Aviation Legislation

Module 10
EASA Part-66 Cat A,B1 and B2

Shahzad Khalil

Senior Engineering Instructor

8/11/2010
 Module 10
Aviation Legislation

Level
A B1 B2

10.1 Regulatory Framework 111

Role of International Civil Aviation Organisation;

Role of the Civil Aviation Authority (CAA);
Relationship between Part-43, Part–145, PART–66, Part–147;
Relationship with other Aviation Authorities.

10.2 Part–66 – Certifying Staff – Maintenance 222

Detailed understanding of JAR–66.

10.3 Part–145 – Approved Maintenance Organisations 222

Detailed understanding of JAR–145.

10.4 Commercial Air Transportation :

a) General 111
Air Operators Certificates;
Operators Responsibilities;
Documents to be carried;
Aircraft Placarding (Markings);

b) Subpart M 222
• Maintenance Responsibility;
• Maintenance Management;
• Aircraft Maintenance Programme;
• Aircraft Technical Log;
• Maintenance Records and Log Books;
• Accident/Occurrence Reporting.

10.5 Aircraft Certification

a) General – 11
Certification rules : such as JAR–23/25/27/29;
Type Certification;
Supplemental Type Certification;
Part–21 Design/Production Organisation Approvals.

Level
A B1 B2
 b) Documents – - 2 2
Certificate of Airworthiness;
Certificate of Registration;
Noise Certificate;
Weight Schedule;
Radio Station Licence and Approval.

10.6 Maintenance Requirements Part43/91/119/121/125/135 2 2 2

Detailed understanding of maintenance Requirements of the part

43/91/121/125/135

10.7
a) Applicable National and international requirements for 12 2

Maintenance Programs, Maintenance checks and inspections;

Master Minimum Equipment Lists, Minimum Equipment List,
Dispatch Deviation Lists;
Airworthiness Directives;
Service Bulletins, manufacturers service information;
Modifications and repairs;
Maintenance documentation: maintenance manuals, structural
Repair manual, illustrated parts catalogue, etc.

b) - 1 1
Continuing airworthiness;
Test flights;
ETOPS, maintenance and dispatch requirements;
All Weather Operations, Category 2/3 operations and minimum
Equipment requirements.

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 Why we need Aviation Legislation?

¾ Aircraft is an international vehicle and Transportation of passengers and goods with

aircraft does not confine itself to national borders.
¾ Inherent in aviation, is certain amount of risk and danger
¾ Rules and regulations were worked out for the following reasons:
ƒ Protection of people on the ground
ƒ Protection of paying passengers and cargo
ƒ Protection of cockpit and cabin crews
ƒ Standardization of activities within the civil aviation industry worldwide
ƒ To ensure safe, airworthy and reliable civil aircraft operation

What is Aviation Legislation?

¾ “Aviation Legislation” is a term generally used to define the process through which
Laws (or Regulations) relating to all areas of civil aviation industry are brought into
force”
¾ In Pakistan, Rules, Regulations and statutes are brought into force through Civil
Aviation Rules/Air Navigation Orders, Airworthiness Notices and policy Letters,
issued from time to time by PCAA.
 Regulatory Framework
Role of ICAO

¾ In 1889, First Int. Conference was held in Paris to establish some generally accepted
form of Air Law
¾ No real progress till First World War
¾ In 1914 UK, Aeronautical Inspection Directorate (AID) was formed to ensure high
standards of inspection throughout Aircraft industry
¾ In 1918 UK, Air Ministry was formed and control of AID was transferred to this
Ministry
¾ In 1919, International Convention for Aerial Navigation (ICAN) took place in Paris,
which made a number of definitions and classifications like Private & state Aircraft
¾ In 1919, Air operator on realizing international cooperation established International
Air Traffic Association
¾ In 1929, International Conference on private air law was held commonly known as
Warsaw Convention overcoming the difficulties of selecting the law of which nation
would be applicable in a given set of circumstances
¾ In November 1944, 52 nations sent representative to an International Civil aviation
convention at Chicago. In this convention principles and arrangements were setup on
International air rights. Pending ratification of the convention by 26 states, the
Provisional International Civil aviation Organization was established. It functioned
from 6 June 1945 until 4 April 1947.
¾ In 1945, International Air Transport Association (IATA) was created by an act of
Canadian Parliament and replaces International Air Traffic Association
¾ On 4th April 1947, International Civil aviation Organization (ICAO) was established
by the Chicago convention. In October of the same year, ICAO became a specialized
agency of the United Nations linked to the Economic and Social Council (ECOSOC).
¾ Chicago convention is the constitution of ICAO.
¾ Currently there are 190 contracting states
¾ PCAA is a member of ICAO
Aims and Objectives of ICAO

¾ Safe and orderly development of International Civil Aviation

¾ Aircraft design and operation for peaceful purposes
¾ Development of air navigation facilities
¾ Prevent economic waste caused by unreasonable competition
¾ Give a fair opportunity to every contracting state to operate international airline

ICAO Structure
¾ Assembly
¾ Council
¾ Air Navigation Commission
¾ Secretariat
http://www.icao.int
 ICAO Assembly:

¾ One meeting is held on every three years in which all contracting states are represented
¾ There is one vote for each contracting states.
¾ Powers and duties include:
¾ Electing contracting states to be represented on the council
¾ Examining and taking appropriate action on reports of the council
¾ Voting annual budgets
¾ Considering amendments to the convention

ICAO Council:

It is a permanent body and there are 36 contracting states elected by the assembly with
adequate representation to:
¾ State of chief importance in Air transport
¾ States making largest contribution to the provision of facilities for international civil air
navigation
¾ States whose designation will include that the major geographic area of the world are
represented

Air Navigation Commission:

¾ There are 15 members appointed by the council

¾ It considers and recommends to the council the for adoption , modification of the annexes
¾ Advise the council concerning the collection and communication to the contracting states
of all information which it considers necessary and useful for the advancement of Air
Navigation

Secretariat:

¾ Administrative body of the organization, linchpin of the council and the ANC
¾ A secretary general appointed by the council
¾ Personnel directly recruited by the organization or seconded by National authorities
¾ There are five bureaus:
¾ Air Navigation Bureau (ANB)
¾ Air Transport Bureau (ATB)
¾ Technical Cooperation Bureau (TCB)
¾ Bureau of administration and service (ADB)
¾ Legal Bureau (LEB)

¾ There are seven regional Offices of ICAO Secretariat

¾ Asia and Pacific in Bangkok (APAC) http://www.icao.int/apac
¾ Eastern and southern Africa in Nairobi (ESAF)
¾ Europe and North Atlantic in Paris (EUR/NAT)
¾ Middle East in Cairo
¾ North America, Central America and Caribbean in Mexico (NACC)
¾ South America in Lima (SAM)
¾ West and Central Africa in Dakar (WACAF)
ICAO works in close co-operation with other members of the United Nations family such as
the World Meteorological Organization, the International Telecommunication Union, the
Universal Postal Union, the World Health Organization and the International Maritime
Organization. Non-governmental organizations which also participate in ICAO's work
include the International Air Transport Association, the Airports Council International, the
International Federation of Air Line Pilots' Associations, and the International Council of
Aircraft Owner and Pilot Associations.

Standardizations:

¾ International Standards
¾ Recommended Practices and Procedures
¾ Communication/Navigation/Surveillance/Air Traffic Management CNS/ATM
¾ Regional Planning
¾ Facilitation
¾ Technical Cooperation for development

ICAO Annexes:
ICAO Annexes are called as International Standards and Recommended Practices. These are
published in Six Languages (English, French, Spanish, Russian, Arabic, and Chinese)

Annex 1: Personnel Licensing

Annex 2: Rules of the Air
Annex 3: Metrological services for the international Air Navigation
Annex 4: Aeronautical Charts
Annex 5: Units of measurements to be used in air and ground operations
Annex 6: Operation of Aircraft
Annex 7: Aircraft Nationality and Registration marks
Annex 8: Airworthiness of aircraft
Annex 9: Facilitation
Annex 10: Aeronautical Telecommunications
Annex 11: Air Traffic Services
Annex 12: Search and Rescue
Annex 13: Aircraft accident and incident investigation
Annex 14: Aerodromes
Annex 15: Aeronautical Information Services
Annex 16: Environmental Protection
Annex 17: Security (Safeguarding int. Aviation against acts of unlawful interference)
Annex 18: The safe Transport of dangerous goods by Air
 History of Pakistan Aviation Legislation

¾ Civil Aviation Act 1937 (Govt. of India Act 1937)

¾ Aviation Ordinance 1960
¾ Civil Aviation Rules 1978
¾ Aviation Ordinance 1982; replaced dept. of Civil Aviation with a semi autonomous
body known as Civil Aviation Authority, transferred control of AID to Airworthiness
Division which then becomes Directorate.
¾ Civil Aviation Rules 1994; the Basic rules (total 378) governing Pakistan’s Aviation
activities and part of Gazette of Pakistan which is a statutory document

http://www.caapakistan.org

Organogram

Pakistan Civil Aviation Authority

Director
General
PCAA

Deputy
Director
General

Principal PD PD
Director Air Airports
Regulatory Navigation

Director
Airworthiness

Controller of General General General Manager Controller of

Airworthiness Manager Manager Audit/Surveillance Airworthiness
(South) Engineering Regulatory (North)

Senior
Airworthiness
Surveyor
Airworthiness
Surveyor
 Role of EASA

¾ In 1970 work started on Joint Aviation Authorities (JAA) with the objectives to
produce common certification requirements for large airplanes and engines to meet
European Industry requirement (like Airbus); headquarter in Hoofddorp Netherland.
¾ In 1987 work of JAA was extended to operations, maintenance, licensing and
certification/design standards for all classes of aircraft
¾ Since 1992 JAA codes are referenced in the European Community as Regulation on
Harmonized Technical standards and have become law in the EC states
¾ In 2002, EASA was created; controlled by the European commission; headquarter in
Köln (Germany)
¾ In 2003, EASA signed the Cyprus Arrangement and became operational for
certification of aircraft, engines, parts and appliances and continued airworthiness
¾ In December 2003, First EASA type certificate was delivered
¾ EASA is NOT an ICAO contracting state
¾ Member states are known as ICAO Contracting States

http://www.easa.europa.eu

EASA Members up to 18th Dec 2008

EU Members Candidate members

1. Austria 2. Latvia Croatia
3. Belgium 4. Lithuania Former Yugoslav Republic of Macedonia
5. Bulgaria 6. Luxembourg Turkey
7. Cyprus 8. Malta
9. Czech Republic 10. Netherlands
11. Denmark 12. Poland
13. Estonia 14. Portugal
15. Finland 16. Romania
17. France 18. Slovakia
19. Germany 20. Slovenia
21. Greece 22. Spain
23. Hungary 24. Sweden
25. Ireland 26. UK
27. Italy

All members of the EU are EASA member States. The member states are known as
Competent Authority.

Functions of EASA include:

¾ Rulemaking
¾ Inspection, Training and standardization programs
¾ Safety and environmental type certification of aircraft, engines and parts
¾ Approval and oversight of aircraft design organizations worldwide and of production
and maintenance organizations outside the EU.
¾ Data collection, Analysis and research to improve aviation safety
EASA
¾ Certification of non EU Operators
¾ Issue of regulations like Part 66, Part
145 and Part147
¾ Issue of part 145 and 147 certifications
of organizations outside the EU
territory
National Aviation Authorities NAA:
¾ Issue of part 145 and 147
certifications of organizations inside
the EU territory
¾ Issuance of Part 66 licenses
¾ The parliament and council
regulations and regulations of the
commissions are directly applicable
in any member states. There is no
need of National Adaptation

EASA Regulatory Structure:

EASA Parts:

Acceptable Means of Compliance (AMC):

An AMC is a means or several alternative means to satisfy a requirement
Guidance Material (GM):
Published by EASA helps in the understanding of a requirement

