Continuing airworthiness tasks

The aircraft continuing airworthiness and serviceability of both

operational and emergency equipment shall be ensured by:
1. The accomplishment of pre-flight inspection
2. The rectification of any defects affecting safe operation of
any aircraft
With regard to pre-flight inspection, it is intended to mean that
all of the actions necessary to ensure that the aircraft is fit to
make the intended flight. It includes the following actions:
 A walk-around type inspection of aircraft and it’s
emergency equipments for condition including any signs of
wear, damage and leakage.
 Inspection of aircraft’s continuing airworthiness record
system to ensure that no required maintenance action
shown in the maintenance statement is not overdue.
 A control that consumable fluids, gases uplifted prior to
the flight are of correct specification, free from
contamination and correctly recorded.
 A control that pitot/static covers, landing gear locks and
engine/aperture blanks have been removed.
 A control that all doors are securely fastened
 A control that aircraft’s external surfaces and engine are
free from ice, snow and dust.
Continuing airworthiness management exposition
The purpose of the continuing airworthiness management
exposition is to set forth the procedures, means and methods
of the organization. The exposition should comprise:
Part 0 : General organization
Part 1 continuing airworthiness procedures
Part 2 quality system
Part 3 contracted maintenance
Part 4 airworthiness review procedures

Part 0 general organization should contain a corporate

commitment signed by the accountable manager.
The organization should specify who is responsible for the
amendments of exposition.
The exposition should contain the following information
 A statement signed by the accountable manager to
confirm that the organization works in accordance with
the exposition
 The Organization’s scope of work
  General description and location of the facilities
 An organization chart showing the chains of
responsibilities
 The continuing airworthiness management exposition
amendment procedures


Consederations and certifications when carrying out

component replacement
It should be ensured that the component to be installed is
appropriately released on easa form 1. It’s general condition,
modification state and part number should be checked before
installing it on the aircraft. When an organization maintains a
component for It’s own use, easa form 1 may not be necessary.
A plan should be made regarding manpower, time, resources
to accomplish the work effectively. It should be ensured that
allocated manpower will carry out the work safely and
effectively. Working environment such as adequate lighting on
night, minimum contamination should be managed.
safety precautions should be taken such as pulling out circuit
breaker, placing the placard on proper place. Calibrated tools
and equipments and should be used while working.
It is the responsibility of all persons who carry out component
replacement that work progresses in a managed and controlled
manner. When work extends beyond their shift, then shift
handover procedure should be followed.
Component removed from the aircraft should be given
unserviceable tag. When work finishes, working area should be
left clean. Work should be properly recorded and finally it
should be released to service.

Engineer’s responsibilities under part 145 organization

 Ensure that aircraft is fit to make intended flight
 Ensure that all the maintenance he performs on the
aircraft is carried out to the required standards
 Physically and mentally fit to carry the work
 Keep upto-date about relevant aircraft technology,
organization procedures and human factor issues
 Take into account safety issues of himself and individuals
who work with him
 Take into account

How do you maintain your aircraft ?

To maintain the aircraft, we perform the following actigities:

 We carry out pre-flight inspection, transit and daily

inspections
 We rectify the defects raised during maintenance and
defects reported
 We prepare approved maintenance program and ensure
that all the required maintenance is carried out in
accordance with that program
 We apply all the applicable airworthiness directives
 We constantly monitor service life limited components
and replace then when their life expired
 We follow the instruction of competent authority and type
certificate holder
 We carry out scheduled maintenance on time \
 We use calibrated tools and equipments
 We ensure that all the necessary resources like manpower
and material are available when required
 We ensure that maintenance personnel are competent
and get adequate training
 We take into account human factor issues and safety
issues
  Working environment is maintained so that the
effectivenss of maintenance personnel is not impaired
 We ensure that maintenance data is current and
applicable and establish the procedure for updating the
data
 We keep the record of all maintenance
 We establish internal occurrence reporting system to
address the maintenance safety issues


