AIRWORTHINESS LEGISLATION (Ethics)

Engineering Training Faculty
Airworthiness Legislation
:It Covers The Following Topics
1. INTERNATIONAL REQUIREMENTS- AIRWORTHINES

LEGISLATION
2. ANO,S
3. CAR 1984
4. ANO(AW)PART-145
5. ANO(AW)PART-M
6. ANO(AW)PART-147
7. ANO(AW)PART-66
Topics: Publication, Regulations, Ethics and

Responsibilities
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Unit Name Unit No Unit Level Issue Date
Outcome 1 3 07 Feb, 08
Airworthiness Legislation part 1
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CONTENTS:
CHAPTERS NOMENCLATURES
01 INTERNATIONAL REQUIREMENTS- AIRWORTHINES

LEGISLATION
02 ICAO, FAA CAA, EASA AND AME LICENCE REQUIREMENTS
03 REGLATORY REQUIREMENTS
04 CARRIERS’ TECHNICAL POLICIES
05 ATA 100 SPECIFICATIONS
06 USES OF RELATED AVIATION TERMILOGY AND PUBLICTIONS
07 ENGINEERING ETHICS AND LEGAL RESPONSIBILITIES
CHAPTER 01
1. INTERNATIONAL REQUIREMENTS- AIRWORTHINES LEGISLATION
Definitions
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Airworthy means a term is used to describe both legal and mechanical status of an
Aircraft with regard to its readiness for flight.
Airworthiness Legislation is the laws/regulations or rules related to design, production,

operation, maintenance of aircraft, its engine and components in order to achieve safe
and orderly flying. Hence, civil aviation legislation refers to all kinds of legal bindings in
the field of civil aircraft design, manufacturing, operation and maintenance.
The laws or regulations as well as the Airworthiness Authority’s interpretations of the

laws for the safe flying of the civil aircraft constitute Civil Airworthiness Legislation. It
was felt especially after the First World War when civil air navigation started expanding
very rapidly that civil air navigation must be regulated and controlled by making laws
for the safety of life and property of the civil people and these laws must govern the
design, production, operation and maintenance of the civil aircraft in order to guarantee
that the highest possible safety is achieved in all respect of civil aviation. This
realization and subsequent actions by the heads of states gave the genesis of aviation
legislation as well as formation of a regulatory framework to administer the legislation.
1.1 HISTROY OF AIRLEGISLATION AND THE REGULATORY FRAMEWORK
Introduction
Although the attempts of flying by man is pre-historic, successful flying dates back only to
the beginning of the twentieth century and soon its use and manufacture accelerated,
especially in the First World War.
When the War is over, use of aircraft started in the civil field. Soon it involved the life and
property of the civil people and also it needed to cross the border of the territory or to
over fly other states as its manufacture and use in civil air transportation grew quickly.
There became the question of safety and the right of crossing the territory and it became
obvious that some adequate control must be exercised in the field of civil aviation.
History of air legislation and formation of regulatory framework: At the end of the WAR,
heads of warring states became conscious about the economic reforms and the progress,
integrity, rights and safety of the civil people. To support the progress and peaceful use
of aircraft, they felt that the growing manufacture and use of aircraft in civil life must be
brought under some legal binding by making AIR LAW.
There were conferences at different times at different places to make some agreed laws
for the purpose of regulating civil aviation for the greater interest and safety of the civil
people. On 13 October 1919, an “International Convention for the Regulation of Air
Navigation” (ICAN or The Paris Convention) was held in Paris to provide for certain
minimum standards of safety.
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The British Government ratified this Paris Convention in 1920 by an Act of Parliament
called the Air Navigation Act. Likewise Havana Convention was held in 1928 that, along
with the Paris Convention, contributed much in framing the development of international
air laws.
The most successful attempt is the International Conference on Civil Aviation. In
November 1944, delegates from 52 countries met in Chicago. The major
purpose of this conference was to ensure that the advances in aviation made
during the Second World War could be retained, and to create machinery
which the Nations of the world could use to reach agreement on the many
aspects of standardization and co-ordination necessary to achieve safe and
efficient. International flight and thus create a scope to promote and regulate
the civil aviation on a worldwide basis. All the countries with the exception of the Axis
Powers and Russia were represented. The final act of the Chicago conference was
signed by the delegates on the 7th December, 1944. The conference appended
Convention on International Civil Aviation, designed to supersede the Paris and Havana
Conventions. This convention became known as the Chicago Convention. The Convention
has a total of 96 articles relating to Air Navigation, ICAO Organization and International
Air Transportation.
To set up a STANDARD to be followed by the Contracting State (member country of
ICAO) and to administer the execution of the agreed laws forming the STANDARD, soon
there formed an inter-governmental body (i.e. ICAO) by the contracting states. According
to the resolution drawn in the Chicago Conference, each Contracting State is under
obligation of reflecting the adopted STANDARD in its own national law.
To ratify the said STANDARD, each contracting state adopted/translated it and passed in
the National Legislative Body / Parliament. Hence, it became the part of the “Law of the
Land” and got the status of Statutory Instrument i.e. the code is Legislative in the field of
civil air navigation in each state. Thus Civil Air Legislation as well as a regulatory
framework came into existence.
1.2 NATIONAL AND INTERNATINAL REGULATARY REQUIREMENTS
The air law in national level is legislative as it is the part of the "Laws of the Land", but
may not contain detail procedures to follow; so the LAW may empower some appropriate
authority to give definition, explanation of the Legislation as well as procedures. These
technical definitions / explanations form the minimum ‘Requirements’ to follow in order to
comply with the LAW and hence, with ISARPs (International Standard and Recommended
Practices).
As for example, Civil Aviation Act 1982 and the ANO form the ‘Legislation’ or ‘LAW’ in
the UK and the BCAR published by the UK CAA are the ‘Requirements’. Regulations and
requirements constitute the basis of administering civil air operation.
To define precisely, REGULATIONS or RULES are the Statutory Instruments i.e. written
laws passed in the legislative body/parliament of a country for regulating civil aviation.
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Statutory Instruments for civil aviation are Civil Aviation Act 1982 and Air Navigation
Order 1989 in UK, FAR in USA. Each country has its own 'statutes passed in its
legislative body ratifying the CONVENTION.
EUROPEAN UNION/COMMUNITY
JAA/EASA/CAAB
Figure FAR/ANO/JAR/EASA REGULATIONS/CAR-84

1.1: Airworthiness Regulatory Authority Formation
And the REQUIREMENTS are the interpretations/explanations of the 'statutes' to

implement/comply the intents of the laws of civil air operations and they form the
'minimum' requirements for design, construction, operation and maintenance of the civil
aircraft and the a/c engine, instruments, electrical & electronic equipment/components
and parts. 'Requirements' are compiled, edited, amended and circulated by the head of
the local authority of the civil aviation who is vested with the responsibility to administer
the civil aviation.
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Requirements are circulated through the BCAR and Airworthiness Notices by British Civil
Aviation Authority (CAA). In USA, Regulations (Statutory) are the airworthiness
requirements contained in FAR.
CHAPTER 02
2. ICAO, FAA , CAA, EASA AND AME LICENCE REQUIREMENTS
2.1 International Civil Aviation Organization - ICAO

"WHEREAS the future development of international civil aviation can greatly help to
create and preserve friendship and understanding among the nations and peoples of
the world, yet its abuse can become a threat to the general security; and "WHEREAS it
is desirable to avoid friction and to promote that co-operation between nations and
peoples upon which the peace of the world depends; "Therefore, the undersigned
governments having agreed on certain principles and arrangements in order that
international civil aviation may be developed in a safe and orderly manner and that
international air transport services may be established on the basis of equality of
opportunity and operated soundly and economically; "Have accordingly concluded this
Convention to that end.”
2.2 Preamble to the Convention on International Civil Aviation
The International Civil Aviation Organization (ICAO), a specialized agency of the United
Nations, was created with the signing in Chicago, on 7 December 1944, of the
Convention on International Civil Aviation. ICAO is the permanent body charged with
the administration of the principles laid out in the Convention.
2.3 The Chicago Convention
The Second World War was a powerful catalyst for the technical development of the
aeroplane. At that time, a vast network of passenger and freight carriage was set up,
but in order for air transport to support and benefit a world at peace, there were many
obstacles, both political and technical, to overcome. In the early days of 1944, the
Government of the United States conducted exploratory discussions with other allied
nations to develop an effective strategy. On the basis of these talks, 52 States met in
Chicago in November 1944. For five weeks, the delegates considered the myriad issues
of international civil aviation. The outcome was the Convention on International Civil
Aviation, also referred to as the Chicago Convention.
At the Chicago talks, it was agreed that the Convention would only come into force
thirty days after its ratification by a 26th State. In the interim, a provisional ICAO
(PICAO) was formed and given advisory powers, with instructions to lay the foundation
for an international organization devoted to the needs of civil aviation. The Chicago
Convention entered in force on 4 April 1947.
The 96 articles of the Chicago Convention establish the privileges and restrictions of all
Contracting States and provide for the adoption of International Standards and
Recommended Practices (ISARPs) regulating international air transport. The Convention
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accepts the principle that every State has complete and exclusive sovereignty over the
airspace above its territory and provides that no scheduled international air service may
operate over or into the territory of a Contracting State without its previous consent.
2.4 The Organization, how it works

ICAO has a sovereign body, the Assembly, a governing body and the Council. The
Assembly meets at least once every three years and is convened by the Council. Each
Contracting State is entitled to one vote, and decisions of the Assembly are taken by a
majority of the votes cast except when otherwise provided for in the Convention. At
these sessions, the complete work of the Organization in the technical, economic, legal
and technical cooperation fields is reviewed in detail, and guidance is given to the other
bodies of ICAO for their future work.
The Council is a permanent body responsible to the Assembly and is composed of
representatives from 36 Contracting States elected by the Assembly for a three-year
term. In the election, adequate representation is given to States of chief importance in
air transport, States not otherwise included which make the largest contribution to the
provision of facilities for civil air navigation and States not otherwise included whose
designation will ensure that all the major geographic areas of the world are represented
on the Council. The Council and its subsidiary bodies set the continuing direction of the
work of the Organization. One of the major duties of the Council is to adopt
International Standards and Recommended Practices and to incorporate these as
Annexes to the Convention on International Civil Aviation. The Council may act as an
arbiter between Contracting States on matters concerning aviation and implementation
of the Convention; it may investigate any situation which presents avoidable obstacles
to the development of international air navigation; and, in general, it may take
whatever steps are necessary to maintain the safety and regularity of operation of
international air transport.
A Standard is any specification whose uniform application is recognized as necessary for
the safety or regularity of international air navigation and to which Contracting States
will conform in accordance with the Convention. A Recommended Practice is any
specification whose uniform application is recognized as desirable for the safety,
regularity or efficiency of international air navigation. ICAO Standards and
Recommended Practices are detailed in the 18 Annexes to the Chicago Convention that
cover all aspects of international civil aviation.
Although the Council is responsible for the adoption of ISARPs and the approval of
Procedures for Air Navigation Services (PANS), the principal body concerned with their
development is the ICAO Air Navigation Commission. The Commission is composed of
fifteen persons qualified and experienced in the science and practice of aeronautics. Its
members are nominated by Contracting States and are appointed by the Council. They
act in their personal expert capacity and not as representatives of their nominators. The
Commission is assisted by small groups of experts nominated by Contracting States and
international organizations and approved by the Commission.
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The Secretariat, headed by the Secretary General, is comprised of five main divisions:
the Air Navigation Bureau, the Air Transport Bureau, the Technical Co-operation
Bureau, the Legal Bureau and the Bureau of Administration and Services. In order for
the work of the Secretariat to reflect a truly international approach, professional
personnel are recruited on a broad geographical basis.
ICAO works in close collaboration with other specialized agencies of the United Nations
such as the International Maritime Organization, the International Telecommunication
Union and the World Meteorological Organization, The International Air Transport
Association, the Airports Council International, the International Federation of Air Line
Pilots’ Associations and other international organizations participate in many ICAO
meetings.
2.5 ICAO . . . setting the standards; Strategic Action Plan
Since 1944, the Convention has proved resilient by providing a sufficiently flexible
framework to enable ICAO to fulfil successfully the responsibilities assigned to it. Today,
however, international civil aviation faces major challenges. There is a great need for
ICAO to adapt within the framework of the Convention to rapidly changing
circumstances such as:
• globalization and transnationalization of markets and operations
• emergence of regional and sub-regional trading and regulatory blocks
• commercialization of government service providers
• diversification of fiscal measures to respond to budgetary needs
• liberalization of economic regulation
• potential evasion of safety regulation (along with labour, competition and other
regulations) as a consequence of the blurring of sectoral boundaries and responsibilities
of related authorities
• recognition of and response to environmental concerns
• emergence of new technology
• reaching of physical limits of infrastructure capacity.
The Strategic Action Plan, adopted by ICAO’s Council on 7 February 1997, was designed
to adapt the vision of ICAO’s founders in Chicago to these and other challenges and to
ensure that the Organization responds to them in the coming years and meets the
related needs of all its Contracting States.
The goal of the Strategic Action Plan is to further the safety, security and efficiency of
international civil aviation and promote the principles enshrined in the Convention. The
Plan comprises the following eight strategic objectives:
A) Foster the implementation of ICAO Standards and Recommended Practices (SARPs)
to the greatest extent possible worldwide;
B) Develop and adopt new or amended SARPs and associated documents in a timely
manner to meet changing needs;
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C) Strengthen the legal framework governing international civil aviation by developing

new international air law instruments as required and by encouraging the ratification by
States of existing instruments;
D) Ensure the currency, coordination and implementation of regional air navigation
plans and provide the framework for the efficient implementation of new air navigation
systems;
E) Respond on a timely basis to major challenges to the safe, secure and efficient
development and operation of civil aviation;
F) Ensure that guidance and information on the economic regulation of international air
transport are current and effective;
G) Assist in the mobilization of human, technical and financial resources for civil aviation
facilities and services; and
H) Ensure the greatest possible efficiency and effectiveness in the operations of the
Organization, inter alia, to meet the above objectives.
The Strategic Action Plan drives the work programme and associated prioritization and
budgetary processes of the Organization. The Plan is kept under review to ensure that
it remains alive to the changing needs of States in an ever-evolving environment.
ICAO is in the heart of the regulatory frame work. According to the Article 43 of the
Chicago Convention, a sovereign body named International Civil Aviation Organization
(ICAO) was set up in Montreal, Canada, on 4 April 1947 by the international contracting
states. The first assembly of the ICAO was held on 6th May 1947 in Montreal and
constituted its council. ICAO, thus, came into existence as an inter-governmental
organization. It subsequently emerged as a Specialized Agency of the United Nations.
The Chicago Convention signed by the heads of states in the Chicago Conference
became the ICAO's Charter or Constitution.
ICAO today has a membership of some 150 Contracting States. It has its
Headquarters in Montreal, Canada, with regional offices in Bangkok,
Cairo, Dakar, Lima, Mexico City, Nairobi and Paris.
Aims of ICAO: The aims and objectives of ICAO as set forth in the Article 44
of the Convention are to develop the principles and techniques of
international air navigation and to foster the planning and development of
international air transport so as to:
 Ensure the safe and orderly growth of international civil aviation
throughout the world;
 Encourage the arts of aircraft design and operation for peaceful
purposes;
 Encourage the development of airways, airports, and air navigation
facilities for international civil aviation;
 Meet the needs of the peoples of the world for safe, regular, efficient and
economical air transport;
 Prevent economic waste caused by unreasonable competition;
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 Ensure that the rights of Contracting States are fully respected and that
every Contracting State has a fair opportunity to operate international
airlines;
 Avoid discrimination between Contracting States;
 Promote safety of flight in international air navigation;
 Promote generally the development of all aspects of international civil
aeronautics.
Probably the most significant activity of the ICAO Regular Program is the
development and adoption of 18 Annexes to the Convention - Standards and
Recommended Practices - in the various technical fields of aviation plus
Facilitation and Security.
Standards and Recommended Practices adopted by the Council under the
provisions of the Convention are defined as follows:
 Standard: Any specification for physical characteristics, configuration,
material, performance, personnel or procedure, the uniform application of which
is recognized as necessary for the safety or regularity of international air
navigation and to which Contracting States will conform in accordance with the
Convention; in the event of impossibility of compliance, notification to the Council
is compulsory under Article 38.
In the annexes, standards have been printed in the lightface roman in the annexes.
 Recommended Practice: Any specification for physical characteristics,
configuration, materiel, performance, personnel or procedure, the uniform application of
which is recognized as desirable in the interest of safety, regularity or efficiency of
international air navigation, and to which Contracting States will endeavour to conform
in accordance with the Convention.
In the annexes, recommended practices have been printed in light face Italics, the
status being indicated by the prefix Recommendation.
The uniform application by Contracting States of the speci fications contained in
the International Standards is recognized as necessary for the safety or regularity
of international air navigation while the uniform appli cation of the specifications
in the Recommended Practices is regarded as desirable in the interest of safety,
regularity or efficiency of international air navigation. Knowledge of any
differences between the national regulations or practices of a State and those
established by an International Standard is essential to the safety or regularity of
international air navigation. In the event of non-compliance with an International
Standard, a State has, in fact, an obligation, under Article 38 of the Convention,
to notify the Council of any difference. Knowledge of differences from
Recommended Practices may also be important for the safety of air navigation
and, although the Convention does not impose any obligation with regard thereto,
the Council has invited Contracting States to notify such differences in addition to
those relating to International Standards.
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Examples: Ratification of the ICAO ANNEXES has been accomplished in

CAR'84 (Bangladesh), Civil Aviation Act 1982 and the ANO (United Kingdom),
FAR (USA).
ANNEX NO SUBJECT DESCRIPTION

Annex1 Personnel Licensing Licensing of flight crews, air traffic
control officers and aircraft maintenance
personnel.
Annex2 Rules of the Air
Rules relating to the conduct of visual and
instrument flights.
Annex3 Meteorology
Provision of meteorological services for
international air navigation and reporting
of meteorological observations from
aircraft.
Annex 4 Aeronautical Charts Specifications for aeronautical charts for

use in international aviation
Annex 5 Units of Measurement Dimensional systems to be used in air-

ground communications.
Annex 6 Operation of Aircraft Specifications which will ensure a level

