Princely Jets Maintenance Procedures

Princely Jets (Private) Limited PART 2
(Engineering) Maintenance Procedures
Part 2
MAINTENANCE PROCEDURES
Issu-02, Rev-00
Maintenance Organization Exposition Page 1 of 53
Date: 20th November, 2020
2.1 SUPPLIER EVALUATION AND SUBCONTRACT CONTROL PROCEDURE
2.1.1 Type of Supplier
2.1.1.1 Supplier of Aircrafts /Helicopter Parts

As a company policy PJ is procuring parts only from OEM or their approved sources.
2.1.1.2 Supplier of parts and materials

Only expendables like oils, fuels greases and washing compounds are locally procured. These are
only procured from QA approved suppliers.
2.1.1.3.1 Contracted Organization (FW & HW)

PJ does not have a battery shop, avionics and airframe shop. These tasks on required basis are carried
out by PIA(PCAA.145.001) & ASSL(PCAA.145.006). Only PJ Quality Dept. approval is required for the
selection of contracted organizations.
2.1.1.3.2 Subcontracted Organization

Procedure on Control of Sub-Contractor
The purchase order to QA approved sub-contracted organization is approved by GMQA. Any discrepancy
such as difference in quantity received, quantity issued, or incorrect aircraft part, noted by I/C Stores is
reported to the sub-contractor by CE. The same is further verified by QA Dept. during quarterly internal
audits.
2.1.2 Monitoring of the Suppliers

i) Selection Process
 For OEMs no specific selection process is adopted being recognized worldwide. OEM approved suppliers
are selected due to their proximity, time of supply and lower costs. Monitoring of OEM by GMQA is not
deemed necessary.
 The contracted/subcontracted organizations are evaluated by QA Dept after every 2 years via Quality
audits. These audits may be physical/desktop audits.
 For monitoring of contractors/sub-contractors, I/C Store House/Section checks number and nature of
stores discrepancy, late delivery of incoming stores and informs CEs accordingly.
 GMQA will verify the contracted/subcontracted organizations to ensure that they have the required tools,
equipment, personnel, approved data and materials to perform the work and the QA System complies with
ANO-145 regulations. Initial and re-current evaluations will be undertaken by GMQA.
 Following criteria of contractor/sub-contractor monitoring will be used during supplier audits.
i) Quality Assurance System
ii) Facilities
iii)Training
iv)Supplier Evaluation Record
v) Shelf Life Control
 Audit verification documents are maintained for a period of 3 years by QA Dept.
ii) Internal Process

Issu-02, Rev-00
Within PJ all documents of OEM, contracted and sub-contracted organizations are held with I/C Store
House/Section and respective technical record officer of HW and FW, for a period of 3 years.
2.1.2.2 Monitoring of List-Internal Authorization

Incoming Inspection
 All incoming parts and materials are inspected by I/C Stores, verified by CEs and endorsed by GMQA. Inspection
results are endorsed in ‘Incoming Inspection’ register and Incoming Stores Inspection/Evaluation Form
(PJ/Engg/09) maintained by HW & FW stores.
 Stores discrepancy is noted on Form (PJ/Engg/Stores-Discrepancy/12) and immediately reported to source of
procurement by CE. GMQA is also notified of the discrepancy by CE.
 Incoming inspection registers and Stores Discrepancy Form are also checked during quarterly audits by GM QA
and necessary endorsements made.
 CEs ensure that all parts and assemblies received from OEM, have all mandatory SBs/ ADs, incorporated
before fitting these on aircrafts/ helicopters. Other documents as explained in preceding paragraph are also
re-checked/re-confirmed, by CEs.
 After clearance of part for installation is ensured by CE, the record is maintained by CEs on excel sheet
(Excel sheet record- Store House/Section) as well as on SRC (PJ/Engg/08).
 Assessment of services provided by suppliers is carried out by CEs each month during stores audit.
 List of contractors/sub-contractors is maintained by CEs based on their assessments during monthly stores
audits.
 The list is then forwarded to QA Dept for approval. Accepted Vendor List (AVL) detailing the contracted and sub-
contracted organization of PJ is attached as Part-5 Annex-7.
 After the approval of AVL by GMQA, the list is internally distributed to personnel of engineering section,
respective CEs.
 Withdrawal of authorization to suppliers is done by GM QA, based on recommendations of CEs.
2.1.2.3 Management of Purchase Orders

These are raised by CEs and Finance Department. Follow up actions on purchase orders is also undertaken by
CEs. All related emails will be kept as a record for three years. Purchase order will have the following
essential information: -
a) Purchase Order Number
b) Nomenclature of Part
c) Part Number
d) Quantity
2.1.2.4 Record of Suppliers
 The list of accepted contractor/subcontractor is maintained by QA Dept for a period of 3 years.

 GMQA will ensure that an updated AVL is maintained and readily available at engineering section.
 Whenever there is a change in AVL, based on the assessment carried out by CEs, Assistant Mgr QA will amend
the AVL accordingly, and a copy sent to CEs & I/C Stores.
 The amended AVL shall be retained for a period of 03 years.
Issu-02, Rev-00
2.2 ACCEPTANCE/INSPECTION OF AIRCRAFT COMPONENTS AND MATERIAL FROM OUTSIDE CUSTOMERS

ANO 145.A.42 (a) 1, 4, 5 (c) / AMC 145.A.42 (a) (b) (c) (d) (e -ANO 145.A.55 (a) - ANO 145.A.70 (a) 12, 14, 16
Aircraft parts/material are procured as per the procedures outlined in MOE Para 2.1. An accepted vendor
list (AVL) determines the supplier list and the type of services requisitioned for.
2.2.1 Component/Material Certification

Following table illustrates the type of documents which are expected to be accompanying/attached with
the incoming parts/components.
 New Parts
STATUS “NEW”
Parts / Materials
Type of part/material Document to be expected
Parts/materials are purchased directly from the manufacturer. Certificate of Conformity
Standard Parts
issued by the manufacturer is accepted.
When the part/material is purchased through a third party (i.e. distributor, operator,
Materials (raw materials and/or maintenance organization, etc.) following documents are accepted.
consumables)  Certificate of Conformity issued by the manufacturer.
 Statement from the supplier source.
As per AMC 145.A.42(a)1 & AMC M.A.501. (a). (5)
 FAA Form 8130-3/ TCA 24-0078 (with status “new”);
Aircraft Parts “New Parts”  TCCA Form One (with status “new”) or equivalent release documents
 EASA Form 1 (with status “new”)
 PCAA Form 1
 Used Parts
STATUS “USED”
Type of
Document to be expected
part/material
As per AMC 145.A.42(a)1 & AMC M.A.501. (a). (5);
PCAA Form 1
Aircraft Parts “Used”  FAA Form 8130-3/ TCA 24-0078 (with status “used”);
 TCCA Form One (with status “used”) or equivalent release documents
 EASA Form 1.
2.2.2 Receiving Inspection Procedure
2.2.2.1 Demand Of Stores

 Finance section is intimated by CE via an email for any incoming stores demand. The soft copy of the demand is
mailed to I/C Stores by CE immediately. I/C Stores enters the record of demand into the computerized excel
sheet (PJ/Record/Store-House/20) and Form Demand and Procurement of Aircraft Part (PJ/Engg/13).
 The Demand form (PJ/Engg/13) contains information about demanded aircraft part as well as the summary of
correspondence between CE and OEM.
 The record of demanded items is also verified by CEs and QA during their respective audits.
 Any discrepancy noted in the quantity of received items are recorded on (PJ/Engg/Stores-Discrepancy/20)
Form by I/C Stores and verified by CE.
 Security of Stores computer is ensured by maintaining back-up of the excel data, to prevent loss of data during
the event of computer crash. Stores computer is restricted for use only by I/C Stores, CE, QI within the Stores
premises.
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2.2.2.2 Inspection Procedures
o Incoming Inspection for Components/Materials/Standard Parts Received from External Sources

I/C Stores has the responsibility to check/inspect, all parts received, for any damage/discrepancies in designated
Inspection Room, which is separate from Store House premises.
The inspection details are recorded by I/C Stores on Incoming Stores Inspection/ Evaluation Form (PJ/Engg/09)
& Incoming Inspection Register.
PJ/Engg/09 Form includes relevant information from Purchase Order, along with the information about parts
received such as part no, correct quantity of part received, part certification, airworthiness approval forms etc.
I/C Stores also ensures that compliance of order /storage condition is met during incoming part inspection
ensuring conformity with company requirements (type of release requested, sources).
Evaluation of Incoming Stores Declared Serviceable
 After initial scrutiny of incoming aircraft parts by I/C Stores as per 2.2.1 & Form (PJ/Engg/09), QI verifies the
same. CE endorses it and if found satisfactory, it is tagged as ‘serviceable’ as per the procedures outlined in Para
2.3 and placed in Stores. I/C Stores enters the record into the excel sheet (PJ/Record/Store-House/20) as
well as on stock record card (SRC- PJ/Engg/08).
 The excel sheet includes details of incoming stores inspection, modification standard/AD compliance details,
details of shelf life items etc. The form (PJ/Engg/08) shows the bin location of item, quantity demanded,
quantity received, quantity issued and balance quantity.
Evaluation of Incoming Stores Declared Un-serviceable
 I/C Stores checks the expiry of each item as mentioned in the certificate. The item which is found to be expired,
is separated and removed from Inspection Room and data entered on SRC. The item is tagged as
‘unserviceable’ on the form (PJ/Engg/03) and placed in Quarantine. When the item is on-condition, CE will
decide whether to keep that item in stores or not.
 If the part is found unsatisfactory due to any of these reasons such as incorrect part no received, any obvious
physical damage present, inadequate part packaging, missing airworthiness approval documents etc. it is
tagged as ‘unserviceable’ on the form (PJ/Engg/03) and placed in ‘Quarantine’ by I/C Stores as per the
procedures outlined in Para 2.3
 Packing/ documentation of parts/assemblies being returned to OEM is also ensured by I/C Stores duly verified
by CE& QI.
 Traceability It is ensured by I/C Stores via PCAA/ EASA Form-1, and FAA 8130-3/TCA 24-0078.
Materials/standard parts received in batches and/or split of batches are recorded electronically by I/C Stores.
The same is duly verified by CEs and QA during their respective audits.
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 Receiving Inspection Records. Receiving Inspection records constitute the following: -

o Excel Sheet Record Copy (PJ/Record/Store-House/20)
o Soft Copy of Purchase Order
o Email record of demand of incoming stores.
o Copy of Form (PJ/Engg/09) & (PJ/Engg/13)
o Copy of Stores Discrepancy Form (PJ/Engg/Stores-Discrepancy/20)
o Copy of serviceable/unserviceable tag (PJ/Engg/02 or PJ/Engg/03)
o Associated Documents
The record is maintained by I/C Stores on excel sheet (PJ/Record/Store-House/20) and is retained
for a period of 3 years. This record is periodically verified by QI, CE & QA during their respective
audits. Modification Standard and AD compliance will be ensured by CE. The same is recorded by I/C
Stores on the excel sheet, giving details of modification and AD compliance.
2.2.2.3 Acceptance & Incoming Inspection of Components Received From Internal Sources
Receipt and dispatch of stores is the responsibility of I/C Store House. Further delivery to Store Section
(Islamabad) will be done by him. I/C Store Section (Islamabad) will maintain the record of all incoming
stores electronically on excel sheet (PJ/Record/Store-Section/20) which has the following contents.
 The details of incoming stores inspection