The Relationship Between EASA and Other Aviation Authorities

EASA works closely with representatives of other organisations to ensure that the agency
takes their views into account:
• Interested parties in industry, which are subject to rules drafted by EASA, are key to
ensuring the success of civil aviation safety standards by assisting in the drafting and
correct application of European Community and EASA rules;
• European aviation authorities perform a critical role in assisting EASA with the
performance of its core rulemaking, certification and standardisation functions;
• International aviation organisations such as the Joint Aviation Authorities,
Eurocontrol and the International Civil Aviation Organisation work together with
EASA to promote international civil aviation standards;
• International aviation authorities such as the Federal Aviation Administration,
Transport Canada, DAC/CTA (Brazil) and the Interstate Aviation Committee (Russia)
work with EASA to ensure compliance with international standards and to facilitate
trade in aeronautical products.
• Accident investigation bodies issue safety recommendations and analysis that guide
the agency’s safety strategy.
 The Relationship between Part-66, Part-147 and Part-145
Under the European Aviation Safety Agency (EASA) regulation (EC) 1592/2002 it is a legal
requirement throughout the member states of the European Union (EU) for aircraft to be
maintained by organizations, which have been approved to do so by EASA and the approval,
has been issued and is being supervised on its behalf by the Competent Authority in each
member state and by EASA itself in non-member states. In the case of the UK the competent
authority is the Civil Aviation Authority (CAA). The approval is issued in accordance with
Implementing Regulations Part-145 (IR Part-145).
As a consequence of this requirement, Certifying Maintenance Engineers and Mechanics who
are employed within these maintenance organizations are required, in the first instance to be
approved to a suitable standard based on education, training and experience. On satisfying
the basic requirements, Certifying Maintenance Engineers and Mechanics are granted a
licence by the relevant competent authority in accordance with Implementing Regulations
Part-66 (IR Part-66). As they accumulate experience and undertake aircraft and equipment
type and task training then this is reflected on their individual licenses and in the scope of
work, which they are approved to carry out.
In order to obtain the elements of basic training necessary for the granting of an IR Part-66
licence and to take the necessary examinations, which provide the evidence of conformity for
the issue of a Part-66 licence, organizations have been set up in accordance with
Implementing Regulations Part-147 (IR Part-147) these organizations are approved to
provide the basic training, conversion of license training and aircraft and equipment type
training depending on the specification of each IR Part-147 training organisation approval.
 10.2 EASA PART -66 Certifying Staff Maintenance

This section establishes the requirements for the issue of an aircraft maintenance licence and
conditions of its validity and use, for aeroplanes and helicopters of the following categories:
Category A - Line Maintenance Certifying Mechanic
Category B1- Line Maintenance Certifying Technician Mechanical
Category B2- Line Maintenance Certifying Technician Avionics
Category C- Base Maintenance Certifying Engineer

Categories A and B1 are subdivided into subcategories relative to combinations of

aeroplanes, helicopters, turbine and piston engine. The subcategories are:
— A1 and B1.1 Aeroplanes Turbine
— A2 and B1.2 Aeroplanes Piston
— A3 and B1.3 Helicopters Turbine
— A4 and B1.4 Helicopters Piston

¾ An application for an AML or amendment to such licence shall be made on EASA Form
19
¾ An applicant for an aircraft maintenance licence shall be at least 18 years of age.

Privileges

1. A category ‘A’ aircraft maintenance licence permits the holder to issue certificates of
release to service following minor scheduled line maintenance and simple defect rectification
within the limits of tasks specifically endorsed on the authorization. The certification
privileges shall be restricted to work that the licence holder has personally performed in a
Part-145 organization.
2. A category ‘B1’ aircraft maintenance licence shall permit the holder to issue certificates of
release to service following maintenance, including aircraft structure, powerplant and
mechanical and electrical systems. Replacement of avionic line replaceable units, requiring
simple tests to prove their serviceability, shall also be included in the privileges. Category B1
shall automatically include the appropriate ‘A’ subcategory.

3. A category ‘B2’ aircraft maintenance licence shall permit the holder to issue certificates of
release to service following maintenance on avionic and electrical systems.

4. A category ‘C’ aircraft maintenance licence shall permit the holder to issue certificates of
release to service following base maintenance on aircraft. The privileges apply to the aircraft
in its entirety in a Part-145 organization.

¾ The holder of an aircraft maintenance licence may not exercise certification privileges
unless:

1. In compliance with the applicable requirements of Part-M and/or Part-145.

2. In the preceding two-year period he/she has, either had six months of maintenance
experience in accordance with the privileges granted by the aircraft maintenance licence or,
met the provision for the issue of the appropriate privileges.
3. He/she is able to read, write and communicate to an understandable level in the
language(s) in which the technical documentation and procedures necessary to support the
issue of the certificate of release to service are written.

¾ The basic knowledge examinations shall be conducted by a training organization

appropriately approved under Part- 147 or by the competent authority.
¾ Full or partial credit against the basic knowledge requirements and associated
examination shall be given for any other technical qualification considered by the
competent authority to be equivalent to the knowledge standard of this Part.

Experience requirements

(a) An applicant for an aircraft maintenance licence shall have acquired:

1. for category A and subcategories B1.2 and B1.4:
¾ three years of practical maintenance experience on operating aircraft, if the applicant
has no previous relevant technical training;
or
¾ two years of practical maintenance experience on operating aircraft and completion of
training considered relevant by the competent authority as a skilled worker, in a
technical trade;
or
¾ One year of practical maintenance experience on operating aircraft and completion of
a Part-147 approved basic training course.

2. for category B2 and subcategories B1.1 and B1.3:

¾ five years of practical maintenance experience on operating aircraft if the applicant
has no previous relevant technical training;
or
¾ three years of practical maintenance experience on operating aircraft and completion
of training considered relevant by the competent authority as a skilled worker, in a
technical trade;
or
¾ Two years of practical maintenance experience on operating aircraft and completion
of a Part -147 approved basic training course.
3. for category C with respect to large aircraft:
¾ three years of experience exercising category B1.1, B1.3 or B2 privileges on large
aircraft or as Part-145 B1.1, B1.3 or B2 support staff, or, a combination of both;
or
¾ five years of experience exercising category B1.2 or B1.4 privileges on large aircraft
or as Part-145 B1.2 or B1.4 support staff, or a combination of both;
or
4. for category C with respect to non large aircraft:
¾ three years of experience exercising category B1 or B.2 privileges on non large
aircraft or as Part-145 B1 or B.2 support staff, or a combination of both;
or
5. for category C obtained through the academic route:
¾ an applicant holding an academic degree in a technical discipline, from a university or
other higher educational institution recognised by the competent authority, three years
 of experience working in a civil aircraft maintenance environment on a representative
selection of tasks directly associated with aircraft maintenance including six months
of observation of base maintenance tasks.

Continued validity of the aircraft maintenance licence

¾ The aircraft maintenance licence becomes invalid five years after its last issue or
amendment, unless the holder submits his/her aircraft maintenance licence to the
competent authority that issued it, in order to verify that the information contained in
the licence is the same as that contained in the competent authority records.
¾ Any certification privileges based upon a aircraft maintenance licence becomes
invalid as soon as the aircraft maintenance licence is invalid.
¾ The aircraft maintenance licence is only valid when issued and/or amended by the
competent authority and when the holder has signed the document.

Type/task training and ratings

The holder of a category A aircraft maintenance licence may only exercise certification
privileges on a specific
aircraft type following the satisfactory completion of the relevant category A aircraft task
training carried out by an
appropriately approved Part-145 or Part-147 organisation. The training shall include practical
hands on training and theoretical training as appropriate for each task authorised. Satisfactory
completion of training shall be demonstrated by an examination and/or by workplace
assessment carried out by an appropriately approved Part-145 or Part-147 organisation.

for aircraft other than large aircraft, the holder of a category B1 or B2 aircraft maintenance
licence may also exercise certification privileges, when the aircraft maintenance licence is
endorsed with the appropriate group ratings, or manufacturer group ratings, unless the
Agency has determined that the complexity of the aircraft in question requires a type rating.

¾ Manufacturer group ratings may be granted after complying with the type rating
requirements of two aircraft types representative of the group from the same
manufacturer.
¾ Full group ratings may be granted after complying with the type rating
requirements of three aircraft types representative of the group from different
manufacturers. However, no full group rating may be granted to B1 multiple
turbine engine aeroplanes, where only manufacturer group rating applies.
The groups shall consist of the following:

for category B1 or C: for category B2 or C:

— helicopter piston engine — aeroplane
— helicopter turbine engine — helicopter
— aeroplane single piston engine — metal structure
— aeroplane multiple piston engines — metal structure
— aeroplane single piston engine — wooden structure
— aeroplane multiple piston engines — wooden structure
— aeroplane single piston engine — composite structure
— aeroplane multiple piston engines — composite structure

In the case of a category ‘C’ ratings on aircraft other than large aircraft, for a person
qualified by holding an academic degree, the first relevant aircraft type examination shall be
at the category B1 or B2 level.

1. Category B1, B2 and C approved type examinations must consist of a mechanical

examination for category B1 and an avionics examination for category B2 and both
mechanical and avionics examination for category C.

2. The examination shall be conducted by training organizations appropriately approved

under Part-147, or by the competent authority.

3. Aircraft type practical experience shall include a representative cross section of

maintenance activities relevant to the category.

NOTE: For a category C applicant holding an academic degree the representative selection
of tasks should include the observation of hangar maintenance, maintenance
planning, quality assurance, record-keeping, approved spare parts control and
engineering development.
 KNOWLEDGE LEVELS — CATEGORY A, B1, B2 AND C AIRCRAFT
MAINTENANCE LICENCE
Basic knowledge for categories A, B1 and B2 are indicated by the allocation of knowledge
levels indicators (1, 2 or 3) against each applicable subject. Category C applicants must meet
either the category B1 or the category B2 basic knowledge levels. The knowledge level
indicators are defined as follows:
LEVEL 1: A familiarisation with the principal elements of the subject.
Objectives: The applicant should be familiar with the basic elements of the subject.
The applicant should be able to give a simple description of the whole subject, using common
words and examples.
The applicant should be able to use typical terms.
LEVEL 2: A general knowledge of the theoretical and practical aspects of the subject. An
ability to apply that knowledge.
Objectives: The applicant should be able to understand the theoretical fundamentals of the
subject.
The applicant should be able to give a general description of the subject using, as appropriate,
typical examples.
The applicant should be able to use mathematical formulae in conjunction with physical laws
describing the subject.
The applicant should be able to read and understand sketches, drawings and schematics
describing the subject.
The applicant should be able to apply his knowledge in a practical manner using detailed
procedures.
LEVEL 3: A detailed knowledge of the theoretical and practical aspects of the subject.
A capacity to combine and apply the separate elements of knowledge in a logical and
comprehensive manner.
Objectives: The applicant should know the theory of the subject and interrelationships with
other subjects.
The applicant should be able to give a detailed description of the subject using theoretical
fundamentals and specific
Examples: The applicant should understand and be able to use mathematical formulae related
to the subject.
The applicant should be able to read, understand and prepare sketches, simple drawings and
schematics describing the subject. The applicant should be able to apply his knowledge in a
practical manner using manufacturer's instructions. The applicant should be able to interpret
results from various sources and measurements and apply corrective action where
appropriate.
 Basic Examination Standard

1. All basic examinations must be carried out using the multi-choice question format and
essay questions as specified below.
2. Each multi-choice question must have three alternative answers of which only one must be
the correct answer and the candidate must be allowed a time per module which is based upon
a nominal average of 75 sec/question.
3. Each essay question requires the preparation of a written answer and the candidate must be
allowed 20 minutes to answer each such question.
4. Suitable essay questions must be drafted and evaluated using the knowledge in Part-66
Modules 7, 9 and 10.
5. Each question will have a model answer drafted for it, which will also include any known
alternative answers that may be relevant for other subdivisions.
6. The model answer will also be broken down into a list of the important points known as
Key Points.
7. The pass mark for each Part-66 module and sub-module multi-choice part of the
examination is 75 %.
8. The pass mark for each essay question is 75 % in that the candidates answer must contain
75 % of the required key points addressed by the question and no significant error related to
any required key point.
9. If either the multi-choice part only or the essay part only is failed, then it is only necessary
to retake the multichoice or essay part, as appropriate.
10. Penalty marking systems must not be used to determine whether a candidate has passed.
11. All Part-66 modules that make up a complete Part-66 aircraft maintenance licence
category or subcategory must be passed within a 5 year time period of passing the first
module except in the case specified in paragraph
12. A failed module may not be retaken for at least 90 days following the date of the failed
module examination, except in the case of a Part-147 approved maintenance training
organization which conducts a course of retraining tailored to the failed subjects in the
particular module when the failed module may be retaken after 30 days.
12. The 5 year time period specified in paragraph 1.11 does not apply to those modules which
are common to more than one Part-66 aircraft maintenance licence category or subcategory
and which were previously passed as part of another such category or subcategory
examination.
 10.4 Commercial Air Transportation :
a) General

• Air Operators Certificates;

• Operators Responsibilities;
• Documents to be carried;
• Aircraft Placarding (Markings);
 Air operator Certificate

The purpose of an AOC (Air Operators Certificate) is to ensure that any person or company
operating aircraft for the purpose of commercial air transportation do so in a regulated and
safe manner.
It is a requirement of Section II, Chapter 2, 2.2.1 of ICAO Annex6, JAR-OPS 1.175 and Rule
186 of CAR 1994 that the AOC shall be granted before any commercial operation takes
place.

Rule 186 of CAR1994 Operators to hold an air operator certificate

Notwithstanding the provisions of Section 2 of this Part, an aircraft shall not fly for the
purpose of:
¾ regular public transport;
¾ charter; or
¾ aerial work;
Unless the operator of that aircraft holds an air operator certificate issued by the Director-
General.