What checks

4.0 MAINTENANCE CHECKS

4.1 Maintenance Event Letter Checks - All the
tasks defined through the maintenance
development process will ultimately need to be
allocated into scheduled work packages. Tasks with
similar intervals are then grouped into a number of
maintenance packages, each with its own
interval. For commercial aircraft these intervals
range from daily walk-around checks, to service
checks performed at line maintenance station, to
major checks performed at maintenance bases.
In the airline industry, a letter check is the
alphabetic designation given to
scheduledmaintenance
maintenance packages. The three most commonly
used letter checks consists of: 1.)
A-Check, 2.) C-Check, and 3.) D-Check.
􀁸 The A-Check generally consists of a general
inspection of the interior/exterior of the
airplane with selected areas opened. The A-check
is typically performed biweekly to
monthly. Examples of A-check tasks are checking
and servicing oil, filter replacement,
lubrication, operational checks, and inspections.
􀁸 The C-Check is typically scheduled every 12- 20
months depending on the operator,
airplane type and utilization. Examples of C-check
tasks include functional and operational
systems checks, cleaning and servicing,
attendance to minor structural inspections and
Service Bulletin requirements.
􀁸 The D-Check, or Heavy Maintenance Visit
(HMV), occurs every 6-12 years, depending on
the airplane type and utilization. Usually the
aircraft is taken out of service for several
weeks. During this check the exterior paint is
stripped and large parts of the outer
paneling are removed, uncovering the airframe,
supporting structure and wings for
inspection of most structurally significant items. In
addition many of the aircraft’s internal
components are functionally checked,
repaired/overhauled, or exchanged.

Organization system to support the continuing airworthiness of

the aircraft
 The organization should have continuing airworthiness
management exposition
 The organization shall provide suitable office
accommodation at appropriate location for the personnel
 The person or group of persons should represent the
management structure, who are responsible for
continuing aiworthiness management functions. The
person or group of persons nominated should have
practical experience of aviation safety standards and
comprehensive knowledge of aoc holders’ operation
specifications, requirements and procedures. The
organization shall appoint an accountable manager with
corporate authority.
 Airwothiness review staff
 The organization shall establish a quality system and
designate quality manger to monitor the compliance
 Continuing airworthiness management, documentation,
airworthiness review and findings etc
Questions
1

6.8.1 Deferred Defect Policy

Defects, that do not have any bearing on flight safety,

which have not been accomplished but are logged and
re-scheduled to be completed at a specific time and/or
location in the future are defined as deferred defect.
Nepal Airlines Corporationwill seek to ensure by Safety
Management System practices that the minimum
number of open Deferred Defects exist. All open
Deferred Defects will be monitored by the Continuing
Airworthiness Manager in consultation with the Part
145 maintenance organization to ensure earliest
rectification and subsequent closure. All defects that are
subject to deferral action will be as per the Minimum
Equipment List (MEL) and its guidelines for use, which
are given in the CAAN approved MEL.
Defects such as cracks and structural defects that are not
addressed in the MEL or DDG may only be deferred as
per SRM or after agreement with the Type Certificate
holder and that the defect is not of a safety concern.
 When a Deferred Defect is raised the Continuing
Airworthiness Manager will consult with the Part 145
maintenance organization with a view to arranging the
earliest possible rectification action to be taken. This
will involve the pre-allocation of down time, spares,
personnel, tooling etc. as appropriate.
A Certificate of Release to Service will be issued in the
Technical Log upon clearance of any Deferred Defects.

2
Secure storage facilities are provided for components,
equipment, tools and material. Storage conditions ensure
segregation of serviceable components and material from
unserviceable aircraft components, material, equipment and
tools. The conditions of storage are in accordance with the
manufacturer's instructions to prevent deterioration and
damage of stored items. Access to storage facilities is restricted
to authorised personnel.

