Engineering Manual

Part: 1
Engineering Manual Chapter: 1.1.1

Page: 1
Date: 11/06/2004
Rev: 4
General - Purpose
1.1.1 General
The NAC Maintenance Publications System is designed to provide

information covering the: organization, scope of maintenance
responsibility and general company rules and procedures for the
methods and techniques used in the maintenance of NAC aircraft and
associated equipment. The publications provide all maintenance
personnel with the necessary information and guidance to perform their
duties and responsibilities with the highest degree of proficiency and
safety.
1.1.1.1 Responsibility of Personnel
NAC maintenance personnel are expected to be thoroughly familiar with

the contents of this Engineering Manual, as well as all other applicable
maintenance publications.
1.1.1.2 Authority
This Engineering Manual has been prepared in accordance with current

regulations and provisions of the Nepalese Civil Airworthiness
Requirement (NCAR), the policies, procedures and company rules of
Nepal Airlines Corporation (NAC).
1.1.1.3 Content
This Engineering Manual explains all aspect of NAC’s maintenance

program and internal inspection system in detail, including the continuity
of inspection responsibilities, parts provisioning processes, operational
performance monitoring program, reliability functions, weight & Balance
process, safety programs and maintenance release of aircraft.
Part: 1
Page: 1
Date: 11/06/2004
Rev: 4
General – Manual and Publication
1.1.2 Manual and Publication
This Engineering Manual is the functional responsibility of and is

controlled by the Director of Quality Assurance & Flight Safety
Department. The department is responsible for revising, printing, and
distributing the Engineering Manual. Each manual shall have a
distribution list on the cover page. A master list, which contains each
manual distribution list, the manuals location, and its revision status,
shall be maintained in the Technical Library.
Part: 1
Page:1
Date: 11/06/2004
Rev: 4
General – Publication Authorization
1.1.3 Publication Authorization
This Engineering Manual defines the NAC organization and procedures,

which is duly approved by Civil Aviation Authority of Nepal. It is
accepted that the procedures for NAC, which are published in this
Engineering Manual, do not override the necessity for compliance with
the NCAR, Airworthiness Notices, or other requirements as published by
Civil Aviation Authority of Nepal, from time to time.
To maintain the authority of this publication, NAC shall ensure, prior to

undertaking the overhaul, repair, modification, maintenance, test, or
inspection of any NAC aircraft or components, that all manuals, service
bulletins, mandatory documentation, special tools including test
equipment, and all necessary training required by the manufacturers or
the C.A.A.N. are obtained.
Part: 1
Page: 1
Date: 11/06/2004
Rev: 4
1.1.4 Revision
Engineering Manual revisions shall be made as required under following

circumstances:-
i) Amendments in NCAR or other regulatory documents affecting

the existing EM procedures.
ii) Service experience/incidents/audit findings etc.
iii) Periodic annual review.
Also all concerned personnel/sections/divisions are encouraged to

submit their recommendations for revision of this manual as and when
required to QA&FS.
Changes, additions, or deletions, must be approved by C.A.A.N. Copies

of revisions shall be issued to manual holders who shall immediately
incorporate them into their manuals to ensure that all manuals remain
in current status.
1.1.4.1 Record of Revisions
Each manual is provided with a Record of Revisions page for recording

revisions by number and insertion date. If a manual holder fails to
receive a revision, or to insert it into the manual, the Record of
Revisions will indicate a break in the revision numbering sequence. If
such a break occurs, the manual holder will request the missing
revision(s) from the Quality Assurance Division.
1.1.4.2 Revision Identification
Each revision shall be identified by chapter and page number. The

chapter number shall be constant for all material falling under the same
general heading. Page numbers shall begin with "1" under each chapter
heading. The number of pages in each chapter shall be referred on List
of Effective pages.
A vertical line, defined as a revision bar, shall be placed along the right
hand margin, opposite the affected text, when there is a significant text
change. Typing corrections, and other minor changes, are exempted
from this requirement.
A revision bar shall be placed in the right hand margin, opposite the
chapter and page number, to indicate the text was changed.
Part: 1
Page: 2
Date: 11/06/2004
Rev: 4
RECORD OF REVISIONS
REV ISSUE DATE BY REV ISSUE DATE BY REV ISSUE DATE BY

NO. DATE INSERTED NO. DATE INSERTED NO. DATE INSERTED
01/10/
01 99
02
22/02/
03 07
11/06/
04 04
05 22/12/
06
Part: 1
Page: 1
Date: 11/06/2004
Rev: 4
1.1.5 Distribution
Each Dy. Director in the NAC Engineering Department shall have a

current copy of this manual and must thoroughly understand its
contents. Each Dy. Director shall ensure that all personnel under their
control have a copy available for their reference.
Two copies of this manual shall be submitted to Civil Aviation Authority

of Nepal, as outlined in Paragraph 3.1. Section E of Nepalese Civil
Airworthiness Requirements.
One copy of this manual shall be submitted to each third-party

maintenance or maintenance training organization with which NAC
contracts.
Part: 1
Page: 1
Date: 11/06/2004
Rev: 4
1.1.6 Abbreviations
This glossary of abbreviations provides definitions of the acronyms most

commonly used in the course of maintenance activities.
Words, phrases, and titles may be abbreviated and may be used for
record keeping purposes. Abbreviations must be clear to prevent
misunderstanding. A listing of commonly used abbreviations is provided
within this chapter for guidance. This list is recognized as not being all-
inclusive.
“A” = “A” Check

AC = Alternating Current
A/C = Aircraft, Air Conditioning
AD = Airworthiness Directive
AME = Aircraft Maintenance Engineer
AMT = Aircraft Maintenance technician
ASB = Alert Service Bulletin
ATT = Attachment
BA = Bulletin Assessment
CAAN = Civil Aviation Authority of Nepal
COSL = Component Operating and Storage Limits
CLB = Cabin Log Book
C of A = Certificate of Airworthiness
C of C = Certificate of Compliance
C of FF = Certificate of Fitness for Flight
CDL = Configuration Deviation List
CM = Condition Monitoring
CMM = Component Maintenance Manual
DWG = Drawing
DD = Deferred Defect
Part: 1
Page: 2
Date: 11/06/2004
Rev: 4
1.1.6 Abbreviations (Cont.)
DRL = Defect and Rectification List
DT = Downtime (Elapsed Time)

DEL = Delay Code
EO = Engineering Order
ETD = Estimated Time of Departure
EC = Engine Change
E-S = Engineering Services
ESSD = Engineering Spares & Supply Division
FCC = Flight Control Check
FH = Flight Hour
FTS = Flight Test Schedule
GRENG = Ground Engineer
GFS = Ground Finding Sheet
GSE = Ground Support Equipment
ICAO = International Civil Aviation Organization
IPC = Illustrated Parts Catalogue

IL = Intermediate Layover
LRU = Line Replaceable Unit
MM = Maintenance Manual
MS = Maintenance Schedule
MJC = Maintenance Job Card
MPD = Maintenance Planning Document
MFG = Manufacturer
MRC = Maintenance Release Certificate
MGR = Manager
Part: 1
Page: 3
Date: 11/06/2004
Rev: 4
1.1.6 Abbreviations (Cont.)
N = No
NCAR = Nepalese Civil Airworthiness Requirements
OHM = Overhaul Manual
OC = On Condition
Ref. = Reference
RU = Run Up
SRM = Structural Repair Manual
SB = Service Bulletin
SL = Special (Aircraft) Layover
SN (S/N) = Serial Number
THP = Technical Handling Procedure
TLB/AFL = Technical Log Book / Aircraft Flight Log
TT = Total Time
WDM = Wiring Diagram Manual
WT = Workshop Technician
WE = Workshop Engineer
Y = Yes
Part: 1
Page: 1
Date: 11/06/2004
Rev: 4
General – Amendment Approval
1.1.7 Amendment Approval
All amendments to this manual require approval by the CAAN before

they can become effective.
Amendments include all major revisions such as a modification of

regulations, change of forms, or the issuance of new sections. In
addition, if new types of aircraft equipment are maintained by NAC, or
NAC's organization or maintenance procedures are changed, an
appropriate amendment to this manual must be submitted to the CAAN
for approval.
For further guidance, refer to Section E, Paragraphs 1.4. and 3.3. of

Nepalese Civil Airworthiness Requirements.
Part: 1
Page: 1
Date: 11/06/2004
Rev: 4
Company Profile - General
1.2.1 Company Profile
Nepal Airlines Corporation (NAC) was established in July 1958, as an

officially scheduled air carrier. Nepal Airlines is the National Flag Carrier
for Nepal, serving national & international routes. The airline operates
one aircraft maintenance facility located at Kathmandu, Tribhuvan
International Airport. The airline's aircraft, and related equipment, are
maintained airworthy at all times, using a maintenance schedule/MTOP
developed in-accordance to Technical documents provided by the
manufacturers of the aircraft and maintenance practice experience of
NAC, and approved by the Civil Aviation Authority of Nepal (CAAN), in
accordance with directives published in the Nepalese Civil Airworthiness
Requirements (NCAR)
Part: 1
Page: 1
Date: 11/06/2004
Rev: 4
Company Profile – Premises and Facilities
1.2.2 Premises and Facilities

1.2.2.1. Kathmandu Hangar
The Kathmandu hangar is situated at Tribhuvan International Airport
and has a floor area of 20,100 square feet. It can accommodate aircraft
with wingspans of up to 120 feet. It can enclose two HS-748 aircraft
simultaneously. The hangar is constructed of steel, concrete, and glass.
The ceiling is constructed with tubular steel and covered with
galvanized-steel sheets. The West wall of the hanger is part of a building
that houses overhaul shops and offices. The East end of the hangar is
open. The hangar floor is constructed of reinforced concrete.
1.2.2.2 Hangar Fire Protection
Fire Protection for the hangar, shop, and office spaces, is provided by
fire extinguisher bottles. Two fire safety officers provide recurrent
training on the operation of the fire extinguisher bottles.
1.2.2.3 Hangar Lighting
Besides natural lighting, the hangar has explosion-proof light sources
mounted in the ceiling. In addition portable, explosion proof floodlights
are available.
1.2.2.4 Kathmandu Shops
The shops supporting aircraft maintenance, as well as component repair,
overhaul and testing, are located throughout the hangar building and
surrounding locations.
The following shops are located adjacent to the hangar, at ground level.
(a) A/C Battery Shop

(b) Oxygen Shop
(c) Cart Battery Shop
(d) Wheel, Brake, and NDT Shop
(e) Aircraft Support Shop
(f) Hydraulic Shop
(g) Engine Shop
(h) Carpentry Shop
(i) Sheet Metal Shop

Part: 1
Page: 2
Date: 11/06/2004
Rev: 4
Company Profile – Premises and Facilities
The cabin and safety equipment shop is on the first floor of building located just South of the
hangar
The following shops are on the first floor of the building located just west of the hangar.
(a) Electrical Shop
(b) Instrument Shop
(c) Radio Shop
(d) Calibration Shop.
1.2.2.5 Material Receive & Dispatch
The Receiving & Dispatch Section is the area that controls all incoming serviceable and
outgoing unserviceable components for aircraft maintenance. This area is located in the
ground floor of the building directly North of the hangar. This area has natural lighting but is
not air-conditioned.
The main storeroom for rotable components is located adjacent to the R&D Section. This
area has no natural lighting but is air-conditioned. The main consumables storeroom is
located at the first floor of this building.
1.2.2.6 Maintenance and Administrative Offices
The maintenance and administrative offices are located in the buildings adjacent to the
hangar at the following locations:
(a) Engineering Director's office: Top floor of building West of hangar
(b) Quality Assurance & Flight Safety Director's office:

Top floor of building West of hangar
(c) Dy. Director, ESSD: Top floor of building South of hangar
(d) Dy. Director, Maintenance Planning: Top floor of building West of hangar
(e) Dy. Director, Flight Safety: Top floor of building West of hangar
(f) Dy. Director, Work Shop: Top floor of building West of hangar
(g) Dy. Director, Quality Assurance: First floor of building South of hangar
(h) Dy. Director, Maintenance: First floor of building West of hangar
(i) Administration: Top floor of building West of hangar

Part: 1
Page: 1
Date: 11/06/2004
Rev: 4
Company Profile – Aircraft Operated and Maintained
1.2.3 Types of Aircraft Maintained
NAC maintains both turboprop and turbofan aircraft
1.2.3.1 Turboprop Aircraft
NAC maintains one type of turbo prop aircraft, DHC-6-300 (Twin Otter)
1.2.3.2 Turbofan Aircraft
NAC maintains one type of turbo fan aircraft, the Boeing 757.
Part: 1
Page: 1
Date: 01/10/99
Rev: 1
Company Profile – Scope of Undertaking
1.2.4 Scope of Undertaking
1.2.4.1 Aircraft Maintenance
NAC performs aircraft maintenance at three specific levels; ramp and

transit; line and base; and component test, calibration, overhaul and repair.
1.2.4.2 Ramp & Transit Maintenance
Ramp & Transit maintenance is defined as cleaning those snags that usually
require no more than two hours to troubleshoot, through observation or the
use of simple or built in test equipment (BITE), and can be repaired by the
replacement of an LRU, indicator, lamp, or simple assembly.
1.2.4.3 Line & Base Maintenance
Line & Base maintenance is defined as the cleaning of those snags that
usually require more than two hours to troubleshoot through observation or
through the use of specialized and/ or diagnostic-test equipment. Line &
Base maintenance also includes scheduled maintenance up to A- check
level, as well as all other scheduled and unscheduled tasks as assigned by
the maintenance control division.
1.2.4.4 Component Test, Calibration, Overhaul, and Repair
Under the approval authorized by the CAAN, suitably qualified personnel

carry out the repair, modification, test, overhaul, inspection, and
certification of aircraft components and systems within the group of shops
outlined in Paragraph 1.2.2.4 of this Engineering Manual.
Part: 1
Page: 1
Date: 11/06/2004
Rev: 4
Organization - General
1.3.1 Engineering Department
The function of the Engineering Department is to ensure that all necessary maintenance and
engineering activities are initiated and Government and Company regulations and standards
are followed for a safe, punctual, and regular production of serviceable aircraft, equipment
and components. It sets and monitors quality standards, while ensuring the operation of a
safe, cost effective schedule.
The Engineering Department is headed by the Director of Engineering who has overall
responsibility for the:
 Maintenance Planning Division
 Maintenance Division
 Workshop Division
 Engineering Stores & Supply Division

In addition, the Cost Control and Administration Divisions perform some ancillary functions.
1.3.2 Quality Assurance & Flight Safety
The Quality Assurance & Flight Safety is responsible for the supervision and inspection
of all work being done on Company aircraft and related equipment to ensure conformity with
all applicable and appropriate regulations for aircraft maintenance and overhaul, as well as
the quality of workmanship in a cost effective manner.
The Quality Assurance & Flight Safety also monitors all engineering activities and
Engineering support functions within the Engineering Department to ensure that they comply
with Quality Assurance and Engineering procedures and remain within the Airworthiness
requirements of CAAN.
 Quality Assurance of hangar and line operations.
 Airworthiness of Company aircraft, as well as maintaining aircraft records and the

technical library.
 Reliability of Company aircraft as well as their condition monitoring.
 Training guidelines related to the maintenance of NAC’s aircraft and associated

equipment.
Part: 1
Page: 1
Date: 01/01/03
Rev: 3
Organization Charts
ORGANIZATION CHART RELATED TO TECHNICAL MATTERS
OF
NEPAL AIRLINES CORPORATION
BOARD OF DIRECOTRS
Board Secretariat
CHIEF EXECUTIVE
Advisory Cell
Deputy Managing Director Quality Assurance & Flight

Safety
Engineering Operations
Department Department
Part: 1
Page: 2
Date: 01/01/03
Rev: 3
Organization Charts
Quality Assurance & Flight Safety
Quality Assurance & Flight

Safety
Director
Administrative
Flight Safety Quality Assurance Technical

Dy. Director Dy. Director Records,Library,
Training
Dy. Director
ADD/ MEL/Concessions C of A Renewals & ADD/

Monitoring Aircraft Survey MEL/Concession
Inspections s Monitoring
Mandatory AD/ SB Fire Safety Surveillance ADD/

Assessment & Monitoring & Training MEL/Concession
s Monitoring
Maintenance Reviews Incident/Accident ADD/
Investigarions & MEL/Concession
Reporting s Monitoring
ADD/
Quality Audits Incoming Aircraft Spare MEL/Concession
Parts Inspection s Monitoring
Part: 1
Page: 3
Date: 01/01/03
Rev: 3
Organization Charts
Engineering Department
Engineering
______________
Director
Maintenance Maintenance Workshops Engineering

Planning Division Division Stores &
Division Dy. Director Dy. Director Supply Division
Dy. Director Dy. Director
Part: 1
Page: 4
Date: 01/01/03
Rev: 3
Organization Charts
Maintenance Division
Deputy Director
Maintenance
Control Center
Kathmandu Base Cabin Duty Line A/C Avionics

Maintenance Section Engineers Maintenance Cleaning & Maintenance
Painting
DHC-6 Line B757 Line

Maintenance Maintenance
Kathmandu Kathmandu
Nepalgunj Delhi
Biratnagar
Pokhara
Part: 1
Page: 5
Date: 01/01/03
Rev: 3
Organization Charts
Maintenance Planning Division
Maintenance Planning
Division
___________________
Dy. Director
B-757 DHC-6-300 Technical Officer/ Sr.