DGCAA Pakistan issues AOC to a company in accordance with CAR 186. The AOC shall be
issued for the purpose of Regular public transport, Charter or, Aerial work. CAR 187 further
requires that AOC holders should have adequate maintenance facilities, equipment and staff
for safe operation. Flight Standards Directorate is the authorized office to accept and process
the formal application of the operator for grant of AOC. The relevant requirements have been
prescribed vide ANO 91.0004 on "Air Operator Certificate Commercial Air Operations
Requirements". Airworthiness Directorate co-ordinates with CFS for compliance with
airworthiness aspects of Issuance of an AOC. This Airworthiness Notice only prescribes
Airworthiness requirements regarding issue and renewal of an Air Operator’s Certificate
(AOC) by CAA. The applicant is required to apply to Chief Flight Standards in accordance
with AOC Guide (CAAD Form 617).

¾ AW-NOTICE-65 Airworthiness Requirements for Issue of an Air Operator’s

Certificate (AOC)
(JAR-OPS-1) An operator applying for an AOC, or a variation of an AOC, must allow the
Authority to examine all safety aspects of the proposed operation.

The applicant must also:

• Not hold an AOC issued by another Authority unless specifically approved by the
Authorities concerned.
• Have his principal place of business and registered office located in the state
responsible for issuing the AOC.
• Have registered the aeroplanes that are to be operated under the AOC in the state
responsible for issuing the AOC.
• Satisfy the Authority that he is able to conduct safe operations.
The above statements outline the requirements for the issue of an AOC. To achieve the issue
of an AOC an operator must satisfy the Authority that:

The organisation and management are suitable and appropriate to the scale and scope
of the operation. This shall include the following:
• Nomination of an Accountable manager, acceptable to the Authority, who has
corporate authority for ensuring all operations and maintenance activities are carried
out to the standard required by the Authority.
• The operator must nominate post holders, acceptable to the Authority, who are
responsible for the management and supervision of the following areas
¾ Flight operations
¾ The maintenance system
¾ Crew training
¾ Ground operations
Procedures for the supervision of operations have been defined. These shall include the
following:
• The operator must ensure that each flight is conducted in accordance with the
provisions of the operations manual.
• The operator must arrange appropriate ground handling facilities to ensure the safe
handling of its flights.
• The operator must ensure that its aeroplanes are equipped and its crew are qualified,
as required for the area and type of operation.
• The operator must comply with the maintenance requirements, in accordance with
sub-part M, for all aeroplanes operated under the terms of its AOC.
• The operator must provide the Authority with a copy of the operations manual, as
specified in sub-part P of JAR-OPS 1 and all amendments and revisions to it (See
operations manual)
• The operator must maintain operational support facilities at the main operating base,
appropriate for the area and type of operation.
OPERATORS RESPONSIBILITY

JAR-OPS 1.020 (Laws, Regulations and Procedures)

An operator must ensure that all employees and crew members are aware of, and comply
with, the laws, regulations and procedures of those states in which operations are conducted
and which are pertinent to the performance of their duties.

JAR-OPS 1.030 (Minimum equipment lists)

An operator must establish a Minimum Equipment List (MEL) approved by the Authority,
for each aircraft type.
In support of monitoring the compliance with, and adequacy of all the above, the operator
will establish a Quality System and appoint a Quality Manager. They are tasked to ensure
safe operational practices and airworthy aeroplanes. Compliance monitoring must include a
feedback system to the Accountable manager to ensure corrective action as necessary.

JAR-OPS 1.035 (Quality system)

In pursuance of the grant, maintenance or renewal of an AOC, the operator will allow the
Authority access to the organisation and aeroplanes and shall ensure that, with respect to
maintenance, access is granted to any associated IR Part-145 maintenance organisation, to
determine continued compliance with JAR-OPS.
An AOC will be varied, suspended or revoked if the Authority is no longer satisfied that the
operator can maintain SAFE OPERATIONS.
OPERATORS RESPONSIBILITIES- JAR-OPS 1.020 subpart B:
An operator must ensure that:
• they shall comply with the laws and, regulations and procedures of those states in
which operations are conducted and which are pertinent to the performance of their
duties: and
• all crew members are familiar with the laws, regulations and procedures pertinent to
the performance of their duties
An operator shall establish one quality system and designate one quality manager to monitor
compliance with and the adequacy of procedures required to ensure safe operation and
airworthy aircraft. Compliance monitoring must include a feedback system to the
Accountable manager to ensure corrective action.
An operator shall establish an accident prevention and flight safety program, which may be
integrated with the quality system.
A crew member shall be responsible for:
• Proper execution of duties in relation to the safety of the aircraft and its occupants.
• Proper execution of duties specified in the instructions and procedures laid down in
the operations manual.
• Report any fault, failure, malfunction or defect which he believes may affect the
airworthiness or safe operations of the aircraft including emergency systems.
• Report any incident that endangered or could endanger the safety of operation.
• Make use of the operators occurrence reporting schemes in accordance with
JAR-OPS 1

DOCUMENTS TO BE CARRIED JAR-OPS 1.125 subpart B and ff

An operator of any commercial air operation will ensure that the following are carried on
each flight
• The Certificate of Registration
• The Certificate of Airworthiness
• Noise Certificate (if applicable)
• Air Operators Certificate
• Aircraft Radio Licence
• Certificate of Third Party liability insurance
Additionally each flight crew member shall, on each flight, carry a valid flight crew licence
with appropriate ratings for the purpose of the flight.
JAR-OPS 1.125 APPENDIX 1 state that should documentation be lost or stolen, operations
may continue to base or a place where a replacement document can be provided.
Further requirements stated in JAR-OPS 1.130 & 1.135 define the MANUALS and
ADDITIONAL INFORMATION AND FORMS to be carried. Current parts of the
Operations Manual relevant to the duties of the crew are carried on each flight.
• Parts of the operations manual, which are required for the conduct of the flight, are
easily available to the crew.
• Airplane Flight Manual.
• Operational Flight Plan JAR-OPS 1.1060
• Airplane Technical Log JAR-OPS 1.915
• Detail of filed ATS Flight Plan
• Appropriate NOTAM/AIS briefing documentation.
• Appropriate meteorological information
• Mass and balance documentation
• Notification of special category passengers
• Notification of hazardous cargo.

Air craft Placarding (Markings) Ref. JAR 25, Subpart G, 25.1541

The aircraft must contain:

• The specified markings and placards
• Any information, instrument markings and placards required for the safe operation if
there are unusual design, operating or handling characteristics.
Each marking and placard described above
• Must be displayed in a conspicuous place; and
• May not be easily erased, disfigured or obscured.
Instrument markings:
• When markings are on the cover glass of the instrument, there must be means to
maintain the correct alignment of the glass cover with the face of the dial
• Each instrument marking must be clearly visible to the appropriate crew member
 10.4 Commercial Air Transportation
b) Subpart M

• Maintenance Responsibility;
• Maintenance Management;
• Aircraft Maintenance Programme;
• Aircraft Technical Log;
• Maintenance Records and Log Books;
• Accident/Occurrence Reporting.
 Airplane Maintenance-JAR-OPS 1 Subpart M

An operator shall not operate an aircraft unless it is maintained and released to service by an
organization appropriately approved/accepted in accordance with JAR-145 except that pre-
flight inspections need not necessarily be carried out by the JAR-145 organization.
This subpart prescribes aircraft maintenance requirements needed to comply with the
operator certification requirements in JAR-OPS 1.180
A contract with a Jar145 AMO is a prerequisite required by the authority for granting an
AOC to an applicant.
The operator defines the subject to be dealt with between the operator and the maintenance
provider in the Maintenance Management Exposition MME. The MME is a prerequisite for
the operator to be able to be approved by the authority in accordance with JAR-OPS 1.

The MME includes requirements of the operator in respect to:

Aircraft Technical Log
MEL
Operators aircraft maintenance program
Maintenance Records Retention
Accomplishment and control of Airworthiness Directive
Mandatory and Non-Mandatory Modifications
Engineering Activity
Reliability Program
Pre-flight Inspection
Aircraft weighing
Flight Test Procedures
ETOPS requirements
RVSM requirements
All weather Operations
Sample of Documents

Maintenance Responsibility;

An operator shall ensure the airworthiness of the aircraft and the serviceability of both
operational and emergency equipment by
The accomplishment of pre-flight inspection (Defect rectification Not included)
The rectification to an approved standard of any defect and damage affecting safe
operation, taking into account the minimum equipment list and CDL if available
The accomplishment of all maintenance in accordance with the approved operators
aircraft maintenance program specified in JAR-OPS 1.910
The analysis of the effectiveness of the operators approved aircraft maintenance
program.
The accomplishment of modification in accordance with an approved standard and,
for non-mandatory modifications, the establishment of an embodiment policy.

The requirements specified in JAR-OPS 1.890 must be performed in accordance with

procedures acceptable to the authority.
 Maintenance Management – JAR-OPS 1.895

An operator must be appropriately approved in accordance with JAR-145 to carry out the
requirements specified in JAR-OPS 1.890 except when the authority is satisfied that the
maintenance can be contracted to an appropriate JAR-145 approved / accepted organization.

An operator must employ a person or group of persons acceptable to the authority to ensure
that all maintenance is carried out on time to an approved standard such that the maintenance
responsibility requirements prescribed in JAR-OPS 1.890 are satisfied. The person, or senior
person as appropriate is the nominated postholder referred to in JAR-OPS 1.175. The
nominated postholder for maintenance is also responsible for any corrective action resulting
from the quality monitoring in accordance with the quality system defined in JAR-OPS
1.900.

The nominated postholder for maintenance should not be employed by a JAR-145 AMO
under contract to the operator, unless specifically agreed by the authority.
When an operator is not appropriately approved in accordance with JAR-145, arrangements
must be made with such an organization to carry out the requirements specified in JAR-OPS
1.890. The arrangement must be in the form of a written maintenance contract between the
operator and the JAR-145 AMO detailing the functions specified in JAR-OPS 1.890 and
defining the support of the quality functions of JAR-OPS 1.900. Aircraft base and scheduled
line maintenance and engine maintenance contracts, together with all amendments, must be
acceptable to the authority. The authority does not require the commercial elements of a
maintenance contract.
The operator may have a contract with an organization that is not JAR-145
approved/accepted, provided that this contract, together with all amendments, is acceptable
the authority. The authority does not require the commercial elements of a maintenance
contract.
An operator must provide suitable office accommodation at appropriate locations for the
nominated postholder maintenance and his organization.

Operator’s Aircraft Technical Log - JAR–OPS 1.915

(a) An operator must use an aeroplane technical log system containing the following
information for each aeroplane:
(1) Information about each flight necessary to ensure continued flight safety;
(2) The current aeroplane certificate of release to service;
(3) The current maintenance statement giving the aeroplane maintenance status of what
scheduled and out of phase maintenance is next due except that the Authority may agree to
the maintenance statement being kept elsewhere;
(4) All outstanding deferred defects that affect the operation of the aeroplane; and
(5) Any necessary guidance instructions on maintenance support arrangements.

(b) The aeroplane technical log system and any subsequent amendment must be approved by
the Authority.

The aircraft technical log book system is established for recording of defects and
malfunctions discovered during operation and for recording details of all maintenance carried
on the particular aircraft.
The aircraft technical log reflects in summary the following details:
The flight number
The To/From
The aircraft registration
The date
The flight time per flight leg
The number of landings during training or check flight
All work performed on the aircraft, entered as individual items
All checks performed on the aircraft
The engine and hydraulic oil refilled
The remaining fuel on board
Confirmation of action taken
The JAR-145 AMO release to service
Details of any ground De/Anti-icing carried out time started –temperatures-time limits
No remarks during a flight must be clearly stated by crew with entering “NIL” in the
respective field
 Maintenance Records and Log Books- JAR–OPS 1.920;

(a) An operator shall ensure that the aeroplane technical log is retained for 24 months after
the date of the last entry.
(b) An operator shall ensure that a system has been established to keep, in a form acceptable
to the Authority, the following records for the periods specified:
(1) All detailed maintenance records in respect of the aeroplane and any aeroplane
component fitted thereto – 24 months after the aeroplane or aeroplane component was
released to service;
(2) The total time and flight cycles as appropriate, of the aeroplane and all life limited
aeroplane components – 12 months after the aeroplane has been permanently withdrawn from
service;
(3) The time and flight cycles as appropriate, since last overhaul of the aeroplane or aeroplane
component subjected to an overhaul life – Until the aeroplane or
Aeroplane component overhaul has been superseded by another overhaul of equivalent work
scope and detail;
(4) The current aeroplane inspection status such that compliance with the approved operator’s
aeroplane maintenance program can be established – Until the aeroplane or
Aeroplane component inspection has been superseded by another inspection, of equivalent
work scope and detail;
(5) The current status of airworthiness directives applicable to the aeroplane and aeroplane
components – 12 months after the aeroplane has been permanently withdrawn from service;
and
(6) Details of current modifications and repairs to the aeroplane, engine(s), propeller(s) and
any other aeroplane component vital to flight safety – 12 months after the aeroplane has been
permanently withdrawn from service.
(c) An operator shall ensure that when an aeroplane is permanently transferred from one
operator to another operator the records specified in paragraphs (a) and (b) are also
transferred and the time periods prescribed will continue to apply to the new operator.