 Modification Standard and AD compliance
 Control of Shelf Life Items
This sheet is periodically verified by CE(HW) and record retained for a period of 3 years, maintained by
I/C Stores Section.
o Raising Discrepancies:
Discrepancies will be raised for the items found deficient bearing wrong part no. or damaged, within 72 hours
of receipt against the consignor on Form (PJ/Engg/Stores-Discrepancy/12). This discrepancy will be filed
by I/C Stores via email and conveyed to CEs accordingly. CEs will verify the discrepancy as well.
 Required documentation- The required documentation (As mentioned in table of Para 2.2.1) is checked and
record maintained by I/C Stores Section on (PJ/Record/Store-Section/20).
 Records- I/C Store Section maintains and updates the record of all receiving inspections for
component/material received/transferred between Store House/Section (Khi & Isb). This record is
retained for a period of 3 years.
 Quarantine procedure- Upon receipt of the stores, I/C Store Section will inspect the incoming stores
as per the criteria laid down in (PJ/Engg/09). If the part is found unsatisfactory, due to reasons such as
any defect requiring rectification, faulty storage, incorrect identification, expired item, it is kept
separately after labelling appropriate tagging (Quarantine- PJ/Engg/05). CE(HW) will further verify
the same and part is placed on HOLD. The e-mail correspondence of CE with Finance Dept. for incoming
stores demand to be kept as record for further claiming.
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2.2.2.4 Acceptance & Incoming Inspection – Components Removed Serviceable from Aircraft.
In case a serviceable part is removed from aircraft, an aircraft engineer (AME) will perform the technical
inspection of the part and record the findings on PJ/Engg/10. AME will check the following aspects: -
 Whether the aircraft from which the part has been removed, has been subjected to any incident/accident
during the last flight.
 Check for any obvious physical damage/defect on the removed part.
 On the basis of evaluation carried out by AME, AME is authorized to issue serviceable/unserviceable
tag for the subject part/component.
 Form (PJ/Engg/10) is submitted to I/C Stores. I/C Stores enters the record into the excel sheet as
per the findings raised by AME on (PJ/Engg/10). CE verifies the record and subsequently report
submitted to GMQA.
 Statement of I/C Stores after AME has tagged the part removed as serviceable from the aircraft will
be as following, duly signed: -
“I have entered the requisite data in Excel Sheet No. (PJ/Record/Store-House/20) “
2.2.2.5 Acceptance of Components Received in AOG

Authorization for aircraft engineers for carrying out inspection of removed serviceable parts will be issued by
GMQA, after they have been duly trained on Stores Procedures by CE. Engineer working on aircraft at site will
ensure compliance of Stores Procedures. On return to approved maintenance location CEs re-confirm the
check carried out by engineer working on sites and forward confirmation report to GM QA by telephone and
email after required documentation, record of which is duly maintained by CE.
2.2.2.6 Procedure of Treatment of a Suspected/Unapproved part

 Notification to PCAA
The identification of a bogus part is a reportable defect. Reportable defects are classified as in Appendix A to
AWNOT-006(latest issue). The suspected part may have been installed at an MRO facility and discovered by
own technicians at a later stage while opening the main assembly.
 The Bogus part will be labelled by tag (Bogus Tag Form- PJ/Engg/11). The identification/occurrence of a
defective part will be reported to the concerned MRO facility, manufacturer and to PCAA.
 CE will report the occurrence on PCAA Form No. CAAF-114-AWRG online through Airworthiness
Management System (AMS).
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2.3 STORAGE, TAGGING, AND RELEASE OF AIRCRAFT COMPONENTS AND MATERIAL TO AIRCRAFT MAINTENANCE
2.3.1 Procedure for Satisfactory Storage Condition

Secure storage facilities are provided for components, equipment, tools and material as per OEM/supplier
recommendations which is ensured by I/C Store House/Section and overseen by CE. All aircraft components
are placed on steel racks assemblies. I/C Store House/Section ensures that the original packaging of aircraft
components remains intact throughout the storage period.
Access to storage facilities is restricted to authorized personnel only that includes I/C Store House/Section
designated QIs, CEs, GMQA & Assistant Mgr.QA.
CE(s) verify the adequacy of secure storage of components during their monthly stores audit. The report of the
audit is also forwarded to GMQA. QA also verifies the storage environment during their quarterly Stores Audits.
Segregation of Components
 I/C Store House/Section ensure that there is proper segregation between serviceable/unserviceable components,
material, equipment, tools, rotables, raw materials, flammable fluids & bulky assemblies etc.
 I/C Store House/Section ensure that material in ready-for-issue condition is maintained within
a humidity/temperature-controlled Store House to prevent deterioration. For this purpose, a temperature meter
is installed. Monitoring Record of temperature is maintained and displayed in Store House/Section on a separate
sheet by I/C Store House/Section.
Safety Measures during Storage

CEs ensure that the following safety measures are strictly adhered to in Store House/Section during
storage period of components:
 Wearing of protective accessories including gloves and goggles.
 Examining of material for sharp edges which can cause injury.
 Arranging cargo in orderly manner for safe handling.
 Not overloading trolleys.
 Using appropriate tools for each job.
 Disconnecting plugs when electric power tools are not in use.
2.3.1.1 Flight Pack

Requirements of any part during the transit is used from flight pack. A fly away kit recommended by the
manufacturer and approved by Princely Jets is kept on board, when required. The rotable parts in flyaway kit
have recorded data on serviceable tag which is ensured by I/C Store House/Section.
2.3.1.2 Rotables
'Rotables' are those components of the aircraft which need to be 'rotated' at frequent intervals. For example,
the tyres of the plane will have to be changed when they finish a certain number of landings (let us say 250
landings). There could also be a necessity to change a tyre when unusual damage is seen on it before it
completes the life. Similar is the case with components like oil filter, and other such components.
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2.3.1.3 Consumables (Perishables/ Raw Materials)

Consumables are those items which are not to be re-used once fitted and later removed from aircraft. Gaskets,
sealants, compression fittings, etc. (one time use only) are called as ‘consumables. The consumables are taken
on the store’s inventory by I/C Store House/Section. The inventory list is maintained by I/C Store
House/Section of respective wings on Excel sheet (PJ/Record/Store-House/20) & (PJ/Record/Store-
Section/20) and also recorded on (SRC- PJ/Engg/08).
2.3.1.4POL Store/Flammable Fluids

 The POL store is being managed by I/C Store House/Section, with the responsibility of maintaining/updating the
list of POL items as and when required. The POL inventory is maintained on excel sheet as well as on SRC. The
list does not include any expired items or any item that is not physically available in POL Store.
 Designated QIs also keep a track of the POL items and ensure replacement of items upon their expiration
during their weekly checks.
 All lubricants, oils, hydraulics and other POL items are identified by containers and placed on racks at POL
Store. The adequacy of the POL items and its updation is monitored by QA and CEs during their Stores audits.
2.3.1.5 Fire Extinguisher

The Fire Extinguishers have been placed at Store House/Section to prevent/fight any unfortunate fire eruption.
The timely refilling of Fire Extinguishers is ensured by I/C Store House/Section who report to the CEs when
expiration date is approaching. QI & QA will verify that the charging has been completed before the due date
during their respective audits. Fire prevention measures are ensured by I/C Store House/Section and CEs of both
wings. Following aspects will be ensured: -
 Fire Extinguisher should be serviceable having valid expiration date.
 No smoking in Store House/Section
 Good housekeeping/cleanliness.
 No placement of loose material without tags/labels.
 No overloading of electrical circuits.
 Safe handling and storage of POL/flammable materials.
2.3.1.6 Disposal of Scrap and Discarded Material
The unusable hardware and drained oil resulting from maintenance activity are collected in separate
containers duly marked as ‘Scrap’ and ‘Used Oil’ respectively. When sufficient material is collected, it is
handed over to Manager Administration for further disposal in the market.
2.3.1.7 Disposal of Old Distress Beacons of Emergency Location Transmitter (ELT)
 ELT will be de-activated on removal from aircraft or aircraft parking for longer duration to avoid accidental
transmission and inadvertent activation of distress signal.
 As ELT battery pack is composed of 3 LiMnO2 D cells i.e., Lithium cells. The lithium batteries and equipment
containing such batteries are subjected to regulations and classified pollutant. Lithium-based batteries pose
great environmental concerns. The chemistry of such batteries is classified not only toxic and may significantly
endanger the environment, hence its sheer volume requires tighter scrutiny and disposal.
 Deactivation Procedure
 Chief Engineers will ensure that respective Maintenance Engineer carries out following deactivation procedure,
which will be logged on respective Maintenance Compliance Work Log Sheet:
 The deactivation procedure as given in current ‘INSTALLATION MANUAL OPERATION MANUAL KANNAD 406
AF/AF-H/AF (6D) or related Manufacturer’s Manual/Maintenance Data will be followed.
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 Whenever the ELT is removed from the aircraft, manual arming toggle switch is to be safe tied (or covered), so
that the toggle switch is not activated inadvertently.
 The Battery of ELT is to be simultaneously disconnected from the ELT set, as per the procedure given in
respective Manual. Prior to dispatch of ELT set for shipment the battery should be stored and secured
separately.
2.3.1.8 Bulky Assemblies/ Main & Nose Wheel Assemblies:

These are placed on wheel bays made with steel tubes of 1.5-inch diameter painted yellow. I/C Store
House/Section will monitor the placement of bulky assemblies. Room temperature is controlled and
recorded on a sheet displayed in Store House/Section. A monthly certificate signed by CE is kept in record.
QA checks and verifies it during their quarterly stores audit.
2.3.2 Procedure To Control Shelf Life Items

 Record of all parts and materials held in store which are subject to shelf-life limitation, including Part
number, Serial number, Description, Quantity, Internal release reference, Goods received reference and
modification standard is maintained by I/C Store House/Section.
 For life limited items, Form PJ/Engg/02 is used. CEs ensure that these items are checked for expiry dates as
per card (PJ/Engg/08). I/C Store House/Section checks records wherein expiry date/life limit of parts, is
specified, and from bins/store location, on monthly basis for removing/disposing of expired part. CEs carry
out physical check every month. QA also carries out verification in Quarterly Audit, as described in Scope of
Audit.
 The Control of Shelf Life items is further ascertained by maintaining a separate list of shelf life items. This
list is prepared and updated by I/C Store House/Section. Parts falling in these categories are stocked in
separate bins.
2.3.3 Special Storage Conditions

Those materials which are subject to special storage conditions such as life limitation etc. have endorsement
on the documentation and / or material packaging. I/C Store House/Section checks the same on monthly
basis and strictly adheres to the OEM recommendations for storage of components.
2.3.4 Tagging/ Labelling system and Storage Area

Stores declared serviceable are tagged with ‘Serviceable Tag’ on (Form PJ/Engg/02) and stored accordingly.
After removal from aircraft, the unserviceable components are issued with ‘Unserviceable Tag’ (Form
PJ/Engg/03) wrapped in polythene, and placed in a container to prevent transit damage. These are
normally required to be dispatched immediately and may not require separate storing arrangement.
However, if for some reasons the un-serviceable parts are retained in store, a separate area/space, is marked
for these by I/C Store House/Section. Unsalvageable parts will not be placed with unserviceable parts. These
are scrapped on removal. Details of tags and samples used are attached in MOE Part 5. CEs of respective
wings will monitor proper tagging/labelling of the items and verifies its adequacy during their monthly
Stores audits.
2.3.4.1 Quarantine Area

The Quarantine area is a separate and secure location under the control of I/C Store House/Section which is
used to store aircraft parts, components, and materials which are unserviceable for any reason including a
defect requiring rectification, faulty storage, incorrect or lack of identification, expiry of normal service life
or if the part is awaiting conformity inspection. Since the stores system is intended to control all parts and
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material for use on aircraft, the stores that do not meet the OEM recommendations shall be kept separately
in the Quarantine Stock by I/C Store House/Section and labelled with appropriate tagging (Quarantine Tag
Form- PJ/Engg/05).
 In case, any part is received without authentic documents or if it has some other discrepancy it is also put in
Quarantine store by I/C Store House/Section. The same procedure is followed if suspected bogus/
unapproved, parts are received. The Bogus part will be labelled by tag (Bogus Tag Form- PJ/Engg/11). I/C
Store House/Section to maintain the list of all Quarantine items which is verified by CE & QA during their
respective Stores Audits. I/C Store House/Section will notify the procurement source with details of
discrepancies and also warranty claim to CE for further processing.
2.3.4.2 Battery Disposal of Old Distress Beacons of Emergency Location Transmitter (ELT)
 The battery pack shall be categorized as ‘Dangerous Goods’. All disposal or condemnation of ELT battery pack
shall be carried out properly by Chief Engineer and I/C Stores, keeping in view of the regulation of Govt of
Pakistan.
 ELT Batteries disposal shall be performed by respective Maintenance Manager, in accordance with
maintenance data provided by the manufacturer and organizational procedures. Maintenance data shall be
available in maintenance areas accessible to concerned personnel.
 Respective tools, testers, consumables and skilled competent manpower are to be made available prior by I/C
Stores to conduct of disposal of such toxic item. All work carried out to stock and dispose- off the battery shall
be mentioned in the work card, and retained by Chief Engineers.
 The number of stored batteries will be controlled by Store In charge. He will paste prominent hazard warnings
on the stored batteries. Used batteries will be transported as hazardous waste. The batteries will be kept
upright and separated by cardboard or other non-conducting material and then placed in sealed containers or
otherwise secured, e.g. on pallets covered with shrink wrap, to prevent sliding during movement.
2.3.5 Issue of Components to Maintenance Process