Maintenance Planning Maintenance Planning Assistance
--------------------------
Engineer Engineer
Part: 1
Page: 6
Date: 01/01/03
Rev: 3
Organization Charts
Engineering Stores & Supply Division
ESSD
Dy. Director
Receiving and Technical Material Purchase

Dispatch Stores Planning
Customs Rotable Aircraft Aircraft
Consumables Workshop Miscellaneous
Rotable Miscellaneous Workshop
Rotable Inventory
Part: 1
Page: 7
Date: 01/10/99
Rev: 1
Organization Charts
Workshop Division
Deputy Director
Workshop
Division
Airframe and Engine Group Avionics Group
Sheet metal Radio
Wheel & Brake NDT Electrical
Cabin & Safety Equipment Aircraft Battery
Hydraulics Instrument
Engine Oxygen & HST
Aircraft Support Calibration Laboratory
Nitrogen
Part: 1
Page: 1
Date: 01/01/03
Rev: 3
Organization – Responsibility and Task
1.3.3 Responsibilities and Tasks
1.3.3.1 Engineering Director
The Engineering Director is an Executive Officer of NAC and is member of the NAC Executive
Committee. His function is to provide overall direction to the Engineering Department in
financial, administrative, and aircraft maintenance operations matters, and is one of the key
executives responsible for NAC’s performance and compliance with regulatory requirements. He
guides the strategic plans of the Engineering Department, while seeking the guidance of the Chief
Executive of NAC on Departmental issues and key, strategic matters.
The Engineering Director is responsible and accountable for the complete and overall aircraft
maintenance operations. His specific duties include:
(a) Establishing financial budgets that, after approval by the Chief Executive, comply with
NAC financial rules and regulations. He shall also establish an internal control system to
monitor compliance.
(b) Developing Departmental procedures that provide compliance with all of Nepalese
Government’s laws and regulations, as well as all CAAN regulations governing licensed
maintenance bases.
(c) Ensuring that NAC Maintenance facilities are: adequate for all maintenance operation
requirements; appropriately maintained; and in general, provide a work environment for
employees that promotes safe and effective maintenance practices.
(d) Ensuring that all equipment required to support high quality aircraft maintenance is:
available; appropriately maintained; and in a safe working condition.
(e) Ensuring that NAC environmental programs are in compliance with all applicable laws and
regulations, and overseeing the control, storage, and disposal of all hazardous waste and
other pollutants.
(f) Working in coordination with the Director of Quality Assurance & Flight Safety to ensure
that training and certification programs are in place for all the engineering staff.
Part: 1
Page: 2
Date: 01/01/03
Rev: 3
(g) Staying current with existing and revised technical developments, policy decisions, safety
issues, and environmental considerations, and including this data in his decision making
process.
(h) Establishing and maintaining effective communication channels with other departments to
promote teamwork and cooperation.
(i) Provide the direction and management of the Engineering Stores & Supply Division, its
resources, systems, and procedures in order to improve the efficiency and to reduce the
expenditure in terms of overheads and materials.
(j) Procure all materials, equipment, test equipment, tools, and spares parts in timely manner
from approved suppliers.
(k) Expeditiously dispatch repairable, rotable components for maintenance to various workshops
or to outside, approved-contractors as applicable.
(l) Ensure the on-time receipt of materials and their expeditious issue to the end users.
(m) Evaluate material requirements including initial provisioning and established stock levels.
(n) Arrange parts pooling agreements with airlines maintaining similar aircraft.
(o) Ensure approved supplier and contracted, approved organizations fully satisfy warranty
provisions.
(p) Ensure that handling, shopping receipt, and storage of materials are all satisfactorily and
efficiently carried out in accordance with statutory and company regulations.
(q) Maintain records of transactions and stocks as necessary to comply with statutory and
company regulations and to satisfy audit requirements.
(r) Provide the continuous assessment of short and long-term requirements of the Engineering
Stores & Supply Division with respect to a qualified and trained staff, facilities, equipment,
and appropriate training.
(s) Ensure good housekeeping in all areas.
(t) Ensure that all staff complies with safety requirements and fire protection/evaluation
procedures applicable to their place and scope of work.
Part: 1
Page: 3
Date: 01/01/03
Rev: 3
(u) Ensure a satisfactory working relationship and communication within the divisions of the
Engineering Department to ensure airworthiness requirements of CAAN are met at all times.
(v) Ensure that all of the provisions of the Engineering Manual are followed, correct working
techniques are employed, Corporation finance rules are followed correctly, and that the
effective use of qualified manpower is made.
The Director of Engineering may assign his responsibilities to any qualified assistant at his own
discretion as and when necessary. However such delegation does not relieve the Director of
Engineering of his overall responsibility and accountability.
1.3.3.2 Director, Quality Assurance & Flight Safety
The Director of Quality Assurance reports to the Chief Executive and, in coordination with the
Dy. Director of Flight Safety, Dy. Director of Quality Assurance and Dy. Director Technical
Records, Library & Training is responsible for the Quality Assurance and Flight Safety functions
of NAC. His specific duties include:
(a) Complying with CAAN regulations and NAC policies and procedures.
(b) Establishing QA&FS budget and operating within the limits approved by the Chief
Executive.
(c) Functioning as the liaison with all regulatory authorities.
(d) Ensure that all manuals, publications, and documents used in the Engineering Department
are maintained in good order and to the latest amendment status.
(e) Establishing the inspection standards, methods, and procedures, used by NCA in complying
with all applicable CAAN regulations, as well as manufacturers’ specifications and
recommendations.
(f) Ensuring the competence and expertise of maintenance personnel through examination and
maintenance of training records and certifications.
(g) Developing subordinate managers as a backup to the Deputy Director position.
(h) Staying current with existing and revised technical developments, policy decisions, safety
issues, and environmental considerations, and including that information in his decision-
making processes.
(i) Establishing and maintaining effective communication channels with other departments and
divisions to promote teamwork and cooperation.
(j) Maintaining a continuous analysis and surveillance to an audit compliance with NAC
policies and procedures, as well as all CAAN regulatory requirements.
(k) Ensuring procedures covering smoking, personal protective gear, fire protection, and
hazardous material handling are being complied.
Part: 1
Page: 4
Date: 01/01/03
Rev: 3
(l) Ensuring the required submittal of accident and incident reports, as well as the follow-on
tracking, analysis, and corrective action implementation.
(m) Maintaining the technical library that includes technical data specific to all aircraft
maintained, as well as all components assemblies that are overhauled or repaired. These
documents include, but not limited to: maintenance bases’ process specifications for limited-
rating specialized services; manufacturer applicable maintenance, overhaul, wiring diagram,
fault isolation, structure repair, and illustrated parts catalogue manuals; service bulletins;
parts specification; and related CAAN approved technical data used by NAR.
(n) Maintaining aircraft records, which include, but not limited to, Airworthiness Directives,
Modifications, Test Flight reports, major repair and aircraft-check
(o) Maintaining component traceability records.
(p) Maintaining a maintenance reliability program that includes the analysis of: aircraft delays
and cancellations; repeat defects; pilot reports; maintenance reports; unverified removals and
conformed failures of components. In addition, the program shall monitor, on a regular basis,
the: condition of power plants, including oil sampling, oil consumption in flight shut downs.
Regular summaries of reliability data shall be made available to both the Chief Executive
and CAAN.
(q) Reporting any of the following occurrences to both the Executive and CAAN no later than
72 hours after the event, but however necessary measures shall be taken to inform verbally
within 24 hours as well.
(1) Fires during flight and whether the related fire warning system functioned properly.
(2) Fires during flight not protected by a related fire warning system.
(3) False fire warning during flight.
(4) An engine exhausts system that causes damage during flight to the engine, adjacent
structure, equipment, and components.
(5) An aircraft component that causes accumulation or circulation of smoke, vapor, or

toxic/nontoxic fumes in the crew compartment or passenger cabin during flight.
(6) Engine shutdown during flight because of flameout.
Part: 1
Page: 5
Date: 01/01/03
Rev: 3
(7) Engine shutdown during flight when external damage to the engine or aircraft structure
occurs.
(8) Engine shutdown during flight due to foreign object ingestion or icing.
(9) Failure of the propeller feathering system or the inability of the system to control an
overspeed during flight.
(10) Fuel or fuel dumping system that affects fuel flow or causes hazardous leakage during
flight.
(11) Landing gear extension or retraction, or the opening or closing of the landing gear
doors, during flight, at any time other than the normal take-off and landing phases of
the flight.
(12) Brake system components that result in a loss of break actuating force when the
aircraft is in motion on the ground.
(13) Aircraft structure that requires major repair.
(14) Cracks, permanent deformation or corrosion of aircraft structure, if more than the
minimum acceptable to the manufacturer or CAAN.
(15) Aircraft components or systems that result in taking emergency actions during flight.
(16) Emergency evacuation systems or components, including all exit doors, passenger
emergency evacuation lightning system, or equipment that is found defective or fails to
perform the intended functions during an actual emergency or during training, testing,
maintenance, preventive maintenance, demonstrations, or inadvertent deployment.
(17) In-flight shutdown.
(18) Diversion of turn-back.
(19) Uncommanded power changes, surges, or rollbacks.

(20) Inability to control an engine or obtain the desired power setting.
(21) APU in-flight start failures or auto-shutdowns.
(22) In addition to item (1) through (21), maintenance personnel or flight crews will report
any other failure, malfunction, or defect, that occurs, or is detected at any time, if in
their option, it has endangered the aircraft or may endanger its safe operation.
Part: 1
Page: 6
Date: 01/01/03
Rev: 3
(r) Establishing and maintaining a material inspection process that includes:
Receiving inspections, material documentation and certification.
(s) Ensuring compliance of maintenance inspections, including required inspections, on the

following items:
(1) Deferred maintenance.
(2) Check package evaluation and close-out.
(3) Airworthiness and maintenance release.
(4) Conditional inspections.
(5) Component inspections, testing and certification.
(6) Non-destructive testing, boroscope inspections and test-equipment calibration.
(t) Developing and implementing in coordination with Director Engineering, technical training
programs for all Engineering and Quality Assurance personnel that are to include:
indoctrination of new employees; initial airplane systems training; skills training; recurrent
training that reviews and upgrades initial training; basic inspection training; required
inspection items training; critical task training; shop procedures training; and professional
and administrative training on NAC/CAAN regulations covering the use of MELs by
maintenance personnel and aircrews.
(u) Maintaining training records for all in-house and third party training, including all types of
classroom and OJT presentations.
The Director of Quality Assurance & Flight Safety may assign his responsibilities to any
qualified assistant, at his own discretion. However, such delegation does not relieve the
Director of Quality Assurance & Flight Safety of his overall responsibility and
accountability.
1.3.3.3 Deputy Director of Quality Assurance.
The Dy. Director Quality Assurance is responsible to the Director, Quality Assurance & Flight
Safety as per following terms of reference:-
a) Assign Quality Assurance Engineer to carryout investigation of different incidents / mandatory

occurrences and making necessary recommendations accordingly after review of the reports.
Part: 1
Page: 7
Date: 01/01/03
Rev: 3
b) Issuance of different Quality Notices from time to time.
c) Carrying out QA Audits or assigning a Quality Assurance Engineer to carryout QA Audits and
completing audit reports based on findings and making recommendations where necessary.
d) Liaison with all internal divisions/ departments and external agencies on matters affecting
Airworthiness of Aircraft.
e) Maintaining a close liaison with Airworthiness Division, CAAN on all kinds of airworthiness
matters including “C of A” renewals, test flights, concessions & approvals.
f) Evaluating and recommending development of QAEs, Fire Safety Officers, available facilities
and equipments for the enhancement of existing Quality Assurance functions.
g) To establish a monitoring system for compliance of AD, mandatory modifications &
inspections (SB/SL) of different aircraft.
h) To establish monitoring of aircraft deferral maintenance system.
i) To establish generation of reliability reports periodically based on different data available
from Pilot Reports (PIREPS) entered in different Aircraft Flight Logbooks (AFL) and aircraft
delays cancellations, incidents/reportable defects received from Engineering Department.
j) Ensuring that the general appearance and cleanliness of Quality Assurance is maintained to
satisfactory standards.
k) Authorization passage for leave/passage/overtime of staff within Quality Assurance and other
related administrative control/performance evaluation of the staff to maintain proper working
discipline as per Corporation & Service rules.
l) Assigning Quality Assurance Engineers to carryout inspection of all incoming aircraft spares
and materials upon receipt in Receiving & Dispatch section of ESSD.
m) To ensure that Fire Safety related works are constantly monitored and all fire safety
equipments installed at various locations are properly maintained by carrying regular survey
inspections.
1.3.3.4 Deputy Director of Flight Safety
The Deputy Director Flight Safety reports to Director, Quality Assurance & Flight Safety and is
responsible for the management of Flight Safety and its resources, system procedures in order to
up keep the safety standard. His specific duties include:
(a) To disseminate safety information received from CAAN, NTSB, FAA, JAA, CAA, ICAO
etc. Safety alerts, Safety circulations and Bulletins.
Part: 1
Page: 8
Date: 01/01/03
Rev: 3
(b) To review and analyze operation procedures and recommended to Director Quality
Assurance & Flight Safety and also to the Operations Department/Division for its
implementation.
(c) To co-ordinate with CAAN and other Departments for the various functions such as safety
procedures amendment/update, customization and revisions of MEL etc.
(d) To carryout and participate in accident/incident investigation involving NAC aircraft and its
crew related to flight safety.
(e) To review and check the facilities of the airfield operated by NAC.
(f) Participate in training/seminar relation to Flight Safety as and when required with the
training organization through the concerned department/division.
(g) Ensure that all manuals, publications and documents are maintained in good condition and
amended.
(h) Good house keeping all areas of the division.
(i) To carryout a test of proficiency of crews in flight on simulator from time to time.
1.3.3.5 Deputy Directors of Maintenance
The Deputy Director of Maintenance reports to the Engineering Director and, in accordance with
his subordinate managers, is responsible and accountable for all aircraft maintenance functions.
His specific duties include:
(a) Managing and coordinating the activities of the Base Maintenance and Line Maintenance
Sections.
(b) Developing and implementing procedures for planning and controlling the maintenance and
repair of NAC aircraft.
(c) Providing Maintenance Division personnel with a positive work environment, as well as the
proper tools and equipment they required to forming their assigned tasks.
(d) Implementing and ensuring that Maintenance Division personnel comply with all safety and
environmental regulations, as well as all NAC policies and procedures.
(e) Ensuring that Maintenance Division personnel are using properly maintained and calibrated
equipment and tools.
(f) Ensuring the competence and expertise of the assigned maintenance management personnel,
to provide for the most efficient and professional upkeep of aircraft and aircraft accessories.
Part: 1
Page: 9
Date: 01/01/03
Rev: 3
(g) Providing a proficiently trained work force to carry out maintenance assignments within the
allotted times.
(h) Staying current with existing and revised technical developments, policy decisions, safety
issues, and environmental considerations, and including this information in his decision
making process.
(i) Establishing and maintaining effective communication channels with other divisions to
promote teamwork and consideration.
(j) Developing plans for the maintenance of: operational aircraft; engines; and components. The
plans shall be on a monthly, weekly, and daily basis, assuring minimum disruption of the
flight schedule and a maximum availability of aircraft.
(k) Ensure a properly staffed Maintenance Control Center to provide for the tracking of deferred
maintenance items no each operating aircraft, thereby minimizing disruption in aircraft
availability.
(l) Constantly monitoring the deferred maintenance items so as to ensure timely rectification of
those and referring any discrepancies in these to Dy. Director of Maintenance Planning for
further action.
(m) Maintenance training record for all in-house and third party training of the staff under his
control and constantly provide these to QA for their record update.
(n) Maintaining certification records of all personnel under his control and also of external
personnel certifying work being performed on NAC aircraft and constantly provide these to
QA for their update.
The Deputy Director of Maintenance may assign his responsibilities to any qualified assistant, at
his own discretion. However, such delegation does not relieve the Deputy Director of
Maintenance of his overall responsibility and accountability.
1.3.3.6 Deputy Director of Workshop

The Deputy Director of workshops, reporting to the Engineering Director, is responsible for the
workshop functions of the Engineering Department, including the: Engine shop; Avionics shop;
Mechanical shops; and Hangar Support shops. His specific duties include:
(a) Providing director to, and coordinating the activities of, the various shops under his control.
(b) Ensuring his division operates within its approved budget.
(c) Develop and implement maintenance procedures, to maintain repair, and overhaul aircraft
and equipment that are in compliance with CAAN regulations.
(d) Ensuring that workshop personnel are provided an appropriate environment, as well as tools
and equipment need to perform their required tasks.
Part: 1
Page: 10
Date: 01/01/03
Rev: 3
(e) Ensuring that workshop personnel comply with all safety and environmental regulations, as
well as all related NAC policies and procedures.
(f) Ensuring that workshop personnel are using properly maintained and calibrated equipment
and tools.
(g) Ensuring that premises of the workshops, and applicable hangar areas, are maintained in a
clean and orderly manner and are kept FOD free.
(h) Ensuring the competence and expertise level of the assigned, workshop, maintenance
management personnel, to provide for the on-going maintenance, overhaul, and repair, of
airplane accessories and components.
(i) Ensuring that all shop activities are coordinated with planned maintenance activities and
schedules, and implement a system to re-align resources, when required, to meet changing
operational requirements.
(j) Providing a professionally trained workforce to carry out work assignments within the
allotted time.
(k) Developing long-range plan and goals for constantly improving workshop overhaul and
repair capabilities.
(l) Implementing modifications of engines and components in accordance with service bulletins,
airworthiness directives, and other applicable directives, after ensuring the availability of the
required materials, parts, technical information, and trained personnel.
(m) Establish and maintain a shop record keeping system for work accomplished, including, but
not limited to: overhaul lists; process sheets; shop finding reports; history cards and
modification status.
(n) Staying current with existing and revised technical development, and policy decisions, safety
issues, and environmental considerations, and including that data in his decision making
processes.
(o) Establishing and maintaining effective communication channels with other departments to
promote teamwork and cooperation.
(p) Maintaining training records of all in-house and third party training of the staff under his/her
(q) Maintaining certification records of all personnel under his/her control and also of external
personnel certifying overall work being performed on NAC shops and constantly provide
these to QA for their record update.
The Deputy Director of workshop may assign his/her responsibilities to any qualified assistant,
at his own discretion. However, such delegation does not relieve Deputy Director of Workshops
of his overall responsibility.
Part: 1
Page: 11
Date: 01/01/03
Rev: 3
1.3.3.7 Deputy Director of Maintenance Planning
The Deputy Director of Maintenance Planning reports to the Engineering Director and, in
coordination with his subordinate managers, is responsible and accountable for identifying and
planning all aircraft maintenance tasks in accordance with an approved maintenance schedule, or
any other mandatory requirements. He also defines and specifies material requirements for
aircraft equipment and component maintenance tasks, through ESSD, as well as releasing
maintenance responsibilities to approve, outside contractor facilities. His specific duties include:
(a) Planning all maintenance work in accordance with instructions shown on the maintenance
schedule.
(b) Procuring material through the ESSD as required, to support the maintenance effort and
schedule.
(c) Releasing work orders and contracts to approve, out side contractors, in conjunction with the
ESSD.
(d) Identifying and planning routine maintenance tasks in accordance with the overhaul manuals
for individual components, as well as any other mandatory requirements associated with
their removal from an aircraft. This planning includes the release of maintenance work to
approve, out side contractor facilities as well as defining and specifying material requirement
to them.
(e) Defining and implementing technical actions to improve the economics of aircraft utilization.
(f) Providing the maintenance Division with supplemental technical expertise on an as-needed
basis.
(g) Providing the direction and management of all maintenance tasks with the goal of optimizing
resources, processes, and procedures, ensuring that while reducing expenditures, man-hour
standards are met, turnaround times of equipment are minimized, and quality standards are
never compromised.
(h) Providing the direction and management of all maintenance tasks with the goal of
establishing harmonious working relationships and open channels of communication within
the maintenance Planning Division, as well as with other divisions within the Engineering
Department; helping to ensure that the airworthiness requirements of CAAN are met at all
times.
(i) Scheduling aircraft maintenance in accordance with the approved maintenance schedules,
while ensuring that all airworthiness directives, service bulletins, time expired
component/part replacement, and special inspections issued by the Quality Assurance &
Flight Safety are carried out when required and on or before due dates/time cycles.
Part: 1
Page: 12
Date: 01/01/03
Rev: 3
(j) Preparing detail work specifications for all maintenance tasks, including the
repair/modification/overhaul activities conducted in the various workshops, and provide the
necessary equipment, test equipment, tools, and predictable replacement parts.
(k) Continuously assessing and determining, while coordinating with the Dy. Director of
Maintenance, the availability of qualified and trained manpower, facilities, equipment, test
equipment, tools, and maintenance documentation, required to support the projected
workload, submitting the findings and any recommendations to the Director of Engineering.
(l) Providing advanced maintenance planning data for in-house activities, as well as outside
contractor facilities, to enable accurate budget preparation.
(m) Ensuring that all manuals, publications and documents used by the Maintenance Planning
Division, are maintained in good order and have been updated with the latest revisions.
(n) Releasing work orders to outside contractor facilities in coordination with the ESSD.
(o) Ensuring the staff members are familiar with, and adhere to, all safety requirements, fire
precautions, and evacuation procedures applicable to their work areas and scope of work.
(p) Ensuring that the provisions of this Engineering Manual are followed, correct working
techniques are employed, and qualified manpower is used effectively.
(q) Maintaining a high level of good housekeeping standards within all areas of the Maintenance
Planning Division.
(r) Providing verbal and written updates on division operation and status, on a regular basis, to
the Director of Engineering.
(s) Defining NAC positions and policies relative to the new technologies of future aircraft and
their equipment’s.
(t) Constantly monitoring the deferred maintenance items so as to ensure timely rectification of
those.
(u) Raising any concession requirements from CAAN and/or QA so that the aircraft
maintenance may be in compliant with the requirements.
(v) Maintaining training records for all in-house and third party training of the staff under his
Part: 1
Page: 13
Date: 01/01/03
Rev: 3
1.3.3.8 Deputy Director of Engineering Stores and Supply Division (ESSD)
The Dy. Director of ESSD reporting to the Director, Engineering is responsible for ensuring on-
time maintenance and operation of aircraft and Ground Support Equipment and facilities, as well
as the repair, modification, and overhaul of equipment and components removed from aircraft,
by proper management of material including provisioning, purchasing, storing, and supplying
materials on time and at an appropriate cost. The specific duties of the Dy. Director are to:
a) Procure all materials, equipment, tools, and spares parts in a timely manner from approved
suppliers.
b) Expeditiously dispatch repairable, rotable components for maintenance to various workshops
or out side, approved-contractors as applicable.
c) Ensure the on-time receipt of materials and their expeditious issue to the end users.
d) Evaluate material requirements including initial provisioning ad established stock
levels.
e) Arrange parts pooling agreements with airlines maintaining similar aircraft.
f) Ensure approved suppliers and contracted, approved organizations fully satisfy
warranty provisions.
g) Ensure that handling, shipping receipt, and storage of materials are all satisfactorily
and efficiently carried out in accordance with statutory and company regulations.
h) Maintain records of transactions and stocks as necessary to comply with statutory
and company regulation and to satisfy audit requirements.
i) Ensure good housekeeping in all areas of the ESSD.
j) Ensure that all staff complies with safety requirements and fire protection/evaluation
procedures applicable to their place and scope of work.
k) Ensure a satisfactory working relationship and communication within the ESSD to
ensure airworthiness requirements of CAAN are met at all times.
l) Ensure that all manuals, publications, and documents used in the ESSD are
maintained in good order and to the latest amendment status.
m) Ensure that all of the provisions of the Engineering Manual are followed, correct
working, techniques are employed, Corporation Finance Rules are followed correctly, and that
the effective use of qualified manpower is made.
n) Keep the Director Engineering up to date with regular, verbal and written reports.
o) Maintaining training records for all in-house and third party training of the staff
under his control and constantly provide to QA for their record update.
Part: 1
Page: 14
Date: 01/01/03
Rev: 3
1.3.3.9 Deputy Director of Technical Records, Library
The Dy. Director, Technical Records, Library & Training is responsible to the Director, Quality
Assurance & Flight Safety for carrying out Technical Library functions efficiently as well as
liaison of Technical Training for staff of QA & FS and Engineering Department and also for
maintaining the updates of aircraft component records, condition monitoring & various technical
records of different aircraft. His specific duties include as follows: -
a) Ensure that all rotable components, engines, propellers are monitored on regular basis for its
life expiry.
b) Forecast of timex components, engines, propellers of different aircraft on 3 monthly basis
and forward to Maintenance Planning Division for replacement on due date with a similar
information to ESSD for spare planning.
c) Monitor that any change order for due component change is strictly followed as planned.
d) Ensure that all technical records received from Maintenance Division & Maintenance
Planning are maintained in good order and retained as outlined in the NCAR.
e) Ensure that all management information reports e.g. weekly aircraft status report, monthly
component change report, other reports are published on time.
f) Make all arrangement for training including external as and when required by QA&FS and
Engineering Department.
g) Ensure that all training requiring approval from CAAN, meets the requirements outlined in
NCAR.
h) Maintaining the certification and training records for all in-house and third party training.
i) Ensure that the Technical Library functions efficiently with periodic latest revision of all
manuals & microfilms maintained at different locations including aircraft on regular basis
and ensure proper smooth distribution of different technical documents & manuals including
SB/SL etc. to different sections/divisions of Engineering Department and QA&FS as
applicable.
j) Good housekeeping in all areas of your sections.
k) Ensure that monthly management information report on the activities of the QA&FS are
complied & made available to all concerned.
l) Forecasting for the needs of qualified manpower for your sections.
m) Establishing and maintaining effective communication with other departments/divisions to
promote teamwork and co-operation.
n) Authorization for leave/passage/overtime of staff within Technical Records, Library &
Training and other related administrative control/performance evaluation of the staff to
maintain proper working discipline as per Corporation & Service rules
Part: 1
Page: 1
Date: 11/06/2004
Rev: 4
Organization – Authorization
1.3.4 Authorized Maintenance and Inspection Personnel
The Civil Aviation Authority of Nepal issues AMT License to suitably qualified
personnel that authorize him to carry out maintenance and inspection functions on
NAC aircraft.
Only approved personnel are authorized to return to service aircraft and