ACCIDENT / OCCURRENCE REPORTING

Accident reporting
An operator shall establish procedures to ensure that the nearest appropriate authority is
notified by the quickest available means of any accident, involving the aircraft, resulting in
serious injury (as defined in ICAO Annex 13) or death of any person or substantial damage to
the aircraft or property.
A commander shall submit a report to the authority of any accident on board, resulting in
serious injury to, or death of, any person on board while he was responsible for the flight.

Occurrence reporting

Flight incident
The commander of an aircraft shall submit a report to the authority of any incident that has
endangered or may have endangered safe operation of a flight.
Reports shall be dispatched within 72 hours of the event, unless exceptional circumstances
prevent this.
Technical defects and exceedance of technical limitations;
The commander shall ensure that all technical defects and exceedances of technical
limitations occurring while he was responsible for the flight are recorded in the aircraft’s
technical log.

Air Traffic Incidents:

The commander shall submit an air traffic incident report according ICAO rules whenever an
aircraft in flight has been endangered by:
A near collision with any other flying device
Faulty air traffic procedures or lack of compliance with applicable procedures
by Air Traffic Services or by the flight crew
A failure of ATS facilities
Bird hazards and strikes:
The commander shall immediately inform the appropriate ground station whenever a
potential bird hazard is observed.
The commander shall submit a written bird strike report after landing whenever an aircraft for
which he is responsible suffers a birds strike.

In-flight emergencies with dangerous goods on board:

If an in-flight emergency occurs and the situation permits, the commander shall inform the
appropriate air traffic services unit of any dangerous goods on board.

Unlawful interference:
Following an act of unlawful interference of board an aircraft, the commander shall submit a
report, as soon as practicable, to the appropriate authority.

Irregularities of ground and navigational facilities and hazardous conditions:

The commander shall notify the appropriate ground station as soon as practicable whenever a
potentially hazardous condition such as:
An irregularity in a ground or navigational facility
A meteorological phenomenon
A volcanic ash cloud
A high radiation level
is encountered during flight.
 10.5 Aircraft Certification

Level
a) General – A B1 B2
Certification rules: such as IR PART–23/25/27/29; - 1 1
Type Certification;
Supplemental Type Certification;
Part–21 Design/Production Organisation Approvals.
 European Aviation Certification Standards (EACS or CS)
EACS 23/25/27/29 are based on the equivalent JAR requirements. An important element of
this development has been the harmonization with the corresponding United States legislation
FAR-25. The above referenced information is categorized as follows:
¾ CS-23 Certification specification for Airworthiness of Normal, Utility, Aerobatic,
and Commuter category aeroplanes.
¾ CS-25 Certification specification for Airworthiness of Large Aeroplanes.
¾ CS-27 Certification specification for Airworthiness of Small Rotorcraft.
¾ CS-29 Certification specification for Airworthiness of Large Rotorcraft.
The content f the standards is generally divided into the following topics
PERFORMANCES: (e.g. climb gradients one engine inoperative) and
handling qualities (e.g. static and dynamic stability, control force, etc.).
STRUCTURE: (e.g. gust envelopes, maneuvers envelope, fatigue
requirements, etc.).
DESIGN AND CONSTRUCTION: (e.g. emergency evacuation provisions,
fire protection etc.).
POWERPLANT INSTALLATION: (e.g. uncontained powerplant failure,
fuel and oil system requirements, etc.).
SYSTEMS AND EQUIPMENT: (e.g. systems safety analyses: requirements
for electrical, hydraulic and pneumatic systems: required equipment for flight
and navigation, etc.).
MANUALS AND LIMITATIONS: (e.g. speed limitations, flight manual,
continued airworthiness manual, etc.).
The above information has been extracted from the Certification Standard Explanatory
notes. Additional information contained in these notes includes the exceptions applying to
the use of units other than SI units within the EU. In aviation common use is made of the
Knot, Nautical mile and foot; this is accepted and these units SHOULD NOT be converted to
SI units.
 TYPE CERTIFICATION

Before the production of Aircraft, Engines or Propellers the manufacturer needs a Type
certificate from his Regulatory body. The authority will only accept an application for a type
certificate provided he holds an appropriate Design Organization Approval (under JAR 21
subpart JA). In Europe, the Type certificates are issued by National Aviation Authorities in
accordance with EASA regulations on behalf of the Agency when products show compliance
with the requirements of EASA, i.e. aircraft manufacturers have demonstrated compliance
with CS 23, 25, 27 or 29. The applicant (usually the manufacturer) will be issued with the
type certificate; he now becomes the Type Certificate Holder and assumes responsibilities
with regard to continuing support of products throughout their service.

Type certificate is considered to include the type design, the operating limitations, the type
certificate data sheet; the applicable requirements with which the authority records
compliance and any other conditions or limitations prescribed for the product in the
applicable requirements.
One responsibility for the type certificate holder is to keep a register of all known users of the
product and to communicate all new and updated airworthiness data to them. Further to this
he must produce maintenance and overhaul manuals, illustrated parts catalogues etc. and
provide a full range of product support facilities to ensure continued airworthiness of the
items manufactured to the Type Certificate.

An application for type-certification of large aeroplanes and large rotorcraft shall be effective
for five years and an application for any other type-certificate shall be effective for three
years, unless an applicant shows at the time of application that its product requires a longer
period of time for design, development, and testing, and the Agency approves a longer
period.

Supplemental Type Certificate

A Supplemental Type Certificate (STC) is a document issued by the Federal Aviation

Administration (Manufacturer Regulatory Body) approving a product (aircraft, engine, or
propeller) modification. The STC defines the product design change, states how the
modification affects the existing type design, and lists serial number effectivity. It also
identifies the certification basis listing specific regulatory compliance for the design change.
Information contained in the certification basis is helpful for those applicants proposing
subsequent product modifications and evaluating certification basis compatibility with other
STC modifications.
 Part–21 Design/Production Organization Approvals

The applicant must furnish a Production Organization Exposition / POE providing the
following information:
¾ A statement signed by the Accountable manager confirming that the production
organization exposition and any associated manuals which define the approved
organization’s compliance with the JAR-21 Subpart G will be complied with.
¾ Titles, names, duties and responsibilities of the managers involved
¾ A list of certifying staff
¾ A general description of man-power
¾ A general description of the facilities located at the address specified in the
production organization’s certificate approval
¾ A general description of the production organization’s scope of work relevant to the
Terms of Approval
¾ A description of the quality system and the procedures as required
The authority issues a Production Organization Approval / POA when satisfied that
compliance has been shown with JAR-21 subpart G. The POA remains valid until
surrendered, suspended or terminated.

The organization with a POA may:

¾ In the case of complete aircraft and upon presentation of a statement of conformity,
obtain an aircraft certificate of airworthiness, standard or Export.
¾ In case of other products, parts or appliances issue authorized release certificates
(JAA Form One).
¾ Maintain a new aircraft that he has produced and issue a certificate of release to
service in respect to that maintenance.
 Design Organization Approval

Part 21 prescribes the requirements for the design organization Approval (DOA) as follows:
¾ Subpart JA: design organization Approval for products or changes to products
¾ Subpart JB: design organization Approval for parts and appliances
The applicant must furnish a design organization handbook (DOH) to the authority which
describes the organization, the relevant procedures and the products or changes to products to
be designed.
The applicant must show that design organization has been established and can maintain a
design assurance system for the control and supervision of design, and of design changes
covered by the application.
The authority issues a DOA when satisfied that compliance has been shown with the
appropriate Part-21 requirement. The DOA remains valid until surrendered, suspended or
terminated.
The organization with a DOA may:
Obtain a type certificate or approval of a major change of a type design
Obtain a supplemental type certificate
Obtain a joint technical standard order (JTSO)
Classify changes of type design and repairs as major or minor under a procedure
acceptable to the authority
Approve the design of major repairs to products for which he holds the type certificate
or the supplemental type certificate under a procedure acceptable to the authority

Other IR Parts:

Part-22 Sail Planes and Powered Sailplanes

Part-23 Normal, Utility, Aerobatic and Commuter category Aeroplane
Part-25 Large Aeroplane
Part-27 Small Rotorcraft
Part-29 Large Rotorcraft

A Technical Standard Order (TSO) is issued by the Authority/Administrator and is a

minimum performance standard for specified articles (articles means materials, parts,
processes, or appliances) used on civil aircraft.
 10.5 Aircraft Certification

b) Documents – 22
Certificate of Airworthiness;
Certificate of Registration;
Noise Certificate;
Weight Schedule;
Radio Station Licence and Approval
 Certificate of Registration

ICAO Annex 7 relates to the Nationality and Registration of Aircraft.

RULE13 of PCAR 1994:

Nationality and registration marks-

The nationality mark of an aircraft registered in Pakistan shall be the letters "AP".
The registration mark of an aircraft registered in Pakistan shall be the group of three
letters assigned to the aircraft and included in its certificate of registration.
The nationality and registration marks allocated to an aircraft shall be painted on its
structure or affixed by any other means giving a similar degree of permanence and
shall be clean and visible at all times.
An aircraft registered in Pakistan shall carry an identification plate inscribed with its
nationality and registration marks. The plate shall be made of fire proof material and
shall be secured to the aircraft in a prominent position near the main entrance.

The following documents are required for Aircraft Registration:

Application on Form CAA-054 (Rev-I)

Copy of Import Permit from Govt. of Pakistan
NOC issued by Air Transport Directorate
Proof of Ownership
Custom Clearance
De-registration of aircraft from previous state
Processing fee

RULE-14 of PCAR 1994:

Position and size of marks-

The nationality and registration marks on aircraft registered in Pakistan shall comply
with this rule.
On an airship, the marks shall be located on the hull or on the stabilizer surfaces; if
the marks are located on the hull they shall be placed lengthwise on each side of the
hull and also on its upper surface on the lie of symmetry. If the marks are located on
the stabilizer surfaces they shall be positioned on the horizontal and on the vertical
stabilizers; the marks on the horizontal stabilizer shall be located on the right half of
the upper surface and on the left half of the lower surface with the tops of the letters
towards the leading edge; the marks on the vertical stabilizer shall be located on each
side of the bottom half of the stabilizer, with the letters placed horizontally. The
marks shall be at least fifty cm in height.
 On a spherical balloon other than an unmanned free balloon, the marks shall be
located in two places diametrically opposite each other and near the maximum
horizontal circumference of the balloon; the marks shall be visible from the sides and
from the ground and shall be at least fifty cm in height.
On a non-spherical balloon, other than an unmanned free balloon, the marks shall be
located on each side near the maximum cross section of the balloon immediately
above the rigging band, or immediately above the points of attachment of the basket
suspension cables; the marks shall be visible from the sides and from the ground and
shall be at least fifty cm in height.
On an Aircraft which is heavier-than-air the marks shall be located on the left half of
the lower surface of the wing structure, or
extending across the whole of the lower surface of the wing structure. The marks shall
be equidistant from the leading and trailing edges of the wings or as close to this
position as possible, with the tops of the letters towards the leading edge of the wing.
Marks shall be located on each side of the fuselage, or
equivalent structure, between the wings and the tail surface, or shall have the marks
on each side of the upper half of the vertical tail surface and if the vertical tail unit has
multiple surfaces, the marks shall be positioned on the outboard sides of the outer
surfaces. The marks on the wings shall be at least fifty cm in height, and on the
fuselage or equivalent structure, or on the vertical tail surfaces; they shall be at least
thirty cm in height.
The type of letters for nationality and registration marks and their dimensions shall be
as follows:
¾ the letters shall be capital letters in Roman characters without ornamentation;
¾ the letters in each separate group of marks shall be of equal height;
¾ except for the letter "I", the width of each letter and the length of a hyphen
shall be two-thirds of the height of a letter;
¾ the letters and hyphens shall be formed by solid lines,
¾ the thickness of which shall be one-sixth of the height of a letter and shall be
of a color contrasting clearly with the background;
¾ Each letter shall be separated from that which it immediately precedes or
follows by a space of not less than one quarter of the width of a letter and for
this purpose a hyphen shall be regarded as a letter.
¾ If an aircraft does not possess structures corresponding with those mentioned
in the applicable part of this rule the nationality and registration marks shall
appear on the aircraft in such position and of such size as the Director-General
shall determine.

Cancellation of Registration

The person, or persons, or organization named in Pakistan Aircraft Register as the owner, or
owners of that aircraft shall inform the Director-General:

if the aircraft suffers destruction

if it is permanently withdrawn from use
if it is transferred to the aircraft register of another State
If the Certificate of Airworthiness is not issued for two years after its registration or is
not renewed for successive two years.
 Certificate of Airworthiness

ICAO Annex 8 -Airworthiness of Aircraft

Rule 16-22 Part IV of PCAR 1994- Certificate of Airworthiness
PCAA ANO-92.0004 -Certificate of Airworthiness and Export Certificate of Airworthiness

Categories of Certificate of Airworthiness

Aircraft is categorized according to the functions performed by it. Civil Aviation Rules 1994
permit operation of the aircraft in the following categories:
Regular Public Transport
Charter
Aerial Work
Private

Issue / Validation of Certificate of Airworthiness

To enable issue/validation of Certificate of Airworthiness (including Export Certificate of

Airworthiness) the applicant shall provide, to the Airworthiness Directorate, the Certificate of
Airworthiness issued by the State of Manufacture or by the State in which the aircraft was
last registered, together with the application on CAA Form 053 (Rev-I) and requisite fee.