Part I: International of safety above a prescribed minimum
Commercial Air in similar operations throughout world.
Transport
Part II : International
General Aviation
Aircraft Nationality and Requirements for registration and
Annex 7 Registration Marks identification of aircraft.
Annex 8 Airworthiness of Certification and inspection of aircraft

Aircraft according to uniform procedures.
Annex 9 Facilitation Removal of obstacles in the path of

free and unimpeded passage of an
aircraft, its passengers, crews,
baggage, cargo and mail across
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international boundaries.
Annex 10 Aeronautical Standardization of communications,

Telecommunications equipment and systems (Vol-I) and of
communication procedures (Vol-II)
Annex 11 Air Traffic Services Establishment and operation of air

traffic control, flight information and
alerting services
Annex 12 Search and Rescue Organization and operation of facilities

and services necessary for search and
rescue
Annex 13 Aircraft Accident Uniformity in the notification,

Inquiry investigation of and reporting on
aircraft accidents.
Aerodromes Specifications for the design and

Annex 14 equipment of aerodromes
Aeronautical Methods for the collection and
Annex 15 Information Services dissemination of aeronautical information
required for flight operation.
Aircraft Noise Specifications for aircraft noise monitoring
Annex 16 and noise exposure units for land use
planning.
Security Specifications for safeguarding
Annex 17 international civil aviation against acts of
unlawful interference
Annex 18 Dangerous Goods Carriage of dangerous goods by air
Note: All annexes publication except Annex 9 is the responsibility of the Air
Navigation Commission. Annex 9 publication is the responsibility of the Air
Transport Committee.
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In our country all the parts titles and subject matters of Car-84 are same as of
ICAO Annexes except Part 19 of CAR- 84 deals with miscellaneous.
2.6 AVIATION AUTHORITIES
General: Each signatory to the convention is to ratify the ICAO Annexes and pass them in
the local Legislative Body (Parliament) thus forming part of the Law of the Land. Hence,
ratified regulations concerning civil aviation get the status of the Statutory Instruments
which is instrumental as other rules in the state.
A regulatory Authority in each Contracting State is empowered to administer these rules
in the field of the civil aviation. Thus regulatory authorities came into the frame work of
aviation legislation for direct control and administration of the law and requirement in
individual state. Examples: In UK, the name of such empowered body is the Civil
Aviation Authority the CAA, while in the USA it is the Federal Aviation Administration,
FAA.
2.7 Functions of the regulatory authority

 To promote the aims and objectives of the International Civil Aviation Organization
(ICAO) in accordance with the convention on International Civil Aviation and to
participate in the work of the organization.
 To implement the STANDARDS AND RECOMMENDED PRACTICES in the Annexes to
the convention on Civil Aviation and the aims and requirements of such other
Conventions, Agreements and Protocols as may from time to time be referred to the
Authority by the Government.
 To promote, control and regulate the orderly development of Civil Aviation within
the state in accordance with the needs of the country and the Law.
 To ensure the Security of Civil Aviation and its facilities.
 To provide, maintain and operate to the highest standards of efficiency and safety,
Aerodromes, Air Traffic, Air Navigation and Telecommunication Services and facilities
and other ground services and facilities as may be necessary to ensure the safe and
expeditious passage of aircraft operating to, from and within the state.
and professional skill are attained and maintained by such personnel.
 To provide operational services as may be necessary to control and regulate the
Licensing of aircrew and aircraft maintenance personnel in accordance with the law
and the Annexes to the Convention on International Civil Aviation, to ensure that the
highest standards of efficiency
 To maintain a State Register of Aircraft and to control, regulate and approve the
methods of maintaining aircraft to ensure that the highest degree of airworthiness and
safety is attained and maintained by all aircraft registered in that country.
 To provide for the Economic Regulation of Air Transport, the licensing and
authorization of Air Services and the implementation of the Air Law Conventions.
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 To train, examine and licence or certify the efficiency of the technical personnel of
the relevant organization/department who man the various services, to the standards
required and necessary to ensure that their level of performance assures the safety and
regularity of Civil Aviation in the country.
 To construct and maintain Runway, Taxiways and aircraft aprons.
 To construct and maintain Terminal Building and Furnishing of the passengers
lounges, VVIP/VIP rooms and to provide operational accommodation to other agencies
in the airport such as airlines, customs, Immigration, Health, Meteorology etc.
The regulatory authority of a state publishes, as well as administers the execution
of, detailed procedures forming the minimum requirements to be followed and
practiced to comply with the Laws.
CHAPTER 03
3 Requirements of Employing Aircraft Maintenance Engineers and

employment Regulation
To ensure continuous airworthiness and safety of civil aviation flight the aircraft
maintenance engineers are to be employed according to set regulation and to be
provide with required training followed by maintenance experiences to get licence from
the appropriate regulatory authority. The requirement of maintenance of aircraft and
AME licensing procedures are given in the civil aviation rule 1984, and in the ANO. The
following are the related rules and orders quoted:
3.1 CAR-84, Rule-196 Maintenance of aircraft within Bangladesh
(1) The owner, operator or pilot-in-command of a Bangladesh aircraft in Bangladesh

shall not authorise or permit any maintenance to be carried out on the aircraft except
by an appropriate person.
(2) A person shall not carry out maintenance in Bangladesh of a Bangladesh aircraft
unless he is an appropriate person in relation to the maintenance.
(3) An appropriate person shall not carry out a modification or repair Bangladesh of a
Bangladesh aircraft unless
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(a) the design of the modification or repair has been approved under rule 193 or has
been specified by the Chairman by a direction under rule 191; and
(b) the modification or repair is carried out in accordance with that design (4) When
carrying out maintenance of a Bangladesh aircraft in Bangladesh an appropriate person
shall not replace one aircraft component with another unless the aircraft component
that he installs
(a) is identical with the aircraft component that it replaces; or
(b) has been approved under rule 194 as replacement for that aircraft component.
(5) Unless the Chairman otherwise approves, no aircraft material c aircraft component
may be used or installed in a Bangladesh aircraft in Bangladesh by an appropriate
person unless
(a) where the aircraft material or aircraft component has been manufactured or
maintained by or on behalf of the appropriate person, tl work of manufacturing or
maintenance has been certified to have been completed in accordance with a system of
certification instituted under rule 192; or
(b) where the aircraft material or aircraft component has been supplied to the
appropriate person by another person, the aircraft material c aircraft component so
supplied under cover of a certificate or other document specified by the Chairman for
such purposes.
(6) In this rule, "appropriate person", in relation to any maintenance means:
(a) the holder of a certificate of approval covering the maintenance or person working
under an arrangement with such a holder, or
(b) the holder of an aircraft maintenance engineers licence who has in his employ a
person who is the holder of an aircraft maintenance engineer' licence cover ing the
maintenance; or
3.2 Rule 199-Maintenance of Bangladesh aircraft outside Bangladesh
(1) Unless the Charmin otherwise approves, the owner, operator or pilot-in-
command of a Bangladesh aircraft when it is outside Bangladesh shall not, in the
maintenance of
(2) th e aircraft, use, or permit the use of, any aircraft component, aircraft material
of other thing if its use in Bangladesh would be an offence against these rules.
(2)The owner, operator or pilot-in-command of Bangladesh aircraft when it is outside
Bangladesh shall not authorise or permit any maintenance to be carried out on the
aircraft except by
(a) the holder of an aircraft maintenance engineer's licence covering that maintenance;
(b) a person authorised to carry out that maintenance;
(c) a person who is authorised by the appropriate authority of a Contracting State to
carry out on aircraft in that State maintenance of the same kind; or
(d) a person who possesses qualifications that are recognised by the Chairman as
sufficient for the purpose.
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(3) The owner, operator or pilot-in-command of a Bangladesh aircraft on which

maintenance has been carried out outside Bangladesh shall not fly the aircraft or permit
it to be flown, until the completion of the maintenance has been certified in a manner
approved the Chairman
Provided that this sub-rule shall not apply in relation to approved maintenance carried
out by the pilot in-command of the aircraft.
3.3 Rule 39 Aircraft Maintenance Engineer's Licence:
(1) The Chairman may grant to qualified person an Aircraft Maintenance Engineer's
Licence in one of the following categories and may, from time to time, renew such a
licence:
(a) Aircraft Maintenance Engineer Category A (Air frame);
(b) Aircraft Maintenance Engineer Category B (Air frame);
(c) Aircraft Maintenance Engineer Category C (Engines);
(d) Aircraft Maintenance Engineer Category D- (Engines);
(e) Aircraft Maintenance Engineer Category R (Radio);
(f) Aircraft Maintenance Engineer Category I (Instrument); and
(g) Aircraft Maintenance Engineer Category E (Electrical).
(2) The Chairman may, when granting or renewing an Aircraft Maintenance Engineer's
Licensee, endorse on the licence a rating or ratings specifying the types of airframes,
engines or other components in which the licensee has acquired experience and may
also endorse on the licence such conditions as he considers necessary.
(3) The Chairman may specify in an Aircraft Maintenance Engineer's Licence the period
during which the licence shall remain in force. Explanation: In this sub-rule, the
expression "qualified person" means a person who:
(a) has reached the age of 21 years;
(b) has passed Higher Secondary Certificate Examination in Science group or has
obtained a diploma in Aircraft Maintenance, Mechanical or Electrical Engineering;
(c) satisfies the Chairman that he possesses such knowledge as are required under
these rules for the grant or renewal of a licence, as the case may be, of (i) the
principles of flight of aircraft;
(ii) the assembly, functioning and principles of construction of, and the methods and
procedures for the maintenance of, those parts of an aircraft appropriate to the licence
category and rating; and
(iii) the relevant rules and the Air Navigation Orders.
(d) satisfies the Chairman that he has such practical experience of the duties performed
by a holder of such licence;
(e) satisfies the Chairman that he is not suffering from any disability likely to affect his
technical skill or judgement required of an Aircraft Maintenance] Engineer; and
(f) has passed such examinations, as the Chairman requires for the grant or renewal, as
the case may tie, of such a licence.
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(4) Where a person satisfies the Chairman that the person

(a) is the holder of a valid licence equivalent to the license sought granted by a
competent authority in a country other than Bangladesh;
(b) has complied with the minimum conditions and with such other requirements as the
Chairman specifies; and
(c) does not suffer from any disability likely to affect his technical skill or judgement,
the Chairman may render valid the licence granted by the competent authority in the
other country or, for the purposes of sub-rule (1), treat the person as if he were a
qualified person.
(5) Notwithstanding anything contained in this rule, the Chairman may, at any time,
require the holder of an Aircraft Maintenance Engineer's Licence to undergo an
examination in respect of the licence or a rating endorsed on the licence.
(6) An authorised person may, at any time, inspect an aircraft or aircraft component for
the purpose of ascertaining the competency of the holder of an Aircraft Maintenance
Engineer's Licence.
(b) has complied with the minimum conditions and with such other requirements as the
Chairman specifies; and
(c) does not suffer from any disability likely to affect his technical skill or judgement,
the Chairman may render valid the licence granted by the competent authority in the
other country or, for the purposes of sub-rule (1), treat the person as if he were a
qualified person.
(5) Notwithstanding anything contained in this rule, the Chairman may, at any time,
require the holder of an Aircraft Maintenance Engineer's Licence to undergo an
examination in respect of the licence or a rating endorsed on the licence.
(6) An authorised person may, at any time, inspect an aircraft or aircraft component for
the purpose of ascertaining the competency of the holder of an Aircraft Maintenance
Engineer's Licence.
The detailed AME licence requirements and information are furnished as mentioned in
the ANO Part - D
3.4 PART D - LICENSING - AIRCRAFT MAINTENANCE ENGINEERS

CHAPTER D.1 - ISSUES OF AIRCRAFT MAINTENANCE ENGINEER LICENSES
SECTIONS
1. GENERAL
2. LWTR AND TYPE RATINGS
3. LICENCE CATEGORIES
4. REQUIREMENTSINITIALISSUE
5 EXIMINATION GENERAL
6. TRAINING REQUIREMENTS
7. COUNTING OF EXPERIENCE
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8. EXPERIENCE REQUIREMENTS FOR LWTR

9. EXPERIENCE REQUIREMENTS FOR TYPE RATINGS
10. RECENCY OF EXPERIENCE
11. PREREQUISITES CATEGORIES AND SUB-CATEGORIES EXAMINATIONS
12. APPLICATION PROCEDURES AND PENAL ACTION FOR FALSE DECLARATION
13. VALIDITY OF LICENCE AND TYPE RATINGS
14.EISSUE OF LICENCE AND TYPE RATINGS
3.4.1. GENERAL
1.1 This Order prescribes the training, experience requirements, application and
examination procedures for Aircraft Maintenance Engineers (AMEs) licenses.
1.2 The granting and extension of AME licenses by the CAAB is in conformity with the
standards of the International Civil Aviation Organisation (ICAO) as prescribed in
Annex 1 to the Convention on International Civil Aviation.
3.4.2. LICENCE WITHOUT TYPE RATING AND TYPE RATINGS
2.1 A license without type rating (LWTR) in any category may be issued. A Licence
Without Type Rating shall have no certification privileges.
2.2 The type ratings applicable to particular licence categories and sub-categories are
prescribed in Chapter D.2 and the privileges and certification responsibilities in
Chapter D.3 of these Orders.
3. LICENCE CATEGORIES
3.1 AME licenses are restricted licenses in Airframe, Engine, Electrical, Instrument and
radio categories.
3.2 Licenses granting privileges for _maintenance, Inspection, modification, repair and
replacement of aircraft components, defined in ICAO Annex 1 as TYPE II licences, are
issued in the following categories and their sub-categories.:
3.4.3 CATEGORIES SUB-CATEGORIES

"A" (Airframe) - Unpressurised Aeroplanes
- Pressurised Aeroplanes - Rotorcraft
"C" (Engine) - Piston Engine
- Turbine Engine
"E" (Electrical) - DC power
AC power
"I" (Instrument) - General Aircraft Instruments
Integrated Flight Systems
"R" (Radio) - Communications–Navigation - Pulse & FM
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3.3 Licenses granting privileges for overhaul, maintenance, inspection, modification,

repair and replacement of aircraft components defined in ICAO Annex i as Type 1
licenses are issued in the following two categories and sub-categories.
CATEGORIES SUB-CATEGORIES
"B" (Airframe) Un-pressurised Aeroplanes

"D" (Engines) Piston Engines C,
3.4.4. REQUIREMENTS - INITIAL ISSUE
Except as provided in paragraph 4.2 of this order, an applicant for an AME licence
(LWTR) shall
(a) Be not less than 21 years of age.
(b) Have sufficient knowledge of the English language to perform the duties of an AME.
(c) Not suffer from any disability likely to affect the technical skill or judgement
requirement of an AME.
(d) Have completed the appropriate training requirements prescribed in Section 6 of
this Order.
(e) Have acquired the appropriate practical experience prescribed in Sections 7.8 and 9
of this Order.
(f) Have successfully completed the appropriate written and oral examinations required
in Section 5 of this order.
(g) Have passed at least any one of the following acceptable to the Chairman
i) Higher Secondary School Certificate in Science, or
ii) Diploma in Aircraft Maintenance Engineering, or
iii) Diploma in Mechanical Engineering, or
iv) Diploma in Electrical or Electronic Engineering.
4.2 The Chairman may exempt from such of the requirements of paragraph 4.1 of this
Order any person as he thinks fit who holds a valid AME licence (LWTR) or equivalent
certification issued by the competent authority of a contracting State, and which meets
the intent of ICAO Annex 1.
4.3 Except as provided in paragraph 4.2 of this Order, no exemptions of any kind will be
granted for other certificate, approvals, licenses, diplomas or degrees held by any
person.
3.4. 5. EXAMINATION - GENERAL
5.1 Application for appearing simultaneously in more than one LWTR category and or in
more than one Type Rating shall not be acceptable.
5.2 The subjects for LWTR examination are mentioned in the Table A and applicable
subjects for specific license categories are mentioned in the Table B of this Order. 5.3
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The oral examination, Subject, 49, shall cover the same subjects as the written
examinations.
5.4 The syllabus for each written and oral examination shall be as detailed in Chapter
D.5 of these Orders.
5.5 Issue of LWTR and type Rating shall require passing grades in written and oral
examinations for all categories of licence.
5.6 Following an unsuccessful attempt in a written LWTR or Type Rating examination,
the applicant shall acquire at least 60 (sixty) working days of relevant maintenance
experience before re-application.
5.7 Following an unsuccessful attempt in an oral examination the applicant shall acquire
at least 30 (thirty) working days of relevant maintenance experience before re-
application.
5.8 Except as provided in paragraph 5.11 of this Order, where an applicant is required
to appear for written examinations in more than one subject for LWTR or Type Ratings,
further examination will not be required in the subject(s) already passed.
5.9 Where a candidate makes 2 (two) consecutive unsuccessful attempts in a written
examination on LWTR subject or type paper, further examination in that subject shall
require successful completion of appropriate refresher course.
5.10 An applicant who has passed the written examinations for LWTR or Type Ratings,
have to appear in oral examination for which examination schedule will be published by
the CAAB. Failure to appear in consecutive 2 (two) oral examination shall require re-
appearance in written examination(s).
5.11 The oral examination board may recommend a candidate to undergo refresher
course if knowledge of the candidate is considered unsatisfactory. Following maximum
3 (three) consecutive unsuccessful attempts in an oral examination, the candidate shall
be required to re-sit for the complete written examination(s)
5.12 Maintenance experience for LWTR and Type Rating shall be counted on the basis
of working days as per AWS-11 and not on the basis of calendar period.
5.13 The minimum passing grade for all written examinations shall be 70%.
5.14 Any person detected using unfair means in any examination shall be disqualified
from that examination and will not be permitted to attempt any further examinations
applicable to an AME licence (LWTR) or type rating for at least 24 months.
3.4.6. TRAINING REQUIREMENTS
6.1 An applicant for a LWTR in a sub-category mentioned in the Table B of this Order,
shall have successfully completed a Training Course approved by the Chairman, CAAB
or acceptable to the Chairman, CAAB on aircraft maintenance engineering and
Airworthiness Legislation Course within the last 10 (ten) years, or shall have
successfully completed an appropriate refresher course within the preceding 36 months
from the date of application.
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6.2 An applicant for a Type Rating classified in Group 1 of the Chapter D.2 of these
orders shall have successfully completed an approved Training course on aircraft having
Maximum Take off Weight (MTOW) exceeding 2730 kg.. within the last 5(five) years or
shall have successfully completed an appropriate refresher course within the preceding
36 months from the date of application. Successful completion of Type Course for
aircraft not exceeding 2730 kg. MTOW is not mandatory.
3.5 CHAPTER D. 2-AIRCRAFT MAINTENANCE ENGINEER LICENCE TYPE