components.
Part: 1
Engineering Manual Chapter: 1.4
Page: 1
Date: 22/12/06
Rev: 5
1.4.1. Director Engineering Department
Mr. P. B. S. KansakarActg. Director, Engineering Department
Qualification M. Sc. Aeronautical (Radio) Engineering

Type Training HS-748, B-727, AS 332, B-757
AMT License B-757, HS-748, DHC-6/300, AS-332, BELL-06
Experience Joined NAC in 1978.
1.4.2. Director, Quality Assurance & Flight Safety
Mr. D.P. RajbhandariOftg. Director, Quality Assurance & Flight Safety
Qualification B. Sc., Aeronautical Engineering

Type Training B757-200, HS-748 & DHC-6-300 Aircraft
AMT License DHC-6-300 aircraft
Experience Joined NAC in 1985
1.4.3. Deputy Director, Quality Assurance
Mr. U.L. Shrestha In-Charge, Quality Assurance

Type Training B757-200 & DHC-6-300 Aircraft
Qualification B.E. Mechanical Engineering
1.4.4. Deputy Director, Flight Safety
Capt. Mr. S. Rijal Dy. Director Flight Safety
Qualification B-757 Pilot

1.4.5. Deputy Director, Engineering Stores & Supply Division
Mr. M. P. Joshi Dy. Director, Engineering Stores & Supply Div.

Qualification M. Sc. in Engineering (Radio Communication)
Part: 1
Page: 2
Date: 22/12/06
Rev: 5
1.4.6. Deputy Director, Maintenance Division
Mr. A.R. Pahadi Dy. Director, Maintenance Division
Qualification M. P.A.
AMT License B757-200 & DHC-6-300 Aircraft
1.4.7. Deputy Director, Maintenance Planning Division
Mr. B.N. Jha Dy. Director, Maintenance Planning

Division
Qualification B.E. Mechanical

AMT License B757-200 & DHC-6-300 aircraft
1.4.8. Deputy Director, Workshop Division
Mr. M.P. Joshi Dy. Director, Workshop Division
Qualification M. Sc. in Engineering (Radio

Communication)

Part: 2
Page: 1
Date: 11/06/2004
Rev: 4
Engineering Department - General
2.1.1 General
2.1.1.1 The function of the Engineering Department is to ensure that all maintenance
functions are initiated in a timely and professional manner and that maintenance is
performed in accordance with all applicable CAAN and Royal Nepal Airlines
regulations and standards. The Engineering Department also monitors all
maintenance functions to ensure the production of safe and serviceable aircraft,
equipment, and components, on an effective and realistic time schedule.
2.1.1.2 These functions are performed by divisions within the Engineering

Department: Maintenance Planning Division; Maintenance
Division; Workshop Division; and Engineering Stores & Supply
Division.
Part: 2
Page: 1
Date: 11/06/2004
Rev: 4
Engineering Department – Maintenance Planning Division
2.1.2 Maintenance Planning Division
2.1.2.1 The function of the Maintenance Planning Division is to identify and plan all aircraft
maintenance tasks in accordance with an approved maintenance schedule, MTOP or any
other mandatory requirements. This Division also defines and specifies material requirements
for aircraft equipment and component maintenance tasks, through ESSD, as well as
releasing maintenance responsibilities to approve, outside contractor facilities.
2.1.2.2 The specific duties of the Aircraft Maintenance Planning Division are to:
(a) Plan all maintenance and modification work in accordance with instructions shown on the
maintenance schedule/Technical documents.
(b) Procure material through the ESSD as required, to support the maintenance effort and
schedule.
(c) Release work orders and contracts to approved, out-side contractors, in conjunction with
the ESSD.
(d) Identify and plan routine maintenance tasks in accordance with the overhaul manuals for
individual components, as well as any other mandatory requirements associated with
their removal from an aircraft. This planning includes the release of maintenance work to
approved, outside contractor facilities as well as defining and specifying material
requirements to them.
(e) Define and implement technical actions to improve the economics of aircraft utilization.
(f) Provide the Maintenance Division with supplemental technical expertise on an as-needed
basis.
(g) Provide the direction and management of all maintenance tasks with the goal of
optimizing resources, processes, and procedures, ensuring that while reducing
expenditures, man-hour standards are met, turnaround times of equipment are
minimized, and quality standards are never compromised.
(h) Provide the direction and management of all maintenance tasks with the goal of
establishing harmonious working relationships and open channels of communication
within the Maintenance Planning Division, as well as with other divisions within the
Engineering Department; helping to ensure that the airworthiness requirements of CAAN
are met at all times.
(i) Schedule aircraft maintenance in accordance with the approved maintenance schedules
or MTOP, while ensuring that all airworthiness directives, service bulletins, time expired
component/part replacement, and special inspections issued by the Quality Assurance
Division, are carried out when required and on or before due dates/time cycles.
Part: 2
Page: 2
Date: 11/06/2004
Rev: 4
(j) Prepare detailed work specifications for all maintenance tasks, including the
repair/modification/overhaul activities conducted in the various workshops, and provide
the necessary equipment, test equipment, tools, and predictable replacement parts.
(k) Continuously assess and determine, while coordinating with the Dy. Director of
Maintenance, the availability of qualified and trained manpower, facilities, equipment,
test equipment, tools, and maintenance documentation, required to support the projected
workload, submitting the findings and any recommendations to the Director of
Engineering.
(l) Provide advanced maintenance planning data for in-house activities, as well as outside
contractor facilities, to enable accurate budget preparation.
(m) Ensure that all manuals, publications, and documents used by the Maintenance
Planning Division, are maintained in good order and have been updated with the latest
revisions.
(n) Release work orders to outside contractor facilities in coordination with the ESSD.
(o) Ensure that staff members are familiar with, and adhere to, all safety requirements, fire
precautions, and evacuation procedures applicable to their work areas and scope of
work.
(p) Ensure that the provisions of this Engineering Manual are followed, correct working
techniques are employed, and qualified manpower is used effectively.
(q) Maintain a high level of good housekeeping standards within all areas of the
Maintenance Planning Division.
(r) Provide verbal and written updates on division operation and status, on a regular basis, to
the Director of Engineering.
(s) Define NAC positions and policies relative to the new technologies of future aircraft and
their equipment’s.
2.1.2.3 Aircraft Scheduling and Layover Planning

The following tasks are performed during the aircraft scheduling process:
(a) Routing aircraft of the NAC fleet according to established flight & rotation plans.
(b) Planning maintenance around the published flight schedule, including special
flights, charter flights, re-routings, and replacements of aircraft types.
(c) Activating standby aircraft to provide additional passenger capacity.
Part: 2
Page: 3
Date: 11/06/2004
Rev: 4
(d) Scheduling each individual aircraft with respect to check intervals.
(e) Scheduling all routine engine changes.
(f) Scheduling of all aircraft groundings of more than 24 hours.
(g) Changing issued operational plans, at the request of the maintenance division, to
reroute individual aircraft back to the main base in order to perform necessary
inspections or fleet campaigns.
(h) Initiating additional activities for flights with special requirements, such as flight
kits, flying mechanics, and installation of stretchers.
(i) Scheduling of aircraft washings.
(j) Establishing a continuous communications process between Marketing /
Commercial Department.
2.1.2.4. Aircraft Scheduling and Layover Planning
Maintenance Planning Division coordinates NAC’s Marketing/commercial on flight

control movement concerning aircraft maintenance/overhaul requirements in close
correlation with flight movement (operation control) preparation of facts for adhoc
charter, additional flights, VIP flights, and special flights or request.
This includes the following tasks:

(a) Maximum utilization of all aircraft
(b) Minimum maintenance ground times
(c) Personnel capacity
(d) Hangar requirements
(e) Reliability Statistics of A/C Scheduling
(f) Fleet reserve of technicians and A/C back up

(g) Coordination of medium and long-term requests for charter, VIP flights, or other
special flights such as mountain flights.
Part: 2
Page: 1
Date: 11/06/2004
Rev: 4
Engineering Department – Maintenance Division
2.1.3 Maintenance Division
2.1.3.1 The function of the Maintenance Division is to ensure that all maintenance production
activities on the aircraft and aircraft equipment, whether in the hanger or workshops
located at the base in Kathmandu, Nepal, or at line stations, are performed by properly
qualified personnel, with the ultimate goal of providing safe, on-time flight operations.
2.1.3.2 The specific duties of the Maintenance Division are to:

(a) Originate maintenance policies and policy definitions, and advice AMTs,
technicians, and other staff members, of their contents.
(b) Provide the direction and management of all maintenance tasks with the goal of
establishing harmonious working relationships and open channels of
communication within the Maintenance Division, as well as with other divisions
within the Engineering Department; helping to ensure that the airworthiness
requirements of CAAN are met at all times.
(c) Ensure that properly qualified man-power, facilities, equipment, test equipment,
and tools required for safe and effective aircraft maintenance are available at
both base and line stations.
(d) Ensure that staff members are familiar with, and adhere to, all safety
requirements, fire precautions, and evacuation procedures applicable to their
work areas and scope of work.
(e) Ensure that all manuals, publications, and documents used within the
maintenance division are maintained in good order, with the latest revisions and
amendments entered.
(f) Ensure that: the provisions of this Engineering Manual are adhered to; correct
working techniques are used; Corporate rules are followed; and effective use is
made of qualified manpower.
(g) Maintain a high level of good housekeeping standards within all areas of the
Maintenance Division.
(h) Continuously assess and determine, while coordinating with the Dy. Director of
Maintenance Planning, the availability of qualified and trained manpower,
facilities, equipment, test equipment, tools, and maintenance documentation,
required to support the projected workload at BASE and LINE stations,
submitting the findings and any recommendations to the Director of Engineering.
Part: 2
Page: 2
Date: 01/01/99
Rev: 1
Engineering Department – Maintenance Division
(i) Propose to the Director of Engineering, as required, to provide training for the
maintenance staff on: Maintenance policy; quality standards and maintenance
practices; inspection methods and procedures; basic aeronautical subjects;
aircraft and systems (type rated course); and re-familiarization of subjects, based
on requirements of regulation.
(j) Ensure that aircraft are prepared for service and positioned for departure in
accordance with the published flight schedule.
(k) Review all snags, technical defects, delays, and cancellations to verify that
correct and effective maintenance procedures are being followed.
(l) Prepare contracts between NAC and third party airlines and agencies for aircraft
ground handling services, as well as providing assistance and coordination with
the Ground Support Equipment Division.
(m) Provide verbal and written updates on division operation and status, on a regular
basis, to the Director Engineering.
Part: 2
Page: 1
Date: 11/06/2004
Rev: 4
Engineering Department – Maintenance Control
2.1.4 Maintenance Control Center
2.1.4.1 The function of the Maintenance Control Center is to coordinate all logistical
parameters that affect base maintenance and line maintenance capabilities, on both the
long term and short term basis. This includes ensuring the concurrent availability of
aircraft, properly qualified manpower, equipment, tools, facilities, and materials.
The operational hours of the Maintenance Control Center depend on both the flight
and shift schedules, and may require 24-hour coverage.
2.1.4.2 The specific duties of the Maintenance Control Center are to:
(a) Match the projected man-hour requirements with the available manpower.
(b) Coordinate the technical ground operation at the ramp and in the hangar area.
(c) Direct the performance of troubleshooting.
(d) Coordinate the move of aircraft between the hangar and ramp locations.
(e) Perform trend analysis of system failures and repeat snags.
(f) Coordinate the workflow of the hangar operation.
(g) Coordinate the activities and decision making processes, when required in the
case of technical problems that jeopardize scheduled flight operations, between:
Quality Assurance (QA); Maintenance Planning (MPD); Engineering Stores &
Supply (ESSD); and Flight Movement Control.
(h) Maintain a maintenance log.
(i) Provide distribution and turn-back control off all job cards and work orders
produced and issued by Maintenance Planning.
2.1.4.3 Maintenance Control
Maintenance control schedules:

(a) Aircraft
(b) Personnel
(c) Material
(d) Correlation of the above parameters
Part: 2
Page: 2
Date: 11/06/2004
Rev: 4
Engineering Department – Maintenance Control
After having received the job cards, related documents and assembled package for
check performance, it will be delivered to production. Then, Maintenance Control:
(a) Prepares work packages for routine work, modification programs, repairs, or
combinations of individual events
(b) Checks manpower capacity, dock capacity, material, layover times (availability of
aircraft), operational limitations, flight hours, cycles, and hardtime of
components.
(c) Monitors operational limits and intervals.
(d) Equalizes manpower capacity of different internal production areas by shifting
workloads from the main base to line stations.
(e) Monitors the flow-back of documents after work is performed.
Part: 2
Page: 1
Date: 01/10/99
Rev: 1
Engineering Department – Base Maintenance Section
2.1.5 Base Maintenance Section
2.1.5.1 The function of the Base Maintenance Section is to carry out all routine, scheduled
maintenance tasks, excluding daily inspections, and rectify any faults discovered.
These task include: the replacement of time-expired components; compliance with
Airworthiness Directives; Service Bulletin screening and implementation; repair and
modification, painting, and interior and exterior cleaning.
2.1.5.2 The specific duties of the Base Maintenance Section are to:
(a) Perform all maintenance and overhaul work, including routine, non-routine,
and special tasks, on the: airframe; airframe systems; power plant; electric
systems; radio systems; and instruments.
(b) Provide technical assistance to the Maintenance Planning and Quality
Assurance Divisions, when requested.
(c) Perform push-out and trucking services on aircraft.
(d) Forecast requirements for qualified manpower, facilities, and equipment.
Part: 2
Page: 1
Date: 11/06/2004
Rev: 4
Engineering Department – Line Maintenance Section
2.1.6 Line Maintenance Section
2.1.6.1 The function of the Line Maintenance Section is to carry out day to day maintenance
assignments and the clearing of discovered snags in a manner that guarantees
serviceable aircrafts are available to meet all flight schedule requirements.
2.1.6.2 The specific duties of the Line Maintenance Section are to:
(a) Perform routine and non-routine maintenance work, as directed, at line
stations, both foreign and domestic.
(b) Report the status of daily maintenance operations to the main base at
Kathmandu.
(c) Forecast requirements for qualified manpower, facilities, and equipment.
Part: 2
Page: 1
Date: 11/06/2004
Rev: 4
Major Maintenance Planning - General
2.2.1 Major Maintenance Planning
2.2.1.1 General
Effective control of maintenance work and shop activities is achieved by planning,
scheduling, and controlling tasks in the proper sequence and at the proper time. This
requires that trained personnel, equipment, facilities, tools, spares, and material be
available to accomplish the scheduled tasks.
The various departments overseen by the Director of Engineering and the Director
of Quality Assurance & Flight Safety act as the regulators for the Maintenance and
Engineering activities, providing safeguards to prevent:
(a) Exceeding approved time interval limitations, and failure to comply with
regulatory-authority directives.
(b) Backlog accumulation of work, which could lead to reduce airplane availability.
(c) Errors resulting from unplanned and hastily performed work.
(d) Manpower imbalances such as shortages and overages.
(e) Spares and material shortages.
(f) Facility Overload.
2.2.1.2 Production Forecasting

2.2.1.2.1 Production forecasting involves projecting the workload for each production unit in
the Maintenance and Quality Assurance Division based on:
(a) Fleet size and disposition.
(b) Route structure.
(c) Projected flight hours and cycles based on past experience and historical data.
2.2.1.2.2 The production forecast must establish a basis from which the following information
can be derived whether:
(a) Available resources such as manpower, material, facilities, and equipment, are
sufficient to perform the projected workload.
(b) The associated budget can optimize the effective use of resources at minimum
cost.
(c) Capacity expansion in buildings, equipment, and manpower, can be justified.
Part: 2
Page: 2
Date: 11/06/2004
Rev: 4
2.2.1.2.3 The forecast details the numbers and types of arising for each airplane model and
each major component projected to occur within a defined period. Airplane arising
include:
(a) Structural inspections and “D” checks.
(B)“A” and “C” checks, transit and daily checks.
(c) Engineering Orders and maintenance campaigns.
(d) Unscheduled maintenance.
2.2.1.2.4 Component arising include:

(a) Overhauls.
(b) Module maintenance.
(c) Repairs.
(d) Engineering orders and campaigns.
2.2.1.2.5 For long-term major maintenance planning, the forecast enables quarterly or yearly
estimates of work on a broad basis, such as:
(a) Number of “C” checks.
(b) Engine shop visits.
(c) Component workload by ATA chapter.
2.2.1.2.6 For short term planning, the forecast enables quarterly or yearly estimates of work
on a broad basis, such as:
(a) Number of “C” checks.
(b) Engine shop visits.
(c) Component workload by ATA chapter.
2.2.1.2.7 For short-term planning, the forecast provides sufficient details to permit reliable
production plans to be produced and implemented. The short-term forecast may
specify:
(a) Workload in terms of specific start and finish dates.
(b) Engine shop visits by type of visit, such as hot-section inspection, module
replacement, and heavy or light repair.
Part: 2
Page: 3
Date: 11/04/2004
Rev: 4
2.2.1.2.8 The production forecast is updated periodically to:
(a) Reflect past experience and to improve assumptions.
(b) Develop production plans and budgets for subsequent years.
Part: 2
Page: 1
Date: 11/06/2004
Rev: 4
2.3.1 CPCP Program
NAC will maintain both B757-200 and DHC-6-300 aircraft fleet as per the C.P.C.P.
program maintenance/inspection schedule included in the respective Customized
Maintenance Schedule of DHC-6-300 and MTOP of B757-2002 aircraft duly
approved by C.A.A.N or in-accordance with Manufacturers technical documents.
Part: 3
Page: 1
Date: 11/06/2004
Rev: 4
Maintenance Modification & Repair - General
3.1.1 General
This section of the Engineering Manual describes the

engineering activities involved in managing the NAC
maintenance system, as well as the administration of related
paperwork.
The term “maintenance system" is defined as the sum of

routine activities directed at the technical maintenance of the
aircraft, its systems, and components, with the objective of
ensuring safe, reliable and economical operation. This
definition includes the various types of activities documented
in manuals, engineering orders or equivalent instructions, as
well as the schedule by which such activities shall be
performed.
Definition of this schedule is included in the Maintenance

Schedule (MS) for those activities that shall be performed on
the line or in the hangar, and list for those activities that are to
take place in the component overhaul shops. It also includes
component changes on the aircraft.
3.1.1.1 Maintenance/Inspection Tasks

EXAMINATION: Examination may be of different types carried
out in different stages depending on the maintenance activity.
The first type of examination is a general visual examination of

the exposed structure of the aircraft and aircraft systems that
is accomplished from the ground, or from the inside the control
cabin, passenger cabin, or cargo compartments. This
examination does not require any special access to the aircraft
or manual actions to be performed, except for opening the
landing gear door and lowering the flaps, if required.
The second type of examination may be a visual examination

that requires access to various sections of the aircraft and
aircraft equipment. For example, it may require the use of
stands, docks, cranes, and, if necessary, opening specific
panels.
Part: 3
Page: 2
Date: 11/06/2004
Rev: 4
Third type of examination is a thorough visual examination that

may require access to the aircraft and aircraft equipment
through the: opening of doors, removal of fairings and linings,
and any other action required to be performed in order to clear
the inspection area. A thorough visual examination includes
checking for proper attachment, play, loosening, and
interference.
The fourth type of the examination is a detailed examination

using special tools and procedures such as NDT. It includes:
(a) Ultrasonic testing
(b)Radiographic testing
(c) Eddy Current testing
(d)Dye Penetrant testing
(e) Resonance
(f) Magnifying glass

(g)Boroscopic
SERVICING: Servicing describes one of the following

maintenance actions:
(a) Regular lubrication using a grease gun, squirt can, brush, or

spray.
(b)Fluid level check with refilling to proper level.
(c) Cleaning.
Part: 3
Page: 3
Date: 30 July 2000
Rev: II
Thorough inspection includes the above general inspection as well as additional
inspection in which all system units are removed, cleaned, and blown-out, removing dust
from panels, shelves, slide channels, air valve ports, seals and ventilation ducts. System
units are safely wired, as applicable, upon reinstallation. Placards and nameplates are
checked.
EXAMINATION OF PANELS, JUNCTION BOXES, AND ACCESSORIES: This

inspection may be carried out in two stages: general and thorough. In the general
inspection without removal, panels, junction boxes, accessories, and system units, are
checked for satisfactory physical condition. It is ensured they are cleaned, properly
attached, and locked.
In the thorough inspection panels and protective boxes are opened and externally checked
for satisfactory physical condition, cleanliness, appearance, tightness, locking and safety
wiring. Also, the maintenance personnel:
(a) Blow out dust and clean if necessary.
(b) Check placards and nameplates.
(c) Check the physical condition of fuse-holders and inspect for evidence of overheating.
(d) Check that fuses, both installed and spares, are in satisfactory condition and are of
the correct value.
OPERATIONAL CHECK: this is a quantitative check to determine that a system or
component is operating in the normal and intended manner. This check does not require
examining tolerances.
FUNCTIONAL CHECK: This is a quantitative check to determine if one or more

functions of a system, or component perform within specified limits.
MEASUREMENT WITHOUT RECORDING: This is a measurement of a play, travel,

torque, level, cable tension, etc, to ensure that an item is within tolerance. No records are
made of the findings.
MEASUREMENT WITH RECORDING: This is a measurement of a play, travel,

torque, pressure, level, cable tension, etc, to ensure that a item is within tolerance. In this
measurement, records are made of the findings and the actual figures shall be noted and
entered into the record book or cards as may be required.
Part: 3
Page: 4
Date: 30 July 2000
Rev: II
EXAMINATION OF WIRING AND COAXIAL CABLES: This inspection may be
carried out in two stages: general and thorough. In the general examination, the external
condition of wire bundles, coaxial cables and attachments are checked for physical
condition, cleanliness, satisfactory appearance, aging, weathering, overheating, chaffing,
distortion, or any other conditioned that could change the apparent impedance. This
examination is performed without systematically separating harness or bundles.
Thorough inspection includes the above general inspection as well as additional

inspection in which the maintenance personnel will open access doors and remove all
readily detachable panels, shields or system units, concealed wire bundles, and coaxial
cables. They will check the identification sleeves, tags, coatings, padding and protective
devices.
Wire bundles and coaxial cables concealed by floor and lining panels, units or structure
members which can not be removed without extensive work, are checked by sampling
inspections, whose extent and intervals are specified in each case.
EXAMINATION OF INTERCONNECTIONS: Connectors, splices, pressurized-

bulkhead connectors, terminal straps, and clamps, are externally checked that connectors
are clean, corrosion free, satisfactorily tightened, safety wired, and locked.
Checking the connection tightness does not necessarily imply the use of a tool. The check
may be visual when, for instance, index marks and dots are painted on the screw head
and the component body, or the bolt head and its mating nut. Integrity can also be
checked manually by pressing with the fingers so as to detect any looseness of terminal
lugs.
3.1.1.2 Inspection Schedule Preparation and Amendment

Changes to the routine maintenance system may have direct impact on safety, reliability
and /or economics of aircraft operation. Therefore, before any such changes are made,
prior approval must be received from the NAC Quality Assurance and Flight Safety as
well as the Civil Aviation Authority of Nepal (CAAN).
Part: 3
Page: 5
Date: 11/06/2004
Rev: 4
3.1.1.3 Engineering Decisions
The Engineering Service Section ( E-S ) continuously monitors

the safety, reliability and economics with which aircraft
systems and components perform. When unsatisfactory
performance trends are documented, an appropriate change to
maintenance requirements shall be considered.
When such change is required, the technical and economical

justification shall be originated and signed by the Engineer of
the Engineering Services Section. The Dy. Directors of Quality
Assurance, Maintenance Planning Division, and Engineering
Stores & Supply, shall review it and then forward with their
strong recommendations to the Director, Quality Assurance &
Flight Safety Department for his approval without any
hindrance for its execution.
3.1.1.4 Authority’s Approval
Whenever an engineering decision recommends the reduction

or elimination of a maintenance procedure, approval of the
decision from the Civil Aviation Authority of Nepal (CAAN) is
required before it may become effective. Such reductions or
elimination may be caused by either escalating intervals
between periodic actions or by a less thorough procedure at
the time of the maintenance task.
Contacting the Civil Aviation Authority of Nepal (CAAN) for the

necessary approval will be on an ad hoc basis in the case of
individual item changes. If issues of broader scope are to be
submitted for approval, a meeting between the Dy. Director
Quality Assurance and representatives of the CAAN shall be
scheduled. Substantiation for the change shall be prepared
and submitted along with the request for approval.
Part: 3
Page: 1
Date: 01/10/99
Rev: 1
Issue and Control of Schedules
3.1.2 Maintenance Modification & Repair, Issue and Control of Schedules
When a new aircraft type or model is developed; the manufacturer, in collaboration with
the regulatory authority and user airline, develops a maintenance-planning document.
This document prescribes an approved maintenance schedule for each aircraft that details
the periodic maintenance to be performed on the aircraft. The aircraft must be maintained
in accordance with this maintenance schedule.
All maintenance described in an approved maintenance schedule shall be performed when
it is due, unless a concession or waiver is granted. An approved maintenance schedule
describes the minimum maintenance to be performed. Any additional or unscheduled
maintenance that is required of defects or deteriorating conditions shall be performed
whenever necessary.
Revisions of the maintenance schedule are required when it is necessary to:
(a) Add-safety related, repetitive maintenance actions, when so directed through
Airworthiness Directives issued by the authority of the State-of-Manufacturer or
CAAN or recommendation of the manufacturer.
(b) Reduce or delete individual items of the Maintenance schedule in accordance wither
requirements of the CAAN or operational experience.
(c) Add other types of repetitive-maintenance actions that are directed at improving the
reliability or economics of operation.
General information, such as the working definitions of intervals such as the (A) and (C)
checks, shall be summarized in the introductory portion of the Maintenance Schedule. The
main body of the schedule shall be organized by aircraft type and ATA Chapter, including
the following information:
(a) Item Number: The numbering system shall start with one (1) for each ATA
Subsystem. If an item is to be deleted, the number shall not be assigned again but will
be retained with the designation “deleted”.
(b) Description: Designation of ATA systems and Subsystems shall be given as underlined
topic. Maintenance items shall be described as briefly as possible with reference to
technical manuals as required. Item that result because of directives from regulatory
authority requirements shall include the number of the AD, Note, or applicable
document.
(c) Affectivity: A column showing Affectivity shall be used for clarification if not all
aircraft of the fleets are affected by the item.
(d) Zone: Zones shall be used to define areas of the aircraft in which maintenance must to
be performed. The layout given in the Maintenance Manual shall be used for zone
identification.
Part: 3
Page: 2
Date: 01/10/99
Rev: 1
Issue and Control of Schedules
(e) Check: Intervals of maintenance shall be described in terms of codes such as (A),
(B), and (C), and used whenever possible. Authority requirements expressed in hours
or cycles shall not be converted into such ‘letter checks”, but entered in their original
form.
3.1.2.1 CAAN Approval of the Maintenance Schedule
Any revision of the maintenance schedule, such as additional of other types of repetitive-
maintenance actions directed at improving the reliability or economics of operation, shall
be recorded in the format shown in Fig. 1, and processed for ultimate approval by the
CAAN.
Any revision of the Maintenance Schedule to reduce or delete individual items, in

accordance with the requirements of the CAAN or operational experience, shall be
recorded in the format shown in Fig. 1,1 and processed for ultimate approval by the
CAAN.
Each type of aircraft type operated by NAC shall have a Maintenance Schedule that has
been approved by Civil Aviation Authority of Nepal (CAAN).
Any subsequent amendments or revisions to the Maintenance Schedule shall be

submitted by the Dy. Director of the Quality Assurance of NAC to the Airworthiness
Inspection Division, Civil Aviation Authority of Nepal (CAAN), for their approval, as
required by Chapter C.4 of NCAR.
Part: 3
Page: 1
Date: 11/06/2004
Rev: 4
Maintenance Implementation – Work Pack
3.2 Maintenance Implementation
3.2.1 Work Pack
To optimize the time expended for the routine, maintenance inspections of aircraft,
the maintenance schedule requirements of each aircraft type are rewritten as NAC
Job Cards, customized to special needs such as the: experience level of the
workforce; level of technology used in the aircraft systems; and the level of
engineering knowledge required to produce minimum maintenance down-time. The
sources outlined in Paragraph 3.2.1.1, provide data, guidance, requirements, and
regulations that are written into the job cards and work packs.
3.2.1.1 Information Flow
Requirements Supplied by
Aircraft Maintenance Instructions Manufacturers
Maintenance/Overhaul Manuals Manufacturers
NCAR and Flight Standards Civil Aviation Authority of Nepal

Notices
NAC
Engineering Manual
Flight Movement Control
En-route Request
Maint. Planning (MPD)
Layover Time Request
Engineering Stores & Supply
Material Planning Requirements Division. (ESSD)
Personnel Planning Requirements
Manufacturers or Airworthiness
Modifications Authorities ( ADs )
Part: 3
Page: 2
Date: 11/06/2004
Rev: 4
3.2.1.2 Maintenance System Optimizing
NAC optimizes the maintenance system by using the process described in Chapter
3.2.1, of the NAC Engineering Manual. The process takes into consideration the:
(a) Rules, regulations, and requirements of the CAAN.
(b) Current operational requirements and environment of NAC
(c) Aircraft manufacturer’s requirements
(d) Present level of NAC’s worker experience and equipment of technology
(e) Current aircraft maintenance schedule
All of this data is then transferred onto a set of NAC Job Cards (Work Pack) that
have been customized to the specific needs of NAC including the new technology of
aircraft maintenance and engineering knowledge. The job cards are further tailored
to NAC aircraft type by adding information from NAC background sources of
organizational and specific requirements.
3.2.1.2 Maintenance Job Card procedures
Each required maintenance task, which has been extracted from the maintenance
schedule and applicable maintenance manual, shall be documented on a Maintenance
Job Card in accordance with the process described in Chapter 3.2.1, of the NAC
Engineering Manual.
3.2.1.3 Procedure
The Maintenance Planning Division prepares and continuously revises Job Cards for
any partial checks that may be required, or for the routine inspection of aircraft
during:
(a) Preflight checks
(b) Daily checks
(c) A-checks
(d) C-checks
(e) Calendar Interval check
Part: 3
Page: 3
Date: 11/06/2004
Rev: 4
In addition, job cards are developed for:
(a) Engine/APU changes
(b) Special maintenance checks, such as those required for hard landings,
turbulence, lightning strikes, and bird strikes.
(c) System-Operating Checklists such as those required for starting the APU,
applying electrical or hydraulic power, and performing engine runs.
(d) Flight control checks
(e) Hardtime maintenance items that are based on Flight Hours/ Cycles/ Calendar
dates.
(f) Cleaning the exterior and interior of the aircraft.
3.2.1.4 Maintenance Job Order Procedures For Non-Routine Maintenance
Job Cards and Work Packs are also developed to provide guidance for non-routine
work like Engineering Orders and Special Inspections.
The Maintenance Planning Division shall develop the detailed work sequences and
instructions for the maintenance organizations or shops and provide planning
support for aircraft and component maintenance through use of the form shown on
page 4, Chapter 3.2.1, of the NAC Engineering Manual
The Maintenance Planning Division produces Job Orders in response to:

(a) Airworthiness Directives
(b) One-Time Service Bulletins (Inspection)
(c) Modification Service Bulletins
(d) Incorporation of Engineering Orders
(e) Rework of Deferred Defects
(f) Other non-routine work on aircraft, engines, or components
Non-routine job cards shall include all information contained in Engineering Order
and/or Maintenance Manual that is required for performance of the maintenance
task.
Part: 3
Page: 4
Date: 11/06/2004
Rev: 4
ROYAL NEPAL AIRLINES

Maintenance Planning Division RAEQ 01/99 Issue: 1
Maintenance Job Order Date: March 25/99
Order No. Plan Distr Key Work Order A/C Registration Page Of
Dept Number
IAGG MPD QAD 9N-
Airline Code Order Cost CAAN/Crew Man Hrs Pln Dept/Tel
RA
Remarks
Date/Name
SKK
POS. JOB DESCRIPTION FC/CYC/DAT/CHECK

MECH INSP
Date SUPERVISOR
License No.
Part: 3
Page: 1
Date: 16/3/96
Defect Handling
3.3.1 Defect Report Investigation and Rectification
NAC is authorized to operate its airplanes under a “ Continuous Airworthiness Maintenance

Program”. The program combines the functions of inspection and maintenance to fulfill
NAC’s total maintenance needs. The continuous Airworthiness Maintenance Program
consists of many elements, including the Defect Handling Program.
3.3.1.1 The Defect Handling Program provides procedures, instructions, and standards for the
accomplishment of maintenance tasks generated by the inspection. Scheduled maintenance,
pilot reports, failure analysis, or other indications of a need for maintenance.
3.3.1.2 Discrepancies occurring during flight operation of NAC aircraft must be recorded in the
aircraft log book. These irregularities include operation failures and malfunctions, as well as
abnormal flight occurrences such as hard landing and overweight landing, foreign object
damage strikes, and lightening strikes. These records must include descriptions of each
discrepancy and corrective action taken to correct each discrepancy.
3.3.1.3 The Cabin Discrepancy log is used by the cabin attendants to record discrepancies
encountered in the passenger cabin and the corrective actions to be taken by maintenance.
3.3.1.4 Irregularities occurring during maintenance consist of failures and malfunctions, including
findings from scheduled maintenance and inspections. A “Ground Finding Sheet’” also called
a Defects and Rectification List, is used to log all defects during aircraft ground times.
The ground finding sheet provides a legal record of the work accomplished but not covered
by routine task cards and engineering orders. This form also serves as a source of
information for reliability analysis of checks to monitor system reliability and adjust
maintenance programs. The form is also used to document and schedule non-routine work
from various Maintenance and Engineering organizations to maintenance.
Part: 3
Page: 1
Date: 11/06/2004
Rev: 4
Defect Reporting
3.3.2 Defect Reporting
3.2.2.1 If defects are found in N.A.C. Aircraft or their components, certain actions must be
taken to comply with Nepalese Civil Airworthiness requirements.
3.2.2.2 For the purpose of NCAR compliance, a “defect” is defined as a failure or

malfunction of an aircraft or component that affects airworthiness. A defect may be
found in flight or on the ground, and must always be recorded in the Technical Log
and/or the aircraft, engine, or propeller logbook.
3.2.2.3 If it is a “reportable defect,” it must also be reported to the Airworthiness Inspection

Division, Civil Aviation Authority of Nepal (CAAN) and if defect is unusual also to
the organization responsible for the type design.
NOTE: The organization responsible for type design is most often, but not
always, the manufacturer of the aircraft. It will normally be the holder of the type
certificate or equivalent document.
Part: 3
Page: 1
Date: 16/3/96
Classification of Defect
3.3.2 Classification of Defect
A defect is classified as a “Reportable Defect” if it:
(a) Can affect the safety of the aircraft or its occupants or cause the aircraft to become a
danger to other persons or property.
(b) Is classified by the Director General as a reportable defect.
3.3.3.1 The defect listed in Appendix 1 of the Nepalese Civil Airworthiness Requirements are
classified as reportable defects. Other types of defects may also be classified as reportable
by an Airworthiness Directive, Flight Standard Notice, or as an approved Operators’
maintenance manual.
Part: 3
Page: 1
Date: 11/06/2004
Rev: 4
Reportable Defect
3.3.4 Reportable Defect
Any damage incurred in flight or found on the ground, on any structure or component, which
could cause a failure endangering the aircraft, or others, must be reported to the CAAN. A
reportable structural defect is a defect that exceeds the maximum limit defined as acceptable
by the airworthiness authority of the State of Manufacture or standards set by the CAAN.
These reportable defects include:
(a) Cracks, corrosion, fractures or permanent distortion of significant load-bearing
members.
(b) Detachment of components or parts in flight.
(c) Multiple loose or missing fasteners.
(d) Significant leakage of fuel from integral fuel tanks or of cabin pressure.
3.3.4.1 Engine, Components, and Systems
Reportable defects are also those arising from malfunctions and failures, usually originating
from weaknesses or errors in design, manufacture, or maintenance. Failure of items included
in a Minimum Equipment List are only reportable if the failure could have created
circumstances endangering the safety of the aircraft or its occupants or cause the aircraft to
become a danger to other persons or property. Reportable defects include:
(a) Engine failure or shut-down as the result of a defect.
(b) Significant contamination of fuel.
(c) Fuel starvation in flight as the result of a defect.
(d) Inability to control, feather, or un-feather a propeller.
(e) Inability to shut-down an engine or to control either forward or reverse thrust.
(f) Defects causing, or likely to cause, fire, smoke, toxic gases, or explosion.
(g) Defects causing, or likely to cause, failure of the landing gear to retract or
extend properly, or to support the aircraft.
(h) Defects causing, or likely to cause, failure of any flight or engine control system.
(i) Significant leakage of fuel, oil, or hydraulic fluid.
(j) Multiple failure or critical malfunction of electrical, hydraulic, or other power
sources or their distribution and actuating systems.
(k) Defects` resulting in hazardous instrument indications.
Part: 3
Page: 2
Date: 16/3/96
Reportable Defect
(l) Malfunctions of emergency equipment.
(m) Defects causing any abnormal vibration or buffeting.