Following documents relating to the aircraft shall be submitted to Airworthiness Directorate

for retention:-
A copy of type certificate and its technical data sheets or acceptable equivalent
documents issued by the State of design/manufacture.
A copy of the Certificate of Airworthiness for export issued by the State of
manufacture/State of last registry or the current Certificate of Airworthiness.
A copy of Flight Manual or acceptable equivalent document.
A copy of the crew operations manual.
A copy of the manufacturer's maintenance/service, overhaul, repair and wiring
diagram manuals and illustrated parts catalogues of the aircraft, engine, propeller and
installed equipment along with a written confirmation from the manufacturers thereof
that amendments, revisions, or new issues will be supplied to the CAA as and when
these are issued.
A complete set of all manufacturers’ service bulletins or equivalent documents issued
in respect of the aircraft along with a written confirmation from the manufacturers
thereof that amendments, revisions, or new issues will be supplied to the CAA as and
when these are issued.
A copy of the aircraft weight and balance manual.
A copy of production flight test report issued by the aircraft manufacturer.
For aircraft assemble in Pakistan:
o Flight test report of the aircraft on CAA Form 058 (Rev-1)
o Flight test report of the aircraft's Avionics equipment on CAA Form 062 (Rev-
1).
o Ground test (ATC) report of the aircraft's Avionics equipment on CAA Form
063.
The Certificate of Airworthiness of the aircraft will be issued by the Airworthiness
Directorate and validated for a period of twelve (12) months by the nearest
 Airworthiness field office on Form CAA-462 (Rev-II) after its necessary checks and
inspections have been carried out satisfactorily.

Renewal of Certificate of Airworthiness

The airworthiness field office will renew certificate of airworthiness of the aircraft when the
owner/operator applies on CAA Form 469 along with necessary fee. The aircraft shall
comply with the following requirements:
The aircraft has been serviced and maintained in accordance with schedule, methods
and procedures given by the manufacturer and approved by the Airworthiness
Directorate;
All inspections, repairs, overhauls, modifications and replacements which affect
Airworthiness have been carried out as prescribed by the manufacturer and approved
by the Airworthiness Directorate;
If the aircraft is the subject of reliability program, including in particular engine trend
monitoring, corrective action has been instituted to rectify any adverse trends;
All certification maintenance requirements have been complied with at the prescribed
intervals and by appropriately licensed personnel;
All modifications or inspections declared mandatory by the Airworthiness Directorate
have been complied with. With regard to inspections, this includes both inspections
which require a onetime action and those with repetitive content;
Compliance of all applicable Airworthiness Directives, mandatory modifications and
inspections shall be intimated to the Airworthiness Directorate on CAA Form 024;
Any parts of the aircraft that have an ultimate service life limit declared by the
organization responsible for the type design or the Airworthiness Directorate have not
exceeded their approved lives;
If the aircraft has been released to service with any airworthiness significant systems,
components or equipment unserviceable, this is in compliance with a minimum
equipment list or similar document approved by the CAA;
If the aircraft has been released into service with any structural parts missing, this is in
compliance with procedures approved by the Airworthiness Directorate.
All minor damages and repairs are within limits as given in the structural repair
manual for the aircraft;
All markings and placards included in the approval of the type design and approved
by the Airworthiness Directorate are available;
The aircraft weight and balance data is in conformity with the requirements of the
Airworthiness Directorate, including reweighing (if required) and/or compliance with
a system for recording progressive weight and balance change;
The aircraft maintenance records are in conformity with the requirements of the
Airworthiness Directorate;
Airworthiness flight test shall be completed to ensure that the aircraft flight
characteristics do not change significantly from the previous flight test and to ensure
proper functioning of the aircraft and its systems in flight. However flight test report
of the aircraft which is maintained under approved progressive maintenance schedule
will be carried out as per the requirements given in the schedule. The flight test
reports shall be submitted to the Airworthiness Directorate.

The Certificate of Airworthiness of the aircraft will be renewed for a period not exceeding
twelve months from the date of satisfactory flight test. The aircraft which is maintained under
the approved progressive maintenance schedule will have its Certificates of Airworthiness
renewed from the next day of its expiry period. The renewal will be affected after necessary
checks and inspections have been carried out satisfactorily by the nearest Airworthiness field
office.

Invalidation of Certificate of Airworthiness

Any failure to maintain an aircraft in an Airworthiness condition as defined by the

appropriate Airworthiness requirements laid down by the Airworthiness Directorate shall
render the aircraft ineligible for operation until the aircraft is restored to an Airworthiness
condition.

Certificate of Airworthiness of the aircraft will cease to be valid:

On expiry date of validity entered on the Certificate;
If the aircraft or any of its equipment which is essential to the continued airworthiness
of the aircraft is overhauled or repaired, or such equipment is removed or replaced,
other than in a manner which complies with the maintenance and repair procedures
issued by the aircraft and its equipment manufacturers and maintenance schedule
approved by the Airworthiness Directorate;
If the aircraft or its equipment is inspected and / or repaired by an organization not
approved by the Airworthiness Directorate.
If any inspection of the aircraft, or of its equipment, required by the approved
maintenance procedures or schedules is not carried out;
If any modification specified by the aircraft manufacturer or Airworthiness
Directorate as mandatory for the continued Airworthiness of the aircraft is not carried
out;
If any modification is carried out or equipment installed, other than as approved by
the Airworthiness Directorate;
If any Airworthiness Directive issued by the state of manufacture or a directive issued
by the Airworthiness Directorate is not complied with;
If the aircraft has sustained damage of such nature that in the opinion of a licensed
aircraft maintenance engineer, or authorized person or an approved maintenance
organization it is no longer fit to fly.
If the Airworthiness Directorate has reason to believe that the aircraft is not airworthy.

Export Certificate of Airworthiness

Part IV section I Rule 16(c) of PCAR 1994 requires an export certificate of airworthiness to
be issued, when a product is exported from Pakistan. An export certificate of airworthiness
will be issued to:
New aircraft that are assembled and that have been flight tested, and other Class I
products located in Pakistan.
Class II products.

Note - Class I product – is a complete aircraft, aircraft engine, or propeller which has been
type certified and has been issued with a data sheet.
Class II product – is a major component of Class I product such as wings, fuselages,
empennage assemblies, landing gears, power transmission, control surfaces, etc.,
the failure of which would jeopardize the safety of a Class I product.
The applicant will be entitled to an export certificate of airworthiness only if the applicant
shows that the product meets all the airworthiness requirements. An export certificate of
airworthiness does NOT authorize the operation of aircraft. The export certificate of
airworthiness will be issued on the CAA form CAA-702.
 Aircraft Noise Certificate

ICAO Annex 16 Environmental Protection Vol.-I “Aircraft Noise”

PCAA AWNOT-62 “Aircraft Noise Certificate”
The Sixteenth Session of the ICAO Assembly, Buenos Aires, September 1968, adopted the
following Resolution: A16-3: Aircraft Noise in the Vicinity of Airports

Whereas the problem of aircraft noise is so serious in the vicinity of many of the
world’s airports that public reaction is mounting to a degree that gives cause for great
concern and requires urgent solution;
Whereas the noise that concerns the public and civil aviation today is being caused by
increase in traffic of existing aircraft;
Whereas the introduction of future aircraft types could increase and aggravate this
noise unless action is taken to alleviate the situation;
Whereas the Fifth Air Navigation Conference of ICAO held in Montreal in November
1967 made certain recommendations,based on the principal conclusions of the
International Conference on the Reduction of Noise and Disturbance Caused by Civil
Aircraft (“The London Noise Conference”) held in London in November 1966, with
the object of reaching international solutions to the problem through the machinery of
ICAO;

(Part II. Aircraft Noise Certification Chapter 1.4)

The documents attesting noise certification for an aircraft shall provide at least the following
information:
a) State of Registry; nationality and registration marks;
b) Manufacturer’s serial number;
c) Manufacturer’s type and model designation; engine type/model; propeller type/model (if
applicable);
d) Statement of any additional modifications incorporated for the purpose of compliance with
the applicable noise certification Standards;
e) The maximum mass at which compliance with the applicable noise certification Standards
has been demonstrated. Only one maximum take-off and landing mass pair shall be
certificated for each individual aircraft;
(f) The average noise level(s) at the reference point(s) for which compliance with the
applicable Standard has been demonstrated to the satisfaction of the certificating authority;
g) The chapter of Annex 16, Volume I, according to which the aircraft was certificated; and
h) The height above the runway at which thrust/power is reduced following full thrust/power
take-off.
The information required under 1.4 b) through h) shall be included in the flight manual.

Noise evaluation measure

The noise evaluation measure shall be the effective perceived noise level in EPNdB

Maximum noise levels

The maximum noise levels of aeroplanes, when determined in accordance with the noise
evaluation method, shall not exceed the following:
a) At lateral and approach noise measurement points: 108 EPNdB for aeroplanes with
maximum certificated take-off mass of 272 000 kg or over, decreasing linearly with the
logarithm of the mass at the rate of 2 EPNdB per halving of the mass down to 102 EPNdB
at 34 000 kg, after which the limit remains constant;
b) At flyover noise measurement point: 108 EPNdB for aeroplanes with maximum
certificated take-off mass of 272 000 kg or over, decreasing linearly with the logarithm of the
mass at the rate of 5 EPNdB per halving of the mass down to 93 EPNdB at 34 000 kg, after
which the limit remains constant.

Aircraft Noise certificate is also a requirement of JAR–OPS 1.125 “Documents to be carried”

Noise Certificate (Ref. JAR-36- 120)

• must be accessible and stored with other airworthiness certificates
• shall not exceed the noise levels specified in JAR-36.140 at the following points on
level terrain:
ƒ Lateral reference measurement point: the point on a line parallel to and 450 m
from the runway centre line, or extended centre line, where the noise level
after lift-off is at a maximum during take-off
ƒ Flyover reference noise measurement point: the point on the extended centre-
line of the runway at a distance of 6.5 km from the start-of-roll
ƒ Approach reference noise measurement point: the point on the ground, on the
extended centre-line of the runway 2000 m from the threshold. On level
ground this corresponds to a position 120 m (394 ft) vertically below the 3"-
descent path originating at a point on the runway 300 m beyond the threshold
 Weight Schedule (JAR-OPS1.605)

An operator shall specify in the operations Manual

the principles and methods involved in the loading and in the mass and balance
system that meet the requirements of JAR-OPS 1.605
Each weight change has to be recorded and registered in the weight and balance sheet
of the aircraft
A scheduled aircraft weighing has to be established for every flight a weight
calculation (load sheet) must be performed and signed by the pilot

An operator

shall ensure that during any phase of operation, the loading, mass and centre of
gravity of the aeroplane remains within the limitations
must establish the mass and the centre of gravity of any aeroplane by actual weighing
before first service
must reweight if the effect of modifications on the mass and balance is not accurately
known must determine the mass of all-operating items and crewmembers and the
influence of their position on the aeroplane centre of gravity must be determined
must establish the mass of the traffic load must determine the mass of the fuel load by
using the actual density or, if not known, the density calculated

Re-Weighing of Aircraft
Re-weighing of aircraft at the time of renewal of the Certificate of Airworthiness will be
dependent on the date of the last weighing, and on the history of the aircraft.

NOTE: Aircraft are normally weighed when all manufacturing processes are completed.

Aircraft of more than 5700 kg MTOM must be re-weighed within two years after the date of
manufacture. Subsequent check weighing must be carried out at intervals not exceeding five
years and at such other times as the CAA may require.
Aircraft of 5700 kg MTOM or less must be re-weighed at such times as the CAA may
require. The CAA must be consulted if there is any doubt as to whether the aircraft ought to
be re-weighed.
When re-weighing is necessary, an amended Weight and Centre-of-Gravity Schedule, or its
equivalent, must be prepared.
At the time of a re-weighing or when a revised Weight and Centre-of-Gravity Schedule is
raised following the addition, removal or relocation of equipment, a copy of the Weight and
Centre-of-Gravity Schedule must be retained by the Approved Organisation and made
available to the CAA upon request.