RATINGS
SECTIONS
1. GENERAL 5. ENGINE TYPE RATINGS
2. GROUP 1 TYPE RATINGS 6. ELECTRICAL TYPE RATINGS
3. GROUP 2 TYPE RATINGS 7. INSTRUMENT TYPE RATINGS
4. AIRFRAME TYPE RATINGS 8. RADIO TYPE RATINGS
3.5.1. GENERAL
1.1 This Order prescribes the Type Ratings which may be granted to holders of
particular Aircraft Maintenance Engineer (AME) Licenses.
1.2 AME Licenses and type ratings are granted in accordance with the requirements of
Chapter D. 1 of these Orders, and the privileges and responsibilities of an AME holding
a type rated licence are prescribed in Chapter D. 3 of these Orders.
1.3 A type rating for a Bangladesh AME Licence shall only be issued in respect of
aircraft which are currently entered on the Register of Bangladesh Aircraft.
1.4 Where an aircraft type is removed from the Register of Bangladesh Aircraft, type
ratings previously held for that aircraft type will, at next renewal of each affected AME
licence, be stamped as being NOT VALID.
1.5 The privileges granted in respect of a Bangladesh AME Licence are valid for
Bangladesh Registered aircraft only.
3.5.2. GROUP 1 TYPE RATINGS
2.1 Group 1 Aircraft includes all Unpressurised Aeroplanes having Maximum Total
Weight Authorised (MTWA) of 5700 Kg or less.
2.2 In Airframe and/ or Engine category on Group 1 aircraft, type ratings will normally
be granted only for specific type of aircraft/ engine, or may be granted for the group as
a whole as stated in the Para 2.9 of this order. But in respect of Electrical or Instrument
or Radio systems type ratings will be granted for the group as a whole.
2.3 Group 1 Airframes include all aeroplanes as mentioned in the paragraph 2.1 of this
Order.
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2.4 Group 1 Engines include all Piston Engines installed on aeroplanes as mentioned in
the paragraph 2.1 Order.
2.5 Group 1 Electrical Systems include all electrical systems installed in aeroplanes
as mentioned in the paragraph 2.1 of this Order.
2.6 Group 1 Instrument systems include all instrument systems installed in
aeroplanes as mentioned in the paragraph 2.1 of this Order.
2.7 Group 1 Radio systems are all communication systems and include VHF. HF.
Voice Recorder and Audio systems installed in aeroplanes as mentioned in the
paragraph 2.1 of this Order.
2.8 The Chairman may, where appropriate in specific cases, grant an endorsement
for elementary navigation systems (ADF. VOR. ILS) installed in Group 1 aircraft.
2.9 A Licence in Category "A" (Airframe) and/or in Category "C" (Engine), may be
endorsed with a Group type ratings on all types of aeroplanes and/ or engines
classified in Group 1 of this Order provided the applicant
a. is holder of at least 1 (one) type rating in that group for not less than 10 (ten)
years prior to the date of application.
b. is currently type rated in that group on at least 3 (three) aircraft or engines, as
applicable of different manufacturers.
c. Successfully pass an oral examination.
3.5. 3. GROUP 2 TYPE RATINGS
3.1 Group 2 aircraft includes all aeroplanes with MTWA higher than 5700Kg. All
pressurized aeroplanes and all Rotorcraft.
3.2 Group 2 type ratings shall be granted only for specific models or types of aircraft
or engines or in respect of Electrical, Instrument and Radio systems, but not for the
group as a whole.
3.3 Group 2 Airframes include all Aeroplanes as mentioned in the paragraph 3.1 of
this Order.
3.4 Group 2 Engines include all Turbine Engines installed on any type of aeroplanes
and Piston Engines as mentioned in the paragraph 3.1 of this Order.
3.6 Group 2 Instrument systems include all the instrument systems installed in
aeroplanes as mentioned in the paragraph 3.1 of this Order.
3.7 Group 2 Radio system includes all the Communication, Navigation and Pulse &
FM systems installed in aeroplanes as mentioned in the paragraph 3.1 of this Order.
3.5.4. AIRFRAME TYPE RATINGS
4.1 A Licence in Category "A" (Airframe) Sub-Category Unpressurised Aeroplanes, or

Category "B" (Airframe) Sub- Category Unpressurised Aeroplanes, shall be endorsed
with specific Type Ratings for one or more types of aeroplanes classified in the
Group 1 of this Order.
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4.2 A Licence in Category "A" (Airframe) Sub-Category Pressurised Aeroplanes, shall

be endorsed with specific type ratings for one for more types of aeroplanes classified
in the Group 2 of this Order.
4.3 A Licence in Category "A" (Airframe) Sub-Category Rotorcraft, shall be endorsed
with specific type rating for one or more rotorcraft classified in the Group 2 of this
Order.
4.4 A Licence in Category "B" (Airframes) shall not be endorsed with type ratings for
aeroplanes and rotorcraft classified in the Group 2 of this Order.
3.5.5. ENGINE TYPE RATINGS
5.1 A Licence in Category "C" (Engines) Sub-Category Piston Engines, or Category

"D" (Engines) Sub-Category Piston Engines, shall be endorsed with specific type
rating for one or more types of engines classified in the Group 1 of this Order.
5.2 A Licence in Category "C" (Engines) Sub-Category Turbine Engines, shall be
endorsed with specific type rating for one or more types of engines classified in the
Group 2 of this Order.
5.3 A Licence in Category "D" (Engines) Shall not be endorsed for (i) any Turbine
Engines or (ii) Piston Engines with a power rating exceeding 500KW (670 BHP).
3.5. 6. ELECTRICAL TYPE RATINGS
6.1 A Licence in Category "E" (Electrical) Sub-Category DC power, shall be endorsed

with specific type rating for the Electrical systems on all types of aeroplanes
classified in the Group 2 of this Order.
6.2 A Licence in Category "E" (Electrical) Sub-Category DC power, shall be endorsed
with specific type rating for the Electrical systems of one or more type of aeroplane
classified in the Group 2 of this Order.
6.3 A Licence in Category "E" (Electrical) Sub-Category AC power, shall be endorsed
with specific type rating for the Electrical systems of one or more types of
aeroplanes classified in the Group 2 of this Order.
7. INSTRUMENT TYPE RATINGS
7.1 A Licence in Category "I" (Instruments) Sub-Category Genera! Aircraft
Instruments, shall be endorsed with specific type rating for the Instrument systems
on all types of aeroplanes classified in the Group 1 of this Order.
7.2 A Licence in Category "I" (Instruments) Sub-Category General Aircraft
Instruments shall be endorsed with specific type rating for the Instrument systems
on all types of aeroplanes classified in the Group 2 of this Order.
7.3 A Licence in Category "I" (Instruments) Sub-Category Integrated flight Systems,
shall be endorsed with specific type rating for the Instrument systems of one or
more types of aeroplanes classified in the Group 2 of this Order.
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3.5.8. RADIO TYPE RATINGS
8.1 A Licence in Category "R" (Radio) Sub-Category Communications. Shall be

endorsed with specific type rating for the Communication systems on all types of
8.2 A Licence in Category "R" (Radio) Sub-Category Communications. Shall be

endorsed with specific type ratings for the Communication systems of one or more
types of aeroplanes classified in the Group 2 of this Order.
8.3 A Licence in Category "R" (Radio) Sub-Category Navigation, Shall be endorsed

with specific type rating for the Navigation systems of one or more types of
8.4 A Licence in Category "R" (Radio) Sub-Category Pulse and FM. Shall be endorsed
with specific type rating for the Pulse and FM systems of one or more types of
8.5 The CAAB may issue type rated AME licence with appropriate ratings on the basis
of Class-1 Inspection Permit issued by Biman after necessary verification.
8.6 Further, Class-1 Inspection Permit in "Radio" category will not be issued by Biman.
Issued in pursuance of the Civil Aviation Rules 1984. Rule 4 and 39. This ANO is a
complete re-issue and supersedes Issue-2 August 1, 1990.
CHAPTER 4
4. MANUAL READING AND ATA 100 SPECIFICATIONS
4.1 Introduction
In compliance with statutory instruments and the requirements, manufacturer’s
technical literature is published which has a role in civil air operation and the operator
must adhere to the procedures and guidance provided by these literature for air
operation, aircraft maintenance, repair, overhauling to maintain continuous
airworthiness . Following are important in subject point of view:
 MANUALS: These are the manufacturer's technical literature on the aircraft air
operation, maintenance instructions for its Airframe, Power Plant, Instrument, Electric &
Radio/Radar systems with description/operation, maintenance, repair/replacement,
servicing, cleaning, painting and adjustment/testing, trouble shooting, overhauling and
so on.
By Regulations and Requirements, concerning personnel must strictly adhere to the
appropriate manuals.
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 DIRECTIVES: These are the Airworthiness Directives (AD's) sent out by the
Regulatory Authority to the registered owner of an aircraft informing him of a particular
condition which must be corrected for the a/c to maintain its airworthiness status.
BULLETINS: These are the in-service support instruction leaflets containing information,
in addition to the information furnished in the manuals. Bulletins are issued by the
service support department of the manufacturer of an A/C, A/C Engine or Component
to detail some specific maintenance procedures that will enhance the safety or improve
the performance of the product.
The Orders/Regulations (State Publications), Manuals/Bulletins (Manufacturer's
Publications) and the Requirements/Notices all together form the basis of the Civil
Airworthiness legislation to govern and control the civil aircraft industry, air navigation,
operation and maintenance. And on that basis, an operator makes its own
procedures/policies to obtain both the company needs as well as the safety of
passengers, sustaining commercially successful airline operation.
4.2 ATA SPECIFICATION-100
An ATA 100 specification is an easy and universal method of consulting aircraft manuals
and is followed by all manufacturers. ATA 100 can be defined as a plan for the manuals
needed to maintain, overhaul and repair civil aircraft. It is one of several such
specifications issued by various bodies but has gained much wider acceptance than any
of its competitors. The specification was drawn up by the member airlines of the Air
Transport Association of American and was thus prepared primarily to meet the needs
of large passenger carrying airlines. Its basic principles have, however, been
successfully applied to small aircraft.
ATA SPECIFICATIONS ARE DOCUMENTS COMPILED BY AIR TRANSPORT ASSOCIATION
OF AMERICA FOR AIRCRAFT MANUFACTURERS. THEY PROVIDE SPECIFIC GUIDE
LINES FOR THE PREPARATION OF TECHNICAL MANUALS AND THUS ASSURE
STANDARDDIZATION FROM MANUFACTURER TO MANUFACTURER.
THE SPECIFICATIONS ESTABLISH STANDARD ARRANGEMENT OF SUBJECT MATTER
AND METHOD OF PRESENTATION. THEY ALSO DESIGNATE A UNIFORM PAGE
4.3 NUMBERING SYSTEM
One of the main aims of the specification is to ensure that all the information needed by
an operator is included in one or more manuals provided by the aircraft manufacturer,
except accessory overhaul data which is covered in vendor overhaul manuals. This is in
contrast with some other specifications, which require not only the use of manuals
supplied by the aircraft manufacturers but the extensive use of vendor manuals for
descriptive, servicing and maintenance data on accessory equipment.
ATA specification 100 calls for the following manuals:
Maintenance Manual, MM
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Wiring Diagram Manual, WDM

Illustrated Parts Catalogue, IPC
Overhaul Manual
Structural Repair Manual
Tool and Equipment Lists
Weight and Balance Manual
Additional Manuals which may be published:
Crew Manual
Maintenance Schedule – generally included in the Maintenance Manual.
The specification calls for one other medium for information Service Bulletins. These
Bulletins provide two quite different types of information. Some Bulletins provide a
quick path for any urgent once only inspection that may have been highlighted by a
fault discovered on another aircraft of the same type; others provide quick information
on modifications, explaining their purpose and giving the method of incorporation.
According to the specification, the manufacturer’s recommended time limits for
inspections, tests and overhaul should be provided in a separate manual called the
“Maintenance Schedule”.
The ATA 100 specification ‘breaks’ an aircraft down into its major systems, such as air
conditioning, electrical power and landing gear etc. and then allocates these systems
chapter numbers. Thus, Air conditioning is Chapter 21; Electrical Power Chapter 24, the
Landing Gear Chapter 32. The various systems chapters are arranged alphabetically,
there being no natural order or precedence or importance. A feature of the specification
is that where applicable the various Chapter Numbers are the same in all the manuals
(ATA 24 Chapter deals with Electrical power in the every MM for civil aircraft according
to the design features/requirements).
Thus information on landing gear is found in Chapter 32 in the Maintenance Manual,
Wiring Diagram Manual, Overhaul Manual and in the Illustrated Parts Catalogue. Should
it be necessary to issue a Service Bulletin referring to the landing gear, the bulletin
would carry the prefix 32. Fuselage structure data, covered in Chapter 53, is found
under Chapter 53 in the Maintenance Manual, Illustrated Parts Catalogue and in the
Structural Repair Manual.
4.4 ATA 100 CHAPTER BREAKDOWNS:
Chapter Title
- Equipment list
6 Dimensions and areas
7 Lifting and shorting
8 Levelling and weighing
9 Towing and taxing
10 Parking and mooring
11 Required placards
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12 Servicing
20 Standard practices – Airframe
21 Air Conditioning
22 Auto pilot (or auto flight)
23 Communications
24 Electrical power
25 Equipment/Furnishings
26 Fire protection
27 Flight controls
28 Fuel i.e. Aircraft Fuel system
29 Hydraulic power
30 Ice and Rain protection
31 Instruments
32 Landing gear
33 Lights
34 Navigation
35 Oxygen
36 Pneumatic
38 Water/Waste
49 Airborne auxiliary power i.e. APU
51 Structures – General
52 Doors
53 Fuselage
54 Nacelles/pylons
55 Stabilizers
56 Windows
57 Wings
70 Standard practices – Engines
71 Power plant – general
72 Engine
73 Engine fuel and control
75 Air
76 Engine controls
77 Engine indicating
78 Exhaust
79 Oil
80 Starting
82 Water injection
91 Charts
Maintenance Manual: Each subject is divided into page groups in blocks of 100
assigned as follows:-
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1 -100 Description and Operation

101 - 200 Trouble Shooting
201 - 300 Maintenance Practices
301 - 400 Servicing
401 - 500 Removal and Installation
501 – 600 Adjustment/Test
601 – 700 Inspection/Check
701 – 800 Cleaning/Painting
801 – 900 Approved Repairs
Overhaul Manual: The subjects are divided into page blocks of 100 to cater
for the various overhaul functions as follows:-
1 – 100 Description and Operation
101 – 200 Disassembly
201 – 300 Cleaning
301 – 400 Inspection/Check
401 – 500 Repair
501 – 600 Assembly
701 – 800 Testing
801 – 900 Trouble Shooting
901 – 1000 Storage Instruction
1001 – 1100 Special Tools, Fixture and Equipment
1101 – 1200 Illustrated Parts List.
CHAPTER 5
5. CARRIERS’ TECHNICAL POLICIES
5.1 Introduction
Biman Engineering Department is an approved organization to maintain aircraft in order
to achieve safe flying thus fulfilling the company’s objectives. The technical policies of
the airlines are based on statute law the civil aviation rule 1984; air navigation order
published by the chairman civil aviation, ICAO and manufacturers’ maintenance
manuals. As such Biman engineering department also publishes consolidated policies
and guidelines for maintenance as Maintenance Control Manual - MMC in light of
regulatory requirements of both national and international agencies. It has to give very
importance to the flight schedule by wisely planning the maintenance programme. The
following guidelines are quoted from MMC to understand the maintenance philosophy of
the company;
5.2 MAINTENANCE CONTROL CENTRE (MCC)
The Maintenance Control Centre (MCC) co-ordinates core departments and external
handling agencies to ensure prompt aircraft turnaround times with minimum technical
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delays using the latest state of the art systems. MCC plays a pivotal role in aircraft on
ground situations requiring skilled and dynamic responses from its multi-skilled team.
MCC provides support 24 hrs a day with dedicated engineering personnel who liaise
closely with operational departments and flight crews to help ensure operations run
smoothly and to minimize the impact of unscheduled maintenance and technical delays.
The concept is recommended to ensure a smooth operation of line maintenance
activities and flight schedule integrity. The implementation of a Maintenance Control
Centre depends on various factors like:
• Fleet Size
• Route structure
• Maintenance contracts with other airlines
• Communication links
• Maintenance Information System
• Airline policies
A Maintenance Control Centre is generally considered as the focal point for control of all
line maintenance associated with international / domestic operations.
The MCC will monitor the Aircraft movement within the country and in foreign stations.
Any defect reported by pilot at out stations requiring guidance or suggestion will be
communicated through the MCC. They will monitor the repeated defects and consult
the Central Engineering, Engineering Planning and Maintenance specialists to provide
solutions and ensure safety, serviceability of aircraft, coordinate with different sections
like Stores, Airport Services and Flight Operations. They will also ensure on-time
departures of Biman flight and other customer’s flights in Dhaka. MCC will be the nerve
centre of maintenance activity of the Engineering Directorate. A group of Engineers will
monitor all the activities related to maintenance and play a coordination role.
5.3 Role and Responsibilities of MCC