 After incoming inspection of aircraft components has been carried out by I/C Store House/Section and
further verified by CE as per procedure mentioned in Para 2.1.2.2 above the part will be issued using Part
Issue Form (PJ/Engg/14), duly signed by I/C Stores and aircraft engineer receiving the part and endorsed
by CE.
 Part Issue Form (PJ/Engg/14), contains following information:

Purchase Order #, details of incoming stores inspection, quantity issued and the aircraft for which the
part is intended to be used.
 The issue is also recorded on excel sheet (PJ/Record/Store-House/20-Rev-00) & (PJ/Record/Store-

Section/20-Rev-00) as well as on SRC by I/C Store House/Section.
 For HW, maintenance is carried out at two stations (IIAP & JIAP). Countersigning approval is given by CE,
if physically present on these stations. On station where CE(HW), is not present, senior most aircraft
engineer signs on his behalf after due authorization.
 Release Documentation
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Aircraft Engineer receiving the part will check for the following to ensure that it meets the following
requirements: -
 Serviceable tag (PJ/Engg/02-Rev-00)
 Physical condition
 Part number and serial number are the same as indicated on the serviceable tag.
 Traceability by checking PCAA/ EASA Form-1, & FAA 8130-3/TCA 24-0078
 Forms PJ/Engg/09-Rev-00 & PJ/Engg/Stores-Discrepancy/12-Rev-00
2.3.5.1 Storage Records
The storage records will be maintained at I/C Store House/Section by I/C Stores and kept for a period of 3
years. CEs supervise the management of storage record which is also verified by QIs & QA during QA internal
audits. These records include the following: -
 Excel Sheet Record-(PJ/Record/Store-House/20-Rev-00) & (PJ/Record/Store-Section/20-Rev-00)

 Demand of Aircraft Part Form (PJ/Engg/13)
 Stock Record Cards (PJ/Engg/08)
 Copy of Form (PJ/Engg/Stores-Discrepancy/12)
 Part Issue Form (PJ/Engg/14- Rev-00),
 List of Control of Shelf life items.
 Temperature Gauge monitoring record.
 Copy of Form (PJ/Engg/09- Rev-00).
 Copy of serviceable/unserviceable tag (PJ/Engg/02-Rev-00 or PJ/Engg/03-Rev-00).
 Copy of Salvage/Quarantine tag (PJ/Engg/04-Rev-00 or PJ/Engg/05-Rev-00)
2.3.6 Stores Inspection and Dispatch Procedure
2.3.6.1 Store House:
It is located at Karachi and holds all spare parts / tools of FW and HW for issue to users.
2.3.6.2 Store Section:
Located at Islamabad, holds fast running spares of helicopters.
2.3.6.3 Receipt and Delivery of Stores:
Officer In charge Store House is responsible for receipt of all stores. Further delivery to Store Section
(Islamabad) will be done by him. In charge Store Section (Islamabad) will take the stores on its ledger charge
after complete accounting.
2.3.6.4 Receipt and Dispatch of Stores:
Receipt and dispatch of stores is the responsibility of Store House. Whenever consignee sends stores, I/C
Store House will take delivery intact. In case packages/cases are damaged or tampered with, he will note
down the deficiencies and inform Chief Engineer of respective Wings. Concerned Chief Engineer will then
inform Finance Section for the compensation from freighter/consigner or replenishment of the same.
2.3.6.5 Opening of Consignments:
Issu-02, Rev-00
Packed consignments should be opened in the presence of I/C Store House, one technician & designated QI.
2.3.6.6 Raising Discrepancies:
Discrepancies will be raised for the items found deficient, wrong issue, or damaged, within 72 hours of
receipt against the consignor. I/C Stores notes the discrepancy on Stores Parts/Materials Discrepancy Form
(PJ/Engg/Stores-Discrepancy/20), which is further verified by CE, who also endorses the subject form.
2.3.6.7 Inspection of Stores:
Spares and equipment received from the consignor will be inspected for correctness, completeness,
serviceability, packing and preservation. It will be carried out when a component is received in a new,
repaired or overhauled condition. The I/C Store House, senior technician and QI will ensure above aspects.
Designated QI will provide the details of his inspection on PJ Form ‘Incoming Stores Inspection/Evaluation
Form PJ/Engg/09-Rev 00’ to I/C Stores. The record of incoming inspection will be maintained on Form
‘PJ/Engg/09-Rev 00’ by I/C Stores, which will further be endorsed by CE(FW/HW). QA Dept. will check the
record of stores inspection during their quarterly audits.
The stores/parts further dispatched to Store Section (Islamabad) will again be inspected for above
conditions by Store-Section In charge (Islamabad), Senior Technician and designated QI and same
procedure for record of stores inspection will be followed, as above.
2.3.6.8 Store Procedures Store Section (Islamabad)
1. Requirement of parts is generated at Store Section (Islamabad).

2. CE informs and checks with I/C Store House for availability & quantity of parts required.
3. If parts are available, these are dispatched through courier service (Speedex) to Store Section (Islamabad).
4. On receipt of parts at Store Section (Islamabad), inspection will be carried out by:-
a) I/C Store Section
b) Qualifying Inspector (QI)
5. These will be taken on ledger charge by I/C Store Section and endorsed by CE.
6. The parts are further issued to the concerned technician.
7. The technician returns the removed parts which are repairable or assessed for standard exchange, to I/C Store
House. These are dispatched to OEM for repair/overhaul or standard exchange by I/C Store House on
directions of CE.
8. If parts are not available or held in lesser quantity at the Store House (Karachi) then, CE places the demand to
the OEM through email.
9. OEM forwards the quotation for approval.
10. After obtaining approval from GM (Coord) verbally, quotation is signed and stamped by CE and scanned
copy is returned to the OEM.
11. Thereafter payment is remitted to the OEM by manager finance.
12. Parts are dispatched by the OEM, cleared by manager finance at Karachi Customs.
13. Same are received at Store House (Karachi).
Issu-02, Rev-00
2.3.6.9 Disposal of Scrap and Discarded Material
The unusable hardware and drained oil resulting from maintenance activity are collected in separate
containers marked accordingly. When sufficient material is collected same is handed over to manager
administration for disposal in the market.
2.3.6.10 FLOW CHART- STORE PROCEDURES
REQ OF PARTS AT ISD
Tel conversation
between CE & OI/C Parts Available in complete Qty
store house for
availability & Qty
Parts nil or held in less Qty

Parts Dispatched
through Speedex
Demand placed on OEM by CE
T/S SEC (ISD)
Quotati
on Insp by
1. I/C store Sec
2. QA nominated Snr Tech
Quotation signed by CE
Ledger charge by I/C Tech store
returned to OEM
endorsement by CE
Return to
Payment through wire by Parts received at store removed part
Issuance to concerned Tech
manager Fin house (KCI) for disposal
Issu-02, Rev-00
2.4 ACCEPTANCE OF TOOLS AND EQUIPMENTS

ANO-145. A. 40(a)(b), A. 70(a)12, AMC-145. A. 40(a)(b)
2.4.1 Procedure:
All required general and special tools & equipment for maintenance are available at Princely Jets Engineering
Tools Stores or these are arranged from PIA Engineering (Khi & Isb) and 299 EME Workshop (Isb). The
availability of the same is mentioned on task cards. General purpose grease and primer are procured from
manufacturer approved vendors as and when required.
2.4.2 Calibration of tools is carried out in accordance with procedure given in Paragraph 2.5. It is mandatory for
all engineers to check valid calibration tag on a tool before using the same.
2.4.3 As a company policy only tools/equipment, specified by the manufacturer are procured, and used by engineers.
Usage of correct tools is checked physically by CEs when engineers are working on aircrafts/helicopters. These
are calibrated in accordance with frequency / procedure, given by OEM. All tools are procured with authentic
documents. Record of tools is maintained by store in-charge on a register.
2.4.4 All engineers check calibration label while drawing tools from store. The in-charge of store keeps all tools/
equipment, in serviceable condition. The issue and return of the tool is recorded in Tool Issue/Receipt
register by I/C Stores.
Any observation regarding serviceability of any tool is reported to CE. CE immediately removes the tool from
store and sends it to appropriate organization or OEM for repairs. As and when a tool is declared un-
serviceable, it is placed in quarantine area.
2.4.5 Incoming Inspection of Tools
2.4.5.1 I/C Store House/Section checks source and documents of the tools. Serviceable tag (PJ/Engg/02)
with calibration information is attached/ affixed with tool.
2.4.6 Monitoring of Tools Suppliers and Subcontractors .
2.4.6.1 The procurement of the required tools for maintenance within scope of authorization is in accordance with
OEM or its approved sources. In case of variation in the supplied tool specifications, the case is referred to
OEM by CE for confirming whether its use is acceptable or otherwise. If not, then the tool is returned to source
with the observation to comply with the OEM recommendations. The verification procedure/control for use of
tooling is exercised by the respective CE’s.
2.4.6.2 Authorizations to sub-contractors is monitored by QA for correct specifications, validity of calibration, and
condition of all tools/equipment being arranged, before use. At PJ, we procure aircraft parts,
tools/equipment directly from OEM. However, some tools are also obtained on loan from contractors/sub-
contractors. QA perform desktop audits of these contractors/sub-contractors after every 2 years as part of
our supplier monitoring process. The authorization to sub-contractors may be withdrawn if the above-
mentioned criteria are not met at any stage of maintenance. The record will be kept in a separate register by
Store In-Charge duly endorsed by CE concerned for a period of three years.
Issu-02, Rev-00
2.5 CALIBRATION OF TOOLS AND EQUIPMENTS

ANO-145. A. 40(a) 1, 2, 3(b), / AMC-145. A. 40(a)(b)1,2, ANO-145. A. 70(a)12
2.5.1 Procedure
List of tools requiring calibration is maintained in a register by respective CE’s. The last date of calibration and
next due date is highlighted. CEs monitor this programme. Record of calibration is maintained by Store In-
charge. 15 days prior to due date. Store In-charge sends the tools for calibration. CE will follow trail from
source of calibration. QA will check the same during internal audits .
2.5.2 Frequency of Calibration

Aircraft tools are calibrated on yearly basis. Tools not calibrated by due date are removed and placed in
quarantine. Chief Engineers intimate GM QA of details of tools and date of placing in quarantine by e-mail
with reasons. All concerned are informed whenever tools requiring calibration are placed in quarantine
store. Sample PJ Form (PJ/Engg/05) for quarantine is attached in Part 5.
2.5.3 Labelling:
After calibrating the tool, CEs will ensure that a label is pasted on the tool/equipment stating the
following information: -
a) Description/name and identification number.
b) The date on which the calibration of tool was performed.
c) The name of the organization, who performed the calibration.
d) Results, limits of calibrations/error.
e) The part number / serial number of the aircraft tool.
f) Next due date of calibration.
2.5.4 CE (FW) and CE(HW) ensure that only calibrated tools are used for maintenance/repairs.
If for any reason any tool is not calibrated by due date, it is segregated and placed in quarantine. All PJ tools
are calibrated from calibration agencies duly approved by PJ QA Dept. For performing calibration on PJ tools,
PCAA approval is not mandatory. PJ Quality Department carries out an audit of the calibration facility and if
found adequate, shall approve the subject facility for calibration of PJ tools. Presently, tools are being
calibrated by PIA & 503 Workshop, Islamabad.
2.5.5 Loaned Calibrated Tools:

Maintenance and serviceability of tools issued to engineers is ensured by CEs. In case a tool requiring
calibration is issued to an individual he is responsible for its serviceability and ensures it is returned for
calibration before due date. Stores In-charge also keeps a track of tools requiring calibration issued to
engineers from register maintained in store
Issu-02, Rev-00
2.5.6 Procedure for Calibration of Tools
 PJ has few tools/equipment which require calibration. Mostly the general-purpose tools in use are calibrated
from facilities approved by PJ QA. An internal document enlisting names of ‘Calibration Agency’ is maintained
by I/C Store House.
 Record of calibration for each tool is maintained by I/C Store House in ‘Tool Calibration Register’. In case if
there is a change in calibration record in Khi or Isb, the same shall be communicated to Store In-Charge by
concerned I/C Stores
 QA verifies the calibration records as maintained by I/C Stores in ‘Tool Calibration Register’, during their
quarterly internal audits.
 It is ensured by I/C Store House, that calibration is carried out as per the recommendation of the
tool/equipment manufacturer. A List of due calibration of items is maintained by respective I/C Stores to
keep a track of upcoming due dates for calibration of items.
 While sending these items to Calibration Facility, it will be ensured by I/C Stores that relevant
literature/specifications are contained in the package.
 In order to ensure safe handling special attention will be paid towards the packing.
 The record of calibration will be kept on the following format by I/C Stores.
S/N DESC P/NO IDENT/NO CAL DATE NEXT DUE SOURCE RESULT
REMARKS
 The calibrated tools are kept at Store House/Section by respective I/C Stores at Spare Store section.
 I/C Stores will ensure that calibration record is always kept updated on ‘Tool Calibration Register’.
 I/C Store House/Section will not issue the tool if its calibration has expired. The expired tool will be
immediately placed in ‘Quarantine’ area with calibration tag affixed to it. The calibration tag shows
the tool calibration expiry date. Record of such expired calibration item is entered accordingly into
‘Tool Calibration Register’ and list of due calibration of items by I/C Stores. The calibration record is
further verified by QA Dept during their Quarterly Audits.
 Technician receiving the tool will again check that he has been handed over with the calibrated item
by viewing the calibration tag/sheet.
 Once job is finished, aircraft engineer will hand over the tool back to I/C Store House/Section.
 If the tool requires recalibration due to dropping etc., aircraft engineer will inform I/C Store
House/Section accordingly.
 I/C Store House/Section will submit a report to CE for recalibration on the following format:
Issu-02, Rev-00
REQUEST FOR RECALIBRATION