NOTE: For an aircraft operated by a JAR-OPS Operator, weighing requirements must be

determined in accordance with SUBPART J OF JAR-OPS 1 OR JAR-OPS 3 as
appropriate.
 Radio Station Licence and Approval

Rule-34 of PCAR 1994 Section 5 - Radio Equipment in Aircraft

34. Radio equipment to be licensed and approved- Radio equipment shall not be installed
in an aircraft registered in Pakistan unless:
(a) There is in respect of such radio equipment a licence issued by the Federal Government;
(b) The installation in the aircraft has been approved by the Director-General; and
(c) The equipment is of a type approved by the Director-General and complies with such
directions issued by him in respect of airworthiness requirements.
10.7

a) Other Maintenance requirements for 12 2

Maintenance Programs, Maintenance checks and inspections;

Master Minimum Equipment Lists, Minimum Equipment List,
Dispatch Deviation Lists;
Airworthiness Directives;
Service Bulletins, manufacturers service information;
Modifications and repairs;
Maintenance documentation: maintenance manuals, structural
Repair manual, illustrated parts catalogue, etc.
15- AIRWORTHINESS DIRECTIVES

Introduction

Over the life of aeronautical products, defects affecting airworthiness are discovered. These
result from design conditions not foreseen in the original Product Certification or
manufacturing deficiencies. Many become evident only after years of in-service operation
and are completely unforeseen. Structural fatigue or corrosion are examples. FAR/JAR 39
forms the basis of the procedures.

Definition

The Airworthiness Directive (AD) system is the medium for correction for any condition that
causes the product to be out of conformity to the Approved Design Standards. An AD
identifies the disparity, defines its particulars, and establishes limitations for inspection,
repair, or alteration under which the product may continue to be operated. They are issued by
the National Aviation Authority from either the manufacturer’s or the airline’s country.
Airworthiness Directives effectively alter the original certification of the product. Thus, for
example an AD against a Type Certificated product becomes a part of the Type Certificate.
The Airworthiness Directives may also be raised due to change in aviation legislations e.g.
mandating of TCAS and EGPWS.

Distribution

They are distributed

i) telegraphically to owners and operators
ii) Organisations such as IATA, ATA etc.
iii) Foreign Airworthiness Authorities

Their availability can be checked through

i) FAA ‘Summary of Airworthiness Directives’
ii) CAA (UK) ‘Mandatory Aircraft Modification and Inspection Summary
(MAMIS)’
iii) CAA (UK) ‘Foreign Airworthiness Directives’

These summaries are used to check any outstanding ADs against a given type of design and
hence the airline and the operator would not be excused for missing any ADs.

Contents of an Airworthiness Directive

Generally the Airworthiness Directive is made up of several parts:

i) AD title
ii) Applicability
iii) Required compliance action
iv) Effective dates
v) Compliance time

We will proceed to detail the contents

Applicability of ADs

An AD contains an applicability statement specifying the product to which it applies. It

applies to the make and model set forth in this statement, regardless of the classification of
the product or category of the Airworthiness Certificate issued for an aircraft. it applies to
each product identified in the statement, regardless of whether it has been modified, altered,
or repaired in the subject areas. The presence of any alteration or repair does not remove the
product from applicability.
Type Certificate and Airworthiness Certification information is used to identify the product
affected. Applicability may be defined by specifying serial numbers or manufacturer's line
numbers, part numbers, or other identification. When there is no reference to serial numbers,
all serial numbers are affected.

Effective dates

The effective date of the AD or an amendment is be found in the last sentence of the body of
each AD. For example, "This amendment becomes effective on July 10, 1995." Similarly, the
revision date for an emergency AD distributed by telegram or priority mail is the date it was
issued. For example, "Priority Letter AD 95-11-09, issued May 25, 1995, becomes effective
upon receipt." The "clock" tracking compliance starts with the effective date.

Compliance time

Compliance with an AD is mandatory. No person may operate' a product to which an AD

applies, except in accordance with the conditions of the AD. An airplane that has not had an
effective AD accomplished within specified limits is out of conformity and is thus not
airworthy. This is consistent with the definition of airworthiness discussed before.
Compliance time is stated in various ways. Typical compliance statements include;
"Prior to further flight, inspect..."
"Compliance is required within the next 50 hours time in service after the effective date of
this AD..."
'Within the next 10 landings after the effective date of this AD... "
'Within 50 cycles...” to which cycle refers to the complete aircraft / components operating
cycles.
"Within 12 months after the effective date of this AD..."
No person may operate an affected product after expiration of the stated compliance time. In
some instances, an AD may authorize operation after the compliance date has passed, if a
special flight permit is obtained. These are granted only when the AD specifically permits it.

Recurring/periodic ADs

In order to provide for flexibility in administering compliance requirements, an AD should

provide for adjustment of repetitive inspection intervals to coincide with inspections required
by approved maintenance program inspections. Any conditions and approval requirements
under which adjustments may be allowed are stated in the AD. If the AD does not contain
such provisions, adjustments are usually not permitted. However, amendment, modification,
or adjustment of the terms of the AD may be requested.
Alternative or equivalent means of compliance

Many ADs indicate the acceptability of one or more alternative methods of compliance. Any
alternative method of compliance or adjustment of compliance time other than that listed in
the AD must be substantiated to and approved by the certifying Airworthiness Authority
before it may be used.
The alternative method may address either no action, if the current configuration eliminates
the unsafe condition, or different actions necessary to address the unsafe condition.
It may be stated in the AD itself e.g. an extra repetitive inspection in place of a mandatory
modification.

Reference to Manufacturer's Service Bulletins in ADs

Manufacturer's Service Bulletins are normally not related to airworthiness. Incorporation of

them is, therefore, not mandatory. However, when a manufacturer's Service Bulletin is
incorporated, by reference, into the Airworthiness Directive accomplishment instructions the
bulletin becomes mandatory. Thus any change in the details of the bulletin constitutes
alternative means of accomplishment. Changes, therefore, must be approved.
DEFERRED MAINTANENCE MEL / CDL

Introduction

The regulations' traditionally specified that all installed aircraft equipment required by the
airworthiness and operating regulations must be operative. However, experience indicated
that, with varying levels of redundancy designed into airplanes, operation of every system or
installed component was not necessary when the remaining operative equipment provided an
acceptable level of safety.
The Minimum Equipment List (MEL) is a document established by the operator and
approved by National Authorities of the operator. Operator's MEL is developed on the base
of manufacturer’s Master MEL (MMEL) and customised by the operator as a function of its
own operational policies and national operational requirements.
The Configuration Deviation List (CDL) is a document approved by the Airworthiness
Authority having certified the aircraft. The CDL is included in the Aeroplane Flight Manual.
These documents allow operations with certain items, systems, equipment, instruments or
components inoperative or missing as it has been demonstrated that an acceptable level of
safety is maintained by appropriate operating limitations, by the transfer of the function to
another operating component(s) or by reference to other instruments or components
providing the required information.

MINIMUM EQUIPMENT LIST (MEL)

Definition

A MEL provides the means to release an airplane for flight with inoperative equipment. The
intent is to permit operation for a limited period until repair or replacement of the defective
equipment can be accomplished. It is, however, important that repair be accomplished at the
earliest opportunity rather than continue operations indefinitely with inoperative equipment.
Nothing in the concept disallows the authority of the pilot in command. The pilot may require
that any item covered by the Minimum Equipment List be repaired before flight.

Master Minimum Equipment Lists (MMEL)

During type certification, the agreement between manufacturer and the Airworthiness
Authorities formalizes the Minimum Equipment as the Master MEL or MMEL. The principal
criteria used when adopting an MMEL item are that:
i) An acceptable level of safety is assured after considering subsequent failure of the next
critical component within a system.
ii) Any interrelationships between allowed inoperative items do not compromise safety.
Once adopted, a list is subject to periodic revision. As operating experience is gained,
revisions arise from needs from individual operators petitioning the Airworthiness Authority.
There is no defined revision cycle.
There is usually a separate list for each large airplane type; for example, the MMEL for the
737 addresses all model variants of that type design. Small airplanes are covered by a generic
master list.
Operator Minimum Equipment Lists (MEL)

MMELs are not intended for operating use. Rather they act as the source document from
which an individual operator's MEL is developed. An individual operator's MEL when
appropriately authorized permits operation with inoperative equipment for those aircraft
listed in his Operations Specifications.
The Operator’s MEL is developed to satisfy
i) MMEL
ii) Manufacturer’s recommendations
iii) Operator’s company Standards and Policies
iv) Operator’s general company procedures
v) Operator’s Flight Operations procedures
vi) Operator’s Maintenance procedures.

Operator MELs will frequently differ in format and content from the MMEL but they cannot
be less restrictive.
Operators are responsible for exercising the necessary control to ensure that an acceptable
level of safety is maintained. This includes a repair program embracing the parts, personnel,
facilities, procedures, and schedules to ensure timely clearance of deferred items.
Suitable conditions and limitations in the form of placards, maintenance procedures, crew
operating procedures, and other restrictions that are necessary must be specified. In operating
with multiple inoperative items, the interrelationships between those items and the effect on
airplane operation and crew workload must also be considered.

MEL Repair Interval

As The MEL is not intended to provide for continued operation of an aircraft for an unlimited
period of time. Repairs should be made as soon as possible within the time limit imposed by
Rectification Intervals.
Rectification Intervals (A, B, C, and D) have been introduced in accordance with definitions
of JAR-MMEL/MEL

Category A. Items in this category must be repaired within the interval stated in the
operator's approved MEL.
Category B. Items in this category must be repaired within 3 consecutive calendar days (72
hours), excluding the day the malfunction was recorded in the maintenance record (logbook).
Category C. Items in this category must be repaired within 10 consecutive calendar days
(240 hours), excluding the day the malfunction was recorded in the maintenance record
(logbook).
Category D. Items in this category are those which are in excess of regulatory requirements.
They include items that may be installed, deactivated, or removed at the discretion of the
operator. They may be added to the operator's MEL but are not required by the MMEL or are
required only for a given type of operation. These must be repaired within 120 consecutive
calendar days, excluding the day the malfunction was recorded in the maintenance record
(logbook).
Dispatch of the aircraft is not allowed after expiry of the Rectification Interval specified in
the MEL unless the Rectification Interval is extended in accordance with the following:
A one time extension of the applicable Rectification Interval B, C, or D, may be permitted for
the same duration as that specified in the MEL provided:
i) A description of specific duties and responsibilities for controlling extensions is established
by the operator, and
ii) The Authority is notified within 10 days of any extension authorised.

Approval of Operator MEL

When reviewing the proposed MEL, the Airworthiness Authority will check for the
following:
i) Nothing is contained in the MEL that is less restrictive than the MMEL.
ii) Nothing contradicts the FAA approved Airplane Flight Manual
iii) Nothing violates any limitations and conditions stipulated by ADs issued
against the aircraft
iv) Operations (0) and maintenance (M) procedures required by the MMEL are
adequate
v) A defined management control process for administration of the MEL

Deferral Procedures

Once it has been determined that an item is deferrable, a decision is made to defer or fix it.
This normally involves, at the minimum, station maintenance personnel and the pilot in
command. However, in many instances flight dispatch, maintenance engineering, and a
central maintenance control or quality control organization will be a party to the decision.
Some airlines designate, in the body of their MEL, specific individuals or organizations that
have deferral authority for each item listed in their MEL.
After the decision is made to defer, specific actions will be taken by various organizations.
Station maintenance personnel will:
Properly secure the deferred item in accordance with company procedures.
Appropriately, placard the cockpit.
Clear the aircraft log by transcribing the item from the airplane log to a deferred
maintenance log or its equivalent.
The deferred log is carried aboard the airplane and is available to the pilot in command.
Notify the record-keeping function within the airline so that the necessary bookkeeping
will take place, thus ensuring that the item is properly tracked and scheduled for later
repair within allowable time limits.
Notify dispatch and/or the pilot in command that the item is deferred.
Notify any other organizations within maintenance that may be affected by the deferral;
for example, main base stores, line station maintenance, central maintenance control.
Dispatch and/or the pilot in command shall, as appropriate,
Observe any special limitations or modified operating procedures attendant to the
deferred item.
Notify other operations organizations and line stations affected by the deferral.
Maintenance control or other appropriate organization charged with tracking deferred items
and scheduling will take appropriate action to clear the item from the deferred log within the
allowed time for deferral.
CONFIGURATION DEVIATION LIST (CDL)

Introduction

During the course of operation, certain secondary airframe or engine parts may be missing
from the aircraft. Normally these will be access doors, fairings and non-structural parts.
Absence of these parts does not adversely affect the basic aircraft handling and performance.
As such they are not considered as airworthiness items

Definition

Configuration Deviation List (CDL) is a means of releasing the aircraft with items missing
from aircraft standard design configuration. Determination of items is done during type
certification itself i.e. they have been flight tested during certification. The CDL is a part of
the Approved Aircraft Manual.

Handling CDL items

Although the concept of Rectification Interval does not exist for the CDL, all CDL items are
not allowed to be left unrepaired for an unlimited period of time as stated in the Flight
Manual. However, a specific time limit is required in the dispatch condition itself for some
items. Decision for repair is under the operator responsibility.
It is company policy that every effort be made to maintain 100 % serviceability with
rectification being initiated at the first practical opportunity.
An aircraft must not be dispatched with multiple MEL/CDL items inoperative without the
Commander having first determined that any interface or interrelationship between
inoperative systems or components will not result in a degradation in the level of safety
and/or undue increase in crew workload.
In case of defect, engineering personnel will certify in the Technical Log adjacent to the
appropriate defect the MEL / CDL subject title, system and item number together with any
operational limitations.
When applicable, operational flight plan, take off and landing performance and fuel
requirement penalties must be taken into account due to inoperative equipment or component.
When a CDL item is rectified, engineering personnel should make an entry in the Technical
Log identifying the item and details of the rectification, including a statement that the CDL
item has been removed.
MAINTENANCE CHECKS

Introduction

With the MRB Report finalised, the maintenance programme for the aircraft is approved by
the certifying Airworthiness Authority. However MRB reports on its own cannot be used
directly. As MRB only define the basic type configuration, it will not cover buyer furnished
items such as customised avionics package and in-flight entertainment systems. Another
document is needed before a complete maintenance programme can be derived.