Storage facilities for serviceable aircraft components should be

clean, wellventilated and maintained at a constant dry
temperature to minimise the effects of condensation.
Manufacturer’s storage recommendations should be followed
for those aircraft components identified in such published
recommendations.
2. Storage racks should be strong enough to hold aircraft
components and provide sufficient support for large aircraft
components such that the component is not distorted during
storage.
3. All aircraft components, wherever practicable, should remain
packaged in protective material to minimise damage and
corrosion during storage.

General Storage Conditions

The conditions of storage of aircraft supplies are important. The
premises should be
clean, well ventilated (see paragraph 3.13) and maintained at an
even dry temperature
to minimise the effects of condensation. In many instances the
manufacturer will
specify the temperature and relative humidity in which the
products should be stored.
To ensure that these conditions are maintained within the
specified range,
instruments are used which measure the temperature and relative
humidity of the
store room.
2.1 Temperature and Relative Humidity
When required, the temperature and humidity should be checked
at regular intervals
by means of a hygrometer which measures the amount of
humidity in the
atmosphere. The wall-type of hygrometer is normally used and
consists of wet and
dry 'bulbs'; the dry bulb records the actual temperature, and a
comparison between
this reading and that registered by the wet bulb, when read in
conjunction with a
table, will indicate the percentage of relative humidity present in
the atmosphere.
2.2 Protective Materials for Storage Purposes
2.2.1 Vapour Phase Inhibitor (VPI)
This is a method of protection against corrosion often used for
stored articles made
of ferrous metals.
a) VPI protects by its vapour, which entirely covers any article
in an enclosed space.
Direct contact of the solid VPI with the metal is not required.
Although moisture
and oxygen are necessary for corrosion to take place, VPI does
not react with or
remove either of them, but operates by inhibiting their corrosive
action.
b) The method most commonly used is treated paper or board,
the article to be
protected being wrapped in paper which has been treated with
VPI or,
alternatively, enclosed in a box made of VPI treated board, or
lined with treated
paper.
NOTE: Protection of parts by the VPI process should only be
used where it is approved by
the manufacturer of the part.
2.2.2 Protective Oils, Fluids, Compounds
Where oils, fluids or compounds are used as a temporary
protection on metal articles,
it should be ascertained that the material and the method of
application is approved
by the manufacturer of the article. Where protective oils, fluids
or compounds have
been used, deterioration of such fluids or compounds by
handling can be minimised
by wrapping in a non-absorbent material (e.g. polythene, waxed
paper), which will
normally increase the life of such temporary protectives by
inhibiting drying out.
When parts or components are stored for long periods they
should be inspected at
intervals to ensure that the condition of the coating is
satisfactory.
1 July 1990
CAP 562 Civil Aircraft Airworthiness Information and
Procedures
Part 1 Leaflet 1-8 Page 3
2.2.3 Desiccants
The desiccants most commonly used in the protection of stored
parts or components
are silica-gel and activated alumina. Because of their
hygroscopic nature these
desiccants are capable of absorbing moisture either inside a
packaging container or a
component, thereby preventing corrosion.
a) Desiccants should be inspected and/or renewed at specified
periods or when an
airtight container has been opened. It is important when
inspecting or changing a
desiccant that the prescribed method is used to avoid the entry of
moisture into a
dry container.
b) Tell-Tale Desiccant. This indicating type of desiccant is
prepared with a chemical
which changes colour according to its moisture content. The
following table gives
guidance on the relative humidity of the surrounding air.
c) Silica-gel and activated alumina can be reactivated by a