The MCC coordinates line maintenance activities & requirements between various
departments within the airline organization to ensure timely rectification of technical
snags and flight schedule integrity. A MCC generally performs the followings:
a) Coordination role
b) Monitoring function
c) Technical Support
Coordination role
A group of Engineers will monitor all the activities related to maintenance and will play
a coordination role, which includes:
• Interaction with Maintenance, Central Engineering, Flight Operations and Commercial
Department to ensure-
-Timely rectification of defects,
-Arranging spares, equipment and skills required,
- Prepare aircraft to ensure on-time departures
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• Arrange / advice maintenance at understaffed / non maintenance stations

-Provide support for crew about defect deferment
-Arrange all required resources to rectify problems
b) Monitoring function: The MCC will monitor the operating aircraft & aircraft out-of-
service due to technical reasons and will ensure flight schedule integrity. The function
includes:
i) Monitor HIL’s to reduce flight schedule irregularities and request for concession
from the I & Q A department.
ii) Continuously monitor to identify repeated defects in order to schedule a
rectification during next scheduled maintenance. Report these to the reliability program
and QA. Consult with Central Engineering and / or Customer Support of OEM for advice
on manufacturer action of defects not easily being identified for trouble shooting.
iii) Record trouble-shooting difficulties at line stations and provide reliability section
with inputs for improvements on such.
c) Technical Support: The MCC will assist line maintenance and outstations in
troubleshooting, fault identification and correction of discrepancies. The support
includes:
• Provide all support for the line and third parties having contractual agreements with
the operator
• Liaise with Central Engineering to obtain information for remedial action whenever
required.
5.4 AOG Procedures
The MCC on receipt of AOG (Aircraft On Ground due to ‘NO GO’ component faults)
information shall immediately consult the party at the AOG station, Maintenance,
Central Engineering and Inspection & Quality Assurance and shall plan a course of
action. When a decision is made and if a rescue operation is needed / sought from the
line stations, MCC shall arrange personnel, spares, tools and approval for
transportation. Concerned Stores Supervisor shall be notified to locate AOG spares and
ship as required. The MCC shall liaise with Biman Operations Control and Aircraft
Scheduling to reschedule the aircraft as necessary.
5.5 DEPARTURE AND ARRIVAL PROCEDURES
Departure of Aircraft
The under mentioned procedures must be followed, as applicable, before departure of
any aircraft after major maintenance, service check or transit inspection:
1. It is required that the work sheets issued for an aircraft are completed in all respects
before releasing the aircraft for flight. The aircraft should not be released unless
completion of the work sheets is ensured in all respects by comparing with the MASTER
work sheets.
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2. Completion of work sheets means certification of each item as satisfactory and by

proper authority and date. All Pilots reported defects, Inspection snags, cardex control
items, routine maintenance items and any other items that may have been entered into
the work sheet are either cleared or carried forward under proper authority ensuring
that the aircraft is airworthy and does not in any way render the safe condition of
operation.
3. All items contained in the work sheet are to be certified by appropriately qualified
personnel quoting authority number with date.
4. Persons releasing the aircraft for flight are to ensure that the work sheets are
completed in all respects with signing authority and date in each case.
5. Any items found incomplete by the inspector are to be brought to the notice of Duty
Engineer, shift In charge or Quality Assurance representative for further necessary
action.
6. Permission must be obtained before aircraft is moved/pushed back or Engines are
started.
7. All maintenance Engineers/Approved Inspections who are required to release the
aircraft for flight shall ensure that Aircraft Maintenance Log is placed on board as early
as possible for departure of the aircraft to enable the flight crew to familiarize
themselves with the history/performance of the aircraft prior to the commencement of
the flight.
8. Duty Engineers must perform visual check on aircraft on ground for structural
damages and security and advice ground personnel to remove landing gear ground lock
pins.
9. Duty Engineer shall ensure that area in front and aft of Engine or Propellers is free
from foreign objects, debris etc. and also that aircraft is clear for starting the Engines.
10. Duty Engineers shall ascertain that fireguard is standing by the aircraft and nearer
to Engines to be started keeping his hand on the fire extinguisher for ready use in case
of actual need.
11. Duty Engineer shall give Engine start up signal to the Captain on the Interphone
and shall indicate engine to be started and he shall also observe any abnormality while
engines are being started and immediately advise the pilot accordingly.
12. After starting of the Engine, remove the air start cart with the intimation to captain,
if connected with aircraft.
13. After starting of the Engine, the operating crew shall give O.K. on interphone to
remove the GPU and ground personnel shall immediately disconnect the GPU and close
the trap doors and store the loose cable in its proper place.
14. When the aircraft is ready for push back, remove the wheel chocks as soon as all
clearance as given by the operating crew on interphones.
15. Before push back of the aircraft the AME (Ground Engineer) must perform visual
checks that push back vehicle and tow bar are serviceable and properly fixed to the
aircraft at appropriate location.
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16. Before Engine Start Authorized Person in Headset ensure cockpit that all doors and
panels are closed and secured.
17. Communication between ground Engineer and Cockpit Crew during push back has
been standardized as follows: The Ground Engineer will ask: ‘’ Are you ready for push
back?’’ When ready the Cockpit will answer: “Ready for push back”. Ground Engineer:
‘’Confirm breaks released’’ Cockpit: ‘’breaks released’’
Ground Engineer: ‘’ Commencing push back’’ After completion of the push back:
Ground Engineer: ‘’Push back completed’’ Cockpit: ‘’Stop push back’’ Ground Engineer:
‘’Confirm breaks set’’ Cockpit: ‘’Breaks set’’ Ground Engineer: ‘’Disconnected all ground
equipment-standby for visual signal at your left/ Right’’
The Ground Engineer will then signal visually by thumbs-up/flash-light to indicate that
disconnection is completed and all is clear for taxing.
Note: Strict adherence to those communication phraseologies is important especially at
line stations where handling is done by third parties as those procedures should
become world-wide standard.
Transit Arrivals
Duty Engineer / Approved personnel who are required to release the aircraft for next
flight shall contact the flight crew directly after arrival of the aircraft for any flight
information concerning maintenance / technical and clarify ambiguity if any for reported
defects by the flight crew so as to enable positive rectification of defect in shortest
possible time.
19. It should be borne in mind by the Duty Engineer and approved personnel that
proper ground handling avoids or minimizes delay and brings maintenance efficiency
high.
20. Maintenance personnel as well as equipment, tools etc. should be readily available
in the bay area for immediate action as required.
21. To carry out transit inspection as per approved procedure and to fill up the
respective columns of the AML and sign on the same with authority and date and put
on board the aircraft in time shall be the prime responsibility of releasing Engineer or
Inspector.
22. To keep a watch on refuelling of the aircraft and ensure compliance of all applicable
standard procedures to avoid aircraft or personal damage or to property.
23. Duty Engineer must ensure checks on aircraft interior for cabin cleaning and other
services through the maintenance personnel, considering same to be of prime
importance for commercial airlines. All cabin servicing and appearance personnel must
be vigilant on this.
24. Inform flight crew for technical deficiency, if any before departure. Such information
shall also be recorded in the AML for crew attention note.
25. To keep a record on Duty Engineer handing / taking over register that technical
defects entered into the AML during the previous flight and which are not rectified
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during the ground layover time or due parts not available etc. with proper justification.
Technical defects reported but which are not rectified by previous stations which
however are rectified at base station.
26. Defects reported or develops during transit inspection which are not covered under
MEL / CDL and the rectification shall involve delay due insufficient ground time, Line
Maintenance Engineer or Inspector shall bring it to the notice of the ‘’Head of
Maintenance / Inspection/ Engineering Planning /Flight Operations at Dhaka base on
phone or telex. For line station, station representative, if posted at line station, shall
inform all concerned through telex.
27. Prolong technical delay of the flight is expected at line stations and defects
rectification requires components from Dhaka or from other station, Maintenance/
Inspection head including Engineering Planning and Flight Operations must be inform
ed by telex / telephone. Ambiguity of words while reporting the defects should always
be avoided which causes confusion. Manager, Technical Stores shall be responsible for
arrangement of dispatch of such parts / component at concerned stations on priority
basis. Loan item, if any, should also be returned back as early as possible to avoid
excessive cost or loan charges unless otherwise covered by an agreement.
28. Technical delay reports must be submitted to Duty Aircraft Scheduler at Dhaka base
by the Duty Engineer concerned immediately after the delay occurrence followed by
submission of delay reports.
Maintenance Arrivals
29. Actions per item 18 above must be followed when aircraft arrives after days of
operations for maintenance,.
30. Aircraft which requires Maintenance/Servicing must be brought to the
Hangar/Maintenance area without any delay for immediate starting of maintenance
works.
31. While towing the aircraft to Hangar/Maintenance lace, appropriate towing
procedures must observe.
Note: Special procedures/ instructions in respect of arrival and departure of VVIP flight
shall be followed as per Biman standing instructions & procedures.
4.6 COMPONENT HOLD PROCEDURE
i. Considering safety and economy of the airlines, the "Hold" procedure is introduced for
Biman. The term "hold" means components removed as suspected defective but may
not necessarily be unserviceable, may possibly be reused on passing through any other
shop check. This will avoid unnecessary expenditure and save time.
ii. A "HOLD" procedure is an universally accepted method of determining the status of a
suspected component that has been removed from an aircraft to facilitate trouble
shooting thereby negating the need in proven cases, for unnecessary workshop visits.
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iii. Only the Licensed AMEs in respective trades are authorized to raise the hold label. A
sample of the label is shown in Appendix-A.
iv. The hold label should be duly filled in and certified before attaching with the
components. Correct type of container should be used before placing the components
in the containers. If a container is not available the item will be wrapped by
polyethylene paper. Then it will be placed on the table in the Hangar designated for
Hold item.
v. The Hold items shall be removed from Hangar to the Parts Control Section by Parts
Control personnel and placed in the area designated for HOLD items. This will be done
regularly at least once daily.
vi. All hold items must be preserved in the Parts Control Section. Necessary entries as
required will be made by Parts Control Section in the HOLD ITEM Register kept in the
same area in respect of these components immediately.
vii. Q.A. Engineers shall visit the "HOLD ITEMS" daily in the morning to process them.
They shall make every effort to clear the items at the earliest.
viii. Stores Inspectors shall constantly keep an eye on the HOLD item area to monitor
new arrivals and inform Quality Assurance regularly. They will also ensure that
Serviceable & unserviceable Tags in sufficient quantity are available on HOLD ITEMS
table.
ix. Components, which have proved to be unjustifiably removed from an aircraft, will be
subjected to the normal installation test procedures, in accordance with the
maintenance manual, upon installation on an aircraft.
x. The Q.A. Engineers in Avionics and Aerospace trade duly authorized by D.C.E. (Insp.
& Q.A.) shall determine serviceability monitoring of the defects. Aerospace Engineers
shall be responsible for issuance of serviceable or unserviceable label of airframe and
power plant components. Similarly Avionics Engineers shall be responsible for issuance
of serviceable or unserviceable label of all Avionics components.
xi. In order to declare any hold component as serviceable, a serviceable label has to be
issued filling up all the columns including release Note No, TSO & RACK life. The hold
item so declared as serviceable should be routed through Stores Inspector & Parts
Controller to the Technical store for issue when required.
xii. In order to issue release note number, a register is to be maintained by the Store
Inspector. Store Inspector shall also be responsible for filling in TSO/hours done in co-
ordination with Engineering. Planning and record it in the register to ensure that no
hard time component over flies. PE Service & Audit shall crosscheck the TSO Issued on
HT component as part of a routine surveillance inspection. Store
Inspector shall preserve the HOLD ITEMS Tags for those items, which are declared
serviceable in the same manner as it is done for the serviceable tag issued by the
overhauling agencies.
xiii. Authorized Q.A. Engineer while declaring a hold component as unserviceable shall
also follow the procedures of filling up all columns of unserviceable label and return to
Parts Controller for their action. Parts Control shall process the Hold items promptly
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once serviceable or unserviceable tag is attached by Q.A. Engineer to a Hold item by

properly documenting in the HOLD ITEM Register.
xiv. In both cases declaring a hold item as serviceable or unserviceable, minimum time
should be taken for the disposal of such components from the hold components area so
that Airworthiness of the components in respect of storage is not affected.
xv. The nominated Q.A. Engineer is responsible for:
a. Personally checking the "HOLD" Location every morning for components placed
under "HOLD" in the previous 24 hours.
b. Checking that hold components have been correctly blanked stored and labelled.
c. Monitoring the affected system until such time as he is satisfied that the defect
has/has not been rectified. This period should not exceed 7 (seven) days.
d. Declaring the subject component "unserviceable" should that prove the case,
removing the "HOLD" label, raising an "Unserviceable" label and routing the component
in the normal manner.
e. In case of declaring the subject component "Serviceable" should that prove the case,
raising a "Serviceable" label with his signature and authority number & routing the item
through Stores Inspector who will issue Release Note number, fill in the serviceable tag
including TSO/Rack life & preserve the 'Hold' tag as it is done in case of approved
certificate and handover item to parts control for routing it to Technical Store.
f. Periodically check the register maintained by the Store Inspector for proper recording
of Release Note No. / TSO. etc.
5.7 IDENT TAG
During Schedule Maintenance like A, C, 4C or any modification, some component/items

require removal from aircraft/engines which does not require any maintenance and
after certain period this component/items will be installed on aircraft/engines. To
identify such component/items, an ‘IDENT TAG’ is used. The ‘IDENT TAG’ should have
the following information for identification purpose:
Part Name;……………………………………..
i) Part No.; ii) SL No.;
iii) Aircraft / Engine; iv) Position
v) Removed By (Authority No. & Signature); vi) Date
5.8 Special Inspection and Major Inspection
1. Inspection and checks which does not come in preview of normal schedule inspection
is considered as Special Inspection. Special Inspection is carried out generally under the
following Circumstances:
i. Inspection of Engine after surge.
ii. Inspection of Engine after checks loads.
iii. Inspection of Engine and aircraft after stroke of lightning.
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iv. Inspection after heavy landing.

v. Inspection after heavy weather flight.
The above inspections are carried out, when called for, by appropriately Licensed
Engineer and certified as per work sheet prepared in accordance with the guidance of
appropriate Maintenance
5.9 Manual and manufacturer’s instructions
2. In addition advises to carryout Special Inspections come from manufacturer of

Aircraft; Engine and component in the form of SB, SL, AD, SIP, SSID etc. Instructions
from CAA, FAA and Bangladesh Civil Aviation Authority and Inspection and Quality
Assurance are also directed to carry out Special Inspection.
3. Following equipment's and authorized manpower are available to carry out Special
Inspection.
i. Eddy current Inspection Procedure
ii. Penetrant Inspection procedure.
iii. Borescope Inspection procedure.
iv. Magnetic Particle Inspection.
v. Ultrasonic Inspection.
vi. Radiographic Inspection.
Major Inspection System means elaborate removal, opening and checks of Aircraft,
Engine and its system.
Nature of works of major Inspection.
i. D-Check on F-28 Aircraft ii. 4C-Check / HMV on DC-10-30 Aircraft
iii. 4C-Check on A310-300 Aircraft
5.10 Duplicate Inspection
The procedures outlined in this section apply to control system and units of control
systems, the failure of which could affect the safety of the aircraft. A control system
shall include the Flight, Engine and Propeller Controls, the related system control and
the associate operating mechanisms.
Definitions
Control System
A control system is defined as a system by which the Flight path, attitude or propulsive
force of an aircraft is changed.
Duplicate Inspection
A duplicate inspection is defined as an inspection first made and certified by one
qualified person and subsequently made and certified by a second qualified person.
C. Applicability of Duplicate Inspection
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Following adjustment, overhaul, repair or replacement of any part of any of the control
systems of an aircraft listed in Para 5.3.6, two independent inspections of that portion
affected shall be carried out prior to a flight to ensure correct assembly and operation.
The inspection must include hydraulic and electrical installations, such as power units,
fuel computers, stabilizer actuation, and indicating systems associated with the control
system. The inspection must also include control systems, which are interconnected
with that on which work has been performed and where a control surface performs a
dual function both function must be checked.
Note: Correct Assembly means that the control system and its components and parts
have been assembled and adjusted and locking devices made safe in accordance with
approved procedures and practices and that the controls have free movement and
correct sense throughout their specified operating range.
The two inspections shall be performed independently by authorized persons who shall
each check in details all part of the control system which have been disturbed and shall
each check physically that control operation is in the correct sense relative to the
selected position. Control system subject to duplicate inspection must not be disturbed
or readjusted after the first certified inspection and the second part of the duplicate
inspection must as nearly as possible, follow immediately after the first part. If the
control system is disturbed after the completion of duplicate inspection that part of the
system, which has been disturbed, shall be inspected in duplicate before the Aircraft
flies. Should a minor adjustment of the control system be necessary when the aircraft is
away from the base, the second part of the duplicate inspection may be completed by a
Pilot or Flight Engineer Licensed for the type of the aircraft. The duplicate inspection
shall be final operation to establish the integrity of the system when all the work has
been completed. It is the duty of each person certifying to ensure that no loose objects
which could subsequently affect the operation of the control system and as safety of
the Aircraft remain in the Aircraft structures.
Certification
All duplicate inspections carried out on Aircraft control system must be certified in the
appropriate work document. Upon completion of the duplicate inspection, suitable entry
has to be made by the certifying personnel. A signature is to be made in the first
column by the AME responsible for the work. A certification in
the second column is to be made by the appropriate AME performing the duplicate
inspection that was not associated with the work.
Person Competent for Duplicate Inspection
i. Initial Inspection: AME performing the maintenance work or Inspection.
ii. Duplicate Inspection: Certification is to be made by an appropriately licensed
Duplicate Inspection Items

Following any Modification, Major Repair, Installation, or Adjustment / Test of the under
mentioned systems or components installed on aircraft:
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i. Flight Controls:
(a) Primary Flight Control Surfaces (Aileron, Elevator, Rudder),
(b) Tabs (Control, Balance, trim),
(c) Stabilizer (Horizontal, Vertical),
(d) Trim Actuators (Jack Screws),
(e) Control Dampers,
(f) Primary Flight Control Power Control Units,
(g) Trailing edge flaps,
(h) Leading edge flaps, slats & slots,
(i) Spoilers.
ii. Fuel system:
(a) Fuel cells.
(b) Integral Fuel Tanks (Interior repairs only).
iii. Landing Gear:
(a) Main Landing Gear bogie or truck assembly,
(b) Main Landing Gear Strut & Trunnion assembly,
(c) Nose Gear Assembly,
(d) Landing Gear Actuating Cylinders,
(e) Selectors valves,
(f) Up and Down Locks,
(g) Emergency extension Gear Box Assy.
Note: the regulatory requirement related to duplicate inspection is also available in ANO
B- 10.
5.11 Cannibalization of Aircraft Parts and Power Plant Components