(n) Serious malfunctioning of avionics systems resulting in difficulties of communication or
significant errors of navigation.
(o) Pressurization malfunction necessitating a significant change in the planned flight profile
or the use of emergency oxygen.
(p) Warning of insecure hatches and doors during flight.
(q) Wheel, brake or tire failure causing or likely to cause, maneuverability or control
problems on the ground.
(r) Any other defect that NAC considers could affect the safety of the aircraft or its
occupants or cause the aircraft to become a danger to other persons or property.
Part: 3
Page: 1
Date: 11/06/2004
Rev: 4
Action on Reportable Defect
3.3.5 Action On Reportable Defects
Any crew member or maintenance personnel who become aware of a reportable defect shall
have it caused to be reported to the CAAN in the manner prescribed in Appendix 2, Chapter
C.9 of the Nepalese Civil Airworthiness Requirements
A reportable defect shall be reported on a Defect Report Form to the Airworthiness
Inspection Division, CAAN within seven days of its discovery, unless it is a defect that
affects the immediate safety of the aircraft or its occupants, or which must be rectified before
further flight of the aircraft. Then, it must be reported by telephone or other means of
communication within 24 hours.
3.3.5.1 Procedure
In case a failure, malfunction or defect, as defined in Chapter 3.3.4 of the NAC Engineering
Manual, the flight crew is responsible to execute an appropriate TLB entry.
In case such failure, malfunction or defect, as defined in Chapter 3.3.4 of the NAC
Engineering Manual, is found on ground, the AMT is responsible to execute an appropriate
TLB entry.
After receipt of the TLB copy, but not later than seven days after occurrence, the Quality
Assurance Engineer will create a report for the CAAN, except in the case of an aircraft
accident where passenger are injured or killed. In the case of an accident, the occurrence
must be reported immediately.
The report should contain the following data and follow the format shown on
Page 3, Chapter 3.3.5, of the NAC Engineering manual:
(a) Type and registration marking of the aircraft.
(b) The name of the operator:
(c) The date, flight number, aircraft flight hours, and the stage during which the incident
occurred.
(d) The emergency procedure carried out such as: unscheduled landing and emergency
descent.
(e) The nature of the failure, malfunctions, or defects.
(f) Identification of the part and system involved including available information relating to
type designation of the major component and time since overhaul.
Part: 3
Page: 2
Date: 01/10/99
Rev: 1
(g) Apparent cause of the failure, malfunctions, or defect (e.g. wear, cracks, design
deficiency, or personnel error)
(h) Whether the part was repaired, replaced, sent to the manufacturer, or other actions
were taken.
(i) Whether the aircraft was grounded.

(j) Any other pertinent information necessary for more complete identification,
determination of the seriousness, or corrective action.
3.3.5.2 Quality Assurance will forward a copy of the incident to the CAAN and keep the original
paper work on file for a period of two years.
Part: 3
Page: 3
Date: 11/06/2004
Rev: 4

KATHMANDU, NEPAL
Ref. No: Date:
Aviation Safety Department

Civil Aviation Authority of Nepal,
Sinamangal, Kathmandu.
Dear Sir,
As per Chap 9, Appendix 2 of NCAR, we are submitting the following details of Incident Reportable
Defect for your information.
A/C Regd. No. : A/C Type: A/C Sr. No. :

A/C TSN : Hrs A/C CSN :
Engine S/N ( Pos.#1) :
TSO: CSO:
Engine S/N ( Pos.#2) : ( Type)
TSO: CSO:
Component :
Identity of Defective Part :
Place/ Date of Discovery :

Defect Description :
Probable Cause for Defect :
Findings/ Investigation :
Remedial Action :
Yours Faithfully,
For Nepal Airlines
Quality Assurance
Part: 3
Page: 1
Date: 11/06/2004
Rev: 4
Defect Investigation
3.3.6 Defect Investigation
Whenever NAC discovers a defect, it will cause the Engineering Department,

Quality Assurance Division, and Maintenance Division, to take any action necessary
to prevent a recurrence. The result of the investigation of a reportable defect shall be
reported to the Airworthiness Inspection Division, CAAN as outlined in Chapter
3.3.5, of the NAC Engineering manual.
3.3.6.1 The Director General may require defective parts to be surrendered for further
investigation or to be dispatched to another organization for testing. He may also
require NAC to conduct a further investigation, including inspections for similar
defects on other aircraft or components.
Part: 3
Page: 1
Date: 11/06/2004
Rev: 4
Defect Rectification
3.3.7 Defect Rectification
All defects, whether reportable or not, are properly recorded, troubleshot, and
corrected, in accordance with all applicable NAC Maintenance Procedures, as
outlined in Chapter 2.1 of the NAC Engineering Manual.
3.3.7.1 Defect And Rectification List (Ground Finding Sheet)
To optimize the follow-up on ground findings and enhance technical reliability, the
maintenance sub-divisions use a Ground Finding Sheet, also called the Defect and
Rectification List, to log all defects found during aircraft down times. Also,
rectification actions, as well as required information on minor component changes,
are recorded and signed with the AMT name and license number.
3.3.7.2 An example of the Defect and rectification List is shown on Page 3, Chapter 3.3.7,
of the NAC Engineering Manual. It is filled out in the following manner:
The concerned AMT will write down each ground finding in the
"Defect" column and have the sheet signed.
After rectification of the defect, the column "Rectification Actions" has to be filled in
with all necessary information such as:
(a) How the item was fixed
(b) P/N and S/N if parts were changed.
The signature in the column marked AMT indicates that the work has been
accomplished according to the approved Engineering Manual of NAC. In case one
item cannot be rectified in time for any reason, the procedure for establishing a
deferred defect has to be followed.
For a Deferred Defect, note down the reference no. of DD Sheet in "Rectification
Action" column. Such entries do not require a technician's signature. Entries for
deferred item can only be signed by attending AMT's signature in the AMT column.
See Chapters 3.4.4 and 3.4.5 of the NAC Engineering Manual for Deferred
Maintenance.
Part: 3
Page: 2
Date: 11/06/2004
Rev: 4
Defect Rectification
3.3.7.3 Distribution of Defect and Rectification List
After the layover of the aircraft, the distribution of the Defect and Rectification List
is as follows:
1. White (Original) - Maintenance

2. Green – Quality Assurance
3. Yellow – MPD (TEI)
Part: 3
Page: 3
Date: 11/06/2004
Rev: 4
Defect Rectification List
Defect Rectification List

Distribution: 1. Original (White) Maintenance
2. Copy (Green) Quality Assurance
3. Copy (Yellow) TE 1
NEPAL AIRLINES
Date of Issue Check A/C Reg. B………..
Place Aircraft Section DEFECT AND RECTIFICATION LIST Sheet….of…….
Defects
Item
No. Date AME Item No. Rectification Action Date AME QC Man Hrs.
21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 49 51 52 53 54 55 56 57 61 71 72 73 74 75 76 77 78 79 80 81 82 83 84
Part: 3
Page: 1
Date: 11/06/2004
Rev: 4
On The Spot Defect Rectification
3.3.8 On the Spot Defect Rectification
There will be times when a defect causes the need for unscheduled and/or emergency
maintenance to be done “On the Spot.” The Pilot in Command of the aircraft, with
the approval of the Dy. Director, Maintenance Divs., or the Dy. Director of Quality
Assurance, may make arrangements with any qualified and appropriately rated
facility and/or AMT to perform the required maintenance.
The Pilot in Command shall be responsible to notify Maintenance Control when

aircraft maintenance is required to be performed “On the Spot.” The Pilot in
Command, or his designee shall advise maintenance control by telephone and have
them send written confirmation by Telex, Sita, or Facsimile.
3.3.8.1 Maintenance stations, as well as third-party maintenance providers, are responsible

for all assigned maintenance functions and shall perform those functions in
accordance with the NAC Engineering Manual policies and procedures, as well as all
applicable CAAN regulations.
3.3.8.2 All maintenance stations, as well as third-party maintenance providers, must

comply with all applicable Airworthiness Release Procedures.
3.3.8.3 Quality Assurance will generate an incident report for the CAAN, in accordance with
the provisions of Chapter 3.3.5 of the NAC Engineering Manual, and forward a
copy of the report to the CAAN, keeping the original paper work on file for a period
of two years.
Part: 3
Page: 1
Date: 11/06/2004
Rev: 4
Summary of Defect
3.3.9 Summary of Defect
An operator with a fleet of two or more aircraft of the same type shall compile a
monthly statistical summary of all recorded defects, whether reportable or not, and
forward one copy to the Airworthiness Inspection Division, C.A.A.N.
3.3.9.1 The statistical summary shall give the:

(a) Date found
(b) Aircraft or component identification
(c) Brief description of the defect
(d) Remedial action taken.
Part: 3
Page: 1
Date: 16/3/96
Equipment Defect
3.3.10 Equipment Defect
All equipment defects are handled in accordance with Chapter C.9 of the Nepalese Civil
Airworthiness Requirements and Chapters 3.3.1 through 3.3.9 of the NAC Engineering
Manual.
Part: 3
Page: 1
Date: 11/06/2004
Rev: 4
Administration Defect
3.3.11 A defect that is caused by a faulty administrative procedure will be handled in the
normal manner, in accordance with Chapter C. 9 of the Nepalese Civil Airworthiness
Requirements and Chapters 3.3.1 though 3.3.9 of the NAC Engineering Manual.
3.3.11.1 In addition if, during the subsequent defect investigation and rectification process, it
is discovered that the defect was caused by the application of a faulty administrative
policy or procedure, the procedure will be re-written, updated, or revised, in
accordance with procedures outlined in Chapter 1.1.4 of the NAC Engineering
Manual.
Part: 3
Page: 1
Date: 11/06/2004
Rev: 4
Defect Control - General
3.4.1 Defect Control - General
NAC maintenance policies and procedures are developed and implemented by the
Engineering and Quality Assurance Division to ensure that monthly, weekly, and
daily maintenance of NAC airplanes and engines, as well as component overhaul and
repair, is carried out in an efficient and safe manner, with a minimum of disruption to
the operating schedule. One goal of these policies and procedures is to control
defects.
3.4.1.1 Maintenance Responsibilities for Controlling Defects
Aircraft malfunctions and the need for non-routine maintenance can be identified by
any number of sources including, but not limited to, flight crews, maintenance
personnel, MCC, or engineering personnel.
Applicable inspection and maintenance forms, complying with NAC policies and
procedures, shall be used by maintenance personnel when accomplishing all
maintenance operations.
Maintenance personnel who sign maintenance forms or aircraft log books,

for work accomplished, shall accept full responsibility for the: quality and
completeness of the work and the airworthiness of the installation or assembly
covered by their signature. Personnel who sign for work performed shall be held
accountable for any malfunction resulting from: incorrect servicing; poor
workmanship, carelessness, or inadequate inspection.
All paperwork and records, concerning maintenance and overhaul of aircraft,

engines, and/or their accessories, require the careful attention of all concerned. Strict
adherence to established policies is required for work accomplished, or when
recording serial number entries, time information, etc.
3.4.1.2 No individual may sign off for another person nor for work performed that he is not
personally authorized to perform. In addition, no person may authorize another
person to sign off for him.
Part: 3
Page: 1
Date: 16/3/96
Significant Or Unusable Defect

3.4.2 Significant or Unusable Defects
Some significant defects can be caused by either an unusual in-flight or on-the ground
operating condition. Some defects are so severe that the aircraft is unusable until the defect
is repaired. Some significant defects are readily observed, while others are masked or hidden
until specifically looked for.
3.4.2.1 Unscheduled Inspections
Unscheduled inspections of NAC aircraft, which are used to defect and control defects,
consist of specific checks. These checks are designed to cover those particular parts of the
aircraft structure that are most likely to be damaged. If accomplished carefully, the
inspections may reveal hidden defects that will require more intensive inspections.
NAC maintenance personnel shall accomplish specific checks whenever there are reported
incidents that an aircraft has undergone unusual stress due to pilot error, cross winds, winds
aloft, storms and or lightening strikes, or hard landings. Chapter 5 of the applicable
Manufacturer’s Maintenance Manual shall be used to accomplish these checks.
Whenever any unusual-stress conditions occur or are reported, the aircraft must be removed
from service, the required inspections accomplished, and all necessary repairs completed
prior to further flight.
Each time a special inspection is completed, an appropriate entry shall be made in the
aircraft’s logbook, including a brief summary of any damage found and the repairs
accomplished. If no damage was found, the aircraft log shall be noted accordingly.
3.4.2.2 B757 Conditional Inspections
The following conditions, which will require a conditional inspection on B757 aircraft, are
representative of those, that will be precipitate a special inspection on any aircraft. Every
airframe/engine combination has a unique set of conditions that require conditional
inspections. It is the responsibility of the Director of Engineering to maintain a current list of
unscheduled maintenance check requirements for each airframe/engine condition in the NAC
fleet.
(a) Bird Strike.
(b) Brake Seizure Condition.
(c) Burst/Flat Spotted Tires.
(d) Dragged Engine Nacelle.

Part: 3
Page: 2
Date: 16/3/96

(e) Engine Seizure.
(f) Excessive Cabin Pressure Leak.
(g) Excessive Flap Down Speed.
(h) High Energy Stop.
(i) Tail Drag Condition.
3.4.2.3 Hot and Overheated Brakes
Hot and/or overheated brakes are an example of a significant defect that renders the aircraft
unusable unit the condition no longer exists. Hard, prolonged use of brakes, or mechanical
failure resulting in a dragging brake, will allow the brakes to absorb great amounts of kinetic
energy. This results in brake temperature rising to the point where the brake assemblies and,
if handled incorrectly, a serious fire or explosion could result.
Knowing the procedure requirements, local conditions, ambient temperatures, and aircraft
configurations, will dictate how ach incident should be handled.
If hot-brake conditions exist, the following handling steps must be observed:
(a) Do not approach the landing gear from the sides.
(b) Chock the aircraft and release the parking brake.
(c) Position a large unit of ramp equipment between the hot brakes and any passenger that
must be deplaned, or maintenance personnel that must work on the aircraft.
(d) Allow the brakes to cool to “touch” temperature. Do not use CO2 or water to reduce
cooling time. Although artificial air blast-cooling can be used, remember that a rapid
cooling rate, and a resulting rapid contraction of metals, can cause an explosion or
damage to the brake/wheel assemblies.
(e) Using the applicable maintenance manuals, inspect the brakes for:
. Warped disks, cracked/broken housing.
. A frozen appearance. If brakes appear frozen, cycle them several times and
inspect for frozen or sticky operation.
. Hydraulic leaks or other damage to the hydraulic system.

. A dragging condition. If a dragging brake is suspected, the cause must be
reported and corrected.
Part: 3
Page: 3
Date: 16/3/96

(f) Inspect tires for heat damage.
(g) Brakes must be allowed to cool before releasing the aircraft for the next flight. Refer to
the specific aircraft maintenance manual for brake cool-down times.
If brakes are not sufficiently cooled, very high temperature and fires can result due to the
additional heat generated by an aborted takeoff, and the associated high-energy stop. It must
also be remembered that brake efficiency is reduced proportionally to an increase in brake
temperature.
3.4.2.4 Brake Fires
Another example of a significant defect that renders the aircraft unusable unit the condition
no longer exists is a brake fire. If an overheated brake results in a fire, all personnel must
removed to a safe distance from the aircraft. Other important factors to remember in this
event are:
(a) Call the fire brigade.
(b) Approach the landing gear area from the forward or aft direction, never from the sides.
(c) Attempt to contain or extinguish the fire using a dry-powder agent, such as an Ansul
Extinguisher Unit. If a dry agent extinguisher is not available and CO2 must be used to
prevent spreading of the fire, stand back as far as possible and blanket the area, holding
nozzle six to eight feet from the brake/wheel assembly. Do not discharge the CO2
directly on to the brake and wheel assembly.
(d) Do not use a water extinguisher unit except as a last resort.
(e) After the fire is extinguished, follow the instructions for handling hot brakes.
3.4.2.5 Aircraft Scratch and Dent Procedures
Whenever minor dents and scratches are discovered on NAC aircraft, the damage should be
inspected and a sketch or drawing made. Some scratches and dents are significant defects
and could render aircraft unusable.
The drawing, as well as the logbook entry, should include dimensions of the damaged area
and the exact location. If the damage is discovered away from the Kathmandu Base, the
drawing should be faxed to the Director of Engineering as soon as possible.
Part: 3
Page: 4
Date: 11/06/2004
Rev: 4
The applicable Aircraft Maintenance Manual or Structural repair Manual must be
consulted for allowable limits of damage. The Engineering Department, using the
drawing, shall determine if the damage is within limits. If the damage is within the
MM or SRM limits for continued service, the item will be placed on a deferred
maintenance item list.
3.4.2.6 Corrosion Control
Corrosion on an aircraft will eventually lead to significant defects in the airframe and
all ancillary systems, often rendering the aircraft unusable until repairs are made.
Corrosion cannot ever be stopped. However, it can be controlled.
One of the primary maintenance procedures used in providing an effective corrosion

control program is to schedule and perform periodic, complete-airplane washings.
This basic program should be supplemented by localized area washings and polishing
as dictated by appearance and maintenance requirements.
3.4.2.6.1 Normal washings are scheduled by various airplane work tasks, with corrosion-
prone areas given necessary additional attention when required. Additional corrosion
control procedures are provided to supplement the washing program. This includes
hand washing and hand polishing of the various surface areas that are relatively
accessible.
3.4.2.6.2 Painted surfaces shall have damaged paint film areas retouched periodically to ensure
proper surface protection is maintained.
3.4.2.6.3 The detection of corrosion by maintenance personnel is best ensured by the

awareness of chronic corrosion prone areas, appearance, and types of corrosion.
These corrosion inspection functions will normally be performed during heavy
maintenance checks after the airplane has been properly prepared for inspection.
3.4.2.6.4 The most likely type of corrosion that will be encountered is minor surface corrosion
of aluminum surfaces. These areas generally are the upper surfaces of the aircraft’s
wings, fuselage, and horizontal stabilizers. Since the possibility that flight operations
could involve areas in close proximity to salt water, chemical reaction due to salt
deposits have been found to be the prime corrosion factors to contend with on
aluminum surfaces.
Part: 3
Page: 5
Date: 11/06/2004
Rev: 4
3.4.2.7 Use of High-Speed Aluminum Tape
Occasionally, a significant defect will be discovered in a structure or surface that
cannot be repaired on the spot. And, in order to reposition the aircraft, the defect
can be temporarily repaired using high-speed aluminum tape.
Although aluminum tape cannot be used unless specifically called for by the aircraft
Structural Repair manual or the Manufacturer’s Maintenance Manual, the use of
aluminum tape is considered an acceptable practice for the following or similar
significant or unusable defects:
(a) To improve the appearance of dented surfaces previously filled in accordance
with approved methods.
(b) To cover dents or imperfections of a minor or negligible structural nature that
would improve aerodynamic flow.
(c) To cover a stop-drilled crack, or small hole, in secondary skin panels for a
temporary period until the next “A” check, or higher, whichever occurs first.
(d) To seal honeycomb fairings against moisture. Refer to the applicable Aircraft
Structural Repair Manuals for area limits on damaged honeycomb.
(e) To temporarily repair damaged honeycomb trailing edge sections. In each
instance, the repair must be released by an authorized individual for continued
service. No tape repairs to surfaces shall continue on an aircraft through a “A”
or higher check.
(f) To maintain the moisture sealing of interior cabin/cockpit floors, with or without
an aluminum plate, where the interior repairs will not affect floor strength for
seat or cargo retention.
(g) To cover damage in interior cabin/cockpit lining where structural strength is not
involved.
(h) To retain quick opening ground access door for items such as ground pneumatic
or toilet service doors.
(i) To retain access doors of a non-structural nature until the aircraft reaches the
first Maintenance Station where maintenance is available, at which point they
must be replaced.
3.4.2.7.1 Aluminum tape must never be used in lieu of a door or panel.
3.4.2.7.2 Aluminum tape has no structural strength and must never be used as doublers. It is
only used for appearance and/or retention of non-structural items. In some cases, it
can be used for a temporary aerodynamic surface with a supported backing such as
Part: 3
Page: 6
Date: 16/3/96

Dent filler. This usage is dependent upon that area not experiencing air loads that will
tend to “balloon” it from the surface.
If any doubt exists as to the proper use of aluminum tape, contact the Engineering
Department for guidance and authority.
Part: 3
Page: 1
Date: 11/06/2004
Rev: 4
Repetitive Defect
3.4.3 Introduction
The purpose of the repeat defect control system is to identify and correct and defects
that reoccur. It is NAC’s policy that any defect that occurs three or more times on
the same airplane, during and five consecutive days of operation will be identified as
a “repeat defect.” A positive plan of corrective action is pursued to preclude further
recurrence of such defects.
Every effort shall be made to prevent repeat defects in order to eliminate

unnecessary airplane out-of-service time and the cost of unnecessary component
inspections and overhauls.
3.4.3.1 General
The controller on duty at the Maintenance Control Center is responsible for the
coordination of all activities relating to repeat defects occurring during line
operations.
The repeat-defects shall also be monitored by Quality Assurance Division.