simple heat treatment
process. The time and temperature required to effectively dry the
desiccant should
be verified with the manufacturer, but a general guide is 135ºC
for at least 2 hours
for silica-gel and 250ºC for 4 hours for activated alumina. The
desiccant should then
be placed in a sealed container until it has cooled, after which it
should be
completely reactivated.
2.3 Racks and Bins
Open racks allow a free circulation of air and are preferable
when the nature of the
stock permits their use. The painted metal type of bins is more
suitable than the
wooden type, since with the latter there is a risk of corrosion due
to mould or
dampness. Polyethylene, rigid PVC, corrugated plastics or
cardboard bins may also be
used. Many moulded plastics bins can also be fitted with
removable dividers which
will allow for the segregation of small parts whilst making
economic use of the space.
2.4 Rotation of Issue
Methods of storage should be such that batches of materials or
parts are issued in
strict rotation, i.e. old stock should be issued before new stock.
This is of particular
importance for perishable goods, instruments and other
components which have
definite storage limiting periods.
2.5 Storage Limiting Period
The manufacturers of certain aircraft units impose storage
limiting periods after which
time they will not guarantee the efficient functioning of the
equipment. On expiry of
recommended storage periods the parts should be withdrawn
from stores for
checking or overhaul as recommended by the manufacturer. The
effective storage
Colour
Surrounding Relative
Humidity (%)
Moisture Content of
Silica-Gel %
Deep Blue 0·5 0·2
Blue 10 5·5
Pale Blue 20 7·5
Pinkish Blue 30 12·0
Bluish Pink 40 20·2
Pink 50 27·0
1 July 1990
CAP 562 Civil Aircraft Airworthiness Information and
Procedures
Part 1 Leaflet 1-8 Page 4
limiting periods of some equipment may be considerably
reduced if suitable
conditions of storage are not provided. Therefore, storage
limiting periods quoted by
manufacturers can only be applicable if the prescribed
conditions of storage are in
operation, and users should develop suitable limiting periods
from their own
experience.
2.6 Flammable Materials
All materials of a flammable nature, such as dope, thinners,
paint, etc., should be kept
in a store isolated from the main buildings. The precautions to
be taken vary with the
quantity and volatility of the materials, and such stores should
comply with the
requirements of HM Inspector of Factories and the Area Fire
Authority.
2.7 Segregation of Stock
Care should be taken to segregate materials which may have
deleterious effects on
other materials, e.g. carboys of acid should not be placed in a
store where escaping
fumes may affect raw materials or finished parts; phenolic
plastics should be
segregated from cadmium-plated steel parts to prevent corrosion
of the steel parts;
magnesium alloys should not be stored in the vicinity of
flammable materials.
2.8 Packaging of Stock
Stock should normally be packaged from the following:
a) Materials. Plastics film, 'Jiffy' bags, lanolin grease
impregnated cloth, plastics
film lined paper envelopes, etc.
b) Methods. Oiling and placing in jars or plastics bags,
individual packaging of seals,
etc.
NOTE: Magnesium fittings should not normally be kept in
sacks, as the materials used in
making the sacks may cause corrosion of the fittings.
2.9 Materials in Long Lengths
It is particularly important that long lengths of material, such as
extrusions, tubes,
bars, etc., should generally be stored vertically, which tends to
reduce problems
caused by bow and handling damage. Care should also be taken
when placing the
material in the storage racks to prevent indentations and
scratches, especially when
handling the high strength aluminium alloys.
5
Key areas of quality department
 Audit of suppliers and contrctors
 Annual audit plan
 Audit of organization procedures
 Audit of aircraft/ components
 Issuance of certification authorization to certifying staff
 Spot check
 Limitations, suspensions and revocation of authorization
 One off certification authorization
 Pilot authorization
 Record of certifying and support staff

