO. When required to locally manufacture an aeronautical product, an AMO needs to consider the preservation of engineering and technical integrity to be of paramount importance. www.dgta.gov.my 4.2 - 45 of 50 TERHAD
TERHAD Cross References 259. These regulations address the subjects embodied in the following civil and single State airworthiness regulations: a. Joint Aviation Requirements (JAR) 21; PU 2103
Explanation and Amplification 260. Local manufacture of aeronautical product by an AMO can only be performed in accordance with approved documentation from an AEO. Fabrication of aeronautical product in accordance with approved modification orders, approved Deviations, and structural repair manuals (SRM) is not the subject of this regulation. Instructions contained in issued modification orders, Deviations, and SRMs result from certified designs and approval for their incorporation can be assumed by an AMO. 261. AEOs will normally initiate local manufacture of an item through the release of a Manufacturing data Package to the applicable manufacturing organisation. The manufacturing data package could contain, but is not limited to, the following: a. b. c. d. e. f. the material specification; engineering drawing(s) necessary for the manufacture of the item; manufacturing process specification(s); quality assurance requirements; labelling details; and any certification documentation requirements.
262. The AMO should provide accompanying compliance documentation in accordance with the instruction contained within the manufacturing data package. However, as a minimum, locally manufactured aeronautical product should be released with a Serviceable Equipment Label. 263. When required, the AMO should advise the relevant AEO of the individual fitment details of the item to an aircraft or aeronautical product for traceability purposes. Authority to fit locally manufactured products is a responsibility of the AEO and should be given incorporation approval at the same time as the issue of the manufacturing data package. 264. The documentation requirements for fitment of locally manufactured aeronautical products is the same as for any other aeronautical product and should accord with DGTA and/or the relevant AEO directions. Acceptable Means of Compliance Regulation 5.5.6 265. Clause a. An AMO locally manufacturing aeronautical product should have a documented system in place that ensures: www.dgta.gov.my 4.2 - 46 of 50 TERHAD
TERHAD a. b. PU 2103 The manufacturing data package is approved by the AEO and is complete; the processes identified in the package are within the AMOs capability;
c. the manufactured product identification, traceability, and associated documentation (as detailed in the manufacturing data package) are complied with; d. all manufactured product test and evaluation requirements are met; and
e. the provision of a signed CoC attesting that the manufactured item conforms to the AEO certified design detailed in the manufacturing data package. 266. Clause b. All products locally manufactured in accordance with a manufacturing data package should be uniquely identified and permanently marked with the manufacturers reference number and manufacturers code (MRN/MC) and, where required, a serial number. MRN details will be provided by the AEO as part of the manufacturing data package. If currently issued, then the AMO should use its own MC, else the AEOs can be used under direction. 5.6 AIRCRAFT ACCIDENTS REGULATION 5.6.1 INITIAL REQUIREMENTS Philosophy and Concept 267. Full investigation of aircraft accidents is required to ensure that all possible causes are identified and measures can be taken to prevent further occurrences. Evidence of why an aircraft accident occurred may be found at the accident site, within the relevant AEO and at the AMO. To ensure the integrity of any subsequent investigation, the AMO needs to identify and preserve all matter that may constitute evidence until it has been investigated or cleared by the Accident Investigation Team. Cross References 268. The following SAO references address the requirement of this regulation: a. PU 3207 RMAF Flight Safety, and
Explanation and Amplification 269. For the purpose of this regulation an aircraft accident is when an aircraft is damaged during the period of operation. This regulation applies to an AMO that has been assigned State aircraft. Acceptable Means of Compliance Regulation 5.6.1 270. Clause a. The AMO needs to ascertain from the DGTA and the AEO any general reporting and action requirements and document them either directly or by reference in the MMP. Such requirements should include the responsibilities of key personnel and the procedures to be followed in the event of an aircraft accident. www.dgta.gov.my 4.2 - 47 of 50 TERHAD
TERHAD 271. Clause b. Some of the actions required to preserve evidence may include: a. Quarantine of Documentation and Records. Aircraft documentation/records need to be quarantined for subsequent investigation. When quarantining the aircraft documentation/records, the SMM or delegate needs to ensure that no entries, deletions or alterations can be, or are, made. Where electronic media is used for recording maintenance, the SMM needs to ensure that the media contains a feature that allows the data to be quarantined. For essential maintenance such as rendering the aircraft safe, the SMM or the Officer in charge of the accident investigation team may authorize entries into the documentation, after it has been quarantined. b. Sampling. The AMO may need to consider obtaining samples of any replenished gases and fluids (fuel, hydraulic fluids, and oxygen). Unless otherwise advised by the Accident Investigation Team, samples of any replenished fluids should be taken from the supply that was used prior to operation of the crashed aircraft. The methods for taking samples need to be defined as part of the procedures, including the requirement to have, or have access to, any equipment required. The SMM may need to consider quarantining supplies