A. Introduction
This procedure describes the action to be taken when it becomes necessary to
cannibalize a part or a component to supply in an emergency need.
"Cannibalization" is defined as the removal of a needed serviceable part or a component
from an aircraft or a built-up power plant to service another aircraft or a power plant
but this must always be considered as a last resort in order to avoid any delay to
scheduled service.
It is important to note that:
i. "Cannibalization" shall be permitted only after the earlier attempts for obtaining the
part or component through normal requisition procedures have not been succeeded.
ii. Removal by this method is subject to the restriction and regulations established by
the appropriate Aircraft Maintenance Manual procedure governing removal and
installation of parts or components.
B. Authorization for Cannibalization
At base:
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When a supervisor/Mechanic has determined that the need for a part or a component is
more urgent than the normal part requisition procedure will permit, he will have the
requisition form stamped NIL IN STOCK by the stock room store keeper and deliver to
the Shift In-charge or Duty Engineer requesting permission to cannibalize the needed
part, who shall initial the requisition form authorizing the cannibalization. Subsequently
the concerned Shift In-charge will inform in writing to Chief Engineer about the said
cannibalization action.
At line-station:
Any cannibalization must be approved by the Station Engineer or licensed Aircraft
Maintenance Engineer at that station after he has ascertained that no other means of
obtaining the part or component are available and that lack of the item will result in a
scheduled Flight delay or cancellation.
Cannibalization Records
i. It is possible that after the "cannibalization" h as been done on a serviceable aircraft,
the aircraft is released without the replacement of the cannibalized part; appropriate
entry must be made immediately in the Aircraft Maintenance Log Book. Therefore, if a
part or component is cannibalized from an aircraft, a "cannibalization" TAG NO.
CAN/02/LABEL shall be attached at the point from where the parts has been
cannibalized and another "cannibalization" label shall be attached to the control column
of the aircraft from which the part has been "cannibalized" by the person doing the
work, as double check to ensure that the item is refitted prior to release of the Aircraft.
Note: Cannibalization labels are available in the stock room and will be issued upon
request.
ii. "Cannibalization" items and the pertinent information will be entered in
Cannibalization Form by the Shift In-charge or Duty Engineer. This information will
include the Aircraft Registration or Serial Number of the engine installed in the Power
Plant from which the part of component was cannibalized from, Part Number, Serial
Number, Ti me Since Overhaul and position of the part or component removed and the
Serial Number of the engine installed in Power plant or Registration of the Aircraft on
which the item has been cannibalized, Part Number, Time Since Overhaul and the
defect on the component replaced will be entered.
Procedure for Cannibalization

i. An entry will be made on the work sheets of the aircraft or Power plant being serviced
to indicate that the part or component has been cannibalized ex-serviceable aircraft or
engine with a known history of serviceability of the item.
ii. A related entry will be made in the work sheets of the Aircraft or Power plant from
which the part or component is "cannibalized".
iii. "Cannibalization" Label shall be filled in and attached in-situ where "cannibalization"
has taken place by the person performing the work.
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iv. Complete information, including Serial Number of the unit concerned should be
entered in the Voyage Reports of both aircraft concerned.
v. In case, where it becomes necessary to remove consumable items from the
accessories lying in the stores, a note is to be given on this form indicating the Part
Number and Serial Number of the 'cannibalized' accessory and the stock room number
in which it is stocked.
At line stations:
vi. Before releasing an Aircraft on which the cannibalized part have been installed, the
Station Engineer or Duty Engineer shall send a Telex to DCE- Engineering Planning
(DACMP) giving complete information of units concerned including serial numbers with
a copy to DCE Maintenance (DACMK), Chief Engineer (DACMZ).
Post Cannibalization Records

i. After completion of the Cannibalization Form it will be detached from the routine
sheets by the Records office and forwarded to Dy. Chief Engineer, Engineering Planning
(DACMP) through the shop parts controller, who will investigate as to why
cannibalization was necessary.
ii. Manager, Technical Stores will submit the form to Dy. Chief Engineer, Maintenance
with his monthly report giving full information on the following:
(a) Total number of cases of 'cannibalization';
(b) Number of cases in which 'cannibalization' was unjustified and the persons/Shops
responsible for this;
(c) Number of 'cannibalized' components lying unserviceable at the time of submitting
reports and reasons for the same.
Note: A specimen of Capitalization Form is shown on next page.
5.12 AIRCRAFT RELEASE SYSTEMS
Maintenance Release System
A. Introduction
“Maintenance Release” means a document issued in respect of each aircraft at
prescribed intervals mentioned in the approved maintenance schedule for the type of
aircraft, which certifies that all maintenance specified in the approved maintenance
schedule for that aircraft, and all other outstanding maintenance, has been
accomplished and certified in accordance with all applicable Airworthiness standards
and requirements.
The Maintenance Release is issued for an aircraft after completion of maintenance work
certifying that such work was performed in accordance with all approved methods and
procedures. It also certifies that no known conditions exist that would make the aircraft
unairworthy.
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The Maintenance Release is a signatory statement made by an authorized individual

certifying the above condition.
In Biman two types of release signatures are required.
a. A Maintenance Release as per Air Navigation Order (ANO) is required after each A-
Check and higher scheduled maintenance check as per AMS. It is a separate document
made out in duplicate. Original copy is carried in the Aircraft and duplicate copy is
retained in historical record file. A sample of Maintenance Release is shown in ‘Appendix
A’
b. A Maintenance Release for Flight that is signed in the space provided on the Aircraft
Maintenance Log. This shall be issued after rectification of defect (if any) of previous
flight or carry forward the defect according to the applicable MEL and appropriate
service / check for the flight.
B. Validity
Maintenance Release issued after scheduled maintenance check shall remain valid until
the next scheduled maintenance check requiring issue of another Maintenance Release.
However, if during this interval period should a condition exist causing the aircraft to
become unairworthy then this current Maintenance Release will be held in abeyance
provided no other condition exists which will cause another new Maintenance Release
to be issued. The Maintenance Release for Flight is exactly such that a signed
statement simply of "satisfactory condition" for next flight. This signatory statement
simply confirms that no "known condition" exists making the aircraft unairworthy for its
next flight.
It however must be understood that the person signing this release has ensured that all
applicable paper works (worksheet) have been completed before signing on the Aircraft
Maintenance Log page.
Issuance of Maintenance Release

The Maintenance Release may be issued by the holder of an appropriately endorsed
and type rated AME. A person authorized to certify on behalf of Biman approved by
CAAB may also issue the Maintenance Release. Each person signing the Maintenance
Release shall enter the date and the licence number or other authorization under which
the release is made.
The Maintenance Release for Flight is signed in the space provided on the Aircraft
Maintenance Log in Release column. This shall be issued after rectification of defect (if
any) of previous flight or carry forward the defect according to the applicable MEL and
completion of appropriate service / check for the flight.
Maintenance Release for Flight shall be signed by a type rated AME in any category on
the type of aircraft or holder of a type rated AME on any type of aircraft and holding a
Class-II Inspection Permit on the type of aircraft for which the Maintenance Release is
to be issued. Maintenance Release for Flight for each type of aircraft should be done as
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per the procedure laid down in appropriate chapter of the MCM (e.g. Chapter 23.2 for
DC10-30, Chapter 23.5 for A310-300 and Chapter 23.8 for F28 aircraft).
Completion of Worksheets before Release of Aircraft
i) It is required that the work sheets issued for a certain aircraft are completed in all
respect before the releasing engineer signs off Certificate of Compliance contained in
the work sheet. The aircraft should not be released unless completion of the work sheet
is ensured in all respect.
ii) Completion of work sheet means certification of each item is satisfactory, quoting
authority number and date. All pilot reported defects, inspection snags, duplicate
inspection items, cardex control items, routine maintenance items and other item that
may have been entered into the sheet are either cleared or carried forward under
proper authority, ensuring, however, all the time that the aircraft is airworthy and does
not in any way render the same as unsafe.
5.13 Minimum Equipment List (MEL)

The MEL is an approved document created specially to regulate dispatch of an aircraft
with inoperative equipment; its publication is permitted by the Civil Aviation Authority of
Bangladesh. With the various levels of redundancy designed into an aircraft, operation
of every system or component may not be necessary where the remaining operative
equipment can provide the required level of safety.
However, the MEL is an alleviating document and it is not intended to provide continued
operation of an aircraft for an indefinite period with inoperative items. The MEL permits
operation of an aircraft with inoperative equipment within a control program of repairs
and component replacements.
The MEL is a document that assists us in minimizing delays to aircraft schedules by
authorizing us to identify inoperative equipment with which a flight may continue to a
station where time, spares and facilities are available to effect rectification.
The purpose of the Minimum Equipment List (MEL) is to allow under certain constraints,
some deviations from the normal type certificate configurations and equipment required
by operating rules. If such deviations were not permitted, the aircraft could not be
flown unless all its equipment was operative. Each MEL explains its scope, application
procedures, maintenance & operational requirements, conditions and deviations as
applicable.
MEL Control and amendment procedure

MEL control and amendment procedure consists of preparation of Biman customized
MEL for each type of aircraft from the respective Master Minimum Equipment List
(MMEL) and keeping the same updated through amendments and revisions, obtaining
necessary approval from the CAAB for all of these in the process.
The primary responsibility for preparation, control and amendment of MEL is bestowed
on Technical Department of Flight Operations Directorate. However, Engineering
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Directorate will assist Flight Operations for preparation and amendment of MEL. The
group of personnel formed for preparing the
Biman customized MEL shall be comprised of the following:
• Dy. Chief of Technical (Flight Operations) - Head of the Group
• Principal Engineer (Insp. & QA) - Member
• Principal System Engineer (Central Engineering.) - Member
• Manager Operations (Technical) - Member
• Any other personnel co-opted by the head of the group - Member
The responsible group shall prepare the draft copy of the customized MEL and timely
revisions thereof, the Deputy Chief Engineer (Insp. and Q.A.) shall cross-check the
same and forward it to the AELD, CAAB for necessary approval.
Company policy to customization of the MEL
i. The customized MEL shall remove the ambiguities in MMEL regarding variable number
of an item installed stating the actual number of that item installed on Biman aircraft.
ii. It shall omit the items that are not relevant to Biman aircraft.
iii. The REMARKS column shall be based upon regulatory authority requirements (local
and other airspaces of operations), operational requirements and the availability of
maintenance; but shall not be less restrictive than the MMEL.
iv. Customization and incorporation shall be done with minimum practical delay.
Application of MEL
a) Application procedure of MEL for DC10-30 aircraft is contained in the Customized and
Categorized MEL of DC10-30 aircraft approved vide CAAB letter no.
CAA/5519/5/AELD/252 dated 27th March 2001. Therefore, during application /
invocation the customized DC10-30 MEL shall be followed.
b) Application procedure of MEL for A310-300 aircraft is contained in the Customized
and Categorized MEL of A310-300 aircraft approved vide CAAB letter no.
CAA/5519/8/AELD/357 dated 30th April 2001. Therefore, during application / invocation
the customized A310-300 MEL shall be followed.
c) Application procedure of MEL for F-28 aircraft is contained in the Customized MEL of
F-28 aircraft; CAAB approval ref. 5519/4/AELD/814 dated 7 th October 2004. For the
application / invocation of the F-28 MEL, the procedure shall be followed.
5.14 Line Maintenance Procedure

Line Maintenance Control of Defects and Repetitive Defects
A. General
i. Defects occurring on an aircraft whilst under the control of its captain shall be
recorded in the Technical Log. Such defects affecting the airworthiness of the aircraft
shall be rectified or deferred within the MEL limitations and certified by an appropriately
authorized person.
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ii. The Deferred Defect system is approved as a system of control on the handling of
defects on which rectification is deferred for Biman aircraft. The handling of deferred
defects for other operators must comply with that operator’s procedure.
iii. The areas of responsibility for the operation of the system are contained in the
following procedures.
B. Procedures
a) Defect (Deferred Defect) Record
• The Deferred Defect Record’ is part of a system of control on the time limit within
which the rectification of the defect should be undertaken.
• In each case where a defect is recorded on the aircraft Technical Log Sheet and it is
decided to defer the rectification i.a.w. the MEL, etc., the deferred defect must be
entered on the ‘Deferred Defects Record’ which is part of the Aircraft Technical Log and
a cross reference provided in Technical Log Sheet and the Defect Sheet.
• Where a defect is recorded on the Deferred Defect Record it should not be necessary
for the Captain to repeatedly report the same defect on the Technical Log unless there
is a change in the status of the defect on a particular flight.
• The reason for the deferment of the defect must be clearly stated. Entries such as ‘Nil
In Stocks’, ‘No Time Available’, or just ‘C/F’ are in themselves not sufficient to provide
for the planning of rectification of the defect at a later date.
• If ‘Nil In Stocks’ is the reason for deferment, it is important to identify the spare part
(by Part No. and Serial No.) which is not available so that procedures can be
implemented to obtain the particular spare part or unit. Similarly, where the deferment
is due to ‘No Time Available’ the reason for the time not being available should be
indicated for example, ‘No Time Available – Aircraft required for Service’.
• Defects which occur at a transit station, which cannot be immediately rectified, may
be deferred for rectification at base, provided safety is not affected and the captain is
agreeable to accept the aircraft in this condition. These deficiencies are listed in Biman
Customized Minimum Equipment Lists (M.E.L) agreed by Operations and Engineering
Departments, and approved by CAAB.
• Deferred defects shall be cleared at the first opportunity and if outstanding when an
aircraft undergoes a maintenance check, it must be recorded by Engineering Planning
as work to be done during the check.
• Deferred defect, which cannot be cleared during a maintenance check due to non-
availability of spares even after raising AOG request, shall be brought to the attention of
the Engineering Management for discussion in the co-ordination meeting. Engineering
Planning shall then re-enter these "not cleared defects in deferred defects section of the
Technical Log. These defects shall be cleared in Line Maintenance after the receipt of
spares. Not cleared deferred defects under MEL conditions require concession from
CAAB as per the procedure laid.
i. Time Limitations
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• Normally, every effort should be made before the departure of the aircraft to rectify
any defects which are recorded in the Technical Log, however, where circumstances
warrant and where flight safety would not be effected by the aircraft continuing in
service, it is permissible to defer for a limited period the rectification of defects, in
which case the responsibility for the deferment rests with the authorization holder who
makes the deferment.
• Every effort should be made to clear deferred defects including MEL items whenever
the aircraft is not required for service. Where it is decided to defer the rectification of a
defect the MCC In charge shall be responsible for applying a time limit within which the
rectification of the defect should be undertaken.
• The time limit should be such as to allow the aircraft to continue in service until a
convenient maintenance time is available but in any event the time may not be in
excess of the time limitations specified in the respective MEL.
• This should not be construed as to mean that all defects may be deferred for the
maximum time permitted, as this would result in an accumulation of deferred defects
which could cause delays if extra time was required to clear the defects.
• In the case of “No Operational Significance” defects i.e. small dents or defects which
in no way would adversely affect the operation of the aircraft, they may if considered
necessary be deferred till next hangar check.
ii. Extension of Time Limitations

Extensions to the time limit may be made from CAAB through the DCE (Inspection
Quality Assurance) or his nominated deputy after the defect has been considered and
the effect of the defect on the continued operation of the aircraft has been determined
iii. Certification of Rectification

When a Deferred Defect is rectified it is the responsibility of the person certifying the
rectification to ensure that the details are entered on the aircraft Technical Log giving
the Seq. No. from the Deferred Defects Record and to complete the Release to Service.
It is important to note that the signature against the defect on the Deferred Defects
Record is not considered as certification of the rectification of the defect; it indicates
that the defect has been cleared from the Record.
C. Repeated Defect
i. PE (Line Maintenance) and MCC is responsible for monitoring the repeated defect and
report to Central Engineering and Inspection & Quality Assurance as per procedure laid
down in Chapter 24.
ii. Repeated defects are to be identified and appropriate action to be taken, whereby
assistance may be sought from Central Engineering.
5.15 Line Maintenance Control of Aircraft Components, Tools and Equipments
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a. All aircraft spares and equipment are obtained from Technical Stores. The Tools
Stores located within Hangar holds special tools, general tools and equipment required
for day-to-day work in the line. Tools Stores also holds torque wrenches, tyre pressure
gauges, nitrogen charging tools, etc. which are issued on loan. It is the responsibility of
the Maintenance Engineer to ensure that the correct components are used before
installing it on aircraft.
b. Standard Lab controls calibration control of all precision tools and test equipment. It
is the responsibility of the Shift In-charge to ensure that such equipment has a current
and valid test due date sticker. Regarding tools and equipment the detail procedure
described in Chapter 21.
c. Biman aircraft spares for outstation use are carried in a Flight Pack on the aircraft.
The Flight Pack contains spares/components, which are considered essential for safe
operation of the aircraft enroute. The components/parts in the flight pack shall be in
their original container along with their serviceable label. Whenever a component/part
is used, the Flight Pack is replenished at base. Tools Stores provide and control of all
aircraft Flight Packs items with shelf life and ultimate life. A Flight Pack contents list is
compiled by the PE (Line Maintenance) in consideration of current requirements and
pool arrangements. The list is provided in the container and a copy is also inserted into
the Aircraft document file kept in the Cockpit.
d. Provision is also made through the IATA consolidated pool to obtain components/
parts, which are not available in the Flight Pack for use at out stations. Some AOG
situation at out stations components/parts are supplied from Base station Dhaka.
5.16 Aircraft Maintenance Program
General
In order to maintain a continued airworthiness of a particular aircraft two types of
maintenance activities are involved. One is scheduled and other is unscheduled
maintenance. Maintenance Program is the accumulation of all these maintenance
activities.
All maintenance activities either scheduled or unscheduled are planned in such a way
that ensures best possible Human Performance. In all steps of maintenance activities
working environment, motivation of employees are taken into consideration. In order to
improve performance and efficiency and correct any deficiency in the Maintenance
Program, a system of analyses and continued monitoring is used by the RCP (Reliability
Control Program).
Scheduled Maintenance
The scheduled Maintenance Program (hereinafter called Aircraft Maintenance Schedule)
is that the maintenance performed at defined intervals to maintain the continued
airworthiness of the aircraft by systematic inspection, detection and replacement of
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wear out items, adjustment, calibration, cleaning, etc. Source documents of preparing
maintenance schedule are;
• Maintenance Review Board (MRB) document
• Maintenance Planning Document (MPD)
• Airworthiness Directives (AD)
• National and CAAB requirements
• Biman Service experience (Out comes of Reliability Control Program)
When applicable the source document is procured by Biman by paying subscription.
Record of such subscriptions is kept to Technical Library. This record of subscription
ensures the use of updated version of source document
The Aircraft Maintenance Schedule (AMS) is a standard manual approved by the Civil
Aviation Authority of Bangladesh (CAAB). Central Engineering is responsible for
development and updating of the AMS. Engineering Planning is responsible for
compliance of the requirements of AMS and Inspection & Quality Assurance is
responsible for ensuring full adherence to the requirements. Every type of aircraft has
an approved Aircraft Maintenance Schedule (AMS). However, for leased or purchased
old aircraft of it type having an AMS approved by other regulatory bodies needs to pass
through an additional bridge-in inspection process to be maintained by the AMS
approved by CAAB.
On the basis of AMS, Engineering Planning department has generated Task card as per
the interval mentioned in AMS. In consultation with Maintenance department,
Engineering Planning ensures the availability of aircraft, man and material and thus
accomplishes the scheduled task.
5.17 Maintenance Control Manual