The Repeat Defects Control System consists of the following elements:
(a) Identification
(b) Rectification
(c) Review and Follow-Up
(d) Surveillance
3.4.3.2 Identification
Quality Assurance will continuously review the maintenance records. The review
will include the:
(a) Corrected and uncollected pilot and ground write-ups.
(b) Deferred maintenance items recorded.
(c) Daily activity logs recorded by the Maintenance Control Center. The logs are
records of defects reported by flight crew and line stations.
(d) Daily maintenance activities at home base and outstations.
3.4.3.2.1 When an item has been identified as a repeat defect, Quality Assurance will
coordinate its rectification with the Engineering Department.
Part: 3
Page: 2
Date: 11/06/2004
Rev: 4
Repetitive Defect
3.4.3.3 Rectification
For repeat defects that will be rectified at a line station, including the home base line
station, the Engineering Department will make the necessary arrangements for the
rectification.
(a) The line station maintenance personnel assigned to work on the airplane will be
notified of the repeat defect and its history.
(b) Additional expertise may be requested or assigned to assist in trouble shooting
the repeat defect.
(c) Rectification of the repeat defect will be recorded and signed off on the
airplane Log Book.
3.4.3.3.1. If the repeat defect is deferrable, and trouble shooting and repair of the item will
exceed the scheduled ground time, the following actions will be taken:
(a) Based on the severity or operational impact of the repeat defect, the AMT may
suggest concerned Dy. Director, Maintenance Division that the airplane be
removed from service to facilitate corrective action.
(b) If repair of the defect is deferred to a subsequent line maintenance opportunity,
the Maintenance division will continue to track the defect and will make
arrangements to have trouble shooting/rectification accomplished on the defect
at the first opportunity.
3.4.3.4 Review and Follow-Up
Quality Assurance will review returned documents, along with other work records,
and update the records as necessary.
3.4.3.5 Maintenance Reliability Control Program
NAC has reliability program based on performance values experienced under actual
operating conditions. It provides a means of measuring the performance of airplane
systems and components, and comparing the performance to predetermined levels of
acceptable performance. Non-alert programs are also in place to monitor the
performance of airplane components and systems that do not experience a statistically
significant number of repetitive events.
The program monitors the performance of each fleet of airplanes operated by NAC.
A Reliability Control Board (RCB) oversees all operations of the reliability program.
The board is an audit & standards committee that will meet monthly to:
Part: 3
Page: 3
Date: 11/06/2004
Rev: 4
Repetitive Defect
Evaluate monthly reliability reports and ensure reliability standards are met.
 Ensure timely investigation of alerts, and implementation of corrective actions.
 Evaluate Engineering proposals for corrective actions.
 Make decisions on any changes to the reliability program & associated processes
& propose corrective actions.
Director, QA&FS, will be the Chairman of the RCB, which will also comprise of the
following members:
 Dy. Director, QA
 Dy. Director, Maintenance Planning Division
 Dy. Director, ESSD
 Reliability Program Incharge as Member Secretary
Advisory personnel from Maintenance Division, Workshop Division, etc. may be

invited to participate in the RCB meeting as and when the need arises.
3.4.3.6 Monthly Reliability Report
After the completion of the monthly reliability, NAC Reliability Program will
produce a report, which will be circulated to all concerned.
The NAC Reliability Control Board will review the report and advise Engineering
for any corrective actions.
Part: 3
Page: 1
Date: 11/06/2004
Rev: 4
Acceptable Deferred Defects
3.4.4 General
An NAC aircraft may leave the Katmandu home base only if all open defects are
rectified or at least transferred to the status of a “Deferred Defect.”
3.4.5 Open Item
An acceptable deferred defect (ADD) is one that arises on Line Maintenance and
entered in the Technical Log Book (TLB), which cannot be rectified immediately but
does not render the aircraft non-airworthy. These items can remain open and will be
carried forward to the home base.
However, before deferring any open item, the approved Minimum Equipment List
for the aircraft type should be consulted. The Minimum Equipment List is a part of
the aircraft flight manual and contains information regarding the release of the
aircraft and/or the continuation of a flight with a component or system inoperative.
3.4.5.1 General
For certain reasons, it might happen that even at the home base a defect cannot be
rectified due to:
(a) Missing Spare Parts.
(b) Low Manpower or Short Ground Time
(c) Extensive Work Planning or Engineering Actions.
3.4.5.2 The process for deciding if a defect is acceptable for deferral is shown on Page 2,
Chapter 3.4.4, of the NAC Engineering Manual.
Part: 3
Page: 2
Date: 11/06/2004
Rev: 4
Defect Discovered YES

No Deferred Defect Permitted
Airworthiness Effected
Violates Conditions of MEL
No
Reduction of Operational YES

No Deferred Defect Permitted
Effectiveness or Passenger
Comfort
Minor Technical Defect or YES Acceptable Deferred
Appearance Defect Defect

Part: 3
Page: 1
Date: 11/06/2004
Rev: 4
Deferred Maintenance
3.4.5 Deferred Maintenance
Deferred maintenance is the process of deferring or putting off the rectification of a

defect until a later time. Those defects that can be considered for deferment must
meet the criteria explained in Chapter 3.4.4. of the NAC Engineering Manual
3.4.5.1 Procedure
In the event of a defect that cannot be rectified at home base, but which in the
opinion of the responsible AMT can be carried forward, the latter has to fill in the
“Deferred Defect Form, as shown on Page 2, Chapter 3.4.5 of the NAC Engineering
Manual.
The concerned AMT is responsible for the relevant entry in the “Master Deferral
Maintenance Logbook" which is located in the aircraft technical folder. This form
transmits all information about valid deferred defects to the flight crew. It also shows
the status of the deferred defects to Quality Assurance and maintenance personnel.
See Page 3, Chapter 3.4.5. of the NAC Engineering Manual for a sample of this
form.
The different copies of the ADD FORM will be distributed as follows:

(1) Original -white-goes to QA after rectification action accomplished.
(2) Copy - Pink - ESSD
(3) Copy - Green - QA
(4) Copy - Yellow - MPD
At time of rectification the AMT will note in the original of the ADD form, the
action taken.
Part: 3
Page: 2
Date: 11/06/2004
Rev: 4
NEPAL AIRLINES A/C Reg. Eng/APU Transferred Issue Date/FH

DEFERRED DEFECT B……….. Prop. SN of
Defect:
Part P/N QTY
AOG Risk Priority Purchase Regq. GRD time MH AME Lic. No.
Or. No. Required
Item Code Target Date Inspector Extension /Target D. Reason for Extension Date/FH Inspector
Action taken:
1. Original- white Maintenance Date AME Inspector

2. Copy - pink material order
3. Copy - green Quality assurance
4. Copy - yellow TE2
Name:
Part: 3
Page: 3
Date: 11/06/2004
Rev: 4
Paste copy of NAC Notice to Crew Form

on this page.....
Part: 3
Page: 4
Date: 11/06/2004
Rev: 4
The original white thereafter will be returned to QA. The existing green copy will be
removed and the original filed.
3.4.5.2 Deferred Defect Form
The individual boxes on the Deferred Defect Form, as shown on Page 2,

Chapter 3.4.5 of the NAC Engineering Manual is filled out in the following manner.
1. Aircraft Registration
2. Eng./APU/Prop Serial Number
3. Extracted from TLB No, or Defect and Rectification List No.
4. Issue Date and Actual Flight Hours
5. Description of the Defect.
6. Part Name.
7. Part Number.
8. Part Quantity, or Purchase Order
9. AOG risk: YES or NO
10. Priority (IOR, AOG to be filled by concerned AMTL holder)
11. Purchase Order No (to be filled by ESSD)
12. Estimated Required Ground Time.
13. Estimated Required Man Hours
14. Signature & License No. of the Responsible AMT
15. Fill in the action taken for rectification
16. Closing Date of the Deferred Defect
17. Signatures and License. No. of the responsible AMT
Part: 3
Page: 5
Date: 11/06/2004
Rev: 4
INTENTIONALLY LEFT BLANK

Part: 3
Page: 6
Date: 11/06/2004
Rev: 4

Part: 3
Page: 7
Date: 01/01/03
Rev: 3
Deferred Maintenance – Outstanding Defects
3.4.5.3 Transferring of Acceptable Deferred Defect (ADD) to Outstanding Defect (OD)
1) Purpose
This procedure outlines the process to transfer the non-airworthy ADD’s to

OD in an effective format for a separate monitoring system.
2) Procedure
a) As a normal procedure the ADDs are raised by the line engineers. All the
raised ADDs are complied for the review in a meeting as and when
required.
b) Maintenance Planning Division will organize a meeting with QA, ESSD,

B757 Maintenance contractor (where applicable) to finally review the open
ADDs as required.
c) The meeting will decide the list of only those ADDs which can be
transferred to OD.
d) The meeting at its discretion can also decide those ADDs, which can be
transferred until next “C” check or major check for effective monitoring by
MPD.
e) The meeting at its discretion can also decide the repetitive ADDs, which
can be transferred to OD for monitoring by MPD.
3) Creation of Transferred OD:
a) MPD will issue a MJO to clear/transfer the open ADD into OD.
b) MPD will maintain the list of all the transferred ODs in a Cardex and a new
unique serialized reference no. will be given for each ODs.
4) Tracking:
The meeting will also ensure that transferred ODs are not again duplicated and
raised as a new ADD by line engineers. If such duplication is found in the new
ADD, the decision will be taken in the review meeting.
Part: 3
Page: 8
Date: 01/01/03
Rev: 3
Deferred Maintenance – Outstanding Defects
3.4.5.4 Controlling of Outstanding Defects (OD)
1) Purpose:
This procedure outlines the process to be taken to ensure that effective control
of Outstanding Defects (OD’s) will take place.
2) Procedure of raising OD:
The list od OD’s which are transferred by the collective decision of review
meeting as per 3.4.5.3 para 2 (c, d and e) of “Transferring of ADD to OD” will
be maintained and controlled by MPD.
3) Spares/Tools:
MPD will co0ordinate with all concerned to arrange necessary spares & tools to
rectify the ODs.
4) Review of OD:
a) MPD will constantly review the status of Spares & Tools with ESSD.
b) MPD will co-ordinate with MCC & Maintenance Contractor for the required
down time and manpower issuing job order.
5) Completion of Job:
A copy of completed job order will be distributed to QA once each OD is

cleared.
Part: 3
Page: 1
Date: 11/06/2004
Rev: 4
MEL/DDG Operational Procedure
3.4.6 General
In order to maintain flight schedule integrity, it occasionally becomes necessary to

defer the rectification of minor discrepancies to a more opportune time. Deferrals
shall be permitted under controlled conditions defined in the: NAC Minimum
Equipment List (MEL); NAC Configuration Deviation List; and other technical
manuals.
The responsible AMT has the authority to defer the repair of defects that meet one
or more of the following criteria:
(a) The malfunctioning system or component is specifically addressed in the
Minimum equipment List (MEL) or Configuration Deviation List (CDL).
(b) The limitations for continued safe operation with the inoperative item are
provided in the: Dispatch Deviation Guide, Minimum Equipment List,
Configuration Deviation List, Airplane Maintenance Manual, and Structural
Repair Manual.
(c) The defect is of a non-airworthiness nature. Non-Airworthiness items do not
affect the continued safe operation of an airplane and may, therefore, be
deferred until the next maintenance opportunity. Such items are generally not
specifically listed in the MEL/CDL Manuals.
3.4.6.1 Classification of Deferred Items
For the purpose of deferrals, defects may be classified as follows:
3.4.6.1.1 Non-Airworthiness Item
These defects do not affect the continued safe operation of an airplane, and may be
deferred until the next maintenance opportunity. Such items are generally not
specifically listed in the MEL/CDL Manuals.
3.4.6.1.2 MEL Items That Require No Maintenance Or Flight Crew Action
These defects do not require specific maintenance or flight crew action prior to
deferral.
Part: 3
Page: 2
Date: 11/06/2004
Rev: 4
3.4.6.1.3 MEL Items That Require Placarding
These defects require placards to be installed adjacent to the control or indicator of
the affected item. The items are denoted by an asterisk (*) in the “Remarks or
Exceptions” block of the MEL.
3.4.6.1.4 MEL Items That Require Maintenance Action
These defects require specific maintenance action prior to deferral. The items are
denoted by the letter “M” in the “Remarks or Exceptions” block of the MEL.
3.4.6.1.5 MEL Items That Require Flight Crew Action

These defects require specific flight crew action prior to deferral and/or during
operation of subsequent flights. The items are denoted by the letter “O” in the
“Remarks or Exceptions” block of the MEL.
3.4.6.2 Responsibilities
3.4.6.2.1 MPD Responsibility
MPD is responsible for tracking each Deferred Maintenance Item and scheduling
timely rectification.
3.4.6.2.2 Quality Assurance
MPD shall seek Quality Assurance authorization for the deferral of items not
covered by the MEL/CDL manuals or deferrals beyond MEL limitations.
3.4.6.2.3 Pilot-in-Command (PIC)
At line stations that are not staffed by maintenance personnel, the PIC has the
authority to defer non-airworthiness items and MEL/CDL items that do not require
specific maintenance action. The PIC will contact maintenance personnel / MCC at
the earliest opportunity to assure that the deferred item is properly documented and
followed-up.
3.4.6.3 General Policy and Procedures
Before maintenance personnel decides to defer a defect, they must determine that
the malfunctioning system or component will not affect the airworthiness of the
airplane, or cause a subsequent flight schedule interruption.
Part: 3
Page: 3
Date: 11/06/2004
Rev: 4
3.4.6.3.1 MEL items are identified as “Shall Not Depart” items if the statement “The airplane
shall not depart an airport where repairs or replacement can be made” is included in
the Limitation/Procedures column of the MEL. Airplanes with “Shall Not Depart”
MEL items shall not be released to flight from a capable airport when the following
three conditions are met:
(a) Qualified maintenance personnel are on duty.

(b) The necessary facilities and equipment are available
(c) Required parts, appliances, components, or materials to make the necessary
repairs are available.
3.4.6.3.2 If the MEL related deferred defect cannot be rectified timely, the defect may be
referred to either Director QA&FS or Dy. Director of Quality Assurance for
extension, who may recommend to CAAN for an extension after ensuring that the
following conditions are met:
(a) There are no other aircraft available for substitution.
(b) There are no previously deferred MEL/CDL items on the airplane that would
preclude deferral of the additional inoperative component or system.
(c) No degradation in safety level will occur.
(d) The inoperative component or system will not cause an undue increase in flight
crew workload.
3.4.6.3.3 Non-Airworthiness Items
authority to defer non-airworthiness items. The PIC will contact maintenance
personnel/MCC at the first opportunity to advise discovery of the discrepancy.
Maintenance personnel is responsible for the necessary follow-up to ensure the item
is corrected or properly deferred..
3.4.6.3.4 MEL Items That Require No Flight Crew Or Maintenance Action
authority to defer MEL items that require no flight crew or maintenance action. The
PIC will contact maintenance personnel/MCC at the first opportunity to advise
discovery of the defect who will arrange to have the defect corrected or properly
deferred.
Part: 3
Page: 4
Date: 11/06/2004
Rev: 4
3.4.6.3.5 MEL Items That Require Flight Crew Action
The PIC has the authority to defer MEL items that require flight crew action only;
no maintenance action. The PIC will contact maintenance personnel/MCC at the first
opportunity to advise discovery of the defect who is responsible for the necessary
follow-up to ensure the item is corrected or properly deferred.
3.4.6.4 Flight Crew Reporting of Maintenance Items
3.4.6.4.1 At maintenance stations with no maintenance personnel on duty, and at non-

maintenance stations, the flight crew will enter defects into the aircraft Log Book
and notify maintenance personnel/MCC as soon as possible by telephone or other
means.
If the item is deferrable per the applicable aircraft MEL/CDL list and there are no
specific maintenance actions required by the MEL/CDL, the Pilot-in-Command,
after consulting with the maintenance personnel/MCC, may elect to continue the
flight with the system or component inoperative. If he does continue the flight, he
will note in the Log Book, following the defect, a statement that the “Flight is
continuing as per the MEL (CDL),” and affix his signature.
3.4.6.4.2 If the item is obviously of a non-airworthy nature, the Pilot-in-Command may elect
to continue the flight by adding the statement that the defect is a “Non-airworthiness
item maintenance personnel Notified,” and affixing his signature.
3.4.6.4.3 MCC/MPD is responsible for necessary maintenance follow-up to ensure the item is
corrected or properly deferred at the next downstream line station with maintenance
personnel on duty.
Part: 3
Page: 1
Date: 11/06/2004
Rev: 4
Dispatch Clearance
3.4.7 Dispatch Clearance
Airplanes shall not be dispatched from home base with open MEL discrepancies
unless:
(a) There are no other airplanes available for substitution, and,
(b) Parts and tools are not available to correct the discrepancy.
3.4.7.1 The only valid reason for dispatching an airplane from home base with an open MEL
defect is the lack of required parts. Before an airplane departs home base with an
open MEL defect, MCC shall:
(a) Obtain information from ESSD that the required part or component is not in
stock, and,
(b) Establish that there is neither a higher nor lower assembly in stock that could
be used to correct the defect, and,
(c) Complete the ADD Form and attach a copy of the Material Requisition Form
and distribute to all concerned as per the distribution list.
Part: 3
Page: 1
Date: 11/06/2004
Rev: 4
Dispatch Clearance
3.4.8 ADD/MEL Control and Monitoring Program
The responsibilities for each Engineering and Quality Assurance Division and their
role in the NAC Control and Monitoring Process are outlined in this chapter.
3.4.8.1.1 AMT Responsibility for opening ADD/MEL Documents

