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TECHNICAL AIRWORTHINESS MANAGEMENT MANUAL

SECTION 3 LEAFLET 5

TECHNICAL INFORMATION (TI)

Applicable Regulations: 3.5.2 Technical Information Review INTRODUCTION 1. AEOs receive large quantities of Technical Information (TI) related to the aircraft or aircraft related equipment that they manage. This TI potentially varies from information that is trivial or not applicable, to information directly and immediately affecting airworthiness and flight safety. AEOs must carefully manage TI to ensure that the large quantities received are quickly sorted and prioritised so that necessary action can be taken within required timeframes (refer Annex A). To do this, AEOs need a process of Technical Information Review (TIR) to collect and register TI, as well as to decide on the appropriate action to take. PURPOSE 2. The purpose of this chapter is to provide guidance to AEOs on the management of TI and the TIR process. SCOPE 3. The scope of this chapter is to provide extant guidance on the management of TI and the TIR process. It must be noted that where any conflicts occur between the guidance and the regulations, regulation takes precedence. TECHNICAL INFORMATION REVIEW Philosophy and Concept 4. AEOs performing CI management duties are responsible for the continuing airworthiness and technical integrity of their CIs. Through the DSN and formal data agreements, AEOs establish all necessary links with external agencies having the potential to affect the continuing airworthiness and technical integrity of each CI. This provides the AEO with access to all correspondence and communication concerning the CI. The TIR regulation ensures that an AEO has specific processes to ensure that TI, once received, is promptly actioned by technical personnel holding suitable Engineering Authority. Cross References 5. Regulation 3.5.2 is related to Regulation 3.3.3 on Design Support Network. In particular, Regulation 3.5.2.d requires that the formal agreements providing TI are cross referenced to the DSN. For an example of how this is achieved in practice, refer to Section 3 Chapter 4 Annex A Table 4A1. 6. Since the regulation references the Operational Airworthiness Authority (OAA), it should be read in conjunction with State Airworthiness Management (Ops). Explanation and Amplification 7. List of TI Sources. Regulation 3.5.2 requires that all sources of TI are identified and documented in the EMP. A TI source should be considered a DSN member, since provision of TI is assisting the AEO to perform its function, therefore it follows that TI sources be listed in the DSN. In doing so, staff are provided guidance as to what sort of information will be www.dgta.gov.my 3.5 - 1 of 7 TERHAD

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subject to the TIR process. This further ensures that all-important technical information is clearly identified, as distinct from routine administrative correspondence. Refer to Section 3 Chapter 4 Annex A Table 4A1 for an example of how this may be achieved. 8. Technical Airworthiness Alert Information. Rather than mandating a priority system for TI, only one type of TI is specified within the regulation as requiring special attention, that of Technical Airworthiness Alert Information (TAAI). For TI to meet the criteria of TAAI it must concern unsafe conditions in an aircraft type, or changes to type design which will affect the safety of an aircraft type. 9. Authoritative Airworthiness Advice. Authoritative airworthiness advice is defined at Regulation 1.1.5. It is information issued by members of the TARs staff or COEs on behalf of the TAA, and should follow the TI process once received by the AEO. Note that certain forms of authoritative airworthiness advice may be classified as TAAI. In particular, a Technical Airworthiness Directive (TAD) that is for action at the AEO will likely be classified as TAAI. (Refer to Section 3 Chapter 13 for detailed information about TADs.) Other forms of advice may be received from other sources, such as National Airworthiness Authorities (NAAs), in which case the treatment of such TI for each source should be documented and justified within the EMP in accordance with Regulation 3.5.2 and paragraph 7 of this chapter. 10. Collection and Registration of TI. Regulations 3.5.2 requires that TI is collected and registered. In practical terms, collection includes arrangements with clerical staff for the timely on-forwarding of technical correspondence to those responsible for its registration as TI. 11. Since TI is often time sensitive (eg. manufacturer recommendations for inspections to be carried out within x days of receipt), registration is important to provide visibility of receipt details. Registration should include the date of receipt and origin. 12. Personnel. Regulation 3.5.2 requires that personnel be assigned Engineering Authority (EA) to perform the engineering activity of TIR, in accordance with the requirements for assignment of EA at regulation 3.3.2. The task of TI registration, providing it does not involve any decision or recommendation on applicability or action required does not require formal authorisation. 13. Serially Issued TI. This type of TI is normally provided under a data agreement, which adds the AEO to the distribution list for the TI. Since the TI is issued with a unique and sequential number, it is possible to confirm receipt of all issues of the TI type by checking that all previous issue numbers have been received. Regulation 3.5.2 requires that this checking activity take place, as a measure to reduce the likelihood of the non-receipt of an issue of TI. Sources of TI that are serially issued should also be annotated as such in the EMP. Serial checking should occur at registration. 14. Evaluation. Regulation 3.5.2 requires that a competent and authorised person (who has been assigned the necessary EA) evaluates the TI for applicability and action required in a timely manner. This is not necessarily the same person who has registered the TI. The applicability evaluation considers whether the TI is relevant to the CI being managed, including the SAO configuration of the CI, and the variant or model number of the CI. Applicable TI is then evaluated to determine what action is required. Possible actions are described elsewhere within the CI Management Regulation 3.5 and may also include design change action covered under the Design Control Regulation 3.4. 15. In making a decision not to action TI, the person performing the evaluation should be convinced that the TI falls into at least one of the three following categories: a. the TI is not applicable;