After accomplishment of the task proper records are maintained for further action and
to fulfil the requirements of the record keeping. Inspection and Quality Assurance
department is responsible for regular audit to find out any discrepancy between
schedule and accomplishment. CAAB also has a similar programme during renewal of
Certificate of Airworthiness of a particular aircraft.
5.18 Unscheduled Maintenance

The necessity of unscheduled maintenance arises in the following situation:
• Aircraft maintenance Log (AML) entry
• Cabin maintenance Log (CML) entry
• NRC during scheduled maintenance
Unscheduled maintenance works rose through AML and CML are performed in Line
Maintenance (MCM ref. 20.24). For time limitation or non-availability of resources MEL
(MCM ref. 20.23) may work as a compromise between Captain and Ground Engineer.
However the hold item must be rectified within the
specific period as mentioned in MEL. Rectification of critical defects not possible in Line
Maintenance is transferred to Base Maintenance.
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Unscheduled maintenance raised through NRC is also accomplished at Base

Maintenance. Accomplished records are preserved to records section of planning
department.
5.19 Source of Approved Data for Maintenance

Following manuals generally provide approved data for a specific maintenance:
AMS – Aircraft Maintenance Schedule
AMM / CMM – Aircraft Maintenance Manual / Component Maintenance Manual
IPC – Illustrated Parts Catalogue
SRM – Structural Repair Manual
WDM – Wiring Diagram Manual
AWL – Aircraft Wiring List
EOs – Engineering Orders (Inspection / Modification / Repair Orders)
5.20 Electrostatic Sensitive Devices (ESD) Program

The primary objective of all electrostatic prevention methods is to eliminate static
charge accumulation. Electronic devices those are susceptible to damage from
electrostatic discharge. Any subassembly, assembly or printed circuit board containing
ESDS devices is considered electrostatic sensitive and should be handled according to
the handling procedures of ESDS parts on assemblies at any workstation of Biman
Overhaul Shop. A static safeguarded workstation or static protective work area can be
any area so designated for the repair and / or handling of ESDS devices or assemblies.
Biman Bangladesh Airlines Ltd. has an ESD Program, which comprises the following:
1. Ensures that, where ESD parts are handled, shop floor grids are grounded;
2. Ensures all ESD are only handled using approved “earthing” (grounding) wrist straps
and conductive desk mats;
3. Devices are contained in ESD-approved conductive packaging sealed with conductive
tape;
4. ESD are not to be stored on shelving covered with carpet, foam, vinyl or any other
material that can store or produce an electrical charge;
5. Appropriate warning and caution signs and decals are placed in areas where ESD are
handled;
6. Wrist straps and earthing mats are tested to ensure conductivity at regular intervals
or prior to use, and such test results are recorded.
Note: All ESDS / Anti-static testing equipment should be tested as per scheduled
interval.
Operational Checks and Annual Evaluations of Recordings from the FDR and CVR
Operational Checks Procedures for operational Checks of FDR and CVR are found in the
Aircraft Maintenance
Schedule of respective aircraft, Evaluation of Recording
Operational check of the FDR and CVR is not enough for ensuring its serviceability until
data stored in these recorders is retrieved. As the data retrieval procedure is very
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complicated, Engineering Department will ensure the successful retrieval of data from
the report of Flight Data Monitoring (FDM) Cell. Successful data retrieval must be
evaluated annually.
7 Timely Insertion of Current and Unaltered Electronic Navigation Data to all Aircraft
Instruments / Equipments which operate on navigational database must be updated
and inserted on a regular basis as prescribed by the component manufacturer of the
specific equipment / instrument. Database updating and insertion procedure within
specific time interval is performed through a Job card raised by the Engineering
Planning section.
8. Procedures and Programs for RVSM Operations
Aircraft wise separate inspection schedule is mandated for RVSM operation. This
schedule must be included in the maintenance schedule to generate job card for
specific inspection. Requirement for RVSM operation of DC10-30 and A310-300 Aircraft
• Special inspection of Static Port (details in DC10-30 AMS)
• Altitude Alert (Reporting and Advisory) System (details in MEL)
If any damage/deformation /waviness found, RVSM flight may not be operated
/performed by the affected aircraft until the defect is rectified. However aircraft may be
released for Non-RVSM flight making appropriate entry in AML.
9 Time Escalation Procedure for Scheduled Maintenance
There is a provision for time escalation of maintenance check cycle. This time escalation
procedure depends on following factors:
• Out comes of Reliability Control Program (RCP)
• Defect Rectification Status
• User Experience
• Manufacturer’s Recommendation
• CAAB’s Directive.
10. Evaluation Program for Aircraft Maintenance Schedule

It is the responsibility of Biman Bangladesh Airlines Ltd. to ensure that
recommendations issued by the aircraft or equipment manufacturers in Maintenance
Manuals, Maintenance Planning Document, Airworthiness Directives (ADs), Service
Bulletins (SBs) and other Technical Services information, service experience (Out comes
of Reliability Control Program) and relevant information issued by the CAAB are to be
evaluated. Aircraft Maintenance Schedule for each and every type of aircraft is
evaluated once in a year. It is a special flight carried out to observe elimination of
defects after rectification or performance of aircraft and engine systems, which cannot
be reproduced on ground.
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CHAPTER 6
6 ABBREVIATIONS AND AVIATION TERMILOGY

To increase the vocabulary level related to aviation jargons of the persons working in
maintenance, the following aviation abbreviation and terminologies are to be read
carefully.
AAN - Airworthiness Approval Note

AD - Airworthiness Directive
AME - Aircraft Maintenance Engineer
AMO - Aircraft Maintenance Organization
AMS - Aircraft Maintenance Schedule
ANO - Air Navigation orders
ATA - Air Transport Association (USA)
BCAR - British Civil Airworthiness Requirements
CAA - Civil Aviation Authority
CAAB - Civil Aviation Authority of Bangladesh
CAAIP - Civil Aircraft Airworthiness Information and Procedures
CAP - Civil Aviation Publications
CAR - Civil Aviation Rules -1984
CM - Condition Monitoring
C of A - Certificate of Airworthiness
C of C - Certificate of Compliance
C of R - Certificate of Registration
COSL - Component Operating and Storage Limits
EASA - European Aviation Safety Agency
EO - Engineer Officer
EOs - Engineering Orders
E & I - Electrical and Instrument
FAA - Federal Aviation Administration (USA)
FAR - Federal Aviation Regulation (USA)
FF - Ferry Flight
HF - Human Factors
HT - Hard Time
IATA - International Air Transport Association
ICAO - International Civil Aviation Organization
IPC - Illustrated Parts Catalogues
IO - Inspection Order
I&QA - Inspection & Quality Assurance
MCC - Maintenance Control Centre
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MEL - Minimum Equipment List

MM - Maintenance Manual
MO - Modification Order
MR - Maintenance Release
MRO - Maintenance Repair and Overhaul
NAA - National Aviation Authorities
NDT - Non Destructive Testing
OEM - Original Equipment Manufacturer
RO - Repair Order
RSE - Responsible System Engineering / Engineer
S.B - Service Bulletin
S.I.L. - Service Information Letter
WDM - Wiring Diagram Manual
A. N. O. The “Air Navigation orders” (A.N.O.) means the orders published or issued by
the chairman, CAAB under rule 4 of the Civil Aviation’s Rules, 1984. The purpose of
issuance of these orders is to make aware of the Airworthiness requirements as
provided in part VIII and other relevant rules of the Civil Aviation Rules 1984.
Compliance with A.N.O. is mandatory.
Avionics "AVIONICS" describes any aircraft system or circuit utilizing electrical power
or signals in its operation.
A. T. A. 100 is a coding system developed by Air Transport Association (ATA) of
America for identifying systems on an aircraft or chapters in various aircraft manuals
which provide references to other types of information. The standard used is ATA
specification 100.
A. A. N
Airworthiness Approval Note (A.A.N.) is a letter issued by the C.A.A. signifying approval
of a major modification.
Approved certificate
It is a certificate issued by an approved firm to state that the spare parts, components
or materials conform to specification and or drawing, and signed by an approved
signatory. Two copies are issued, one copy to consignee and one copy to consignor.
Approved certificates are issued in numerical orders.
Approved store
It is the store of an approved organization and shall consist of quarantine and a bonded
store.
(a) Quarantine store; the part of the approved stores where all parts, components
and materials are held until they are proved to conform specifications.
(b) Bonded stores; in this part of the approved store only parts, spares, components
and materials are held which have been checked & found in accordance with their
approved certificates.
Appropriately Licensed Aircraft Maintenance Engineer: A person holding a
current Aircraft Maintenance Engineer's Licence which is valid in the category (s) and or
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group (s) and is endorsed for the types(s) of aircraft, engine or equipment for which
certification is required.
British Civil Airworthiness Requirements (B.C.A.R)
They interpret the legislation prescribed in part III of the Air Navigation Orders of CAA,
UK but comprise only minimum requirement and constitute the basis for the issuance of
approvals and certificates, which must be met before recommendations can be made to
the secretary of state by the C.A.A. These are issued by the Civil Aviation Authority
(CAA), UK.
Bulletins (Service Bulletin)
Information circulated by the manufacturer to the owners and operators concerning
maintenance modifications, inspections, overhauls and repairs in addition to information
already given in associated manuals and other media of information. There are many
categories of Service Bulletins.
(a) Normal/Optional Service Bulletins.
(b) Mandatory Service Bulletins
(c) Alert Service Bulletins, etc.
• Normal/Optional Service Bulletins are issued by the Manufacturer/Vendor to inspect
and/or modify the aircraft or aircraft parts to improve the reliability, maintainability etc.
of the systems.
• When any safety is affected or eminent or Airworthiness is compromised, a new
Bulletin is issued or existing Bulletin may be made mandatory, for compliance within a
given period of time, by an Airworthiness Directives. This type of Service Bulletin is
called Mandatory Service Bulletin.
• Alert service Bulletins are issued on matters that require "URGENT" attention and
affect safety, the Bulletins number being provided by an 'A' letter. In case of
"EXTREME URGENCY AFFECTING AIRWORTHINESS" they may be transmitted by
telegraph or cable and are numbered and identified as "ALERT BULLETINS" later being
confirmed by a formal Alert Bulletin. The colour of the Alert Bulletins may vary from the
normal/optional Service Bulletins for easy attention. For example the colour of the
DC10-30 Alert Bulletins is of blue colour. Apart from Service Bulletins there are some
other technical literature issued by the Manufacturer/Vendor, which are often issued to
the operator of the aircraft. Such as All Operator Telex (AOT), Operator Information
Telex (OIT), Service Information Letter (SIL) etc. It is to be noted that if any of the
technical literature is mandated by any Airworthiness Directive (AD), this technical
literature must be considered as Mandatory.
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Check
Check means to operate for measurement of an assembly or component to determine
the operating condition of mechanism and examination or comparison of its operational
characteristic with the standard operational characteristic of this mechanism.
Condition Monitoring (CM)
Not a preventive maintenance process, having neither Hard Time nor On-condition
elements but one in which information on items gained through operational experience
is collected, analyzed and interpreted on a continuing basis as a means of implementing
corrective procedures.
Certificate of Airworthiness (C of A)
This is a certificate issued or renewed for validation by the country where, the aircraft is
registered and includes any Flight Manual performance schedules or other document
whatever its title incorporated by reference in that certificate relating to the Certificate
of Airworthiness. When the National Aviation Authority (NAA) is satisfied with the
condition of the aircraft and that the appropriate requirements have been complied
with, the Certificate of Airworthiness is issued by the NAA or renewed as required.
Certificate of Authorization
Is a certificate issued by/or on behalf of the CAAB to permit the holder to make
certification in accordance with the procedures specified in this respect.
Civil Aircraft Airworthiness Information and Procedures (C.A.A.I.P)

Civil Aircraft Airworthiness Information and Procedures, hereinafter referred to as the
Leaflets are published by the Civil Aviation Authority (CAA), UK. The Leaflets give
information on a variety of matters concerned with civil aircraft during manufacture,
overhaul, repair, maintenance, operation and procedures. Leaflets which may assist and
increase the knowledge of the reader on subjects for which there is a shortage of
information from other sources. These are printed and issued by CAA, UK.
Civil Aircraft Airworthiness Information and Procedures consists the following parts:
Part 1 - Airworthiness Procedures

Part 2 - Engineering Practice and Process
Part 3 - Identification Marking
Part 4 - Non-Destructive Examinations
Part 5 - Systems and Equipment
Part 6 - Structures
Part 7 - Engines
Part 8 - Aircraft Instruments
Part 9 - Electrical Equipment
Part 10 - Ground Operations
Part 11 - Airworthiness Information
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Part 12 - Specifications
Part 13 - Related Civil Aviation Publications (CAPs)
Part 14 - Standard Maintenance Practices
Maintenance Release
"Maintenance Release" means a document issued in respect of each aircraft at
prescribed intervals, which certifies that all maintenance specified in the maintenance
program for that aircraft, and all other outstanding maintenance, have been
accomplished and certified in accordance with all the applicable Airworthiness standards
and requirements.
Certificate of compliance (C of C)
"Certificate of Compliance" means a certification made in respect of any maintenance
performed on any aircraft or any aircraft engine, propeller, component or part, including
overhaul, modification, repair and aircraft inspections not requiring a maintenance
release, which attests that the work has been performed in accordance with all the
applicable Airworthiness standards and requirements.
Concession
"Concession" means any departure from the requirements of the ANO as may be
granted by the Chairman CAAB, including deviations, alleviation or exemptions.
Certificate of Registration (C of R)
It is a certificate issued by the CAAB on application, accompanied with appropriate
charge where applicable, for registration of an aircraft being submitted by its owner or
operator. The certificate is not subject to renewal and is valid until change of
nationality, ownership or until the aircraft is destroyed or permanently withdrawn from
use. The CAAB should be informed of these matters in writing.
Counterfeit Part
A part made or altered so as to imitate or resemble an “approved part” without
authority or right, and with the intend to mislead or defraud by passing the imitation as
original or genuine.
Defect
A condition existing within an airframe or its accessories including airframe, power
plant, engine, electric, instrument and radio which detracts from its full system
serviceability whether or not this affects the Airworthiness or safety of the aircraft.
Drain
Draining includes cleaning of any sumps, strainers, oil sumps, oil strainers or other
sumps or drains including drain valves so as to remove foreign matters in an attempt to
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prevent damages to mechanism or irregularities in flight operations due to presence of

foreign matter or ingress of water.
Functional Checks
The procedures necessary, particularly after the change of an unit or assembly to
determine the operating condition of an aircraft, engine, propeller or component by
measurement and/or operation making any repair necessary to ensure Airworthiness of
the aircraft, engine , propeller or component.
Ferry Flight (FF)

Ferry flights may be classified into four categories:-
I Delivery Ferry Flight
II Operational Ferry Flight
III Scheduled Maintenance Ferry Flight
IV Non Scheduled Maintenance/Rectification Ferry Flight
Delivery Ferry Flight

A flight required by Biman whenever an aircraft is procured either from an airline or
from the manufacturer of the aircraft in which case the aircraft in fully Airworthiness
condition is to be flown from the station of the airline or manufacturer of the aircraft
( place of delivery ) to DHAKA. In such a positioning ferry flight Bangladesh Biman
Corporation may carry passengers/ cargo provided all other required formalities for
such a flight are completed prior to the operation of the flight.
Operational Ferry Flight:

It is a flight of a serviceable aircraft to be flown to an out-station to replace a previously
assigned aircraft and becomes unserviceable.
Schedule Maintenance Ferry Flight

It is a flight which Bangladesh Biman Corporation requires to operate from Dhaka/base
or from other line station to a maintenance station of any other country and back as per
aircraft maintenance contract with any such contractors of the country for maintenance
purpose. Such flights are normally schedule flights, as per program of the aircraft
maintenance schedule and therefore, are termed as maintenance ferry flights.
Bangladesh Biman Corporation may carry passengers/cargo in such maintenance ferry
flights to and from enroute stations provided requirement of the Airworthiness condition
of the aircraft is met.
Non-scheduled Maintenance/Rectification Ferry Flight