The AMT concerned with the defect decides the requirement for opening the
ADD/MEL
The AMT concerned with the defect fills out ADD Form, and makes the necessary
entry in the Technical Log Book (AFL), along with the ADD and/or MEL number.
For an example of the ADD Log Book Form, see page 3, Chapter 3.4.8. of the NAC
Engineering Manual
After raising any ADD, the AMT concerned should return all the three copies (Pink,
Yellow & Green) applicable documents, including all except the original white copy
to MCC for necessary distribution to all concerned divisions.
After clearing any ADD, then the original white copy duly signed & completed by
the concerned AMT should be return to QA through MCC.
3.4.8.1.2 Maintenance Control Center (MCC) - Maintenance Division Responsibility
The MCC distributes designated copies to the respective divisions and departments.
MCC updates the NAC Master Deferral Maintenance Logbook for recording
tracking and control. For an example of the master Deferral Maintenance Log Book
Form, see page 4, Chapter 3.4.8. of the NAC Engineering Manual.
3.4.8.1.3 Maintenance Planning Responsibility
Maintenance Planning maintains its own ADD/MEL recording, tracking, and control
systems it coordinates with ESSD and MCC in order to close the raised ADD/MEL
within the target date.
The system determines the priority for material requests and acts accordingly so that
ADD/MEL items are closed by the target date.
Part: 3
Page: 2
Date: 11/06/2004
Rev: 4
Dispatch Clearance
Should it be determined that the target date cannot be met, MPD must inform the
Quality Assurance Division well in advance of the closing target date for the
necessary extension/concession process.
3.4.8.1.4 ESSD Responsibility
If the raised ADD/MEL requires materials, ESSD must initiate the material
acquisition process. It must coordinate with Maintenance Planning and keep them
informed about the status of the acquisition.
3.4.8.1.5 Quality Assurance Division
The Quality Assurance Division will maintain and update its ADD/MEL monitoring
system in accordance with the received information. It will also process the target
date extension/concession application on request from Maintenance Planning.
3.4.8.2 Responsibilities for closing an ADD/MEL
3.4.8.2.1 ESSD Responsibility
ESSD will inform Maintenance Planning about the arrival of the required material
requested through the ADD form.
3.4.8.2.2 Maintenance Planning Responsibility
Maintenance Planning will issue a job order to the Maintenance Division with all the
details requesting for ADD/MEL compliance within the target date.
3.4.8.2.3 MCC - Maintenance Division Responsibility
MCC-Maintenance Division will ensure the ordered job on the ADD/MEL items(s)
is/are carried out by the appropriate personnel.
Once the job is accomplished by the assigned AMT, MCC will update the NAC
Master Deferral Maintenance Log to reflect the closing of the raised ADD/MEL.
Part: 3
Page: 3
Date: 11/06/2004
Rev: 4
Dispatch Clearance
For Deferred Defect Log Book see Engineering Manual Chapter 3.4.5 page 2
Part: 3
Page: 4
Date: 11/06/2004
Rev: 4
Recording And Control
Master Deferral Maintenance Log Book

Aircraft Registration:- 9N-A______
ADD MEL CAT Discrepancy & Date Open Date Closed Due Date AME Name &
Number Number STA Rectification TLP No. TLP No. License No.
CAT Date Date Open
STA TLP # TLP # Close
CAT Date Date Open
CAT Date Date Open
CAT Date Date Open
CAT Date Date Open
CAT Date Date Open
Note:
1. Transfer each item of Deferred Defect Sheet into this book for continuous tracking.
2. A separate book must be maintained for each aircraft.
Part: 3
Page: 5
Date: 11/06/2004
Rev: 4
Recording And Control
The assigned AMT will carry out issued job orders and complete the ADD Log Book Form by
entering the information in the "Tech Logbook (AFL) Page/Close Date" and signing off
appropriately.
The assigned AMT must enter the ADD and/or MEL open number while closing the ADD/MEL
in the technical Log Book.
Part: 3
Page: 1
Date: 01/01/03
Rev: 3
Modification - General
3.5.1 General
Aircraft modification may be mandatory, such as those directed by an Airworthiness
Directive (AD) or, they may be optional, at the discretion of the operator. However,
both mandatory and optional modification must be made only in accordance with
approved data.
3.5.1.1 The following data are approved by the Civil Aviation Authority of Nepal (CAAN) for
the modification or repair or aircraft or aircraft components. Subject to compliance
with the applicability, limitations, and conditions prescribed in this data, no further
approval from the CAAN is required when applying it to the modification or repair of
aircraft:
a) Instruction given by the manufacturer of the aircraft, or aircraft
components, in the maintenance, overhaul or repair manual for the aircraft or
component type, or in Service Bulletins or equivalent documents.
b) Structure repair method prescribed in the latest issue of Advisory
Circular No. 43-13.1, issued by the Federal Aviation Administration of the
United States of America, subject to observance of any limitations specified by
the manufacturer of the aircraft or aircraft component.
c) Airworthiness Directives, or equivalent mandatory orders, issued by
airworthiness authority of the State of Manufacturer of the aircraft or aircraft
component, if these give specific instructions for modification or repair.
3.5.1.2 For the approval of modifications or repair, using any data other than that
described in Paragraph 3.5.1.1, the following approval procedure shall be
followed:
a) An application for approval must be made to the Airworthiness

Inspection Division of Aviation Safety Department, Civil Aviation Authority of
Nepal.
b) The application must be accompanied by detail drawings and other technical data
sufficient to completely define the proposed modification or repair.
c) Each part of any assembly shall be identified by a part number and be fully
detailed, with all dimensions, fits and tolerances, radii of fillets and undercuts
defined. Materials, standard parts, heat treatment and finishes shall be specified.
d) Materials, standard parts and processes used during the modification or repair,
shall be conform to the manufacturer’s specifications or to the specifications
approved by the airworthiness authority of the state of manufacturer or by
CAAN.
Part: 3
Page: 2
Date: 01/01/03
Rev: 3
Modification - General
e) The data for each modification or repair, which affects airworthiness, shall be
accompanied by a technical assessment that shows compliance with the
applicable design standards. As applicable this assessment shall include a
structural-stress analysis, electrical-load analysis and group or flight test reports.
Person completing such assessments shall detail their qualifications and
experienced in a document attached to the report.
Should the completion of the modification or repair affect the data in the Flight
Manual, Maintenance Schedule, or Maintenance Manual, then such purposed
amendments to these documents shall also be submitted to CAAN with the
application for approval.
Should any tests or inspections, including flight tests, be required for compliance with
the airworthiness design standards, then Airworthiness Inspection Division, CAAN,
shall be notified in advance regarding the tests that may be required.
CAAN shall authorize modification or repair if the modified or repaired aircraft or

aircraft components will:
a) Meet the applicable aircraft design standards.
b) Have no feature or characteristic to make it unsafe for its intended use.
c) Remain airworthy if maintained in accordance with the provisions of the

maintenance schedules and manuals.
Approval of the design of a modification or repair shall be signified by any one or

more of the followings:
a) Issuance of a letter or certificate of approval by CAAN.
b) Issuance of a Supplemental Type Certificated by CAAN if the modifications are

sufficiently extensive to warrant re-designating of a modified aircraft or
component, or
c) Issuance of a new Type Certificate in accordance with paragraph 3.4 of Chapter
B.1 of NCAR.
Part: 3
Page: 1
Date: 01/10/99
Issue: 2
Major Modification
3.5.2 Major Modification
A modification is considered major if there are essential changes in weight, center of
gravity, or aerodynamic behavior of the aircraft, the operation of an engine or any other
reduction of airworthiness.
It is also considered major if the modification is performed by unusual processes or
tools. If necessary, the limits and performance of the related equipment must be
established (Supplemental Type Certificate).
Part: 3
Page: 1
Date: 01/10/99
Rev: 1
Airframe Major Modifications
3.5.3 Airframe Major Modifications

Modifications of the following parts and types, when not listed in the aircraft
specifications approved by the Civil Aviation Authority of Nepal, are defined as airframe
major modifications:
a) Wings
b) Tail Surfaces.
c) Fuselage.
d) Engine Mounts.
e) Control System.
f) Landing Gear.
g) Hull of floats.
h) Elements of an airframe including spars, ribs, fittings, shock absorbers, bracing,
cowlings, fairings, and balance weights.
i) Hydraulic and electrical actuating systems of components and motors.
j) Changes to the empty weight or empty balance that result in an increase in the
maximum certified weight or center of gravity limits of the aircraft.
k) Changes to the basic design of the fuel, oil, cooling, heating, cabin pressurization,
electrical, hydraulic, de-icing, or exhaust systems.
l) Changes to the wing, or to fixed or removable control surfaces, that affect flutter
and vibration characteristics.
Part: 3
Page: 1
Date: 16/3/96
Major Repair
3.5.4 Major Repair
A repair is considered major if there are essential changes in weight, center of gravity,
strength, or aerodynamic behavior of the aircraft, the operation of an engine or any
other reduction of airworthiness.
A repair is also considered major when it has been made by unusual processes or tools.
If necessary, the limits and performance of the related equipment have to be re-
established.
Part: 3
Page: 1
Date: 16/3/96
Airframe Major Repair

3.5.5 Airframe Major Repairs
Repairs to the following parts of an airframe, as well as repairs of the following types that
involve the strengthening, reinforcing, splicing, and manufacturing of primary structural
members by fabrication such as riveting or welding, are defined as airframe major repairs.
(a) Box Beams.
(b) Monocoque or semi-monocoque wings or controls surfaces.
(c) Wing stringers or chord members.
(d) Spars.
(e) Spar flanges.
(f) Members of trust-type beams.
(g) Thin sheet webs of beams.
(h) Corrugated sheet compression members that act as flange material of wings or tail
surfaces.
(i) Wing main ribs and compression members.
(j) Wing or tail surface brace struts.
(k) Engine mounts.
(l) Fuselage longerons.
(m) Members of the side truss, horizontal truss, or bulkheads.
(n) Mainsheet support braces and brackets.
(o) Landing Gear brace struts and axel.
(p) Wheels.
(q) Skis, and ski pedestals.
(r) Parts of the control system such as control columns, pedals, shafts, brackets, or horns.
(s) Repairs involving the substitution of material.
(t) The repair of damaged areas in metal or plywood stressed covering exceeding six inches
in any direction.
(u) The repair of portions of skin sheets by making additional seams.
(v) The splicing of skin sheets.
Part: 3
Page: 2
Date: 16/3/96
Airframe Major Repair
(w) The repair of three or more adjacent wing or control surface ribs or the leading
edge of wings and control surfaces, between such adjacent ribs.
(x) Repair of fabric covering involving an area greater than that required to repair
two adjacent ribs.
(y) Replacing of fabric or fabric covered parts such as wings, fuselages, stabilizers,
and control surfaces.
(z) Repairing including re-bottoming, of removable of integral fuel tanks and oil
tanks.
Part: 3
Page: 1
Date: 16/3/96
Power Plant Major Repair
3.5.6 Power Plant Major Repairs
Repair of the following parts of an engine, and repair of the following types, are defined
as power plant major repairs:
(a) Separation or replacement of module or gearbox of a jet engine.
(b) Special repairs to structural engine parts by welding, plating, metallizing, or

other methods.
Part: 3
Page:1
Date: 16/3/96
Propeller Major Repair
3.5.7 Propeller Major Repairs
The following types of repairs to a propeller are defined as propeller major repairs.
(a) Any repairs to, or straightening of, steel propeller blades.
(b) Repairing or machining of steel hubs.
(c) Shortening of blades.
(d) Repairs to composition blades.
(e) Replacement of plastic covering.
(f) Repair of propeller governors.
(g) Overhaul of controllable pitch propeller.
(h) Repairs to deep dents, cuts, scars, nicks, and straightening of aluminum blades.
(i) The repair or replacement or internal elements of blades.

Part: 3
Page:1
Date: 16/3/96
Component Major Repair
3.5.8 Component Major Repairs
Repairs of the following types of appliances are defined as component major repairs:
(a) Calibration and repair of instruments.
(b) Calibration of radio equipment.
(c) Rewinding the field coil of an electrical accessory.
(d) Complete disassembly of complex hydraulic power valves.
(e) Overhaul of pressure-type fuel, oil, and hydraulic pumps.

Part: 3
Page:1
Date: 16/3/96
Other Major Repair
3.5.9 Other Major Repairs
All major repairs are performed in accordance with the policies and procedures
described in Chapter 3.5.1 of the NAC Engineering Manual.
Part: 3
Page:1
Date: 01/01/03
Rev: 3
Duplicate Inspection - General
3.6.1 General
The procedures outlined in this chapter apply to control systems and units of control
systems, the failure of which could affect the safety of the aircraft. For the purpose of
this chapter, a control system shall include flight, engine and propeller controls, the
related systems controls, and the associated operating mechanisms.
Qualified and authorized personnel/inspectors, familiar with all inspection methods,

techniques and equipment shall be assigned to determine the quality of maintenance
done on items requiring duplicate inspection.
Duplicate inspection shall be carried out in accordance with NCAR Chapter C.7 besides
additional company requirements and procedures as outlined in this chapter.
Part: 3
Page: 1
Date: 01/01/03
Rev: 3
Duplicate Inspection - Definition
3.6.2 Definitions
3.6.2.1 Duplicate Inspection
A duplicate inspection is defined as an inspection made and certified first by one

qualified person, and subsequently made by and certified by a second qualified
person.
When required, a duplicate inspection of control systems shall be made before the
next flight. Control systems subject to duplicate inspection must not be disturbed or
readjusted after the first certified inspection, and the second part of the duplicate
inspection must follow immediately after the first part.
If the control system is disturbed after completion of the first inspection, the part of
the system that has been disturbed shall be inspected in duplicate before the aircraft
flies.
Part: 3
Page: 1
Date: 01/01/03
Rev: 3
Duplicate Inspection - Requirement
3.6.3 Requirements
Duplicate Inspection items are identified as the following:
(a) Major alteration to the aircraft or any of its components.
(b) The installation, re-connection, or rigging of the flight control surfaces and
systems.
(c) The installation, re-connection, or rigging of the landing gear extension systems.
(d) Engine installation and adjustment of the engine fuel systems.
(e) Installation of propeller and adjustment of propeller control systems.
(f) Installation of an engine fuel control unit or an engine fuel pump.
(g) Thrust reverser rigging.

Part: 3
Page: 1
Date: 01/01/03
Rev: 3
Duplicate Inspection - Procedure
3.6.4 Procedure for Duplicate Inspections
3.6.4.1 Certification
Certification of the duplicate inspection constitutes a Certification of Compliance

and must be entered in the Aircraft Flight Log/Technical Log Book. By signing the C
of C, it will be certified that in making the duplicate inspection of the control system,
or component specified, all conditions and requirements of NCAR Chapter C.7 have
been complied with.
Part: 3
Page:1
Date: 01/01/03
Rev: 3
Person To Certify Duplicate Inspection
3.6.5 Person to Certify Duplicate Inspection
An AMT License holder certifying duplicate inspection must be notified prior to

beginning work.
The first certification of the duplicate inspection item shall be made by an AMT
License holder in applicable category with a rating for the aircraft or engine
concerned who has performed the work.
The second certification of the duplicate inspection shall be made by an AMT

License holder in applicable category with a rating for the aircraft or engine
concerned who has been designated to do so prior to commencement of work.
However at a line station not manned by appropriate maintenance personnel, a pilot
with a flying licensed for the type of aircraft concerned, may do a second
certification provided the disassembly or adjustment have been minor. However in
such cases the duplicate inspection must be completed and re-certified by an AMT
License holder at the first appropriately staffed station.
Part: 3
Page:1
Date: 01/01/03
Rev: 3
Escalation TBO - General
3.7.1 NAC shall be authorized by its Reliability program to establish a Short-Term Time
Escalation Program. When extraordinary circumstances arise that necessitate the
escalation of a check or task identified in the NAC maintenance program, the Short
Term Time Escalation Program may be applied to permit rescheduling of the check or
task. Short Term Time Escalation’s permit scheduling of time controlled tasks in
conjunction with other scheduled tasks, when the specified intervals are different, but
still within close proximity.
Short Term Time Escalations may be applied to any time controlled tasks on an
individual airplane, component, or appliance operated by NAC. The Director of Quality
Assurance & Flight Safety or Dy. Director, Quality Assurance shall authorize/approve
and has administrative control for the Short Term Time Escalation.
However there shall be no departure from the Airworthiness Standards prescribed in the
Nepalese Civil Airworthiness Requirements (NCAR), from the compliance times for the
implementation of Airworthiness Directives or from the conditions, periods of
certification, inspection times, and finite lives approved by the NAC Maintenance
Schedule or Aircraft Maintenance Manuals, except in accordance with a concession
granted by the Director General.
If NAC considers there to be exceptional circumstances that justify the granting of a
concession, an application must be made to the Airworthiness Inspection Division of the
Civil Aviation Authority of Nepal.
Short-term escalation’s shall not be used to authorize deferral; of a maintenance
program item beyond the first opportunity to accomplish that item without an
interruption to the schedule operation of the airplane.
A short-term time extension shall only apply to a specific airplane type, or appliance.
Unless authorized by the maintenance program of the airplane type, Short-Term Time
Escalation shall be limited to 10% of the approved maintenance schedule interval.
Short Term Time Escalation’s shall not be used to extend the following:
(a) Airworthiness Directive Intervals.
(b) Finite Life Limited Parts Intervals specified by the manufacturer of identified in
airplane or engine type certificate data sheets.
(c) Intervals specified in the Minimum Equipment Lists or Configuration Lists.
(d) Airworthiness Limitations
Short-Term Time Escalation’s greater that the intervals permitted must have prior
CAAN regulatory approval.
Part: 3
Page: 1
Date: 30 July 2000
Rev: II
Time Extension and TBO Extension
3.7.2 General
All aircraft and their components are subjected periodic and occasional inspections
to assess their fitness to continue to fly. Some components may, if found satisfactory
on inspection, continue in service indefinitely while other components require
periodic dismantling and reconditioning. A few items have finite “safe lives” after
which they must be scrapped.
3.7.2.1 Definitions
Overhaul is defined as the complete dismantling, inspection, reconditioning,

reassembling, and testing of a component to restore it to a fully airworthy condition.
Hard time maintenance is defined as a minor or major maintenance, including

overhaul, which is performed at predetermined intervals of time in service, calendar
time, operational cycles, or number of landings.
On condition is defined as components that are not subject to “Hard Time” overhaul.
Instead, the necessity for overhaul or other remedial action is determined by visual
inspection, measurement of observation of performance during flight, and tests made
while installed or on a test bench.
Condition monitored maintenance is a maintenance process for items that have