9
9
Human factor aspects
‘Human factors’ means principles which apply to aeronautical
design, certification, training, operations and maintenance and
which seek safe interface between the human and other
system components by proper consideration of human
performance. ‘Human performance’ means human capabilities
and limitations which have an impact on the safety and
efficiency of aeronautical operations
Topics should be related to maintenance engineering where
possible; too much unrelated theory should be avoided.
1 General / Introduction to human factors
1.1 Need to address human factors
1.2 Statistics
1.3 Incidents
2 Safety Culture / Organisational factors

What aspects of 145 company need to be audited?

Q 15
Four annexes are
I continuing airworthiness requirements
II approval of maintenance organization
III certifying staff
Iv training organization requirements
18
Procedure for 145 approval
Organisations involved in the maintenance of large aircraft or of
aircraft used for commercial air transport, and components
intended for fitment thereto, shall be approved in accordance
with the provisions of Annex II.
Apply on easa form 2
An application for the issue or change of an approval shall be
made to the competent authority in a form and manner
established by such authority

The organisation shall specify the scope of work deemed to

constitute approval in its exposition (Appendix IV to Annex I
(Part-M) contains a table of all classes and ratings).

A category A class rating means that the approved

maintenance organisation may carry out maintenance on the
aircraft and any component (including engines and/or Auxiliary
Power Units (APUs), in accordance with aircraft maintenance
data or, if agreed by the competent authorityA
1. Organisations involved in the training of personnel referred
to in Article 5 shall be approved in accordance with Annex IV to
be entitled:
(a) to conduct recognised basic training courses; and/or
(b) to conduct recognised type training courses; and
(c) to conduct examinations; and
(d) to issue training certificates
The continuing airworthiness of aircraft and components shall
be ensured in accordance with the provisions of
Annex I.
2. Organisations and personnel involved in the continuing
airworthiness of aircraft and components, including
maintenance, shall comply with the provisions of Annex I and
where appropriate those specified in Articles 4 and 5.
23
An aircraft manufacturer will initially design and build an
aircraft to the specifications agreed by the regulatory body
of the country in which it is manufactured. The regulatory
body will be the JAA, CAA, FAA or other applicable
national body. After approval by the regulatory body, the
aircraft will then gain its type certificate and be permitted
to fly in that country, provided it is maintained in
accordance with an approved (by the JAA, CAA, FAA etc.)
maintenance schedule.
In this ideal world, the aircraft will continue to perform
exactly as the aircraft manufacturer expected and the
scheduled maintenance will ensure the aircraft remains
serviceable. In the real world, things go wrong that were
not expected by the aircraft designer. Components may
fail, wear more quickly than expected or simply not
perform in the manner for they were designed. If this
happens, the manufacturer will normally investigate the
problem and produce some form of change to the design
of the component. The manufacturer may also suggest an
alteration to the inspection or servicing of a component or
system. This alteration may eventually be called one the
following:
 Airworthiness Directive
 Service Bulletin
 Modification

It is extremely important that you understand the

significance and difference between these three items.
I will probably confuse you immediately by saying that an
Airworthiness Directive or AD is not issued by the
manufacturer. An AD is in fact issued by the Regulatory
Body responsible for the aircraft. If the aircraft is
manufactured in the UK, then the AD would be issued by
the CAA. As most aircraft are manufactured in the USA,
most AD’s are issued by the FAA. The next question you
should be asking yourselves is “What is an AD”?
An Airworthiness Directive is issued when a problem
exists on an aircraft and the regulatory authority considers
that investigation of that problem is essential to the safety
of the aircraft. It will issue an Airworthiness Directive for
that problem to be investigated. It may be necessary for
an inspection to be carried out or a component to be
changed. The regulatory authority will then liase with the
manufacturer who will normally produce the details of the
work required. As the AD is considered essential to the
safety of the aircraft, it is MANDATORY that the AD is
complied with by ALL owners/operators/maintainers of that
aircraft. So if you maintain a Boeing aircraft in the UK, you
MUST comply with Airworthiness Directives issued by the
FAA for Boeing aircraft

An Airworthiness Directive when issued will normally specify

the type of aircraft (or aircraft equipment) it applies to. It may
relate to a certain type of aircraft, or many types as in the case
above. It may apply only to aircraft of a specific age or aircraft
that have flown a certain number of hours. A manufacturer will
normally modify the aircraft to incorporate improvements
when a fault is found, hence the AD may only be applicable to
aircraft built before the modification.
7.3.2 EMERGENCY AIRWORTHINESS DIRECTIVES
It may often take months to be investigate and produce a
new Airworthiness Directive. Sometimes, it is vital that the
information is transmitted to the aircraft operators as a
matter of urgency. If it is suspected that lives are at risk or
the safety of aircraft is immediately at risk, an Emergency
Airworthiness Directive is issued. This may detail an
immediate inspection or action to be carried out. This
action may suggest follow up reports be sent to the
manufacturer or Airworthiness Authority. For example, an
Emergency Airworthiness Directive was issued following
an engine combustion chamber failure on a Boeing 737
aircraft at Manchester airport in 1989. This failure resulted
in an aircraft fire and many fatalities. All aircraft with that
particular type of engine were immediately grounded so
that the engines could be inspected. The following is
another example of the use of an Emergency
Airworthiness Directive issued by the FAA:

7.4 SERVICE BULLETINS

An aircraft manufacturer will always be seeking to improve
its aircraft. It will receive feedback from the operators of
it’s aircraft and the airworthiness authorities of the
countries in which the aircraft are registered. If any faults
occur, the regulatory bodies will expect these to be dealt
with by the manufacturers. In order to keep the operators
informed, the manufacturers will issue information to each
operator of it’s aircraft. Service information is not only
issued by aircraft manufacturers. Engine, propeller and
other component manufacturers will also issue service
information. It is important for operators to receive all the
service information relating to any part on it’s aircraft This
information may be in the form of Service Bulletins,
Service Letters, In Service Activity Reports and
Maintenance Tips. Each manufacturer may use different
descriptions for the information. The examples I have
listed are relevant to Boeing 747-400 aircraft. Perhaps the
most important of these are Service Bulletins.
These are notices issued by the manufacturers of aircraft,
engines and other equipment, usually notifying owners
and operators of defects or potential defects and methods
of rectifying them. A copy would also be sent to the
Airworthiness Authorities. Each aircraft manufacturer will
issue regular bulletins for each of the aircraft types it
manufactures. Each bulletin will be given a unique
identification code and this will be used for reference. It is
normal for large aircraft manufacturers such as Boeing, to
issue new bulletins monthly. The manufacturer will then
send updates to all owners of the relevant aircraft. For
smaller aircraft the maintenance organisation or owner will
then order them for a particular aircraft or engine, and be
sent new bulletins as and when they are issued. Aircraft
operators must keep up to date The bulletin will normally
contain certain information:
An identification number, date and manufacturers name
Details of the effected aircraft, engine or equipment type,
part number or date of manufacture OR details of parts not
affected.
Details of the fault
Method of compliance i.e. When and how to check fault
and what to do if fault is found.
A Service bulletin may also be designated as
MANDATORY by the manufacturer. If this is so, all
operators must comply with it. If designated mandatory,
the Airworthiness Authority concerned will make it an
Airworthiness Directive. Service bulletins will normally only
be designated as MANDATORY if they affect
airworthiness.
Service letters may be used to convey other information
from a manufacturer to aircraft operators. This is often
information of a general nature for many aircraft types
such as recommended procedures for corrosion removal
or other standard practice. The following is an extract from
a Boeing Service Letter

Documents to be on board

i Certificate of Registration;
ii Certificate of Airworthiness;
iii Airworthiness Review Certificate (ARC);
iv A document attesting Noise Certification of the
aeroplane/ helicopter;
v Air Operator’s Permit;
vi Appropriate Licences for each member of the flight
crew;
vii Aeromobile Radio operation Licence for Radio
Communication apparatus;
viii Journey Log Book or equivalent documents approved
by the DGCA;
ix Operations Manual;
x Minimum Equipment List;
xi Flight Manual ;
xii Cabin Crew Manual;
xiii Cockpit and Emergency Check List unless these form
part of Flight Manual,
carried on board;
Note: Checklists for take off, cruise and landing phases
shall be displayed in the
cockpit unless the lists form a part of
the Flight Manual, carried on board.
xiv Aeroplane/ Helicopter search procedure checklist;
xv Maintenance Release/Certificate to release to service;
xvi LOPA (Layout of Passenger Arrangement);
xvii Emergency and Safety Equipment Layout