REPORT NO.
REPORT DATE:
TOOL ISSUED TO:

DATE ISSUED:
DATE RETURNED:
TOOL DESCRIPTION IDENTIFICATION NO. LAST CALIBRATION
REASONS FOR RECAL:
Sd xxxxxxxxxx
(I/C Store House or Store Sec)
Issu-02, Rev-00
2.6 Use of Tooling & Equipment by Staff (Including Alternate Tools)

ANO-145. A.40(a)1,2,3(b), AMC-145. A.40(a)(b)1,2
2.6.1 Issue/Receipt of Tools

 Tool/equipment is issued by I/C Store House/Section and details entered in Tools/equipment “ Issue and
Receipt Register”, which is controlled by I/C Store House/Section.
 This register contains the information regarding person receiving tool, nomenclature and serial number, aircraft
registration number, date of issue, calibration due date and purpose.
 The engineer accepting the tool will ensure that he checks serviceability tag, calibration tag, physical condition
and any other related documentation of tool.
 After the accomplishment of work, I/C Stores House/Section will accept tools from maintenance personnel. If
any damage/discrepancy is found, he will report it to CE.
 It is the responsibility of I/C Store House/Section to ensure tool records are kept updated for a period of 3 years.
2.6.2 Serviceability of Tools

Stores In-charge ensures issuing and receiving only serviceable tools on confirmation by AMEs. CEs carry out
physical inspection to confirm serviceability and make necessary endorsement in tool issue and receipt register,
once in a month.
2.6.3 Training and Control of Personnel in the Use of Tools/Equipment

 CEs are responsible to impart training to engineers on use of alternate tools and equipment. Tools and test
equipment should be in proper operating and suitable condition for the intended training use. Training content
will be prepared from relevant AMM by CE and he will impart the training himself or may nominate a senior
aircraft engineer who is well-versed in the use of that tool. Training also comprises of ‘Practical OJT’ under the
supervision of CEs. The training attendance sheet will be maintained by CE. . Training details are recorded on PJ
Form (PJ/QA/02-Rev 00) and record kept in TRO office for a period of 3 years. The same is checked by QA,
during Quarterly Audits. This is also endorsed by CEs on tool issue/receipt register. QA check is also endorsed in
the register.
2.6.4 Control of Alternate Tools

Alternate tools shall only be utilized when the manufacturer’s recommended tools for a particular task is not
available. The required tool may be purchased locally and inspected by CE to ensure the validity of calibration
and functional performance. GMQA approves the use of alternate tool with his endorsement on PJ Form
(PJ/Engg/07) and CE enters the detail of tool in ‘Tool Issue/Receipt’ register. QA will maintain the record of
approval of alternate tool which includes PJ Forms: QA Tool Acceptance Proforma (PJ/QA/Tool-
Acceptance/13) & ‘Identification of Alternate Tools- PJ/Engg/07”.
 After confirming the validity of alternate tool on PJ Form PJ/Engg/07, CEs demonstrate equivalence between
designs/ manufacturing, data of alternate tool, to all concerned. This demonstration/ training, is
documented/recorded. Validation certification is signed by CEs and endorsed by GMQA. Validity is confirmed
on PJ Form (PJ/Engg/07) by I/C Stores duly recommended by CE.
 I/C Stores gives identification number and specifies storage place of alternate tools. This record is also
maintained separately, giving cross number/ other details, of original tool for ease of traceability. (In tool
issue/receipt register). Identification No. of alternate tool will be on a format as under:-
PJ/Engg/HW or FW/Alternate-Tool/Serial No.
The alternate tool will be kept separately in Tool Store, duly marked by I/C Stores.
Issu-02, Rev-00
 On receipt of any change in data of alternate (modification, limits), is immediately referred to CEs by Stores In-
charge. CEs re-validate the use of alternate tools. This validity certificate is added to record.
2.6.5 Missing Tools

 It is the responsibility of aircraft engineer to ensure that no tool is left inside aircraft or at a location where
maintenance has been carried out. CE confirms the same.
 In case the issued tool has not been recovered after the task, it has to be searched by the engineer. I/C Stores
gather the information about tool including tool number, issue date, receiving date, issue time, receiving time,
name of personnel using the tool, from the ‘Tool Issue/Receipt Register’, and informs CE about the missing tool.
 If it involves opening of any panel, permission of CE will be obtained by the aircraft engineer. I/C Stores is kept
informed on the progress of recovery of the missing tool by the engineer.
 Details of opening and closing of panel and any other maintenance actions thereof, will be recorded on PJ Form
(PJ/Engg/Internal-Worksheet/(year)- Attached as Annex-11, enlisting details of aircraft and the defect
rectification performed. The record of panel opening and missing tool will also be entered into the respective
aircraft technical logbooks,
2.7 CLEANLINESS STANDARDS OF MAINTENANCE FACILITIES

2.7.1 Maintaining HSE Requirements:
 Maintenance facility of PJ is in compliance with the Health, Safety and Environment Conditions at all times. CEs
ensure maintaining comfortable working environment.
 Areas are air conditioned where applicable to prevent deterioration of aircraft components under maintenance
or stored (temperature, humidity, dust control etc.)
 All offices and shop spaces are lighted with appropriate light fixtures. The accommodation has adequate
protections from temperature, dust and noise.
 Fire Extinguishing Equipment is installed at appropriate places identified by Safety Manager. Annual inspection
of fire extinguishing equipment is carried out by CE. Date of next inspection due is indicated on attached tag.
Safety Manager checks the fire equipment every month and endorse the same on registers kept in stores.
2.7.2 Personnel Awareness

Personnel are made aware of the importance of facility cleanliness and safety through:-
 Basic Maintenance Courses.
 Aircraft Manuals.
 Coordination with local management during work review meetings.
 Local information bulletins, placed on notice boards.
Eating, drinking, smoking, and storing food or drink is only permitted in designated areas. All
individuals are responsible to abide by given instructions. They also ensure that work area is kept
clean/tidy. This is carried out on daily basis. Good housekeeping is the collective responsibility of all
engineering staff.
2.7.3 All waste material is collected in designated bins by office cleaners and disposed-off at central location
at the Karachi and Islamabad Airports under supervision of Safety Manager. A marked collection box
for FOD is placed by Safety Manager at prominent places of both PJ maintenance stations.
Issu-02, Rev-00
2.7.4 Protective clothing (with luminous markings) are worn by all concerned while working at airports.
2.8 MAINTENANCE INSTRUCTIONS AND RELATIONSHIP TO AIRCRAFT/ AIRCRAFT COMPONENT
MANUFACTURERS’ INSTRUCTIONS INCLUDING UPDATING AND AVAILABILITY TO STAFF
ANO-145. A. (a)(b)(c)(d)(e)(f)(g), AMC-145. 45(b)1,2,3,4,5,6(c), AMC-145. A.(c)1,2(d)(f)(g), ANO-145. A.70(a)12
2.8.1 Maintenance Data coming from External/Internal Sources
GMQA will ensure through CEs, the availability of maintenance data in the organization received from the
following external sources: -
i. Competent Authority (PCAA/EASA/FAA) etc.
ii. Manufacturers, TC Holders, STC holders
i. Organizations such as ICAO, IATA, ATA etc.
External data includes but is not limited to the following:

 Any operational directive issued by competent authority that are safety measures in response to a safety
problem. {Operational Recommendations by PCAA/aircraft owner}
 Instructions for continued airworthiness issued by the aircraft manufacturer or OEM who owns the
type certificate for aircraft type or the holder of a supplemental type certificate for aircraft type. For
example [ ADs/SBs/SIL, Maintenance Planning Document, AMM, TM, SRM, CMM, AWL, WDM etc.]
 Any applicable standard, such as but not limited to, maintenance standard practices recognized by PCAA
as a good standard for maintenance;
Maintenance data coming from internal sources (PJ Quality Dept) include but is not limited to the following: -
 Maintenance data produced after modification of maintenance instructions by GMQA
 Work card/Work sheet, engineering orders, technical specifications, prepared by CEs.
 Quality information bulletins, Quality advisories, occurrence investigation reports, by GMQA. TROs of
respective wings will maintain a register “Record of review of technical data”. This register will enlist
details of all the maintenance data coming from internal and external sources. CEs will verify the same
once in a month for correctness and GMQA will verify it during quarterly internal audits.
2.8.1.1 Control of Information

2.8.1.2 Technical Library
It is the responsibility of CEs that maintenance data is made available to aircraft engineers performing
maintenance. Maintenance data are required to be kept with worksheet/work card used as maintenance
record of aircraft. TRO office has a computer system equipped with internet for accessing online maintenance
data. The soft copies of the maintenance data will be distributed among aircraft engineers by CEs, before
commencement of each maintenance task. All technical publications are regularly updated by the respective
(TROs). When a maintenance data is amended with respect to a revision status, TRO will prepare a list
‘amendment status of maintenance data’, and amendment status of the maintenance data will be specified on
the work orders. CE will verify the same and circulate it among engineering personnel for their apprehension.
2.8.1.3 Subscription Control

TROs (FW&HW) periodically check the revision status (via internet) and are responsible to update technical
data. Any subscriptions for the required technical data will be renewed when due. CEs inform PJ Finance and
GM QA by e-mail, to transfer the funds for paid subscriptions, at least 2 weeks in advance of the expiry date.
They are reminded again after a week, till renewal. CEs will ensure that only current technical data is used for
the maintenance tasks. Aircraft engineers performing maintenance on PJ fleet will only use the methods,
techniques as prescribed in current manufacturer’s technical data. All technical data to be used during
maintenance will be issued from technical library in hard copy. Hard and soft copies are maintained by FW
and HW record offices by TROs. The updates received from services provided by manufacturer are
Issu-02, Rev-00
scrutinized by TROs for any amendment, which is to be incorporated in the manuals and ensures that prior
approval of PCAA is obtained. CEs are responsible for keeping updated CD.
2.8.1.4 USB Uploading and Disposal Procedure

a. The updating of AMMs/EMMs, IPC and WDM are issued by OEM on six monthly basis. As soon as
practicable, both TROs upload new maintenance data after deleting the previous ones.
b. The USBs are received through international courier service.
c. These are taken on charge by I/C Store House /Section on a register.
d. The format of register is presented as under: -
S/distribution
e. The USB Rev No.& Date
of Helicopter OEMDate Issued
USB by Store Date Issued
House/Section Returned
is given below:-On Destroyed On
N Received to
i. Store House (Karachi)

ii. Store Section (Islamabad)
iii. Apron Flight Line – Technical Library (Islamabad)
f. Helicopter Engine OEM USBs are distributed as under:
i. Store House (Karachi)
ii. Store Section (Islamabad)
iii Apron Flight Line – Technical Library is updated from USB at serial i) above.
g. All USBs are kept in safe custody by CEs of respective wings.
h. On receipt of fresh (updated) USBs from OEMs, existing ones are returned to Store House (Khi)
where these are destroyed/corrupted.
j. A certificate to the affect that USBs have been destroyed will be given by the Technical Record
Officer as per specimen below:
DESTRUCTION CERTIFICATE
Certified that USBs No. _________________________ dated _______________ have been destroyed by me on _____________
Sign & Stamp _____________
2.8.2 Technical Information Amendment Procedure

Issu-02, Rev-00
Chief Engineers will perform complete reviews of all changes in the received documents. They will determine
if any of the changes require incorporation into the Aircraft Maintenance Program (AMP) and task cards. If
any inaccurate, incomplete or ambiguous information in the revised maintenance documents is noticed,
revision will not be inserted and the source of the received documents will be notified in a timely manner by
CEs. Records of communication to the source will be retained in file by TROs of respective wings.
2.8.2.1 Distribution & Access to Staff

Maintenance Data will be distributed in hard/soft copies, (CDs) to maintenance staff before the
commencement of any maintenance activity. However, availability of a computer in working
condition in Technical Library is ensured by CEs for keeping the maintenance data record updated.
2.8.2.2 Services Information (AD, SB, SIL etc.)