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b. the TI does not on its own or in conjunction with previously reviewed TI show a significant reduction in the required levels of safety or performance sufficient to justify the cost of a design solution; or c. the design change action proposed by the TI does not provide sufficient improvements in safety, performance or support costs to justify the change. 16. Recording of Decisions. Regulation 3.5.2 requires that the decisions on applicability and action required are recorded against the TI in the TI register. This is a continuation of the TI registration requirement, such that all of the history concerning each item of TI is traceable. Where the TI is related to previous TI that is already being actioned, a cross-reference to the original TI should be included with the decision. 17. Re-transmission of TI to Operational Authorities. Regulation 3.5.2 specifically addresses TI relating to aircraft operating procedures and limitations. This covers instances in which TI is received that do not necessarily concern an engineering or maintenance requirement, but impacts the way the CI is operated. This is to assist in maintaining operational (rather than technical) airworthiness. The regulation requires that the retransmission procedure is to be endorsed by the relevant OAA, see paragraph 20 for further details. 18. Processing of TAAI. Regulation 3.5.2 provides for the specific treatment of TAAI as follows: a. All TAAI (including TAAI involving solely technical issues) must be brought to the attention of the TAA and OAA as soon as possible. See paragraph 20 for further details regarding interaction with the OAA. b. TAAI is exchanged or retransmitted to other affected organisations. This may include other users of the CI, other service or commercial AEOs, interested operational organisations, other operators, and other airworthiness authorities. c. Necessary instructions that may be required include STIs or other instructions imposing operating limitations, additional maintenance requirements or other design decisions to assure adequate safety of operations. These instructions must be issued in a timely manner following receipt of the TAAI. Further, their issue must also be subject to the Design Acceptance requirements, ie normal methods used by the AEO for developing design changes must be followed. In particular, amendments to instructions for continuing airworthiness as well as flight manuals and aircraft operating instructions are to be processed in accordance with Regulations 3.5.15 and 3.5.16 respectively. d. Should there be any operational impact caused by the action taken, both operational and maintenance authorities should be consulted prior to release so that the impact may be minimised. e. Should it be decided not to action relevant TAAI, two things (as a minimum) should happen: (1). The DAR should provide a Design Acceptance Certificate outlining the justification for not taking action. By definition, this means that a design review and approval should both be carried out by competent and authorised personnel, each also justifying why the decision not to action the TAAI is valid and correct. (2). The TAR must be notified of the decision (by the DAR as the TARs representative).