Maintenance Planning Document

The aircraft manufacturers produce the Maintenance Planning Document (MPD). It

supplements the MRB and is advisory. It includes buyer furnished equipment and is
customised to suit the airline’s fleet. Some manufacturers will also include information from
Service Bulletins, Service Letters and other sources. A scheduled maintenance program is
constructed from the MRB report and the materials contained in the MPD. Included in the
MPD are:
i) Maintenance labour-hours estimates for tasks
ii) Facilities and tooling recommendations
iii) Recommended optional maintenance tasks
iv) Administrative process and planning information, including packaging
methods

The airline builds its maintenance programme around the MPD.

Task cards

The smallest unit in a maintenance programme is a task. These individual tasks are printed on
individual card for action by the maintenance crew. Task cards translate individual
inspections, checks, or other maintenance work into specific task instructions to be followed
by individual certifying staff when performing work. They provide space for individual sign-
off by the certifying staff accomplishing the work and the appropriate inspector sign-off for
Duplicate Inspection Items. They are a part of the aircraft maintenance record.
They are divided into two categories, routine and non-routine. Routine cards are those tasks
defined by the inspection program. They come from the scheduled maintenance program.
Non-routine discrepancy cards document discrepancies discovered during the conduct of a
given inspection or other maintenance activity. They are ad hoc word instructions addressing
the specific repair task to be accomplished. Deficiencies discovered during flight are not
recorded on non-routine cards. Rather the pilot in the aircraft technical logbook or the cabin
crew in the cabin log enters them.
CERTIFICATE OF MAINTENANCE REVIEW
Introduction
An aircraft registered in the Pakistan, in respect of which a Certificate of Airworthiness in the
Transport Category (Passenger), Transport Category (Cargo) or Aerial Work Category and
Private is in force, shall be subject to a maintenance review at intervals specified in the
Approved Maintenance Schedule or the relevant Approval Document of the Maintenance
Schedule, as appropriate. At the completion of a review, a Certificate of Maintenance Review
shall be issued.
General Rules
The Signatory shall only issue a Certificate of Maintenance Review when satisfied, at the
time of the review, that the following aspects of maintenance have been carried out:
i) All maintenance specified in the Approved Maintenance Schedule has been carried out
within the prescribed time period and any extension to limiting periods is in
accordance with PCAA approved procedures.
ii) All modifications and inspections deemed mandatory by the PCAA have been carried out
within the prescribed time periods and any extension to limiting periods has been
authorized by the PCAA. Due account must be taken of any repetitive inspections.
iii) All defects entered in the Technical Log have been rectified or deferred in accordance
with PCAA Approved procedures.
iv) All Certificates of Release to Service required have been issued in accordance with the
procedures of BCAR A6–7
The time intervals for the Certificate of Maintenance Review will be specified on a calendar
‘not exceed’ basis only and therefore, it is not necessarily intended to align with any check
except for the renewal of the certificate of airworthiness.
The issue of Certificate of Maintenance Review should not exceed 4 calendar **months for
all aircraft type except for private category aircraft of less than 2730kg MTWA, which shall
not exceed 1 year.

A certificate of maintenance review shall be issued in duplicate. One copy of the most
recently issued certificate shall be carried in the aircraft and the operator elsewhere than in
the aircraft shall keep the other.
TECHNICAL LOG

A technical log shall be maintained in respect of a Pakistan registered aircraft if in relation to

such aircraft a certificate of airworthiness in either the transport or in the aerial work category
is in force.
General Rules

At the end of every flight by an aircraft, the commander of the aircraft shall enter—
(i) the times when the aircraft took off and landed;
(ii) particulars of any defect which is known to him and which affects the airworthiness or
safe operation of the aircraft, or if no such defect is known to him, an entry to that
effect shall be made; and
(iii) such other particulars in respect of the airworthiness or operation of the aircraft as the
Director General may require,
in a technical log, or in the case of an aircraft of which the authorised maximum total weight
does not exceed 2,730 kilogrammes and which in private or special category, in such other
record as shall be approved by the Director General.
Upon the rectification of any defect which has been entered in a technical log a person
issuing a certificate of release to service required in respect of that defect shall enter the
certificate in the technical log in such a position as it will be readily identifiable with the
defect to which it relates.
Basic Technical Log Requirements

The Technical Log shall contain the following:

i) A Title Page with the registered name and address of the Operator, the aircraft type and the
full international registration marks of the aircraft;
ii) A valid Certificate of Maintenance Review
iii) A Maintenance Statement of the next inspection due, to comply with the inspection cycle
of the Approved Maintenance Schedule and any out of phase inspection or component
change due before that time;
A readily identifiable section containing sector record pages. Each page shall be pre-printed
with the Operator’s name and page serial number and shall make provision for recording the
following:
i) The aircraft type and registration mark;
ii) The date and place of take-off and landing;
iii) The times at which the aircraft took off and landed;
iv) Particulars of any defect in any part of the aircraft affecting the airworthiness or safe
operation of the aircraft which is known to the Commander or, if no such defect is
known to him, an entry to that effect;
v) The date and signature of the Commander following completion of item
vi) The arrival fuel state;
vii) A Certificate of Release to Service in respect of any work carried out for the rectification
of defects. This certificate shall be entered in such a position and manner as to be
readily identifiable with the entry of the defect to which it relates;
viii) The quantities of fuel and oil uplifted, and the quantity available in each tank, or
combination of tanks, at the beginning of each flight;
ix) The running total of flying hours, such that the hours to the next inspection can be readily
determined;
x) Provision for pre-flight and daily inspection signatures;
xi) The times when ground de-icing was started and completed.
A readily identifiable section containing acceptable deferred defect record pages. Each page
shall be pre-printed with the Operator’s name and page serial number and shall make
provision for recording the following:
i) A cross-reference for each deferred defect such that the original defect can be clearly
identified in the sector record page section;
ii) The original date of occurrence of the defect deferred;
iii) Brief details of the defect;
iv) A cross-reference for each deferred defect such that the action in respect of such deferred
defect can be readily identified on the sector record page.

Retention of Records
The technical log shall be carried in the aircraft as required and copies of the entries shall be
kept on the ground:
A technical log or such other approved record required by PCAA shall be preserved by the
operator of the aircraft to which it relates until a date two years after the aircraft has been
destroyed or has been permanently withdrawn from use, or for such shorter period as the
Director General may permit in a particular case.
Adequate arrangements shall be made to extract information recorded in the Technical Log
for use by the Maintenance Organization.

DUPLICATE INSPECTION
Definitions
Vital Point.
Any point on an aircraft at which single mal-assembly could lead to catastrophe, i.e. result in
loss of aircraft and/or in fatalities.
Certain parts in an aircraft ’s structure or system (including controls and control systems)
which are vital to the safety of the aircraft, are not only designed to achieve the appropriate
high integrity but are also dependent upon specified maintenance actions to safeguard their
integrity throughout the life of the aircraft. For such parts normal inspection procedures and
techniques may not provide verification with a sufficiently high degree of confidence, and it
will be necessary for two independent (duplicate) inspections to be carried out after initial
assembly, or re-assembly following disconnection or adjustment
The vital points shall be identified and listed in the maintenance documents.
Control System.
A system by which the flight path, attitude, or propulsive force of an aircraft is changed,
including the flight, engine and propeller controls, the related system controls and the
associated operating mechanisms.
Duplicate Inspection.
An inspection first made and certified by one qualified person and subsequently made and
certified by a second qualified person.
Procedures – General
A duplicate inspection of all Vital Points/Control Systems in an aircraft shall be made after
initial assembly and before a Certificate of Release to Service has been issued after overhaul,
repair, replacement, modification or adjustment and, in any case, before the first flight.
The first and second inspections must take account of the full extent of the work undertaken
and not simply the immediate area of disturbance. This is to ensure that distant or remote
parts of the system that may have been affected by the disturbance are also subject to
duplicate inspections.
Where work has been carried out on other systems for safety precautions, or to enhance
accessibility, the need to carry out a duplicate inspection on these systems shall be
considered.
Persons who carry out and certify duplicate inspections are therefore required to undertake an
independent review of the complete task, as detailed in the maintenance manual and by
reference to worksheets used, including shift hand-over records, to assess the scope of the
duplicate inspection(s)required.

It may not be possible to inspect the complete Vital Point/Control System when assembled in
the aircraft, due to routing the controls through conduits or boxed-in sections and the pre-
sealing of various units. In these cases the persons certifying the duplicate inspection shall be
satisfied that a duplicate inspection has been made previously on the units and covered
sections and that the sealed units are acceptable for the particular use. Such tests as are
necessary shall be completed to determine that these particular units and sections have full,
free and correct directional movement.
Vital Points/Control Systems subject to duplicate inspection must not be disturbed or re-
adjusted after the first certified inspection and the second part of the duplicate inspection
must, as nearly as possible, follow immediately after the first part.
It is desirable that the inspections of a Control System are made as near as is practicable to
the time of the intended flight and that the full extent of the disturbance is understood by both
persons who carry out the duplicate inspections.
If a Vital Point/Control System is disturbed after completion of the duplicate inspection, that
part that has been disturbed shall again be inspected in duplicate and a Certificate of Release
to Service issued before the aircraft flies.
The duplicate inspection shall be the final operation to establish the integrity of the Vital
Point/Control System when all the work has been completed and shall take into account all
the relevant instructions and information contained in the associated technical data.
Inspections shall include an inspection to ensure that full, free and correct movement of the
controls is obtained throughout the systems relative to the movements of the crew controls.
An additional inspection shall be made, when all covers and fairings are finally secured, to
ensure that full, free and correct movement of the controls is obtained.
Signatories
Persons qualified to make the first and/or second part of a duplicate inspection are as follows:
i) Aircraft engineers appropriately licensed in Categories A, B,C,D and X.
ii) Persons employed by Approved Organisations, who are appropriately authorized to make
such inspections and to certify the task itself in accordance with company procedures.
iii) Should a minor adjustment of the Vital Point/Control System be necessary when the
aircraft is away from base, the second part of the duplicate inspection may be
completed by a pilot or flight engineer licensed for the type of aircraft concerned

MAINTANENCE, REPAIR AND OVERHAUL MANUAL

Introduction
Manuals containing information and recommendations necessary for the maintenance,
overhaul and repair of aircraft, including engines and auxiliary power units, propellers,
components, accessories, instruments, electrical and radio apparatus and their associated
systems, and radio station fixed fittings, shall be provided by the
constructor/manufacturer/Type Design Organisation to comply with the procedures outlined
in this BCAR Chapter A5-3 for aircraft to be granted a Certificate of Airworthiness.
General

Except as otherwise agreed by the PCAA, manuals shall be certificated and published under
the authority of the appropriate Approved Organisation and shall accurately reflect the design
and production standard of the item concerned
Manuals, published by an Approved Organisation, must bear a statement that they comply
with BCAR A5-3. A copy of each certified manual must be lodged with the PCAA.
STATEMENT OF INITIAL CERTIFICATION signifies PCAA’s approval of the manuals.
Engine, auxiliary power unit and propeller constructors and manufacturers of other
components shall provide the aircraft Type Design Organisation with certified manuals which
relate to those of their products installed in the aircraft. In the case of approved products the
certified manuals shall be provided by the manufacturer, or produced by the aircraft Type
Design Organisation in collaboration with the manufacturer.
All manuals shall be adequately illustrated and include such instructions and information
considered necessary to meet the requirements of Continued Airworthiness. Manuals
conforming with the Specification for Manufacturers ’ Technical Data – Air Transport
Association of America – Specification No.100,would also be acceptable as a basis for
compliance, subject to the inclusion of any variations from the Specifications which may be
required by the DCA and which are defined to the Applicant.

ATA Specification 100

ATA Specifications 100 has been adopted as a global standard with regards to Engineering
Manuals Specifications. These standards has been adopted by both IATA and ICAO and
followed by all aircraft and parts manufacturer.
The intentions of the Specification are

(1) To clarify the general requirements of the airline industry with reference to coverage and
preparation of technical data.
(2) To provide an airline with all necessary data for the operation, maintenance, overhaul,
repair of aircraft, engines and equipment.
(3) To permit maximum usage without the necessity of rewriting to meet individual airline
requirements.
(4) To standardise manual layout, format of manuals
(5) Specify Revisions Procedures for the issue of Service Bulletin
The manual defined and described by ATA Specification 100 are as follows:

Maintenance Manual, Overhaul Manual, Illustrated Parts Catalogue, Tool and Equipment
lists, Wiring Diagram Manual, Service Bulletins, Structural Repair Manual, Weight and
Balance Manual.
The following list of systems, sub-systems and titles shows examples of the breakdown of a
typical manual according to ATA 100.
The major divisions are termed 'Group', each group being divided into chapters and allocated
blocks of chapter numbers. Thus.