It is the responsibility of CEs to receive ADs issued by regulatory bodies, and SB’s, SIL’s from manufacturers
and perform their evaluation. Evaluation will be carried out to check for applicability on available PJ fleet.
In case, if an AD/SB is not applicable for a particular aircraft S/N, the same will be communicated to GMQA.
An update of all AD’s, SB’s, and SIL’s shall be verified fortnightly through web by CEs and fortnightly AD/SB
evaluation report forwarded to GMQA. GMQA will assess, if organization has required man-power, facility,
spares/tool/expendable to perform an AD/SB(if it is applicable). All work cards/Job cards are developed by
CEs from maintenance data received from OEM. Record will be maintained by TROs in a separate register
and signed by CEs. GMQA will verify the endorsement during quarterly internal audits.
2.8.3 Documentation/Maintenance Instructions issued by ANO-145 AMO
2.8.3.1 Modifications of Maintenance Instructions

CEs develop maintenance task cards which are used to translate Aircraft Maintenance Program into
detailed instructions. Before issue of work packages, CEs ensure correctness of task cards. Whenever
an ambiguity is observed in maintenance data, the manufacturer shall be notified by CEs. Internal
information is issued through e-mail. QA department issues policy letter, Quality Advisories, quality
bulletins etc.
Task Cards used in aircraft maintenance checks must have clear reference to maintenance data.
Complete work package should have index and covering page to ensure traceability. Task cards shall
be reviewed and updated by CEs in accordance with manufacturer’s recommendations. Electronic
maintenance program provides tasks cards/working documents for all scheduled maintenance.
2.8.3.2 Incorporation of CDCCL concept
Issu-02, Rev-00
Initial and Continuation Fuel tank safety In-House training is provided to all engineering personnel and
Quality Assurance staff.
2.8.3.3 Critical Design Configuration Control Limitations (CDCCL)

CEs ensure that when carrying out modifications, repairs or maintenance, Critical Design
Configuration Control Limitation are not compromised. By utilizing the guidance provided by the
Type Certificate holder for CDCCL items, PJ identifies those items from the planning stage where
possible for awareness to the personnel working on or within those critical systems. CEs will
mark each of the relevant task cards taken from manufacturer’s website at the start of work. This
is to be done in bold letters and in RED. As CDCCL items are considered as Airworthiness
Limitation Items, any scheduled or unscheduled task carried out to an applicable fuel system
feature classified as CDCCL, is appropriately marked to verify that the original system integrity
has been retained and the correct configuration is therefore maintained and ensure. This will be
accomplished by boldly marking the task card as “CDCCL TASK”, in RED. (MOE Para 2.23.4 placed
here).
2.9 REPAIR PROCEDURE

Issu-02, Rev-00
PJ is not performing repairs of aircraft components and engines.
2.10 AIRCRAFT MAINTENANCE PROGRAM COMPLIANCE
Issu-02, Rev-00
‘DELETED’
2.11 AIRWORTHINESS DIRECTIVES PROCEDURE

Issu-02, Rev-00
ANO-145. A. 45 (a)(b)(c)(d)(e)(f)(g), AMC-145. A. 45(d)1, ANO-145. A. 70(a)12.

The receipt and evaluation of Airworthiness Directives (ADs) is the responsibility of respective CEs, who are
the Continuing Airworthiness Managers. An update of all ADs shall be verified ‘fortnightly’ through web by
CEs, who check whether these fall within PJ scope of maintenance, and also whether these are applicable to
the MSN of specific aircraft type being operated by PJ, or not. Task cards are prepared by CEs to include
requirements of AD’s after evaluation is completed.
Maintenance work is carried out in accordance with the instructions of task cards. Certifying personnel shall
issue a CRS printed at the end of each task card and also make entry in aircraft log book/work card after the
completion of maintenance work. CEs sign the hard copy of print taken and same is kept as record by
Technical Record officer for a period of 3 years. QA will check the evaluation record of ADs/SBs during QA
Quarterly Internal Audits.
2.12 OPTIONAL MODIFICATION PROCEDURES
Issu-02, Rev-00
ANO-145. A. 45(a)(b)(c)(d)(e)(f)(g), AMC-145. A.45(b)(c)(d)(f)(g), A. 70(a)12, (b)

Modification
Aircraft modification means a change to the type design which is not a repair. A major modification means a
type design change that may have significant impact on the weight and balance limits, structural strength,
performance, power-plant operation, flight characteristics etc.
2.12.1 Review of Modification

Review of optional modification is jointly carried out by CEs and GM QA, as and when a modification is
received from OEM.
2.12.2 Modifications Procedure and Controlling Scope of Work

Modifications received from the OEM, with details of parts/material and tools are incorporated if these fall
within scope of work of PJ. For those beyond scope is undertaken at PCAA 145 approved MRO. PJ
incorporates only those optional modifications, which are recommended by CEs and GM QA. Prior approval
of OEM is obtained for carrying out the required modification.
2.13 Maintenance Documentation in Use and Its Completion

Issu-02, Rev-00
The work package is based on Computerized Aircraft Maintenance Programs, Master Servicing
Manuals (MSM)and Aircraft Maintenance Manuals (AMM) of respective aircrafts/helicopters.
A work package is a compilation of task cards. A work package consists of the following documents: -
 Task Cards.
 Certificate of Release to Service (CRS).
A task card/work card includes description of a maintenance task prepared from original documentation

(AMM, AMP etc.). CEs will ensure that all pages of the work package have a serial number and work package
details. The total number of pages, are depicted and signed on the Maintenance Check Index Sheet. It is the
responsibility of Chief Engineers (CEs) to ensure that task cards, generated by web-enabled system, include
all assigned maintenance tasks and that are to be used by engineers during maintenance activities.
2.13.1 Concept and Update of the Template

CEs check and control the updating of maintenance data which is either achieved by a written
confirmation from the OEM that all such maintenance data is up to date or work orders specifying the
amendment status of the maintenance data to be used. Provision of required relevant documents
(including AMM, AMP etc.), to aircraft engineers during maintenance is ensured by CEs.
2.13.2 Scope and Responsibility

Maintenance personnel have the responsibility of compliance at the time they are performing maintenance
activities to ensure all airworthiness requirements are met.
CE ensures the availability of required tools and materials prior to assigning the task(s) to the aircraft
engineer. GMQA is responsible for ensuring that all required scheduled/unscheduled maintenance, as per
work package(s), is accomplished and certified, and all documentation is returned to TRO, who keeps the
record for a period of 3 years. All maintenance performed must refer to approved data and shall be
recorded on tech log or work sheets. TRO is responsible for ensuring that completed work package(s) are
stored in technical library and that Airframe, Engine, APU log books have been updated, accordingly.
2.13.3 PROCEDURE
2.13.3.1 TASK CARDS (WORK PACKAGES)

Task cards have clear reference to maintenance data and complete work package has
Index and covering page for ensuring traceability. Task cards shall be reviewed and
updated regularly by CEs in accordance with the manufacturer recommendations.
The contents of work cards are as under: -
a. Aircraft Type,
b.Aircraft Registration, MSN, Total Hours, Total Cycles, APU Hours etc.
c. Location
d.Date
e. AMP Approval No.
f. AMM Rev No.
g. Work Pack Ref No.
h.Approved Data used
j. Summary of work carried out
k.Job Description
l. Signature of AME and CE
Certificate of Release to Service (CRS) shall be printed at the end of each Task Card.
2.13.3.2 Maintenance Documentation in Use

Issu-02, Rev-00
Maintenance Documentation:
Maintenance Documentation used to record maintenance activities are as under: -
 Task Cards
 Work package including (front page, list of tasks required, work cards, expected CRS…)
 Worksheet
 Aircraft Technical Logbooks
 Engine Logbooks
 Airframe Logbooks
 APU Logbooks
2.13.3.3 Work Pack Generation System

a. The Computerized Maintenance Program reflects “Alert” when any check/inspection of the aircraft/
helicopter remaining hours/days is coming up in less than a week.
b. CE reviews the work pack pertaining to the check for spares/hangar requirements on a soft copy.
c. If inspection has to be undertaken at Islamabad station then (I/C) Store House (Karachi) dispatches the
spares through courier to Store Section (Islamabad) after verbal approval from CE.
d. The acceptance of stores at Store Sec would follow Store Procedures. In case of non-availability of parts at
Store House relevant demand and acceptance procedures outlined in Store Procedures (Store House) will
come into effect.
e. PIA Authorities will be approached for allocation of hangar space at Islamabad or Karachi whatever the
case may be. If space cannot be provided on the specified dates then check shall be scheduled earlier
when space can be availed.
f. The work flow is initiated by generation of work packs three days before the check by Chief Engineer.
The tracking sheets maintained by the Technical control offices point to the forthcoming inspections/
checks based upon which work pack is issued duly signed and stamped by CEs.
g. In the event of an unscheduled maintenance, the AME/pilot will report the problem to CE verbally. CE
will arrange the required man-power, tools/equipment/spares/expendable to rectify it. At this point, the
aircraft would be grounded until the problems are repaired and the aircraft is deemed to be airworthy by
the technician. A log entry is executed after every unscheduled maintenance and CRS issued by CE.
h. When an unscheduled maintenance arises at a location other than main base, and if the fault lies beyond
maintenance scope, CE will arrange a mobile repair team at site, after due authorization by GMQA.
2.13.3.4 Sequence of Maintenance Activities

a. After receipt of work pack, the concerned AME/Technician will bookmark the relevant pages of latest
AMM and computerized maintenance system. The work pack and pages of AMM shall be available at
the maintenance site.
b. The required tools and spares, will be placed at site as depicted on the work cards.
c. GPU and other GSE shall be properly located before start of work.
d. As the work progresses, a thorough inspection of each job and phase of work is to be carried out by the
AME / technician.
e. Duplicate check carried out by an AME shall be verified by another AME. Both AMEs will sign the task card.
f. After all task cards have been complied with, in accordance with the work pack issued, final inspection
shall be carried out. This would comprise functional tests of the assemblies or air-test of the aircraft if
specified by the manufacturer.
g. After completion of work it shall be ensured by the Chief Engineer certifying that: -
 Work pack is complete and duly signed
Issu-02, Rev-00
 All log cards have been endorsed

 Aircraft and Engine log books have been filled and signed.
 Thereafter the signed documents are placed in the fire proof cabinets by I/C Store House/Section.
2.13.3.5 Flow Chart Work Pack Generation System
Issu-02, Rev-00
2.13.3.6 Completion of Maintenance Documentation
The work includes signed jobs cards/task cards, CRS, and parts replacement. The entries signed by
certifying staff have personal stamps of engineer signing off the tasks. After completion of Maintenance
Checks, CEs will replace CRS in Aircraft Document folder with new one. Authorized certifying Staff
issuing the final CRS shall also ensure that all items in Aircraft Maintenance Check Index Sheet are
completed and stamped. Under no circumstances, entries are erased. No correction/ amendment, in
documents is allowed after the issue of CRS.
2.13.3.7 Management of Deferred Tasks
As company policy, tasks covered in PCAA approved MEL are deferred. These are indicated on CRS,
specifying the given limit. Record in-charge and CEs monitor these limits. All deferred tasks together
with a reference to the original task are entered in technical Log before issuing the final CRS.
2.13.3.8 Tasks Requiring Re-Inspection

In the case when only one authorized person is available, he is required to perform the re-inspection
within 8 hours, while additionally keeping a record of his re-inspection during task performance
including actual time of the day when the first inspection was performed.
2.14 TECHNICAL RECORDS CONTROL
Issu-02, Rev-00
2.14.1 System for Control and Storage
2.14.1.1 Maintenance records and tech logs are retained for at least a period of three (3) years, from the date
the aircraft or aircraft component to which the work relates was released.
2.14.1.2 All aircrafts documents are kept in fireproof cabinets. Safe custody of these documents is ensured by
CEs. TROs are the custodian of these documents. Except for CEs and TROs, no other person is granted
access to records, which are kept under lock and key. Record kept in each cabinet is displayed on a list
attached inside the cabinet doors.
2.14.2 Record Keeping System
2.14.2.1 Log Books, inspection sheets and other relevant aircraft documents are kept up to date giving
details of type of Inspection, check carried out, flight hours, Block hours, Cycles and Authority
Number of the A.M.L. Such information is entered in engine (s) and Aircraft (s) Log Books.
2.14.2.2 Aircraft tech log book inspection sheet are kept for a minimum period of 3 years from the last date
of entry. For the purpose of keeping this record a steel almirah with lock and key is placed in the
record office.
2.14.2.3 All Technical publications and drawings received from OEMs are recorded by the TROs in the
respective folder/files. Action taken by the concerned engineers/CEs, are endorsed. Amendments
received in this regard are incorporated recorded and signed with date.
2.14.2.4 Duplicate records are maintained in CDs, and kept separately by respective CEs as backups, in
case of loss of original records.
Issu-02, Rev-00
2.15 RECTIFICATION OF DEFECTS ARISING DURING BASE MAINTENANCE
N/A
2.16 RELEASE TO SERVICE PROCEDURES

Issu-02, Rev-00
ANO-145. A. 50(a)(b)(d)(f), A.65(b), A.75(e)
2.16.1 Release/Return to Service
 A Certificate of Release to Service (CRS) shall be issued by authorized certifying staff when it has been verified
that all maintenance carried out is in compliance with the approved MOE procedures, approved AMP,
procedures specified in ANO-145. A.70, ANO-145. A.45 & taking into account the availability and use of the
maintenance data as specified in MOE Para 2.8
 PJ does not undertake repairs of components.
 When an aircraft is grounded at a location other than the main line station or main maintenance base due to the
non-availability of a component with the appropriate release certificate, it is permissible to temporarily fit a
component without the appropriate release certificate for a maximum of 30 flight hours or until the aircraft first
returns to the main line station or main maintenance base, whichever is sooner. Such components shall be
removed by the above prescribed time limit unless an appropriate release certificate has been obtained.
2.16.1.2 Definition AMC.50(b).1.