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19. New Sources of TI. Regulation 3.5.2 requires that new sources of TI are continually evaluated for amendment of the existing TI source list within the EMP. For example, in the event that another military force or civilian operator commences operations with the same or

similar aircraft to the SAO Type, consideration should be given to adding the operator to the list of TI sources as a potential future source of TI. 20. Endorsement by the Operational Airworthiness Authority (OAA). The TI processes that involve operational consultation within Regulation 3.5.2 require endorsement by the OAA. In practice, the interface between the AEO and the operational element would generally be between the TAA and the OAAs representative, which may be an OAAR or subordinate appointment. In the case of a commercial AEO, it is reasonable to expect that OAA endorsement of this procedure would occur through the sponsor AEOs own established and agreed interface with operational elements. The AEO should be able to provide evidence that the OAA (or delegate) has endorsed these procedures. This provides the added benefit that the operational authorities are aware of these processes before applicable TI, and particularly TAAI, is received. Further, for some AEOs (for example, new aircraft acquisition projects for which an operational element has not yet been established), this regulation may not be applicable. Acceptable Means of Compliance 21. AEOs with a CI management responsibility shall define their Design Support Network completely and accurately, so that all potential sources of TI are identified, and arrangements (including data agreements if necessary) are in place for the receipt of the TI. Further, the DSN should contain adequate instructions to enable authorised staff to efficiently recognise, classify and prioritise each item of TI to ensure it receives an appropriate level of engineering rigour without contributing to a build-up of TI awaiting processing. 22. The AEO shall have a procedure to describe the local TIR process that is compliant with all requirements of Regulation 3.5.2. 23. The internal organisation of the AEO shall include assigning responsibilities to staff for the collection and registration of TI, as well as formal EA to staff for the evaluation of TI. The professional development or continuation training program as required by Regulation 3.3.2.e should include the following: a. b. c. sources of TI, registration, evaluation,

d. exchange and re-transmission of relevant TI to operational authorities and other affected organisations, e. f. g. serially issued TI, recording of decisions, and evaluation and treatment of TAAI, including: (1). (2). (3). www.dgta.gov.my requirements for speedy processing, notification of the DAR, and actions required when applicable TAAI is not actioned. 3.5 - 4 of 7 TERHAD

UNCONTROLLED IF PRINTED TERHAD Annex: A. List of Example TI

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PU 2103 Annex A to.. Sect 3 Chap 5

LIST OF EXAMPLE TI 1. The following provides example types of TI that an AEO may be expected to collect: a. b. c. d. Approved designs provided by AEOs; Foreign source data (FSD) including service bulletins and advice from OEMs; Airworthiness circulars from civil airworthiness authorities; Technical Orders and modification advice from other military operators;

e. Authoritative airworthiness advice from a delegate of the ADF Airworthiness Authority; f. Information, advice and requests from maintenance venues including: (1). (2). (3). (4). (5). (6). (7). (8). defect reports; reportable maintenance deficiencies; improper packaging reports; TMP amendment suggestions (EE400); condition reports; TMP non-compliance reports; maintenance interval extension requests; deviation requests;

(9). notification of standard repairs to primary or secondary aircraft structure; (10). (11). (12). (13). (14). (15). (16). (17). (18). (19). (20). www.dgta.gov.my production concession requests; results of physical or functional configuration audits; reliability analyses, including SPKB/CAMM data or AOG/UNDA data; feedback reports from STIs or modifications; publication amendment proposals; technical substitution proposals; maintenance incident reports; identification requests for technical equipment; requests for local manufacture; requests for approval to install new role equipment; NDT reports and procedures; 3.5 - 6 of 7 TERHAD

UNCONTROLLED IF PRINTED TERHAD (21). (22). aircraft weight and balance records; and aircraft stores clearance certificates.

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2. The following provides examples of TAAI that an AEO may be expected to receive as a component of TI: a. b. c. d. e. Airworthiness Directives from civil airworthiness authorities; Alert and safety notices from other military operators; Directives from the State Airworthiness Authority (or a delegate); ASORs and SASORs from operating units; and Alert Service Bulletins from OEMs.

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