GROUP CHAPTER NUMBERS

Aircraft General 1 -19

Aircraft Systems 20-49
Structures 50-59
Propellers/Rotor 60-69
Power Plant 70-89
Each chapter is arranged alphabetically in a group and is divided into sections and then
further sub-divided into designated subjects by a "dash number".

EXAMPLE
ATA 24 – 21 – 8
24 21 8
Chapter Section Subject or
System Sub-system Topics
Electrical Power Main Generation Voltage Regulator
The manuals are also required as a part of Instructions for Continued Airworthiness
requirement of the Type Certificates/Supplementary Type Certificates of the aircraft. The
Instructions for Continued Airworthiness will determine the required number of manuals
required but the broad listing are as follows:
Maintenance Manuals (MM)
A manufacturer's maintenance manual is the primary reference tool for the LAE working on
aircraft. Airframe maintenance manuals generally cover an aircraft and all of the equipment
installed on it when it is in service. Powerplant maintenance manuals, on the other hand,
cover areas of the engines that are not dealt with in the airframe manual.
Maintenance manuals provide information on routine servicing, system descriptions and
functions, handling procedures, and component removal and installation. In addition, these
manuals contain basic repair procedures and troubleshooting guides for common
malfunctions. Maintenance information presented in these manuals is considered acceptable
data by the PCAA, and may be approved data for the purpose of major repairs and alterations.
Overhaul Manual
Overhaul manuals contain information on the repair and rebuilding of components that can be
removed from an aircraft. These manuals contain multiple illustrations showing how
individual components are assembled as well as list individual part numbers.
Illustrated Parts Catalogue (IPC)

Parts catalogues show the location and part numbers of items installed on an aircraft. They
contain detailed exploded views of all areas of an aircraft to assist the technician in locating
parts. Approved parts are controlled here provided it is current and not superseded by
mandatory instructions.

Wiring Diagram Manual (WDM)

The majority of aircraft electrical systems and their components are illustrated in individual
wiring manuals. Wiring manuals contain schematic diagrams to aid in electrical system
troubleshooting. They also list part numbers and locations of electrical system components.
Structural Repair Manual (SRM)

For repair of serious damage, structural repair manuals are used. These manuals contain
detailed information for repair of an aircraft's primary and secondary structure. The repairs
described in a structural repair manual are developed by the manufacturer's engineering staff,
and thus are usually considered approved data by the PCAA.
Service Bulletins (SB) and Service Notes
One way manufacturers communicate with aircraft owners and operators is through service
bulletins and service notes. Service bulletins are issued to inform aircraft owners and
technicians of possible design defects, modifications, servicing changes, or other information
that may be useful in maintaining an aircraft or component. On occasion, service bulletins are
made mandatory and are incorporated into airworthiness directives to correct an unsafe
condition.
AIRCRAFT, ENGINE AND PROPELLER LOGBOOKS
Introduction
In addition to any other logbooks required by or under PCAA, the following logbooks shall
be kept in respect of every Pakistan aircraft flying for the purpose of public transport:
(a) an aircraft log-book;
(b) a separate log-book in respect of each engine fitted in the aircraft; and
(c) a separate log-book in respect of each variable pitch propeller fitted to the aircraft
In the case of an aircraft having an authorised maximum total weight not exceeding 2,730
kilogrammes the logbooks shall be of a type approved by the Director General.

General

When all the relevant work has been carried out, a Certificate of Release to Service shall be
entered in/attached to the appropriate logbook. Where it is more convenient, the required
particulars may be entered in a separate record, but an entry shall be made in the appropriate
logbook, containing a summary of the work carried out and a cross-reference to the document
containing the Certificate of Release to Service.
Full particulars of work done to incorporate modifications shall be entered in the appropriate
logbook, quoting the reference number of the appropriate document, e.g. Certification of
Compliance Document for a Major modification, Service Bulletin for a mandatory
inspection. A Certificate of Release to Service shall be issued, where appropriate, and
attached thereto
When it is more convenient, the information above may be entered in a separate record,
which shall be certified in the same manner as that required for entry in the appropriate
logbook. The reference number of this record, and the place where it may be examined, shall
be entered in the logbook under a brief description of the particular modification. A similar
record shall be kept when logbooks are not required.
All relevant records of mandatory inspections, overhauls, modifications, repairs and
replacements shall be made available to the PCAA for examination on request, and these
shall not be destroyed without authorization from the PCAA.
NOTE: The log books, and other documents which are identified and referred to in the log
books (therefore forming part of the log books) shall be preserved until a date two years after
the aircraft, the engine or the variable pitch propeller, as the case may be has been destroyed,
or permanently withdrawn from use.

Logbook Entries

The following entries shall be included in the aircraft log-book:

(i) the name of the constructor, the type of the aircraft, the number assigned to it by the
constructor and the date of the construction of the aircraft;
(ii) nationality and registration marks of the aircraft;
(iii) the name and address of the operator of the aircraft;
(iv) the date of each flight and the duration of the period between take-off and landing or, if
more than one flight was made on that day, the number of flights and the total
duration of the periods between take-offs and landings on that day;
(v) particulars of all maintenance work carried out on the aircraft or its equipment;
(vi) particulars of any defects occurring in the aircraft or in any equipment required to be
carried therein the action taken to rectify such defects including a reference to the
relevant entries in the technical log
(vii) particulars of any overhaul, repair, replacement and modification relating to the aircraft
or any such equipment except its engines and propellers.
The required entries for engine and propeller log-books are similar except certain items
which are peculiar to them like
i) part and serial number
ii) the location of installation
iii) overhaul life etc.

With ETOPS operations, APU logbooks are also mandatory.

10.7
a) Applicable National and international requirements for

b) - 1 1
Continuing airworthiness;
Test flights;
ETOPS, maintenance and dispatch requirements;
All Weather Operations, Category 2/3 operations and minimum
Equipment requirements.
EXTENDED TWIN ENGINE OPERATIONS (ETOPS)
Introduction
ETOPS (Extended Twin Operations) is defined by ICAO to describe the operation of twin-
engined aircraft over a route that contains a point further than one hour's flying time, at the
approved one engine inoperative cruise speed (under standard conditions and in still air),
from an adequate airport.
Regulations
ETOPS requirements are essentially the same for all the airworthiness authorities and are
detailed in the following regulations:
- FAA issued Advisory Circular (AC) 120-42A which provides the criteria for 75-, 120- and
180-minute operations,
- the European Joint Airworthiness Authorities (JAA) developed the Advisory Material Joint
(AMJ) 120-42 with provisions for accelerated approval for 75-, 120- and 180-minute
operations (currently published as Information Leaflet (IL) number 20).
PCAA regulations with regards to ETOPS are also derived from above.

ETOPS Approval

The approval process is summed thus

- Manufacturer must obtain ETOPS Type Design Approval
- The operator must obtain ETOPS Operational Approval

ETOPS Type Design Approval

It is the responsibility of the aircraft manufacturer to ensure that the aircraft's design satisfies
the ETOPS regulations. Once the airworthiness authorities have agreed that the candidate
aircraft engine combination meets the requirements of the applicable regulations, the
authorities declare this aircraft type capable of flying ETOPS for a given maximum diversion
time.
The ETOPS capability of the aircraft-engine combination is declared in the following
documents approved by the Airworthiness Authorities
- Type Certification Data Sheet (TCDS),
- Aircraft Flight Manual (AFM),
- Configuration, Maintenance and Procedures Standards (CMP),
- Master Minimum Equipment List (MMEL).

The continuality of the ETOPS Type Design Approval is dependent on satisfactory global in-
service experience of the said type. This is under the purview of the type certifying authority.
For example, the FAA, for Boeing and other American aircraft and the JAA, for Airbus and
other European aircraft.

ETOPS Operational Approval

An operator’s twin-engine aircraft can only operate ETOPS flight unless authorized by
Operation Specification Approval (for both Maintenance and Flight Operations) issued by the
local Airworthiness Authority, PCAA for Pakistan.
The operator has to prove that it has the appropriate experience with the considered
airframe/engine combination and, that it is familiar with the considered area of ETOPS
operation.
ETOPS Operational Approval issued by PCAA does not refer only to the approval of the
operator's flight operations organisation and procedures but, more broadly, to all of the
following aspects: aircraft configuration, maintenance practices, ETOPS training and
dispatch practices.
On the satisfaction of the PCAA that the above conditions are met, these documents are
amended:
iv) Crew Manual / Operation Manual
v) Operator’s MEL
vi) Company’s Engineering Manual

Specific manual for all company ETOPS-related engineering procedures is mandatory and
this is the ETOPS Maintenance Manual.
Upon satisfactory application, the PCAA will grant to the airline an Operational Approval to
conduct ETOPS flight with a given maximum diversion time. This Operational Approval can
be in the form of an approved Operations Specification containing the appropriate limitations.
The ETOPS Operational Approval is for 75, 90, 120, 138, 180, and 207 minutes not
exceeding the Type design approval for the aircraft itself. PCAA currently provides ETOPS
operational approval on a route-to-route basis. Maximum permitted diversion time upon entry
into service of airframe/engine combination is 120 minutes. The continuality of the ETOPS
Operational Approval shall depend on the good In-Flight Shutdown (IFSD) rate for the
operator’s ETOPS fleet. Any ETOPS-related incident must be highlighted to PCAA within
24 hours.

A non-ETOPS flight will be constrained by the shaded 60 min flight-time circles. A 120 min
ETOPS flight-time circles would permit a direct routing.
ALL WEATHER OPERATIONS
Introduction

The term All Weather Operations is used to describe aircraft operations under all runaway
visibility conditions with regards to takeoff, landing and taxi. The special emphasis is on poor
visibility conditions. The regulation covering this is JAR-AWO (All Weather Operations).
The JAR-AWO is made of

i) Category I (CAT I)

ii) Category II (CAT II)

iii) Category III (CAT III) iv) Low Visibility Take Off (LVTO)

v) Low Visibility Taxi (LV TAXI)

The objective of CAT II / CAT III operations is to provide a level of safety when landing in
low visibility conditions, equivalent to that of 'normal' operating conditions. Category II /
Category III constitutes the main part of All Weather Operations (AWO). CAT I refers to
good visibility i.e. 'normal' operating conditions.

Decision Height (DH)

To understand the concepts of CAT-II/CAT-III operations, it is essential to understand the

term decision height (DH). Decision height is the wheel height above the runway elevation
by which a go-around must be initiated unless adequate visual reference has been established
and the aircraft position and approach path have been assessed as satisfactory to continue the
approach and landing in safety. The DH is measured by means of radio-altimeter.
Runaway Visual Range (RVR):

Another term encountered is the Runway Visual

Range (RVR). It is the range over which a pilot
of an aircraft on the centerline of the runway can
see the runway surface markings or the lights
delineating the runway or identifying its
centerline.

Category II (CAT II)

category II approach is a precision instrument approach and landing with decision height
lower than 60m (200ft) but not less than 30m (100ft), and a runway visual range not less than
350m (1200ft).

The main objective of CAT II operations is to provide a level of safety equivalent to other
operations, but in more adverse weather conditions and lower visibility. CAT II weather
minima allow sufficient visual references at DH to permit a manual landing (or a missed
approach) to be executed.

Category III (CAT III)

The main difference between CAT II / CAT III operations is that Category II provides
sufficient visual reference to permit a manual landing at DH, whereas Category III does not
provide sufficient visual references and requires an automatic landing system.

CAT Ill is divided in three sub-categories: CAT III A, CAT III B, and CAT III C, associated
with three minima levels (CAT III A is associated with highest minima, and CAT III C with
lowest minima).
An automatic landing system is mandatory to perform Category III operations. Its reliability
must be sufficient to control the aircraft to touchdown in CAT III A operations and through
rollout to a safe taxi speed in CAT III B.

CAT IIIA
A category III A approach is a precision instrument approach and landing with no decision
height or a decision height lower than 100ft (30m) and a runway visual range not less than
700ft (200m).
CAT IIIB
A category III B approach is a precision approach and landing with no decision height or a
decision height lower than 50ft (15m) and a runway visual range less than 700ft (200m), but
not less than 150ft (50m).

CAT IIIC
A category III C approach is a precision approach and landing with no decision height and no
runway visual range limitation. CAT III C operations are not currently authorized by
Airworthiness Authorities.
 Organizational Structure

Pakistan International Airlines

MD PIA
(AM for EASA
145)
Director
Engineering
(D AM)
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eer Engineer Engineer Engineer Power Plant Engineer Engineer Enginee Engineer Engineer M
Line Maint Base Maint Cabin Over Haul AV OH Awn r Engg Maint Lo
for Maint Man. HR/ BusinessD Operation
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