cvr and fdr

Preservation of recordings
(1)
Following an accident, the operator of
[
an a
i
r
craft
]
on which a flight recorder is
carried shall, to the extent possible, preserve the original
recorded data
pertaining to that
accident, as retained by the recorder for a period of 60
days
unless otherwise directed by the investigating authority.
(2)
Unless prior permission has been granted by the
Authority, following an incident
that is subject to mandatory reporting, the operato
r of
[
an a
i
r
craft
]
on which a
flight recorder is carried shall, to the extent possible,
preserve the original
recorded data pertaining to that incident, as retained by
the recorder for a period
of 60 days unless otherwise directed by the investigation
auth
ority.
(3)
Additionally, when the Authority so directs, the operator of
[an a
i
r
craft
]
on which
a flight recorder is carried shall preserve the original
recorded data for a period
of 60 days unless otherwise directed by the investigating
authority.
(4)
When
a flight data recorder is required to be carried aboard
[
an a
ircraft]
,
the
operator of that [aircraft] shall:
(i)
save the recording for the period of operating time as
required by [OPS
1.715, 1.720 and 1.725 / JAR
-
OPS 3.715 and 3.720] except that, for th
e
purpose of testing and maintaining flight data recorders,
up to one hour of
the oldest recorded material at the time of testing may be
erased; and
(ii)
keep a document which presents the information
necessary to retrieve and
convert the stored data into
engineering units; and
Civil Aviation Authority Safety Notice
Safety Notice SN
–
2011/01
1
Page
3
of
4
[JAR
-
OPS 3 only
(iii)
at all times preserve a record of not less than one
representative flight, that
is to say a recording of a flight made within the last 12
months which
includes a take
-
off, climb
, cruise, descent, approach to lan
ding and landing,
together with a means of identifying the record with the
flight to which it
relates.]
(b)
Production of recordings
The operator of [an aircraft] on which a flight recorder is
carried shall, within a
reasonable time after being requested t
o do so by the Authority, produce any
recording made by a flight recorder which is available or
has been preserved.
(c)
Use of recordings
(1)
The cockpit voice recorder recordings may not be used for
purposes other than
for the investigation of an accident
or incident subject to mandatory reporting
except with the consent of all crew members concerned.
(2)
The flight data recorder recordings may not be used for
purposes other than for
the investigation of an accident or incident subject to
mandatory reporti
ng except
when such records are:
(i)
used by the operator for airworthiness or maintenance
purposes only; or
(ii)
de
-
identified; or
(iii)
disclosed under secure procedures.’
‘
T
o the extent possible’
means that
either
there may be technical reasons why all
of the data
cannot be preserved or the equipment may have been
unserviceable, as permitted by the
operator’s M
inimum
E
quipment
L
ist.
3.1.2
In addition, OPS 1.085 and JAR
-
OPS 3.085 require that aircraft commanders do not permit
data recorded on data or voic
e recorders to be erased after flight in the event of an
accident or
incident subject to mandatory reporting.
3.
1.3
The Air Navigation Order 2009
:
Articles 153, 154, 155 and 159 together with Schedule 4
contain regulation and guidance for
operators regulat
ed other than under EU
-
OPS and JAR
-
OPS. In addition, the attention of all
operators is also drawn to
CAP 731
Approval, Operational Serviceability and Readout of
Flight Data Recorder Systems and Cockpit Voice Rec
orders
. Further,
CAP 382
Mandatory
Occurrence
Re
p
or
t
ing Scheme
contains guidance concerning those incidents which are
subject to mandatory reporting.
3.2
EASA Part Ops
3.2.1
The future European Air Operations re
gulations will contain similar requirements for operators
of Commercial Air Transport and Non
-
Commercial Complex Motor
-
Powered Aircraft.
3.3
When appropriate, the relevant circuit breakers should be
pulled and collared/tagged and an
entry made in the aircr
aft technical log to make clear to any personnel that an
investigation is
in progress. Furthermore, confirmation from the
investigating authority/operator is required to
be obtained before systems are reactivated and power is
restored.
License extension
Part-66 often requires different levels of knowledge for
the different category and sub-category licences. In
order to extend a licence to include another category or
sub-category, additional training and/or examinations
may be required

type ratings
The CAA issue type ratings and group ratings in
accordance with Part-66
Individual type ratings will be granted following
completion of appropriate training, examination and
experience requirements