Non-scheduled Maintenance Ferry Flight is a flight authorized by CAAB for a particular
aircraft which is away from maintenance base having certain range of unserviceability
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which can not be rectified due to nonavailability of man power, and facility etc. at that
station.
The flight shall be operated without revenue passengers or cargo. However, prior to
operation of such a flight necessary permission is to be obtained from CAAB. Deputy
Chief Engineer (Maintenance) and Deputy Chief Engineer (Inspection & Quality
Assurance) in co-ordination shall evaluate the Airworthiness status of the aircraft
involved and on being satisfied that the aircraft can be flown safety, shall apply to CAAB
for obtaining permission prior to operating such a ferry flight.
Hard Time (HT)

A preventative maintenance process in which known deterioration is limited to an
acceptable level by maintenance actions carried out at periods related to time in service
(e.g. calendar time, number of cycles, number of landings). The prescribed actions
normally include servicing and other actions like overhaul, partial overhaul,
replacement, in accordance with instructions in the relevant maintenance schedules.
The item concerned is either replaced or restored to such a condition that it can be
released for service for a further specified period.
Inspection
Inspection in relations to an aircraft, aircraft components or parts means examination
either visually or by any other means to ascertain the condition of an aircraft,
component or parts.
Lubrication
Lubrication means to lubricate in accordance with the appropriate lubrication chart
using the correct type of lubricants.
Line Station
Line Station is any station other than Main Base through which the aircraft may operate
and which is equipped with necessary support equipment, a previously determined
amount of spares and the ability to carry out transit and or minor maintenance and the
clearance of defects. Line stations may be manned by Biman staff or by an agency duly
nominated and approved.
Maintenance
“Maintenance” means all work including tests and inspections performed in accordance
with approved procedures to ensure the continued Airworthiness of an aircraft or
aircraft components, parts and material, and includes modifications and repairs. It may
be stated on the following way:
(a) Maintenance means in relation to an aircraft performance of any work (including a
modification
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or repair) on the aircraft that may affect the safety of the aircraft or causes the aircraft
to become a danger to person or property or the making of test or an inspection for the
purpose of ascertaining whether the aircraft is in a fit state for flying.
(b) Maintenance means in relation to an aircraft component or aircraft material the
doing of any work (including a modification or repair) on the aircraft component or
aircraft material that may affect its soundness or correct functioning or the making of a
test or an inspection for the purpose of
Ascertaining whether the aircraft component or aircraft material is sound or functioning
correctly.
Maintenance Procedures
In relation to aircraft, means the methods to be used for accomplishment of scheduled
maintenance tasks and any other un-scheduled tasks such a method of access to
specified area or parts, methods of inspection, etc.
Maintenance Schedule
In respect of Biman, "Maintenance Schedule" is a part of approved Maintenance
Program. The publication lists items to be inspected, calibrated, tested, overhauled,
replaced, serviced or otherwise maintained at specified intervals for each aircraft, and
details the periods at which maintenance certifications shall be issued.
Main Base
Main base is the station where the aircraft is based and which is equipped to undertake
minor, major overhaul/repair and modification work.
Numbered checks
In order to equalize maintenance work loads the different periodic inspection and check
requirement are broken down and scheduled by work control so that a percentage of
the work may be accomplished at specified aircraft visits but the total accomplished
within the prescribed maximum hours.
Overhaul
Overhaul means to disassemble to a stage where a part may be inspected, repaired,
replaced and then reassembled and tested to a standard which has been shown to
ensure that the aircraft component will function properly throughout the statutory
period between overhauls Manual
On Condition
The term "ON CONDITION" means that the condition of a unit or assembly is
determined by periodic inspection or functional check. The condition that is found will
provide the information necessary to determine the extent of any additional inspection,
repair or overhaul that may be required to place the unit or assembly in an airworthy or
serviceable condition.
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Operational Check
A qualitative check is to determine that a system or component is operating in a normal
and intended manner. It does not require quantitative tolerances.
Periodic Maintenance
Maintenance performed in stipulated time intervals. The terminology may differ and
detailed definitions may be found in the appropriate aircraft Maintenance
Manual/Maintenance Schedule in respective aircraft.
Quality Standard
The standard at which all work produced for the maintenance of aircraft has conformed
to-
(a) The requirement of CAAB as stated in the ANO, BCAR, CAAIP and other relevant
documents
(b) The requirements of appropriate Technical Instructions and
(c) The requirements of Biman procedures, directives and notices.
Retirement of Parts
The retirement of parts program is a system by which certain parts are retired from
service after definite periods of service. Generally parts retirement is based upon
manufacturer's recommendations or available service records. In cases where service
records indicate that chronic malfunctioning or failure of a parts is caused by fatigue,
age deterioration and other causes that can not be determined by the available
inspection methods, check and test methods, the particular part is normally retired at
the time deemed most appropriate consistent with the trend of performance data.
Replacement
A replacement is a work operation which involves the removal & replacement of the
same part or the substitution of an identical part. It should be noted that a new part
may be substituted for an identical worn part but if the parts are not identical work
operation becomes a modification. The opening and closing of inspection covers, access
hatches, exists, cowling etc. is not considered to constitute replacement.
Repair
Repair means the restoration to an airworthy condition of an aircraft, installed engines
and propellers, parts thereof and other installed aeronautical products.
Modification
Modification means, in respect of an aeronautical product, a subordinate change to the
original type design which may affect Airworthiness, and which may involve alteration
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to the basic structure of an aircraft or component, or changes or additions to embodied

systems, equipment, or accessories, but which will not alter the basic function or
classification of the aeronautical product.
Servicing
Servicing means preparing the aircraft for flight and includes cleaning, lubrication,
provision of fuel and replenishment of other fluids, but does not include any work that
is maintenance.
Technical Instructions
All documents which specify method, Procedures, Processes and technical requirements
to be followed when inspection, repair, overhaul, replacement and modification are
carried out to maintain the Airworthiness of aircraft its engines, components and
equipment and also when parts are manufactured and materials revalidated for use in
the above activities.
Unapproved Part
1. An Unapproved part is a part or material intended for installation on a type
certificated product/aircraft, which has been neither manufactured according to
approved procedures, nor conforms to an approved type design; or it fails to conform to
declared specifications or accepted industry standards (i.e. standards parts).
2. Unapproved parts include, but are not limited to:
a) Parts specified in the illustrated parts catalogues (IPC) of a type certificated aircraft,
but which have been manufactured, reclaimed or reworked and then marked by an
unauthorized source and provided with documents which indicate falsely that the
part(s) are genuine and conform to the approved type design, or meet a particular
industry standard and are offered for use as conforming with an aircraft manufacturers
authorized IPC.
b) Parts shipped directly to users by, manufacturers, suppliers, or distributors who do
not themselves hold appropriate production approvals for the parts, and have not been
authorized to make direct shipments to users or stockists, by the type certificate holder,
who alone has production approval e.g. production overruns.
c) Parts which have not been maintained, overhauled or repaired in accordance with
the requirements of approved Airworthiness data and / or statutory requirements or
that have been maintained, overhauled or repaired by persons not authorized to
perform and certify these functions.
CHAPTER 7
7. ENGINEERING ETHICS AND LEGAL RESPONSIBILITIES
7.1 Engineering Ethics and Legal Responsibilities

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Engineering is the discipline of acquiring and applying scientific and technical

knowledge to the design, analysis, and/or construction of works for practical purposes.
The American Engineers' Council for Professional Development, also known as ECPD,
(later ABET), defines Engineering as: "The creative application of scientific principles to
design or develop structures, machines, apparatus, or manufacturing processes, or
works utilizing them singly or in combination; or to construct or operate the same with
full cognizance of their design; or to forecast their behaviour under specific operating
conditions; all as respects an intended function, economics of operation and safety to
life and property. One who practices engineering is called an engineer, and those
licensed to do so have formal designations such as Professional Engineer, Chartered
Engineer or Incorporated Engineer. The broad discipline of engineering encompasses a
range of specialised sub-disciplines that focus on the issues associated with developing
a specific kind of product, or using a specific type of technology.
Aeronautical Engineering deals with aircraft design while Aerospace Engineering is a

more modern term that expands the reach envelope of the discipline by including
spacecraft design. Its origins can be traced back to the aviation pioneers around the
turn of the century from the 19th century to the 20 th. Early knowledge of aeronautical
engineering was largely experimental with some concepts and skills imported from
other branches of engineering. Only a decade after the successful flights by the Wright
brothers, the 1920s saw extensive development of aeronautical engineering through
development of World War-I military aircraft. Meanwhile, research to provide
fundamental background science continued by combining theoretical physics with
experiments.
7.2 Ethics and morals

Ethics and morals are respectively a kin or similar to theory and practice. Ethics denotes
the theory of right action and the greater good, while morals indicate their practice.
"Moral" has a dual meaning; the first indicates a person's comprehension of morality
and his capacity to put it into practice. In this meaning, the antonym is "amoral",
indicating an inability to distinguish between right and wrong and the second denotes
the active practice of those values. In this sense, the antonym is "immoral", referring to
actions that violate ethical principles.
Personal ethics signifies a moral code applicable to individuals, while social ethics
means moral theory applied to groups. Social ethics can be synonymous with social and
political philosophy, in as much as it is the foundation of a good society or state.
Ethics is not limited to specific acts and defined moral codes, but encompasses the
whole of moral ideals and behaviours.
7.3 Person's philosophy of life

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Socrates
Socrates was one of the first Greek philosophers to encourage both scholars and the
common citizen to turn their attention from the outside world to the condition of man.
Knowledge having a bearing on human life was placed highest, all other knowledge
being secondary. Self-knowledge was considered necessary for success and inherently
an essential good. A self-aware person will act completely within their capabilities to
their pinnacle, while an ignorant person will flounder and encounter difficulty. To
Socrates, a person must become aware of every fact (and its context) relevant to his
existence, if he wishes to attain self-knowledge. He posited that people will naturally do
what is good, if they know what is right. Evil or bad actions, are the result of ignorance.
If a criminal were truly aware of the mental and spiritual consequences of his actions,
he would neither commit nor even consider committing them. Any person who knows
what is truly right will automatically do it, according to Socrates. While he equated
knowledge with virtue, he similarly equated virtue with happiness. The truly wise man
will know what is right, do what is good and therefore be happy.
Aristotle
Aristotle highlighted an ethical system that may be termed "self-realizationism". When a
person acts in accordance with their nature and realizes their full potential, they will do
well and be content. At birth, a baby is not a person, but a potential person. In order to
become a "real" person, the child's inherent potential must be realized. Unhappiness
and frustration are caused by the unrealized potential of a person, leading to failed
goals and a poor life. Aristotle said, "Nature does nothing in vain." Therefore, it is
imperative for persons to act in accordance with their nature and develop their latent
talents, in order to be content and complete. Happiness was held to be the ultimate
goal. All other things, such as civic life or wealth, are merely means to the end. Self-
realization, the awareness of one's nature and the development of one's talents, is the
surest path to happiness.
Aristotle asserted that man had three natures: vegetable (physical), animal (emotional)
and rational (mental). Physical nature can be assuaged through exercise and care,
emotional nature through indulgence of instinct and urges and mental through human
reason and developed potential. Rational development was considered the most
important, as essential to philosophical self-awareness and as uniquely human.
Moderation was encouraged, with the extremes seen as degraded and immoral. For
example, courage is the moderate virtue between the extremes of cowardice and
recklessness. Man should not simply live, but live well with conduct governed by
moderate virtue. This is regarded as difficult, as virtue denotes doing the right thing, to
the right person, at the right time, to the proper extent, in the correct fashion, for the
right reason.
The study of descriptive ethics may include examinations of the following:
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 Ethical codes applied by various groups. Some consider aesthetics itself the basis
of ethics and a personal moral core developed through art and storytelling as very
influential in one's later ethical choices.
 Informal theories of etiquette, which tend to be less rigorous and more
situational. Some consider etiquette a simple negative ethics, i.e. where can one evade
an uncomfortable truth without doing wrong? According to this view, ethics is more a
summary of common sense social decisions.
 Practices in arbitration and law, e.g. the claim that ethics itself is a matter of
balancing "right versus right," i.e. putting priorities on two things that are both right,
but which must be traded off carefully in each situation.
 Observed choices made by ordinary people, without expert aid or advice, who
vote, buy, and decide what is worth valuing. This is a major concern of sociology,
political science, and economics.
7.4 Human rights

Human rights refer to "the basic rights and freedoms to which all humans are entitled.
Examples of rights and freedoms which are often thought of as human rights include
civil and political rights, such as the right to life and liberty, freedom of expression, and
equality before the law; and social, cultural and economic rights, including the right to
participate in culture, the right to work, and the right to education.
The Magna Carta or "Great Charter" was one of England's first documents containing
commitments by a sovereign to his people to respect certain legal rights.
All human beings are born free and equal in dignity and rights. They are endowed with
reason and conscience and should act towards one another in a spirit of brotherhood
UNESCO Plan for a Universal Declaration

On March 25-28, 1997 the United Nations Educational, Scientific, Cultural Organization
(UNESCO), headquartered in Paris, held the first meeting of a Committee of
philosophers representing a wide range of religious, ethnic, ethical and philosophical
traditions to produce a Declaration providing a philosophical basis for a global ethic. At
present there is only an initial tentative draft circulating among the Committee
members. If accepted at all, it doubtless will be modified to a greater or lesser degree.
Nevertheless, it will be useful to present it here -- even though it is extremely tentative
for it will indicate the direction of the thought of at least a substantial portion of the
Committee.
7.6 UNIVERSAL DECLARATION OF HUMAN RESPONSIBILITIES

Preamble
Whereas a fundamental distinguishing characteristic of human beings is that they alone
never cease asking "why?” they inevitably and unquenchably seek the meaning of
things, and then strive to live accordingly,
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Whereas humans are capable of knowing both particular things and general
abstractions; because they can then consequently make comparisons, they also are
capable of free, and therefore likewise responsible, choices,
Whereas because both the human search for meaning and the human ability
fundamentally to make choices freely and responsibly are "in-finite," that is, their
horizons stretch out endlessly, the dignity of the human being is correspondingly "in-
finite",
Consequently these reflections on the human reality provide a reasonable basis for the
affirmation by the UN 1948 "Universal Declaration of Human Rights" of "the dignity and
worth of the human person",
Whereas recognition of the inherent dignity and the equal and inalienable rights of all
members of the human family - which is the foundation of freedom, justice and peace
in the world - presupposes and implies certain obligations or responsibilities,
Whereas the exclusive insistence on rights can result in self-opinionated and self-
righteous attitudes,
Whereas neglect of responsibilities can lead to arbitrariness, lawlessness and chaos,
Whereas both the rule of law and human rights depend on the readiness of men and
women to act justly, because rights without the corresponding commitment to
responsibilities cannot long endure, Whereas global problems such as poverty,
underdevelopment, environmental pollution, population explosion, disease, crime,
nuclear proliferation, corruption and fanaticism demand global solutions, and therefore
ideas, values and norms valid across all cultures and societies, Whereas all human
beings, to the best of their knowledge and ability, are responsible for a better global
order, which cannot be created or enforced by laws, prescriptions, and conventions
alone, Whereas the aspirations for progress and improvement of the human race on
planet earth cannot be safeguarded without a minimal fundamental consensus
concerning binding values, irrevocable standards, and fundamental ethical attitudes
which apply to all human beings and institutions,
7.7 The General Assembly UN

Proclaims this "Universal Declaration of Human Responsibilities" as a common standard
of commitment by all peoples and all nations to the end that every individual and organ
of society shall contribute to the authentic autonomy of every individual and the
justified requirements of communities.
We hereby confirm and deepen on the level of an ethic of responsibility what has
already been formally proclaimed on the level of rights, namely: the full realization of
the intrinsic dignity of the human person, the inalienable freedom and equality in
principle of all humans, solidarity with each other, and the interdependence of all
sentient beings.
Consciousness of these responsibilities of individuals and institutions are to be founded
by education and teaching as well as strengthened and promoted by progressive
measures, national and international.
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We further recognize that dialogue - i.e., conversation whose `primary' aim is to learn
from the other - is a necessary means whereby women and men learn to respect the
other, expand and deepen their understanding of the meaning of life, and develop an
ever broadening consensus whereby men and women can live together on this globe in
an authentically human manner.
Article 1
Every human being, regardless of social origin, sex, property, colour, language,
nationality or religion, ought to be treated humanely.
Article 2
All human beings should oppose all forms of inhumanity, especially fanaticism, hate,
and social exclusion, and work for greater humaneness.
Article 3
No individual human or group of humans, including the state, social class, pressure
group, police or military agency stands above the ethical dictates of good and evil. All
should behave in a genuinely human fashion, that is: Do well and avoid evil.
Article 4
All human beings, endowed with reason and conscience, should act towards one
another in a spirit of sisterhood/brotherhood. Therefore, there should be applied to all
human beings, both individuals and groups, including among others families,
communities, races, nations, and religions, the long-standing principle of so many
ethical and religious traditions: What you do not wish done to yourself, do not do to
others.
Article 5
Every human being is always to be treated as an end, never as a mere means, always
as a subject of rights, never as a mere object, whether in business, politics,
communication, scientific research or other areas of life.
Article 6
No one, except in the case of self-defence, has the right to injure or to kill. Every
human being ought rather to have respect for life.
Article 7
Although every human person is infinitely precious and must be unconditionally
protected, the lives of animals and plants which inhabit this planet with us likewise
deserve protection, preservation, and care. That is, we humans are a part of nature,
not apart from nature. Hence, as beings with the capacity of foresight we bear a special
responsibility - especially with a view to future generations - for the air, water, and soil,
that is, for the earth, and even the cosmos.
Article 8
Conflicts ought to be resolved without violence. This principle is valid for all institutions,
especially states, as well as for individuals. Particularly public officials are obliged to
work within a framework of a just order and to commit themselves, whenever possible,
to non-violent, peaceful solutions.
Article 9
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No one has the right to rob or dispossess in any way any person, group of persons, or
the commonweal. Every human being ought rather to deal honestly and fairly.
Article 10
Property, limited or large, carries with it an obligation; ownership not only permits the
personal use of property but also entails the responsibility to serve the common good.
Article 11
Economic and political power should not be misused as instruments of domination, but
for service to humanity. Therefore mutual respect and the will to mediation should be
fostered so as to reach a reasonable balance of interests in a sense of moderation and
fairness.
Article 12
Wherever rulers repress the ruled, institutions threaten persons, or might oppresses
right, human beings have not only the right but also the responsibility to resist -
whenever possible non-violently.
Article 13
No one should speak lies. Every human being ought rather to speak and act truthfully.
Article 14
The communications media, to whom the freedom to report for the sake of truth is
entrusted and to whom the office of guardian granted, do not stand above ethics but
have the obligation to respect human dignity, human rights, and fundamental values.
They are duty-bound to objectivity, fairness, and humaneness. Hence, they have no
right to intrude into individuals' private spheres, manipulate public opinion, or distort
reality.
Article 15
Politicians, scientists and artists are doubly obliged, as individual persons and as
society's leaders, to model ethical standards, and especially to serve truth.
Article 16
Religious persons, and especially religious leaders, whose religious freedom is
guaranteed, ought to avoid prejudice, fanaticism and hatred towards those of different
belief, let alone incite or legitimize religious wars. They rather should always be guides
for truthfulness in thinking, speaking, and acting.
Article 17
All individuals and groups are obliged not to treat other persons as mere sex objects or
disadvantage them because of their sexuality. Rather, men and women should treat
each other in their sexual and kindred relationships with respect and as equal partners.
Article 18
Young people should learn at home, school, religion and elsewhere in society that
sexuality in itself is a creative and positive - not a negative, destructive, or exploitative -
force. As a life-affirming shaper of community, sexuality can be effective only when
partners accept the responsibility of caring for one another's happiness.
Article 19
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Marriage which is despite of its cultural and religious variety should be characterized by
love, loyalty, and permanence and guarantee mutual security and support.
Article 20
In the family, parents should not exploit children, or children parents. Their relationship
should reflect mutual respect, appreciation, and concern.
Article 21
The different professions and other societal groupings, such as medicine, business,
journalism, among others, should develop current codes of ethics which will relate to
the ethical principles of this Declaration by providing more specific guidelines.
Article 22
Nothing in this Declaration may be interpreted as implying for any state, group or
person the right to engage in any activity aimed at the destruction of any of the rights,
freedoms or responsibilities set forth in the 1948 UN Universal Declaration of Human
Rights
7.8 Universal Declaration of Human Responsibilities