and grounding other aircraft, if it becomes apparent that those supplies may have contributed to the accident. c. Inspection of Tools and Equipment. The SMM needs to ensure that all tools and equipment used on the aircraft prior to the accident are identified and assessed for serviceability at the time of use. Any tools or equipment that requires calibration or other check before use should be re-checked to confirm the calibration and serviceability state. Any tools or equipment found unserviceable need to be quarantined and the Accident Investigation Team is to be advised. REGULATION 5.6.2 RECOVERY OF AIRCRAFT Philosophy and Concept 272. AMOs with responsibility for runway clearance or for the recovery of crashed aircraft need to be prepared to respond in a timely manner. Every accident is different and not every eventuality can be foreseen or countered, however, all reasonable eventualities should be anticipated. Cross Reference 273. The regulation addresses the subjects embodied in the following civil and single State airworthiness regulation: a. b. Department Civil Aviation (DCA- MCAR). RMAF PU 3207 Flight Safety. PU 2103
Explanation and Amplification 274. For the purpose of this regulation runway clearance also includes clearance of ship flight decks.
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TERHAD Acceptable Means of Compliance Regulation 5.6.2 275. Clause a. Recovery procedures need to address: a. Command and Control arrangements; PU 2103
(1).
He/she responsibility for the crash site and wreckage will be the Recovery Officer/Commander. The Recovery Officer/Commander may require assistance from the AMO, particularly to render the aircraft wreckage safe from aircraft related hazards and dangers.
(2).
Where an Accident Investigation Team is formed, the Recovery Officer/Commander may be relieved of this responsibility. b. Communication Procedures;
(1).
Equipment Requirements; The equipment required may include, but is not limited to, specialised tool kits, hoisting equipment, tow motors, personal protective equipment and communication equipment. Where specialised equipment, such as cranes, are leased on an as required basis the procedures need to include contact information for the lease of that equipment.
(2).
Personnel required; The list of personnel required including the composition of the strip clearance and crash recovery crew, their qualifications, training and experience. c. An AMO will need to ensure that, where applicable, a weapons systems specialist for the aircraft type is a member of the crash recovery team. Ideally the person selected should be Explosive Ordnance and Demolition trained; however, where the person is not Explosive Ordnance and Demolition trained, the AMO is to ensure that the person only operates within the scope of their qualifications, training and experience. d. The AMO should also ensure that personnel are trained to neutralise other possible hazards. e. Aircraft and aircraft related dangers and hazards that may be encountered: These may include, but are not limited to, explosives, fire, hazardous materials and dangerous aircraft systems. REGULATION 5.6.3 SALVAGE Philosophy and Concept 276. Salvage of aircraft and aeronautical product can assist an AMO in effectively meeting its maintenance obligations. When an AMO makes the decision to salvage aeronautical product it needs to ensure that the technical integrity of the product has not been compromised. Unless operating under Contingency Maintenance, an AMO will not normally have sufficient engineering authority to determine if salvaged products are still airworthy, therefore the relevant AEO will need to assist in the decision on whether to approve the salvage of the aeronautical product. www.dgta.gov.my 4.2 - 49 of 50 TERHAD
TERHAD Cross Reference 277. The regulation addresses the subject embodied in the following civil and single State airworthiness references: a. Federal Aviation Authority (FAA) Advisory Circular 21-38 Disposition of Unsalvageable Aircraft Parts and Materials; and b. c. Department Civil Aviation (DCA- MCAR). SAO reference address the requirement of this regulation: PU 2103
Explanation and Amplification 278. During declared contingencies, the operational requirements may overshadow airworthiness requirements, and under these conditions salvaged aeronautical product may be used without prior authority of the relevant AEO. The SMM needs to use all avenues at his/her disposal to prove the technical integrity of salvaged aeronautical product. Unless otherwise provided, the AMO should fully document decisions to use a salvaged aeronautical product. The documentation should include justification for those decisions and if applicable, suitable qualification. Acceptable Means of Compliance Regulation 5.6.3 279. Clause a. This clause is self-explanatory.
280. Clause b. When, during periods of contingency maintenance, aeronautical product is being assessed for salvage, the SMM needs to give consideration to the following (as a minimum): a. whether any crash loadings might have been sufficient to take the aeronautical product above its proof load; b. whether there are any residual strains or cracks; and
c. whether the aeronautical product was subject to contamination, fire or overheating which may have changed the material characteristics or distorted the product.
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4.2 - 50 of 50 TERHAD

Section 4 Leaflet 2

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UNCONTROLLED IF PRINTED

TECHNICAL AIRWORTHINESS MANAGEMENT MANUAL

Explanation and Amplification 105. This regulation is self-explanatory.

transfer pertinent details into the Aircraft Maintenance Documentation Set.

Clauses b and c. These clauses are self-explanatory.

the inspection documentation matches the requirements of the purchasing documentation;

the product shows no obvious signs of damage or other unacceptable condition;

(1). (2). (3). (4). (5). (6).

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