“Certifies that the work specified except as otherwise specified was carried accordance with ANO-145
and in respect to that work the aircraft/aircraft component is considered ready for release to service”.
2.16.1.3 CRS is issued on a format as specified in MOE Part 5.6.6 (Annex-6). Copy is placed in Master Folder
of PJ documents. The release/return to service procedure shall encompass the following elements in
relation to maintenance input on aircraft: --
a. The certificate of release to service shall relate to the task specified in approved aircraft maintenance
programme which itself may cross-refer to maintenance data.
b. The scope and limitation of the approval schedule held by PJ, as issued by the PCAA with regards to the
aircraft.
c. The qualifications, certifications and records of personnel authorized to release/return to service aircraft,
on behalf of PJ.
d. The records and traceability of the work packs to the release/return to services certificates.
e. All CS will check valid calibration tags on tools before use. Reference of the calibrated tools used will be
endorsed on task cards/worksheets etc., the same will be reconfirmed by CE before issue of CRS.
f. The final inspection of aircraft before the issue of the release/return to services certification.
g. Minimum information on CRS to give details of maintenance carried out and date of completion.
h. Minimum information contains basic details of maintenance that was carried out; date such maintenance
was completed; location where the release to service is issued, identity of organization and/or person
issuing the release to service and limitations to airworthiness or operations, if there are any.
j. A safety critical action that is needed to address unsafe conditions is an airworthiness limitation item (ALI).
ALIs are maintenance and inspection instructions that must be performed at the listed intervals and are
adopted using the Airworthiness Directive (AD) process.
k.CEs identify ALIs (if any) before the commencement of any maintenance task, and in the case of their
presence, the same will be performed alongside scheduled maintenance and at the same time recorded on
CRS in the summary of work carried out.
l. In the case of any deferred maintenance item, which lies within the requirements of MEL, as assessed by CE,
the details of deferred maintenance will be recorded in the appropriate column.
2.16.2 Issuance and Completion Instruction of CRS in specific cases:
Issu-02, Rev-00
2.16.2.1 The CRS shall be issued for aircraft holding a valid “Certificate of Airworthiness”, after repairs,
replacements, modifications, overhauls, inspections or scheduled maintenance inspections have
been carried out on in accordance with the requirements prescribed by the manufacturer of
aircraft engine, equipment duly approved by PCAA. Certifying staff shall issue the CRS after
ensuring that the following has also been accomplished.
 Embodiment of Airworthiness Directives & Services Bulletins.
 STC’s/ Modifications as approved by the Authority.
The person authorized to sign CRS shall be a holder of appropriate current Aircraft Maintenance
Engineer License (AMEL) with type rating of CAT ‘B1’ or ‘B2’. The CRS is issued when the authorized
signatory is (signatories are) satisfied that the required maintenance on the aircraft is carried out in
accordance with prescribed PCAA regulation, approved MOE procedures and approved AMP, whilst
having due regard to the use of: -
a. Up to date instructions including manuals, drawings, specifications, Mandatory
modification/inspections and company procedures.
b. Recommended tooling and test equipment which is currently calibrated where applicable.
c. A working environment appropriate to the work being carried out.
d. In the case of one-off authorization ( refer MOE Para 3.4.4), one-off authorization granted by
GMQA shall specify the extent of certification privileges, and shall contain a unique and
controlled reference number that shall be quoted by CS on the CRS together with his signature
and date.
2.16.2.2 CRS contains full particulars of the inspection/work completed, including:

 Details of the specific tasks associated with the maintenance, such as reference to approved data
including the manufacturer’s/operator’s or aircraft maintenance program’s instructions, and issue or
revision where applicable.
 The location at which the work was carried out. The Certificate of Release to Service (CRS) shall be
retained for a period of 03 years from the date of its issue.
2.16.3 CRS with Incomplete Maintenance

 In situations where maintenance could not be completed, for instance due to lack of parts, it may be
deferred provided the criteria fall within approved limitations. The certificate of release to services
is issued when it can be ensured that the aircraft may be safely operated within the approved
aircraft limitations.
 Those items left outstanding are carried over in compliance with approved MEL procedure.
 Those items of incomplete maintenance do not include any mandatory airworthiness items which have
passed, or are likely to pass their due times, such as Airworthiness Directives, Life Limitation, etc.
Issu-02, Rev-00
2.16.4 Temporary Fitting of Components without Appropriate Release Certificate- N/A
2.16.5 Issue of CRS through a One-off Certification Authorization -

For details please refer MOE Chapter-03 (Part 3.4.4)
2.16.6 No cannibalization of parts i.e. removal of a serviceable part from one aircraft to service another is
permitted.
Issu-02, Rev-00
2.17 RECORDS FOR THE OPERATOR
Company aircraft and helicopter records are held/ maintained, by TROs of HW and FW. PJ is presently
not undertaking maintenance for any other organization.
Issu-02, Rev-00
2.18 REPORTING OF DEFECTS TO THE PCAA/OPERATOR/MANUFACTURER

ANO-145. A. 50(a), ANO-145. A.60 (a)(b)(c)(d)(e), AMC-145. A. 60(b), GM. A. 60(a)(c), ANO-145. A. 70(a)12
2.18.1 Internal Occurrence Reporting System of PJ
 QA Department collects and evaluates all internal reports, regarding any conditions of aircrafts/helicopters
that has resulted or may result in unsafe conditions that hazards seriously flight-safety.
 The internal occurrence reporting system addresses all reports internally generated in PJ via controlled
form PJ/Engg/Internal Occurrences/(year)-filled by CEs and PJ/QA/08- filled by GMQA.
 In the case, when the occurrence is non-reportable, the subject reports will be archived and record kept on
PJ/QA/08 & PJ/Engg/Internal Occurrences/(year) by QA Dept & TRO(FW/HW) respectively
 QA Feedback along with corrective actions taken and quality advisories against the non-reportable occurrence
will be circulated by GMQA within the organization to prevent the recurrence in the future.
 PJ has a non-punitive internal occurrence reporting system which encourages employees to report any defect
which is encountered during maintenance operations.
 The internal reporting process is closed loop, ensuring that actions are taken internally to address safety hazards.
 The results of internal investigations and required corrective/remedial actions are intimated to Chief
Engineers including the reportees via e-mails.
2.18.2 Reportable Occurrences as per ANO-145. A.60

Chief Engineer will be responsible to collect the information about the occurrence, that has resulted
or may result in unsafe conditions that hazards seriously flight-safety. CE documents them on PJ
controlled form PJ/QA/08 and intimate GMQA accordingly. GMQA will then assess the occurrence details
as per the findings mentioned on PJ/QA/08 form, and will classify the occurrence as ‘ reportable defect’
under the following conditions:-
Reportable Occurrence Classification
a. Damage on aircraft structure that could seriously hazard the aircraft or cause an un-airworthy condition.
b. Crack triggering permanent deformation or corrosion (according to AMM / SRM).
c. Burn stain due to electrical abnormal operation, burning or deformation of aircraft structure /engine /
component beyond threshold, detected during scheduled maintenance.
d. Failure of any emergency system during scheduled testing.
e. Defect / malfunction on aircraft system / engine / component, which if undetected could seriously hazard
safety of aircraft.
f. Error related to maintenance in local task cards.
g. Errors related to PCAA or company regulations.
Once the occurrence has been classified as ‘reportable occurrence’, GMQA & CE will work in collaboration to
decide what ‘corrective actions’ need to be taken in an attempt to mitigate the occurrence, evaluate all known
relevant information relating to occurrence and disseminate the relevant information within the organization
including Accountable Manager. GMQA will then apprise PCAA and OEM within 48 working hours of the
occurrence on PCAA Form CAAF-114-AWRG-8.0, the same is also uploaded on AMS, by QA Dept, alongside
details of corrective actions taken, as mandated vide ANO-145. A.60 (e).
2.18.3 Defect Investigation/ Occurrence Reporting Process

The investigations to find cause of the reported defect are undertaken by GM QA. GMQA also submits the details
of all investigation to Accountable Manager. The Occurrence report should contain at least the following
information:
 Organization name and approval reference.
 Information necessary to identify the subject aircraft and/or component.
Issu-02, Rev-00
 Date and time relative to any life or overhaul limitation in terms of flying hours/cycles/landings etc. as
appropriate.
 Details of the condition as required by 145.A.60(b).
 Any other relevant information found during the evaluation or rectification of the condition.
 PJ carries out work relating to the full investigation of the cause and rectification of the defect as the
Director Airworthiness may require, on PCAA Form 114 (CAAF-114-AWRG-8.0).
 Defective parts are held for at least 14 days after dispatch of the defect report, in case the
Airworthiness Directorate should require the parts to be forwarded for a full investigation.
 If the defective part is required urgently for rectification and re-use, permission for its release in
less than 14 days is made to Field Airworthiness office.
2.19 RETURN OF DEFECTIVE AIRCRAFT COMPONENTS TO STORE

ANO-145. A.40, A.42(d), AMC-A.42(d)1,2, AMO-145. A. 70(a)12.
It is the responsibility of aircraft engineer to identify the defective component and report it to CE.
The component is then placed separately from serviceable items, in ‘Quarantine Area’, with an
‘unserviceable tag (PJ/Engg/03) affixed to it.
In-case if the item is found to be ‘unsalvageable’, it will be disposed off by selling, discarding, or
transferring such items, however caution shall be exercised to ensure that unsalvageable
components are disposed of in a manner that does not allow them to be returned to service. I/C
Stores will ensure that the component is not entered in technical stores, if it is found to be
‘unsalvageable’.
The following type of components are typically classified as unsalvageable:

(a) Components with non‐repairable defects,
(b) Components that do not meet design specifications, and cannot be brought into conformity with
such specifications;
(c) Components subjected to unacceptable modification or rework that is irreversible;
(d) Certified life-limited parts that have reached or exceeded their certified life limits, or have
missing or incomplete records;
Declaring of a part as unsalvageable is endorsed by CEs on part issue/return register of stores. For
HW, if CE (HW) is located at one station, for the other station senior most engineer will sign in the
register.
Issu-02, Rev-00
2.20 DEFECTIVE COMPONENTS TO OUTSIDE CONTRACTORS

ANO-145. A.40, A.42, A.70(a)12,14,16
The company policy with regards to repairable components is that these are returned to OEM or
authorized repair center only, for repairs in the shortest possible time. I/C Stores is responsible for
the dispatch of these components to OEM facility with supported documents/information that
include but not limited to:
 Part number and serial number