Preamble
Whereas recognition of the inherent dignity and of the equal and inalienable rights of all
members of the human family is the foundation of freedom, justice and peace in the
world and implies obligations or responsibilities, whereas the exclusive insistence on
rights can result in conflict, division, and endless dispute, and the neglect of human
responsibilities can lead to lawlessness and chaos, whereas the rule of law and the
promotion of human rights depend on the readiness of men and women to act justly,
whereas all people, to the best of their knowledge and ability, have a responsibility to
foster a better social order, both at home and globally, a goal which cannot be achieved
by laws, prescriptions, and conventions alone, Whereas human aspirations for progress
and improvement can only be realized by agreed values and standards applying to all
people and institutions at all times.
Now, therefore, The General Assembly Proclaims this Universal Declaration of Human
Responsibilities as a common standard for all peoples and all nations, to the end that
every individual and every organ of society, keeping this Declaration constantly in mind,
shall contribute to the advancement of communities and to the enlightenment of all
their members. We, the peoples of the world thus renew and reinforce commitments
already proclaimed in the Universal Declaration of Human Rights: namely, the full
acceptance of the dignity of all people; their inalienable freedom and equality, and their
solidarity with one another. Awareness and acceptance of these responsibilities should
be taught and promoted throughout the world.
7.9 Fundamental Principles for Humanity

Article I
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Every person, regardless of gender, ethnic origin, social status, political opinion,
language, age, nationality, or religion, has a responsibility to treat all people in a
humane way.
Article 2
No person should lend support to any form of inhumane behaviour, but all people have
a responsibility to strive for the dignity and self-esteem of all others.
Article 3
No person, no group or organization, no state, no army or police stands above good
and evil; all are subject to ethical standards. Everyone has a responsibility to promote
good and to avoid evil in all things.
Article 4
All people, endowed with reason and conscience, must accept a responsibility to each
and all, to families and communities, to races, nations, and religions in a spirit of
solidarity: What you do not wish to be done to yourself, do not do to others.
Non-Violence and Respect for Life
Article 5
Every person has a responsibility to respect life. No one has the right to injure, to
torture or to kill another human person. This does not exclude the right of justified self-
defence of individuals or communities.
Article 6
Disputes between states, groups or individuals should be resolved without violence. No
government should tolerate or participate in acts of genocide or terrorism, nor should it
abuse women, children, or any other civilians as instruments of war. Every citizen and
public official has a responsibility to act in a peaceful, non-violent way.
Article 7
Every person is infinitely precious and must be protected unconditionally. The animal
and the natural environment also demand protection. All people have a responsibility to
protect the air, water and soil of the earth for the sake of present inhabitants and
future generations.
Justice and Solidarity
Article 8
Every person has a responsibility to behave with integrity, honesty and fairness. No
person or group should rob or arbitrarily deprive any other person or group of their
property.
Article 9
All people, given the necessary tools, have a responsibility to make serious efforts to
overcome poverty, malnutrition, ignorance, and inequality. They should promote
sustainable development all over the world in order to assure dignity, freedom, security
and justice for all people.
Article 10
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All people have a responsibility to develop their talents through diligent endeavour; they
should have equal access to education and to meaningful work. Everyone should lend
support to the needy, the disadvantaged, the disabled and to the victims of
discrimination.
Article 11
All property and wealth must be used responsibly in accordance with justice and for the
advancement of the human race. Economic and political power must not be handled as
an instrument of domination, but in the service of economic justice and of the social
order.
Truthfulness and Tolerance

Article 12
Every person has a responsibility to speak and act truthfully. No one, however high or
mighty, should speak lies. The right to privacy and to personal and professional
confidentiality is to be respected. No one is obliged to tell all the truth to everyone all
the time.
Article 13
No politicians, public servants, business leaders, scientists, writers or artists are exempt
from general ethical standards, nor are physicians, lawyers and other professionals who
have special duties to clients. Professional and other codes of ethics should reflect the
priority of general standards such as those of truthfulness and fairness.
Article 14
The freedom of the media to inform the public and to criticize institutions of society and
governmental actions, which is essential for a just society, must be used with
responsibility and discretion. Freedom of the media carries a special responsibility for
accurate and truthful reporting. Sensational reporting that degrades the human person
or dignity must at all times be avoided.
Article 15
While religious freedom must be guaranteed, the representatives of religions have a
special responsibility to avoid expressions of prejudice and acts of discrimination
towards those of different beliefs. They should not incite or legitimize hatred, fanaticism
and religious wars, but should foster tolerance and mutual respect between all people.
Mutual Respect and Partnership

Article 16
All men and women have a responsibility to show respect to one another and
understanding in their partnership. No one should subject another person to sexual
exploitation or dependence. Rather, sexual partners should accept the responsibility of
caring for each other’s well-being.
Article 17
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In all its cultural and religious varieties, marriage requires love, loyalty and forgiveness
and should be aim at guaranteeing security and mutual support.
Article 18
Sensible family planning is the responsibility of every couple. The relationship between
parents and children should reflect mutual love, respect, appreciation and concern. No
parents or other adults should exploit abuse or maltreat children.
Conclusion
Article 19
Nothing in this Declaration may be interpreted as implying for any state, group or
person any right to engage in any activity or to perform any act aimed at the
destruction of any of the responsibilities, rights and freedom set forth in this Declaration
and in the Universal Declaration of Human Rights of 1948.
7.10 UNIVERSAL DECLARATION OF HUMAN RIGHTS

On December 10, 1948 the General Assembly of the United Nations adopted and
proclaimed the Universal Declaration of Human Rights the full text of which appears in
the following pages. Following this historic act the Assembly called upon all Member
countries to publicize the text of the Declaration and "to cause it to be disseminated,
displayed, read and expounded principally in schools and other educational institutions,
without distinction based on the political status of countries or territories."
PREAMBLE
Whereas recognition of the inherent dignity and of the equal and inalienable rights of all
members of the human family is the foundation of freedom, justice and peace in the
world, Whereas disregard and contempt for human rights have resulted in barbarous
acts which have outraged the conscience of mankind, and the advent of a world in
which human beings shall enjoy freedom of speech and belief and freedom from fear
and want has been proclaimed as the highest aspiration of the common people,
Whereas it is essential, if man is not to be compelled to have recourse, as a last resort,
to rebellion against tyranny and oppression, that human rights should be protected by
the rule of law, Whereas it is essential to promote the development of friendly relations
between nations, Whereas the peoples of the United Nations have in the Charter
reaffirmed their faith in fundamental human rights, in the dignity and worth of the
human person and in the equal rights of men and women and have determined to
promote social progress and better standards of life in larger freedom, Whereas
Member States have pledged themselves to achieve, in co-operation with the United
Nations, the promotion of universal respect for and observance of human rights and
fundamental freedoms, Whereas a common understanding of these rights and
freedoms is of the greatest importance for the full realization of this pledge,
7.13 Professional Etiquette in the workplace

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Whatever your personal definition of professional manners, there are some common
courtesies that are timeless and always expected from a courteous professional.
Involuntary bodily functions

There are times when involuntary bodily functions can disrupt a meeting, and the well-
versed professionals know the proper etiquette.
Everyone has had the experience of sneezing, and you should always be prepared for
this unexpected reflex
Professional etiquette
The debate centres around two issues, sound and smell. If the gas is passed silently,
yet possesses an aroma that will curl your hair, many professionals recommend
ignoring the incident, thereby allowing everyone in the room to silently speculate about
the identity of the perpetrator. I once knew a high-ranking executive who sputtered
every time that he bent over. He was aware it (as were we all) yet the polite thing to
do is to ignore it and, if necessary, move the meeting to another area.
Acknowledgement of rank and status

It is still considered polite in corporate circles to stand when a senior executive or a
woman (of any status) enters a room. This is especially true in the military and Federal
Government where senior officers (Lt. Col. and up), elected officials, dignitaries and
top-executives expert you to stand when they enter a meeting. In practice, most
professionals make motions like they are planning to stand-up, allowing the official an
opportunity to wave-them-down with a quick hand motion.
When meeting another professional it is critical that you follow proper protocol. Wait
until they have offered their hand (not, just bow your head at the neck). When shaking
hands, you should always use a firm grip (but don't squeeze) and look the professional
directly in the eye when greeting them.
When meeting people of celebrity status (politicians, entertainers) you should never
offer your hand first and place them in an awkward situation. For example, I've read
that Donald Trump and Prince Charles will not reciprocate an offer to shake hands. The
senior person always enters a vehicle last so that they may be the first to depart.
At professional meeting and cocktail parties you must be on-time and you MAY NOT
leave until the senior executive has left the party. Most executives are well-aware of
this protocol and will excuse themselves early to give others an opportunity to leave.
Etiquette & Manners presents contemporary fundamental etiquette programs which are
universally accepted for children, young adults and adults. This is accomplished by
providing leadership and lifetime skills through good manners and proper etiquette in
the highest professional manner.
Corporate Image, Etiquette and Communication
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Image training programs focus on image consulting, first impression management,

colour and style analysis, corporate dress, personal and professional image, dress for
success and creating a positive first impression. Etiquette training programs focus on
meet and greet skills, dining etiquette, social etiquette, networking, business
entertaining, business etiquette, professional etiquette and media etiquette
Office Discipline, Manners and etiquette

Office discipline, manners and etiquette are very important factors of individual success
in an organisation. The following are the guidelines to be followed in a work or office
environment:
1 Arrive office in time, if you are late or sick for reasons beyond control, inform
your supervisor well in advance by telephone.
2 Be punctual in maintaining appointments. Do not hesitate to sorry if you are
late for reasons beyond control.
3 Always wear neat, clean and ironed dress, shoes should be polished, do not
wear slippers in office, do not come office without shaving, get hair cut timely
and comb your hair, cut your nails and keep your nails and hand dirt free.
4 Be respectful to your superiors both in words and deeds.
5 Be polite and courteous to your colleagues and communicate properly.
6 Wish your superiors and colleagues while arriving in or leaving the office.
7 Do not leave office before departure of your superior officer if you need to
leave office seek permission.
8 Do not put your hand or elbows on the table when sitting in front of your
superiors.
9 When your superior is walking, do not walk ahead of him, if he is coming
from opposite direction, stop and wish as a gesture of respect for your
superior.
10 Do not step into anyone’s office without seeking his/her permission.
11 Do not forget to close the door gently while entering or leaving anyone’s
office.
12 Take off your hat or overcoat while entering anyone’s’ office.
13 Do not smoke openly or in a non smoking area, avoid smoking in anyone’s
office.
14 Do not eat or chew while talking.
15 Do not make sound while eating or drinking.
16 Do not gossip or make indiscreet remarks of any one.
17 Do not bring children to the office
18 Keep your office and toilet clean and tidy, try to identify the unwanted thing
and destroy or return those to concern office as the case may be.
19 Do not shake hand in sitting, always stand up for this purpose.
20 Always show respect to ladies. If a lady steps in your office, stand up and ask
her to take seat and sit down after she takes the seat.
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21 Politely discourage your friend and relative to visit your office for private
reasons.
22 Do not receive anybody in the office for an official purpose until you are
permitted to do so.
23 Be cautious while talking, for example
A) do not say ‘who are you?’
say, ‘ may I know your name please?’
b) do not say, ‘what do you mean?’
say, ‘what can I do for you or how can I help you?’
c) in response to ‘how are you?’ do not express your illness. Just say, ‘I am
fine, how are you?’
24 while receiving a telephone call, say hallow and introduce yourself first, be
polite and make the conversation brief.
25 Stay away from the negative influences.
26 Attain quality to develop positive attitude.
27 Keep yourself always with the continuous learning process and familiar
yourself with latest professional technology change.
The end
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AIRWORTHINESS LEGISLATION (Ethics)

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Engineering Training Faculty

1. INTERNATIONAL REQUIREMENTS- AIRWORTHINES

Topics: Publication, Regulations, Ethics and

01 INTERNATIONAL REQUIREMENTS- AIRWORTHINES

02 ICAO, FAA CAA, EASA AND AME LICENCE REQUIREMENTS

04 CARRIERS’ TECHNICAL POLICIES

05 ATA 100 SPECIFICATIONS

06 USES OF RELATED AVIATION TERMILOGY AND PUBLICTIONS

07 ENGINEERING ETHICS AND LEGAL RESPONSIBILITIES

1. INTERNATIONAL REQUIREMENTS- AIRWORTHINES LEGISLATION

Airworthiness Legislation is the laws/regulations or rules related to design, production,

The laws or regulations as well as the Airworthiness Authority’s interpretations of the

1.1 HISTROY OF AIRLEGISLATION AND THE REGULATORY FRAMEWORK

Figure FAR/ANO/JAR/EASA REGULATIONS/CAR-84

And the REQUIREMENTS are the interpretations/explanations of the 'statutes' to

2. ICAO, FAA , CAA, EASA AND AME LICENCE REQUIREMENTS

2.1 International Civil Aviation Organization - ICAO

2.4 The Organization, how it works

2.5 ICAO . . . setting the standards; Strategic Action Plan

C) Strengthen the legal framework governing international civil aviation by developing

Examples: Ratification of the ICAO ANNEXES has been accomplished in

ANNEX NO SUBJECT DESCRIPTION

Annex 4 Aeronautical Charts Specifications for aeronautical charts for

Annex 5 Units of Measurement Dimensional systems to be used in air-

Annex 6 Operation of Aircraft Specifications which will ensure a level

Annex 8 Airworthiness of Certification and inspection of aircraft

Annex 9 Facilitation Removal of obstacles in the path of

Annex 10 Aeronautical Standardization of communications,

Annex 11 Air Traffic Services Establishment and operation of air

Annex 12 Search and Rescue Organization and operation of facilities

Annex 13 Aircraft Accident Uniformity in the notification,

Aerodromes Specifications for the design and

2.6 AVIATION AUTHORITIES

2.7 Functions of the regulatory authority

3 Requirements of Employing Aircraft Maintenance Engineers and

3.1 CAR-84, Rule-196 Maintenance of aircraft within Bangladesh

(1) The owner, operator or pilot-in-command of a Bangladesh aircraft in Bangladesh

3.2 Rule 199-Maintenance of Bangladesh aircraft outside Bangladesh

(3) The owner, operator or pilot-in-command of a Bangladesh aircraft on which

3.3 Rule 39 Aircraft Maintenance Engineer's Licence:

(4) Where a person satisfies the Chairman that the person

3.4 PART D - LICENSING - AIRCRAFT MAINTENANCE ENGINEERS

8. EXPERIENCE REQUIREMENTS FOR LWTR

3.4.2. LICENCE WITHOUT TYPE RATING AND TYPE RATINGS

3.4.3 CATEGORIES SUB-CATEGORIES

3.3 Licenses granting privileges for overhaul, maintenance, inspection, modification,

"B" (Airframe) Un-pressurised Aeroplanes

3.4.4. REQUIREMENTS - INITIAL ISSUE

3.4. 5. EXAMINATION - GENERAL

3.4.6. TRAINING REQUIREMENTS

3.5 CHAPTER D. 2-AIRCRAFT MAINTENANCE ENGINEER LICENCE TYPE

3.5.2. GROUP 1 TYPE RATINGS

3.5. 3. GROUP 2 TYPE RATINGS

3.5.4. AIRFRAME TYPE RATINGS

4.1 A Licence in Category "A" (Airframe) Sub-Category Unpressurised Aeroplanes, or

4.2 A Licence in Category "A" (Airframe) Sub-Category Pressurised Aeroplanes, shall

3.5.5. ENGINE TYPE RATINGS

5.1 A Licence in Category "C" (Engines) Sub-Category Piston Engines, or Category

3.5. 6. ELECTRICAL TYPE RATINGS

6.1 A Licence in Category "E" (Electrical) Sub-Category DC power, shall be endorsed

3.5.8. RADIO TYPE RATINGS

8.1 A Licence in Category "R" (Radio) Sub-Category Communications. Shall be