18

The AOC provides the basis for [State] to regulate the activities
of operators and the means
for [State CAA] to authorize an air operator to commence
operations and to exercise the continued safety
oversight of the operator
All owners are, therefore, required to ensure that insurance
policies covering damage to
their aircraft and to third parties are suitably endorsed to cover
flights by the CAA Safety
Regulation Group’s Test Pilots.

17
The Category C licence permits the release of an
aircraft to service in its entirety by a single certificate of
release to service by one overall signatory, once all
base maintenance work and checks have been
completed in accordance with Part-145. The Category
C licence certifier will act primarily in a maintenance
management role controlling the progress of aircraft
maintenance work. A Category C licence alone does
not permit the holder to act as a B1 or B2 certifier
The Category C licence may be obtained
via one of two available routes: either by experience
gained through holding a Category B1 or B2 licence, or
as a graduate entrant with a degree that is considered
to be acceptable to the CAA
Category C certifying staff with a mechanical
background should meet the Category B1 basic
knowledge levels. Category C certifying staff with an
avionic background should meet the category B2 basic
knowledge levels
16
British Civil Airworthiness Requirements (hereinafter referred
to as the “Requirements”)
of which Section A is a constituent part, are published by the
Civil Aviation Authority
(hereinafter referred to as the “CAA”). They comprise minimum
requirements and
constitute the basis for the issue of approvals and certificates
required by the current
Air Navigation Order (ANO).

LEGISLATION
5.1 Regulation (EC) No 1592/2002
This Regulation established EASA, the common rules and
essential requirements for
airworthiness and provided EASA with its functions. The
Regulation does not apply to
aircraft engaged in military, customs, police or similar activities
(Article 1.2), or to aircraft
classified in accordance with Annex II (Article 4.2).
The certification of the excluded aircraft and products, parts and
appliances embodied on
such aircraft are not the subject of this Notice. Similarly, the
organisation and personnel
certification requirements for excluded aircraft are not within the
scope of this Notice.
Subject to future legislative changes, such certification will
remain in accordance with
British Civil Airworthiness Requirements (BCAR).
5.2 Regulation (EC) No 1702/2003
This Regulation establishes implementing rules for the
airworthiness and environmental
certification of aircraft and related products, parts and
appliances, as well as for the
certification of design and production organisations. Article 5
brings into force the
Regulation, including derogations permitting phased transition
to full compliance. The
Annex to the Regulation is comprised of Part 21 for the
certification of aircraft, related
products, parts, appliances and of design and production
organisations. The Part 21 Annex
was developed from the JAA Requirement JAR–21 and further
information on the
implementation of this Part can be found on the CAA web site at
www.caa.co.uk.
This Airworthiness Notice addresses some specific sub-Parts of
the rule, in particular those
connected with the issue and renewal of Certificates of
Airworthiness.
5.3 Regulation (EC) No 2042/2003
This Regulation establishes implementing rules for the
continuing airworthiness of aircraft
and aeronautical products, parts, appliances and for the approval
of organisations and
personnel involved.
Article 7 brings this Regulation into force, including derogations
permitting phased
transition to full compliance. The Annexes attached to the
Regulation are as follows:
Annex I Part-M - continuing airworthiness requirements
Annex II Part-145 – approval of maintenance organisations –
commercial air
transport and large aircraft
Annex III Part-66 – certifying staff – aircraft maintenance
licence
Annex IV Part-147 – training organisation requirements

Regulation Structure
5.4.1 There are three levels of regulatory structure as follows:
(a) Legally binding rules contained in the Annexes to the
Regulations.
(b) Acceptable Means of Compliance (AMC).
(c) Guidance Material (GM).