 PCAA/ EASA Form-1,
 PJ/Engg/09-Rev-00
 PJ/Engg/10-Rev 00
I/C Stores enter the record of these repairable components in register PJ/REG/ENGG(HW&FW)/MONTHLY
INSPECTION/KARACHI/2020, which is further endorsed by CE and retained for a period of 3 years.
CEs will ensure follow up with OEM regarding repair of component. The follow-up is carried out via
emails sent to OEM, with GMQA kept informed accordingly. The record of correspondence is also
kept by CE in soft copy.
Delay in return of assembles procured on core-return basis can cause additional charges. The un-
serviceable components are returned in original packing. These are packed in presence of
Qualifying inspector, who makes an entry in the register maintained by technical store, confirming
that all required documents and packing are in order.
Issu-02, Rev-00
2.21 CONTROL OF COMPUTER MAINTENANCE RECORD SYSTEM

ANO-145. A.45, AMC-145. A.45 (g) 3, AMC-145. A.50 (b)5, ANO-145. A.55(c), AMC. A.55 (a) 4, 6(c) 2
The objective of this system is to outline how the computerized maintenance record system is controlled at PJ.
FW & HW records are maintained both on hard and soft copies. Computer systems used for maintenance
record keeping shall have at least one backup system. GMQA and IT Department shall jointly maintain security
to unauthorized access at different levels by issuing passwords for use of relevant functions.
It also ensures protection against the ability of unauthorized personnel to alter the databases. CEs are
responsible to ensure that all technical record data provided by OEMs is updated in MS Office (Word/Excel) in
a timely manner.
In the case of operator/customer controlled and provided maintenance data, the organization shall be able to
show that either it has written confirmation from the operator/customer that all such maintenance data is up
to date or it has work orders specifying the amendment status of the maintenance data to be used or it can
show that it is on the operator/customer maintenance data amendment list.
CEs shall ensure that all the required maintenance records be available for a period of at least 03 years, which
is further checked by GMQA during quarterly internal QA Audits.
2.21.2 HW(Islamabad)
Website is accessed by CE for obtaining updated maintenance data. Hard copies of downloaded data are
signed by CE(HW) and record maintained by TRO(HW). This is accomplished once in 15 days.
Backup/duplicate record is kept by TRO at IIAP as well.
2.21.3 CDs are received with regards to maintenance schedule from OEM for FW aircraft. Whenever any updating
is to be carried in maintenance manuals, new CD is forwarded by OEM. CEs ensure replacement of old CDs
with new, and destruction of outdated CDs. Backup is also stored in CDs. USB is used for updating at Apron
by the Stores In charge under supervision of CE.
Issu-02, Rev-00
2.22 CONTROL OF MAN-HOUR PLANNING VERSUS SCHEDULED MAINTENANCE WORK

ANO-145. A.30 (d), AMC-145. A.30 (d) 1,2,3,4,5,7,8, ANO145. A.70 (a) 12, (b)
2.22.1 Working Hours:

The working hours of engineering staff is of 8.30 hours shift from 0900 to 1730 hours daily, with one-
hour lunch break (1300 hours to 1400 hours), except Saturdays and Sundays. In case of aircraft
operation before or after these hours the duties of the staff are adjusted accordingly so that
aforementioned planned duty hours are not exceeded. Extra hours are adjusted against rest hours or
overtime as per company policy. CEs ensure that duty time limitations are not exceeded, keeping HF in
view. To meet emergent operational requirements, engineering personnel’s duty may be extended up to
12 hours. They are to be given 24 hours break after performing extended duty. An engineer can be given
a maximum of two extended duties in a week.
Available Man-Hours for QA & CEs ( Sample Table)

Part time staff Part time staff as Equivalent Full
Full time Staff Total Total
1 Man Hour = H hours (Total hours per Time Staff
(Number) Staff Hours
year) ( Number)
Quality Monitoring
Chief Engineers
Management group of
persons
Others
Total
Total Man-Hours
2.22.2 Man-Power Review

Whenever there is enhancement in maintenance scope, the workload may increase, which is monitored by
CEs, by reviewing the man-hour plan of their respective wings. The reviewed man-hour plan is forwarded
to GMQA. To ensure compliance of PCAA regulation, manpower review is worked out by CEs for every year
and report forwarded to GM QA. This is reviewed at the end of each quarter of year and report forwarded
to QA.
2.22.3 PJ does not have its own hangar. All line maintenance is carried out on the apron. As and when there
is a requirement for hangar space, the same is requisitioned from PIA/other airlines, on a tenancy
agreement basis. As regards to manpower, CEs immediately notify GMQA in case work load
increases 25% above the available manpower.
2.22.4 Manpower Plan

 Prepared by CEs.
 Reviewed by GMQA
 Reviewed once every 3 months.
Issu-02, Rev-00
2.23 CONTROL OF CRITICAL TASKS

ANO-145. A.65 (b) 3, AMC-145. A. 65(b) 3, ANO-145. A. 70(a), 12(b)
2.23.1 General
a. Duplicate Inspection
An inspection carried out by some qualified personnel is the first certified inspection. The second
part, which is the duplicate inspection, shall be carried out by another certified AME within 8 working
hours. It should also mention the actual day of the time, when the inspections have been performed,
including both the first inspection, as well as the duplicate/re-inspection. The first person also signs
the maintenance release, and assumes full responsibility for the satisfactory completion of the work.
b. Independent Inspection
An inspection first made by a qualified person signing the maintenance release assumes full
responsibility for the satisfactory completion of the work, before being subsequently inspected by
a second independent competent person, who attests to the satisfactory completion of the work
and verifies that no deficiencies have been found.
c. Qualified Person
The holder of a valid PCAA license on aircraft type being maintained and listed in PJ list of
certifying staff.
d. Competent Person
A person assessed for his abilities to satisfactorily carry out intended duties, having PJ
authorization for the specific task.
e. Control System
An aircraft system by which the flight path, altitude, or propulsive force of an aircraft & helicopter
is changed, including the flight, engine and propeller controls, the related system controls and the
associated operating mechanisms.
f. Vital Point
Any point on an aircraft at which any malfunction could lead to catastrophe, i.e. result in loss of
aircraft and/ or in fatalities.
2.23.2 Maintenance of Aircraft Safety Critical System

With regard to aircraft & helicopter line maintenance, PJ under this section minimizes the risk of
multiple errors on Flight Critical Systems, by ensuring that no person carries out
inspection/maintenance tasks involving same element of the disassembly/ reassembly on
components of the same type, fitted to dual systems, during the same maintenance check.
Issu-02, Rev-00
a) When the tasks are carried out by only one competent person, a second competent person will
re-inspect the completed work, on both systems and subsequently attest to its satisfactory
completion with no deficiencies. To facilitate this additional stage, a stamp is utilized marking
both work instructions, and both additional stages are signed by a competent person,
independent of the work which was carried out.
b) When only one person is available to carry out these tasks, such as when working away from
base, then the work card or worksheet shall include an additional stage for re-inspection of the
work by this person after completion of the task. This is recorded in documents.
c) Where possible during scheduling, those stages will be appropriately staggered to allow for
events to determine their independence.
2.23.3 Duplicate Inspection

The procedure outlined in this section is applied following initial assembly or any disturbance of
a vital point or control system as prescribed below.
2.23.3.1 Applicability
Work cards are generated and are processed through CEs. In case of critical/duplicate
inspections, CE endorses this on card.
2.23.3.2 Limitation
It may not be possible to inspect the complete vital point/control system when assembled in the
aircraft due to routing the controls through conduits or boxed-in sections and the per-sealing of
various units. In these cases, the persons, certifying the duplicate inspection shall be satisfied that a
duplicate inspection has been made previously on these units and covered section and that the
sealed units are acceptable for the particular use. Such tests as are considered necessary shall be
completed to determine that these particular units and sections have full, free and correct
directional movement.
2.23.3.3 Duplicate Inspection Procedures

a. A duplicate inspection for correct assembly and locking of all vital points/control systems, in the
aircraft is made of those points which have actually been disconnected or disturbed, after assemble
and before the first flight after installation, repair, replacement, modification or adjustment.
b. Dependent on the extent of the work it may be possible to limit the duplicate inspection of a control
system to that part of the system which has been disturbed however that system as a whole should be
inspected for full and free movement over the completed range and sense of travel.
c. Vital points/control systems, subject to duplicate inspection must not be disturbed or re-adjusted
after the first certified inspection and the second part of the duplicate inspection is carried out
within 8 hours.
d. If a vital points/control system, is disturbed after completion of the duplicate inspection, that part
which has been disturbed shall again be inspected in duplicate before the aircraft flies, and an
additional record of the re-inspection stage is made.
e. In some circumstances, due to peculiarities of assembly or accessibility, it may be necessary for
both parts of the inspection to be made simultaneously.
f. The duplicate inspection is the final operation to establish the integrity of the vital point/control
system, when all the work has been completed.
Issu-02, Rev-00
g. The inspections prescribed in this part for control systems shall include an inspection to ensure
that full, free and correct movement of the controls is obtained throughout the systems relative to
the movements of the crew controls.
h. An additional inspection is made, when all covers and bearings are finally secured, to ensure that
full, free and correct movement of the controls is obtained.
2.23.3.4 List of Items Requiring Duplicate Inspection

Generic list of items requiring duplicate inspections, if they are in any way disturbed, replaced,
removed or refitted, is attached as Annex-1 (Part 5.6.1). If a duplicate inspection is required to
be carried out as per technical data used, or by a requirement of the authority under which the
maintenance is accomplished, or by the operator, then the requirement shall be met regardless
if the item appears on this listing.
Note: List placed at Paragraph 5.6.1 of MOE has been prepared using available data. This is continuously
evaluated by GM QA, as a result of error investigation, Audit, SBs/ADs analysis and directives received
from PCAA.
2.23.3.5 Persons competent to make the First and or/ Second parts of a Duplicate inspection are as follows:
a. The holder of valid PCAA license for the relevant qualification group and aircraft type being
maintained, as per the qualification requirements for certifying staff outlined in procedure
ANO-0009 and validation on PCAA of appropriate category. Also holding PJ Authorization.
b. The person responsible for the release of the work (who actually carried out or directly
supervised the work) signs the first portion of the Duplicate inspection as “1 st Inspector” and
the independent signs the second portion “2 nd Inspector “, within 8 hours, provided he is not
involved and is independent from the task accomplishment.
2.23.4 Critical Design Configuration Control Limitations (CDCCL)
CEs ensure that when carrying out modifications, repairs or maintenance, Critical Design Configuration
Control Limitation are not compromised. By utilizing the guidance provided by the Type Certificate
holder for CDCCL items, PJ identifies those items from the planning stage where possible for awareness to
the personnel working on or within those critical systems. CEs will mark each of the relevant task cards
taken from CAMP/Eurocopter website at the start of work. This is to be done in bold letters and in RED.
As CDCCL items are considered as Airworthiness Limitation Items, any scheduled or unscheduled task
carried out to an applicable fuel system feature classified as CDCCL, is appropriately marked to verify that
the original system integrity has been retained
and the correct configuration is therefore maintained and ensure. This will be accomplished by boldly
marking the task card as “CDCCL TASK”, in RED.
Issu-02, Rev-00
2.24 REFERENCE TO SPECIFIC MAINTENANCE PROCEDURES

ANO-145. A. 70(a) 12
2.24.1 Engine Running Procedures

Engine Ground running is carried out prior to the Release to Service of an aircraft from maintenance to:
 Assess an engine or engine related system(s) functionality either prior to, during or after the
rectification of a defect or scheduled work.
 Evaluate engine’s performance
 Assess the operation of an aircraft-related system.
a. Engine ground run procedures as described in Aircraft Maintenance Manual (AMM) are followed.
b. Aircraft Engineer holding AML in CAT B1 on a specific engine shall be authorized for the ground run.
As a minimum requirement he shall be a Licensed Aircraft Engineer with Category C(Engine)/B1
without limitation code 11 (where Limitation code 11: Excluding Engine), endorsed for the particular
type of engine.
c. GMQA will authorize AME for engine running task.
d. On-the-job training to AMEs is provided to carry out engine runs under supervision of CE before they
are given the authorization by GMQA. All certifying staff must follow the up-to-date ground engine run
procedures, which are defined in the applicable Aircraft Maintenance Manual (AMM) as well as in the
MOE.
2.24.2 Maintenance Outside Approved location
 For tasks, falling in PJ approved scope of work CE (FW), carries out required rectification.
 In case of helicopters as already specified in preceding paragraphs of the manual, any work on
AOG helicopter at an outside location will be performed under direct supervision of CE(HW).
2.24.3 Scrapping of Parts
Salvage of parts is covered in paragraph 2.19.4.
2.25 Procedure To Detect And Rectify Maintenance Errors

Issu-02, Rev-00
ANO-145. A.70(a)12
PJ Quality Department has the responsibility of implementing a non-punitive system of error detection by
AMEs. AMEs are encouraged to identify defects, their contributing factors and measures to avoid recurrence
during maintenance activities. Maintenance errors can be categorized as follows:
o Error
o Violation of approved procedure
o Ignorance of applicable approved maintenance data requirements
Reporting of Maintenance errors can be done as follows:

• Reporting of Maintenance error by maintenance staff and intimating the same to QA
 Implementation control on critical maintenance tasks described in MOE Chapter 2.23 with errors detected
by person performing the duplicate inspection.
 Through findings of non-conformities during audit (scheduled or unscheduled)
 Findings of reported incident/occurrence by QA Department.
A “Confidential Reporting Box” is placed for reporting the maintenance error. It is placed adjacent to notice
board at PJ engineering where any individual can add the error in writing either committed by himself or by
somebody else, without writing his name or the name of person who committed the error.
2.25.1 Analysis
 Analysis of reported maintenance errors will be performed by CEs and GMQA. CEs will prepare the
corrective action and GMQA will either approve or disapprove it.
 Incidents/repeated defects etc. shall be investigated by CEs and QA jointly to find out root causes and
conclusions shall be communicated to maintenance staff through Quality Advisory.
 A summary of Maintenance errors shall be prepared by CEs on monthly basis with follow up action plan for
implementation by PJ engineering. The same will be checked by QA during QA internal audits. The follow up
action shall consist of following:
a. Recurrent training sessions for the engineering staff
b. Human factor training
c. Revision of task cards
d. Preventive maintenance
e. Quality system advisories
Internal occurrence reporting system of PJ is described in para 2.18.3. It is in line with ANO-145. A. 60 (b).
2.25.2 Liaison with Manufacture and Regulatory Authorities

PJ liaise with manufacturer(s) and the PCAA on all matters concerning the airworthiness
of aircraft. CEs, takes action required to ensure the continued airworthiness of the aircraft. Result/outcome, of
such liaison is also passed on to engineers by CEs. After intimation to AME/engineers, their signatures are
taken, on the office copy and kept as record.
2.25.3 Deferred Defect Policy

PJ ensures implementation of Safety Management System practices, so that minimum number of open deferred
defects exists. All open deferred defects are monitored by the Chief Engineers to ensure earliest rectification and
subsequence closure. A certificate of Release to Service is issued in the Technical Log
upon clearance of any Deferred Defects.
2.25.4 Mandatory Occurrence Reporting

Issu-02, Rev-00
All incidents and occurrence that fall within the reporting criteria are reported to PCAA within
stipulated time. Full details of the type of incident/ occurrence, reported are contained within the
Operations Manual. All occurrences, which have maintenance implications, are analyzed by GM QA in
consultation with CE. Latest PCAA form CAAF-114-AWXX, is raised by the CEs.
2.25.5 Liaison Meetings

Liaison meetings are held between CE and GMQA weekly. These meetings are held to discuss
airworthiness, quality and issues pertaining to reporting and rectification of defects. The frequency of
these meetings may be more if operational circumstances and maintenance finding warrants it.
NOTE:
These meetings are arranged to occur at the same time as the maintenance Programme/management meeting. All meeting
are recorded and minutes issued. All actions required in response to maintenance findings, follow up actions, audit
corrective action etc., duly allocate responsibility. Record of Minutes of these meetings are held by CE & GM QA.
The minutes are made available on request to any duly authorized member of the PCAA.
2.26 SHIFT / TASK HANDOVER PROCEDURES

Issu-02, Rev-00
PJ is not working in shifts due to limited nature of its operations.
2.27 PROCEDURES FOR NOTIFICATION OF MAINTENANCE DATA INACCURACIES AND AMBIGUITIES

ANO-145. A. 45(c), AMC-145. A. 45(C)1,2, ANO-145. A.70(a)12
Issu-02, Rev-00
 Inaccuracy / ambiguity in maintenance data (AMM, SRM, SB and AD etc.) is defined as

an inappropriate, incomplete or doubtful maintenance instruction that may be noticed by maintenance personnel
during maintenance on aircraft / aircraft components.
 It is the responsibility of all maintenance personnel to inform CE about any ambiguity/inaccuracy in the
maintenance data observed during maintenance. Maintenance personnel shall record this inaccuracy.
 CEs inform the author/OEM for clarification/correction. GMQA is also kept informed.
 A record of communications to the author of the maintenance data shall be retained by CE
until such time as the type certificate holder has clarified the issue by e.g. amending the maintenance data.
 QA Department issues instructions for conducting training/OJT, if required.
 For helicopters however the clarification process/response, takes time and can slow
down/delay maintenance. E-mails are used as mode of communication. Scanned copies of attachments
and e-mails are downloaded and hard copies kept in aircraft record. These are signed by CE (HW).
2.27.1 Method of Internal Reporting

In case of Task cards / Worksheets, locally developed / derived from manufacturer maintenance data,
inaccuracy / ambiguity shall be notified for corrective measure to CEs. GMQA shall be informed for
remedial action in case of an inaccuracy / ambiguity, observed in organizational procedure. CEs in
consultation with concerned maintenance personnel shall verify the inaccuracy/ambiguity in the
maintenance data and submit the report to GMQA on Form (PJ/Engg/Internal Occurrence/20) along with
the photocopies of the affected maintenance data. The report shall contain the atleast the following
information: -
i. Type of Equipment
ii. Maintenance data reference
iii. Issue date and Revision number
iv. Details of inaccuracy/ambiguity discovered in the maintenance data
GMQA will send this report to CE along with his comments for preparation of interim modified maintenance
instruction for continuation of maintenance tasks to be performed.
2.27.2 Method of External Reporting
 GMQA will send the above report and the interim/proposed amendment for final approval of amendment of
maintenance data to the Type Certificate/Supplementary type certificate holder/Original equipment
manufacturer with supporting documents within 72 hours.
 Till the time the inaccuracy/ambiguity is approved by Type certificate (TC)/Supplementary type certificate
holder (STC)/OEM, the interim/proposed amendment in the maintenance data shall be followed by PJ.
 Upon receipt of modified maintenance data from the TC/STC or OEM, the same will be inserted in
maintenance data and followed accordingly.
 A complete record of such inaccuracies / ambiguities discovered in the maintenance data

shall be maintained by CEs. Record will include complete with the traceability for the relevant maintenance
data clearly identifying the inaccuracies/ambiguities.
2.28 Production Planning Procedures

Issu-02, Rev-00
ANO-145. A.47(a)(b), AMC-145. A.47 (a), ANO-145. A.70 (a) 12

CEs are responsible to ensure that all maintenance work carried out are in accordance with approved
procedures (AMM instructions, MOE procedures). Procurement of spares/tools, equipment and parts is
accomplished by CE before commencement of each task. CEs also ensure that all reference material and task
cards are readily available for maintenance work.
2.28.1 Procedures
Upon receiving a specific work order on computerized maintenance system, CEs will analyze the work
order in order to determine the need of hangar requisition, required man-power, part/material required,
and conveys these details to GMQA via e-mail.
2.28.1.2 CEs prepare work packages, package preparation includes list of task cards to be accomplished, list of
required parts and materials, list of required tools and equipment, list of critical tasks (if any) etc. CE
keep in mind the following factors while planning each task:
 PJ Scope of Maintenance work
 Provision of required resources (qualified personnel, tools/equipment, maintenance
data and facilities)
 Man-Hour Plan
 Logistics & Inventory
 Hangar Requirement
 Man-Hour availability
 Environmental conditions (lighting standards, cleanliness)
 Scheduling of critical tasks
2.28.1.3 CEs will issue the work orders to engineers. The work order shall indicate work order number, items name,
part/model number, serial number and a general description of work. Every step-in task card will be
signed/stamped by engineer using the stamp issued to him. CEs will check and ensure this, before issue of
CRS. At the end of each maintenance work, TROs will go through all task cards for proper signature and stamp.
It will also contain technical log entries and CRS.
2.28.1.4 Princely Jets will enter into a written maintenance agreement for the tasks falling beyond PJ
maintenance scope. Maintenance contract will have the following minimum elements:
 Provision of maintenance data (technical publications)
 Provision of facility, hangar, tools, equipment, consumables, spares.
 Provision of qualified man-power
2.28.2 Consideration of Human Performance Limitation

Issu-02, Rev-00
 CEs shall observe the human factors limitations/principles during the planning of maintenance tasks
as defined in MOE Para 2.22
2.28.3 Planning of Critical Tasks

Definition:
 Critical task means a maintenance task that involves the assembly or any disturbance of a
system or any part on an aircraft, engine or propeller that, if an error occurred during its
performance, could directly endanger the flight safety.
 Planning of critical tasks by CEs are strictly in accordance with procedures given in
paragraph 2.23.
2.28.4 Maintenance Shift System

 PJ is not working in shifts due to limited nature of operations.
 Planning of maintenance work for in-country is also carried out to support commitment
of aircraft and helicopters
 Working Hours For engineering staff timings are from 0830 hours to 1630 hours daily.
Saturday and Sunday are holidays. To meet emergent operational requirements, duty time
of engineers can be extended upto maximum of 12 hours. Those involved in duties of
more than 8 hours are compensated for the same on the following day.
Issu-02, Rev-00

Princely Jets Maintenance Procedures

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Princely Jets (Private) Limited PART 2

(Engineering) Maintenance Procedures

2.1 SUPPLIER EVALUATION AND SUBCONTRACT CONTROL PROCEDURE

2.1.1 Type of Supplier

2.1.1.1 Supplier of Aircrafts /Helicopter Parts

2.1.1.2 Supplier of parts and materials

2.1.1.3.1 Contracted Organization (FW & HW)

2.1.1.3.2 Subcontracted Organization

2.1.2 Monitoring of the Suppliers

ii) Internal Process

2.1.2.2 Monitoring of List-Internal Authorization

2.1.2.3 Management of Purchase Orders

2.1.2.4 Record of Suppliers

 The list of accepted contractor/subcontractor is maintained by QA Dept for a period of 3 years.

2.2 ACCEPTANCE/INSPECTION OF AIRCRAFT COMPONENTS AND MATERIAL FROM OUTSIDE CUSTOMERS

2.2.1 Component/Material Certification

2.2.2 Receiving Inspection Procedure

2.2.2.1 Demand Of Stores

2.2.2.2 Inspection Procedures

o Incoming Inspection for Components/Materials/Standard Parts Received from External Sources

Evaluation of Incoming Stores Declared Serviceable

Evaluation of Incoming Stores Declared Un-serviceable

 Receiving Inspection Records. Receiving Inspection records constitute the following: -

 The details of incoming stores inspection

2.2.2.5 Acceptance of Components Received in AOG

2.2.2.6 Procedure of Treatment of a Suspected/Unapproved part

2.3.1 Procedure for Satisfactory Storage Condition

Safety Measures during Storage

2.3.1.1 Flight Pack

2.3.1.3 Consumables (Perishables/ Raw Materials)

2.3.1.4POL Store/Flammable Fluids

2.3.1.5 Fire Extinguisher

2.3.1.6 Disposal of Scrap and Discarded Material

2.3.1.7 Disposal of Old Distress Beacons of Emergency Location Transmitter (ELT)

2.3.1.8 Bulky Assemblies/ Main & Nose Wheel Assemblies:

2.3.2 Procedure To Control Shelf Life Items

2.3.3 Special Storage Conditions

2.3.4 Tagging/ Labelling system and Storage Area

2.3.4.1 Quarantine Area

2.3.5 Issue of Components to Maintenance Process

 Part Issue Form (PJ/Engg/14), contains following information:

 The issue is also recorded on excel sheet (PJ/Record/Store-House/20-Rev-00) & (PJ/Record/Store-

2.3.5.1 Storage Records

 Excel Sheet Record-(PJ/Record/Store-House/20-Rev-00) & (PJ/Record/Store-Section/20-Rev-00)

2.3.6 Stores Inspection and Dispatch Procedure

2.3.6.1 Store House:

2.3.6.2 Store Section:

Located at Islamabad, holds fast running spares of helicopters.

2.3.6.3 Receipt and Delivery of Stores:

2.3.6.4 Receipt and Dispatch of Stores:

2.3.6.5 Opening of Consignments:

2.3.6.6 Raising Discrepancies:

2.3.6.7 Inspection of Stores:

2.3.6.8 Store Procedures Store Section (Islamabad)

1. Requirement of parts is generated at Store Section (Islamabad).

2.3.6.9 Disposal of Scrap and Discarded Material

2.3.6.10 FLOW CHART- STORE PROCEDURES

REQ OF PARTS AT ISD

Parts nil or held in less Qty

Demand placed on OEM by CE

T/S SEC (ISD)

2.4 ACCEPTANCE OF TOOLS AND EQUIPMENTS