neither “hard time” nor “on-condition” maintenance process. A unit is assigned to
the “Condition monitoring” if its failure has no direct adverse effect on operating
safety and unit may be operated until it malfunctions without any significant impact
on delay rates or system but the occurrence of the malfunction should be detected by
crew. The “condition monitoring” units do not require a schedule overhaul or a
maintenance task to evaluate conditions on degrading. They may require only repair
as necessary to correct malfunctions and returned to service.
Scrap Life, also know as ultimate or retirement life, is defined as the period of time
in service, engine running cycles, or other prescribed units of measurement at which
a component must be completely removed from service. In particular, a scrap life is
established for the rotating components of turbines to reduce the risk of catastrophic
failure from fatigue caused by cycles of mechanical or thermal stress.
TBO is defined as “Time Between Overhauls” and relates to hard time prescriptions
for the overhaul of engines and other components.
Part: 3
Page:2
Date: 30 July 2000
Rev: II
3.7.2.2 Aircraft Structure
Aircraft structures, including parts where access for inspection is difficult, shall be
inspected at the intervals approved in the Aircraft Maintenance Schedule, or at any
other time, when there is cause to suspect that damage may have occurred from
overload, fatigue, or corrosion.
3.7.2.2.1 Aircraft structural parts, for which a safe fatigue life has been specified by the State
of Manufacturer, or by the aircraft manufacturer, shall not be flown when this life
has expired unless an approved modification to extend the safe life has been
performed. NAC shall maintain records of time prescribed as safe and not exceed
those limits.
3.7.2.2.2 If a structural component is transferred from one aircraft to another, the time in
service, number of landings, and other relevant data accumulated on the first aircraft
shall be recorded in the aircraft logbook of that aircraft to which it is transferred.
The safe life, if applicable, shall be then be calculated according to the total time in
service and number of landings of the component.
3.7.2.2.3 Structural members of aircraft certified as “Fail Safe or Damage Tolerant” shall be
inspected periodically for the onset of the fatigue cracking, corrosion or other time
related damage. If the aircraft is a type for which the State of Manufacturer has
required that a structural integrity audit be made, and this has resulted in the issue of
an inspection Document of Airworthiness Directive, the requirement of the State of
Manufacturer shall be applied.
NOTE: Any serious structural damage arising from corrosion or fatigue is a
“reportable defect” and shall be reported in accordance with the
procedure given in chapter 3.3.4 of the NAC Engineering Manual.
3.7.2.3 Aircraft Engines
3.7.2.3.1 NAC shall ensure that engine parts, such as compressor and turbine discs, which are
subject to scrap a life, do not remain in service beyond the prescribed scrap life. The
scrap life prescribed by the State of Manufacturer of the engine is mandatory and
must never be exceeded.
3.7.2.3.2 If a hard time TBO is prescribed for an engine type by the State of Manufacturer, or
by the engine manufacturer, the engine shall be overhauled when this time is expired
unless otherwise approved by the Director General, However, the Director General
may require that engines subjected to unfavorable operating conditions be
overhauled more frequently than recommended by the engine manufacturer.
Part: 3
Page: 3
Date: 30 July 2000
Rev: II
3.7.2.3.2 All engine accessories shall be considered part of the engine for determining the time
at which they must be overhauled unless the engine manufacturers or the Director
General specifies otherwise.
3.7.2.3.3 Turbine engines for which a hard-time TBO is prescribed may qualify for an
extended TBO if the Director General is satisfied that an adequate technical
justification has been provided. The justification shall take the form of detailed
reports of the condition of engines from Nepalese aircraft complied by the
organization overhauling the engines, and reports submitted by the operator giving
detailed histories of each engine of that type since it was last overhauled.
The historical report shall list each reportable defect experienced and provide
evidence that every applicable Airworthiness Directive or Mandatory Modification
has been embodied. On submission of acceptable data to meet this requirement, the
Director General may approve an escalation program to establish a new, safe TBO
for the engine type.
3.7.2.3.4 Engines for which on-condition maintenance has been approved by the
manufacturer’s regulatory authority, may be approved for on-condition maintenance
in Nepal only if the engine condition will be monitor by similar procedures
recommended by the manufacturing country’s regulatory authority and that
prescribed scrap lives for components will be strictly observed.
Monitoring may essential recording detailed performance measurements during flight
and ground testing and inspecting the internal conditions with precision viewing
equipment such as boroscopes.
On-condition monitoring of engines will include, as a minimum, the following
records:
(a) Limit Life File Maintenance provides all hour and cycle limits for engine discs
and components by part number and serial number.
(b) Disc/Component File Maintenance provides status of engine discs and
components installed or removed by part number and serial number.
(c) Engine File Maintenance provides total time and cycles for all engines, on-wing
or spare, by serial number. Engine discs and components installed on an aircraft
includes aircraft number and position installed, accessed by engine serial number.
(d) Report of Engine Times and Cycles by Aircraft provides status of all engine discs
and components installed on aircraft accessed by aircraft number and engine
position.
Part: 3
Page:4
Date: 30 July 2000
Rev: II
(e) Schedule/History File Maintenance used to show completion of routine and non-
routine items and update all engines files.
(f) Report of Maintenance History lists when all engines changes are due and
maintain history of routine and non-routine maintenance accomplished.
3.7.2.4 Propellers
3.7.2.4.1 Unless otherwise approved by the Director General, the TBO of a variable-pitch
propeller shall be that recommended by the aircraft manufacturer or, in the absence
of such recommendation that recommended by propeller manufacturer.
3.7.2.4.2 If the TBO of a propeller in service has not expired after four years, the propeller
shall be removed for inspection by an organization approved to overhaul the
propeller type. The inspection shall be that specified in Paragraph 5.4, Chapter D.5,
of the Nepalese Civil Airworthiness Requirements.
3.7.2.4.3 If a variable-pitch propeller has been stored for five years, or has a combined service
and storage life of five years, it shall be inspected by an appropriately approved
organization as specified in Paragraph 5.4, Chapter D.5 of the Nepalese Civil
Airworthiness Requirements.
3.7.2.4.4 Approval of Overhaul Periods
Periods between overhauls, or other criteria for determining the necessity for
overhaul are specified in the Maintenance Schedule for each aircraft type. The
procedure for approval of an original schedule, or for alterations to a schedule, must
be in accordance with Chapter C.4 of the Nepalese Civil Airworthiness
Requirements.
3.7.2.5.1 The Director General may grant an approval for a TBO escalation, or for a different
method of determining the necessity for overhaul, if an adequate justification for the
change is submitted for evaluation. Before granting approval, the Director General
may require further evidence such as defect statistics and test reports.
Part: 3
Page:1
Date: 11/06/2004
Rev: 4
Temporary Extension Of Aircraft Check Period
3.7.3 The NAC Maintenance Program requires certain checks and inspections of each
aircraft and aircraft type to be carried out on schedules dictated by either the: State
of Manufacture, manufacturer, or the CAAN.
Periods between overhauls, or other criteria for determining the necessity for
overhaul, are specified in the Maintenance Schedule for each aircraft type. The
procedure for approval of an original schedule, or for alterations to a schedule, must
be in accordance with Chapter C.4 of the Nepalese Civil Airworthiness
Requirements.
If an irregularity occurs that prevents complying with any scheduled inspection,

check, or component change required by the Operations Specifications, the MPD, in
conjunction with the Dy. Director of Quality assurance, will adhere to the
procedures shown in Chapter 3.7.4 of the NAC Engineering Manual, to satisfy the
Component TBO Escalation Program.
3.7.3.1 The normal check cycles for the DHC-6, 300 Series, Twin Otter, are maintained in
accordance with NAC Customized Scheduled Maintenance duly approved by
C.A.A.N.
Inspection Capability:
(a) Weekly - 100 Hours
(b) 3 Monthly, regardless of hours
(c) 6 Monthly, regardless of hours
(d) 12 Monthly, regardless of hours
(e) 1st HSI - 1250 Hours
(f) 2nd HSI - 2500 Hours
(g) 3rd HSI, 3500 Hours (Performed early for 500-hour extension application)
3.7.3.2 The normal check cycles for the Boeing B-757-200, are maintained in the NAC
Customized Maintenance Schedule duly approved by C.A.A.N.
Part: 3
Page: 1
Date: 01/01/03
Rev: 3
Component TBO Escalation Program
3.7.3 Component TBOs
For all components other than engines, propellers, or structural components, the approved
Maintenance Schedule shall specify whether the necessity for overhaul shall be determined
by hard time, on condition maintenance, or condition monitored maintenance.
NAC is responsible to ensure that components with hard time TBOs do not exceed the TBO
recommended by the manufacturer or approved by CAAN. The TBO may be in terms of
time in service, number of landings, or other numbers as appropriate.
3.7.4.1 Approval of Overhaul Periods
Periods between overhauls, or other criteria for determining the necessity for overhaul are
specified in the Maintenance Schedule for each aircraft type. The procedure for approval of
an original schedule, or permanent alterations to a schedule, must be in accordance with
Chapter C.4 of the Nepalese Civil Airworthiness Requirements and would require CAAN
approval.
3.7.4.2 Procedure
If an irregularity occurs that prevents complying with any scheduled inspection, check, or
component change as specified in the Maintenance Schedule the Maintenance Planning,
Maintenance Division and Quality Assurance, will adhere to the following procedures in
order to satisfy Short Term Time Escalation for Component TBO.
An aircraft, engines, or component may not be released unless these procedures are adhered
to and a properly authorized short term TBO escalation is obtained.
(a) Maintenance Division will determine whether or not the item has already exceeded the
time limitations specified by the Maintenance Schedule.
(b) If the item has exceeded the time limitation, the aircraft shall be withdrawn from service
at the location of the next landing, if airborne, or at the current location if not
airborne, and the required maintenance task accomplished.
(c) If the aircraft is not at a location where the required maintenance can be performed, a
CAAN ferry flight permit must be applied for and granted prior to release the aircraft
for dispatch to a maintenance base or facility.
(d) If the item has not exceeded time limitations, Maintenance Division may request a Short
Term Escalation from the Director of Quality Assurance & Flight Safety or Dy.
Director, Quality Assurance through Maintenance Planning. It is emphasized that
Short Term Escalations are not to be used to disguise poor maintenance practices or
maintenance program shortcomings or as a rescheduling tool.
Part: 3
Page: 2
Date: 01/01/03
Rev: 3
Upon receipt of the request from Maintenance Division and/or Maintenance
Planning, the Director of Quality Assurance & Flight Safety or Dy. Director, Quality
Assurance will determine that the reason for the escalation does not constitute an
abuse of the Escalation Program policy before authorizing/approval of request is
granted as CAAN approved maintenance schedules. The historical file of completed
escalation shall serve as a database to prevent repetitive use of escalations, which
would constitute a fleet time extension.
Next, the Director of Quality Assurance & Flight Safety or Dy. Director of Quality
Assurance will ensure that the item for which the TBO Escalation is being requested
does not fall into one of the following prohibited categories that make an item
ineligible for escalation:
(a) Intervals specified by Airworthiness Directives (ADs).
(b) Finite Life Limits specified by Type-Certificate data sheets, flight manuals,
and/or manufacturer’s data sheets.
(c) Limitations specified by Minimum Equipment Lists (MEL) or Configuration
Deviation Lists (CDLs).
(d) Structural Sampling Periods imposed by Maintenance Review Boards.
In addition, an aircraft, engine, or component for which a Short-Term Escalation has
already been authorized and remains open or active, cannot be authorized for further
escalation by NAC management alone. Such additive Short Term Escalations that
may be required due to unforeseen contingencies must be presented to CAAN for
approval before the additional escalation can be implemented.
The Director of Quality Assurance & Flight Safety or Dy. Director, Quality
Assurance will then review the recent history of the specific tail number and
maintenance records system for any malfunctions or trends that could have an
adverse reliability or safety impact if the escalations were permitted. Data sources
include, but not limited to:
(a) Log book reports.
(b) Engine monitoring trends.
(c) Non-routine items generated at recent schedule checks.
(d) Component Shop reports.
It is noted that the same degree of investigation and justification is required,

regardless of the requirement for CAAN approval. The Director of Quality
Assurance & Flight safety or Dy. Director, Quality Assurance will attach all
supporting data, as necessary.
Part: 3
Page: 3
Date: 01/01/03
Rev: 3
Assurance will then review reliability data of the subject system and/or component
on a fleet wise basis for any trends that have been evident on other aircraft in the
fleet even though the subject tail number may be free of recent malfunctions or
adverse trends. Data sources include, but are not limited to:
(a) Component overhaul reports.
(b) Component removal rates or failure rates.
(c) Service Bulletins.
As in the case of the history review, as discussed above there shall be no diminution
in the degree of investigation or justification required even in the event of CAAN
approval not being required. The Director of Quality Assurance & Flight Safety or
Dy. Director, Quality Assurance will attach all supporting data, as may be applicable
and/or necessary before granting approval of recommending to CAAN for approval.
Assurance shall authorize a specific time extension for the airplane, system, or
component based on Chapter 3.7.1. Any unforeseen contingencies that may require
greater time period extension than that mentioned in Chapter 3.7.1 shall be
forwarded to CAAN for their approval with proper justification.
The following limitation shall also apply to Short Term Escalation Inspection
Intervals:
(a) No two consecutive checks may be escalated, regardless of the level of the two
consecutive checks.
(b) No more than one “A” Check segment may be escalated between “C” Checks.
(c) No two consecutive “C” Checks may be escalated.

(d) The time actually used in any Short Term escalation shall be deducted from the
inspection Interval for the applicable aircraft, engine, or components following
immediately.
Assurance may or may not accept the maximum allowable time. He will weigh all
factors in making his decision.
If CAAN approval is required, the Director of Quality Assurance & Flight Safety or
Dy. Director, Quality Assurance will advise Maintenance Planning accordingly, and
forward the request for escalation to CAAN for approval.
Part: 3
Page:4
Date: 01/01/03
Rev: 3
CAAN will approve or disapprove the request for escalation based on established
regulatory criteria. And upon receipt of the request back from CAAN, the Director
of Quality Assurance & Flight Safety or Dy. Director, Quality Assurance shall take
the following actions:
(a) If the request for escalation is approved by CAAN, with or without

qualifications, the Director of Quality Assurance & Flight Safety or Dy. Director,
Quality Assurance will forward the approval for the escalation to Maintenance
Planning for implementation.
(b) The request for escalation is not approved by CAAN, the Director QA&FS or
Dy. Director, Quality Assurance will advise Maintenance Planning by means of a
copy of the disapproval, that the escalation cannot be implemented.
3.7.4.2.7 Upon receipt of the approved escalation, Maintenance Planning shall:
(a) Implement the short-term escalation using the minimum extension reasonably
possible, not to exceed the authorized time extension.
(b) Advise Maintenance Division the authorized time limit extension for the specific
aircraft, engine, or component.
(c) Await notification from Maintenance Division as to the time actually used and
the date the time extension expired.
(d) Advise the Director of QA&FS or Dy. Director, Quality Assurance that the
escalation has been implemented who will then inform CAAN accordingly.
Part: 3
Page: 1
Date: 17/3/96
Condition/On Condition Monitoring
3.7.5 For a complete description of the Condition/On Condition Monitoring program for
NAC, see Chapter 3.7.2, Time Extension and TBO Escalation, of the NAC
Engineering Manual.
Part: 3
Page:1
Date: 11/06/2004
Rev: 4
Fixed Time Overhaul Lives
3.7.6 General
The Maintenance Planning Division, production, planning, and control, has set up a
control card, to record and control any hard-time maintenance inspection items with
repetitive requirements, based on Flight Hours, Cycles, Calendar Dates, Service
Bulletins, Engineering orders, or Maintenance Schedule Requirements. See Page 2,
Chapter 3.7.6, of the NAC Engineering Manual for a copy of the “Repetitive
SB/AD/SSID/Special Inspection Card” Form
This form is also used to indicate historical data on each individual inspection. The
Maintenance Planning Division keeps the cards in a file box and updates them
continuously.
3.7.6.1 Each Repetitive SB/AD/SSID/Special Inspection Card contains the following
information:
(a) Title of Inspection
(b) Engineering Order Number
(c) (or) MS Reference Number
(d) (or) SB Reference Number
(e) A/C Type
(f) A/C Registration
(g) Distribution Key Number
(h) Inspection Interval in Flight Hours, Cycles, of Calendar Dates
(i) Termination Date for first required accomplishment; maximum allowable target
date.
(j) Date when the Work Order has been distributed to maintenance control center
for accomplishment of work on aircraft/engine/or component in time.
3.7.6.2 After the inspection has been completed:
(a) Reporting of work performed on record card by noting exact A/C Flight
Hours, Cycles, or calendar dates, whichever is required in the column.
(b) Prepare a new repetitive work order with a new termination date and send to
MCC for incorporation during the next inspection cycle.
(c) File the last performed and signed Work Order/Job Card in the history file until
the next Work Order or job cared appears.
Part: 3
Page: 2
Date: 11/06/2004
Rev: 4

Maintenance Planning Division
REPETITIVE SB/AD/SSID/SPECIAL INSPECTION CARD
AIRCRAFT TYPE TYPE OF INSPECTION PERIODICITY REMARKS
REG.:
INSPECTION DUE COMPLETED AFL NO. & AME REMARKS

LIC. NO.
Part: 3
Page: 3
Date: 17/3/96
Paste copy of NAC Technical Section Major Item Card Form

on this page………
Part: 3
Page: 4
Date: 17/3/96
3.7.6.3 A copy of the form to be used by the Maintenance Planning Division for control and
monitoring of hard-time, as well as scheduled inspections, is shown on Page 2
Chapter 3.7.6, of the NAC Engineering Manual
Part: 3
Page: 1
Date: 17/3/96
AD And SB Repair And Concessions - General
3.8.1 General
3.8.1.1 An aircraft type is defined by its Type Certificate plus any relevant Supplemental
Type Certificates. Any alteration of the aircraft is defined in its Type Certificate data
as modification. No Nepalese aircraft may be modified except with the approval of
Director General.
3.8.1.2 In the interest of safety, the Director General may order an aircraft/component to be
modified or receive special inspections. Such orders are Airworthiness Directives
(ADs) and compliance is mandatory. The Director General may also order that there
be compliance with Airworthiness Directives or their equivalents issued by
designated contracting States.
3.8.1.3 An aircraft may also be modified to improve such characteristics as performance or

handling, or to suit particular operator needs. Such modifications may be
recommended by the manufacturer or be designed by for a particular operator. These
modifications are usually issued as Service Bulletins (SBs). All such modifications
must be thoroughly studied and embodied as “applicable to suit the particular
operators needs”.
3.8.1.4 An aircraft, which suffers a defect or damage, may be altered by repairs necessary to
restore its airworthiness. However, an aircraft may only be repaired in accordance
with methods approved by the Director General.
Part: 3
Page: 1
Date: 01/10/99
Rev: 1
AD And SB Repair And Concessions - General
3.8.2 Airworthiness Directives
It is the responsibility of the Dy. Director of Quality Assurance to ensure that NAC
is receiving all Airworthiness Directives (ADs) affecting their fleet of aircraft which
are issued by:
(a) The Director General
(b) The Airworthiness Authority of the State in which the aircraft is manufactured
3.8.2.1 Service Bulletins
Service Bulletins are publications issued by the aircraft, engine, or appliance

manufacturer, giving recommended or optional modifications, inspections, and
procedures, as deemed necessary by the manufacturer. Alert service bulletins will
receive prompt attention when received and compliance will be made as necessary.
Part: 3
Page: 1
Date: 11/06/2004
Rev: 4
AD And SB Handling
3.8.3 Approval of Modifications and Repairs.
Aircraft modifications may be mandatory, such as those prescribed by an AD. Or,
they may be optional, such as those prescribed by an SB. Both mandatory and
optional modifications may be embodied only in accordance with approved data.
3.8.3.1 The following data are approved by the Director General of Civil Aviation Authority
of Nepal for the modification or repair of aircraft or aircraft components. Subject to
compliance with the applicability, limitations, and conditions prescribed in this data,
no further approval from the Director General is required when applying it to the
modification or repair of aircraft:
(a) Instructions given by the manufacturer of the aircraft, or aircraft components,
in the maintenance, overhaul or repair manual for the aircraft or component
type, or In Service Bulletins or equivalent documents.
(b) Structural repair methods prescribed in the latest issue of Advisory Circular
No. AC 43-13.1, issued by the Federal Aviation Administration of the United
States of America, subject to observance of any limitations specified by the
manufacturer of the aircraft or aircraft component.
(c) Airworthiness Directives, or equivalent mandatory orders, issued by the
airworthiness authority of the State of Manufacture of the aircraft or aircraft
component, if these give specific instructions for modification or repair.
3.8.3.2 For the approval of modifications or repair, using any data other than that described
in Paragraph 3.8.3.1, the following approval procedure must be followed:
(a) An application for approval must be made to the Director General, Attention:
Office of the Aviation Safety Chief, Civil Aviation Authority of Nepal (CAAN).
(b) The application must be accompanied by detailed drawings and other technical
data sufficient to completely define the proposed modification or repair.
(c) Each part of any assembly shall be identified by a part number and be fully
detailed, with all dimensions, fits and tolerances, radii of fillets and undercuts
defined. Materials, standard parts, heat treatment and finishes shall be
specified.
(d) Materials, standard parts and processes used during the modification or repair,
shall conform to the manufacturers' specifications or to specifications approved
by the airworthiness authority of the State of manufacture, or by the Director
General.
Part: 3
Page: 2
Date: 11/06/2004
Rev: 4
AD And SB Handling
(e) The data for each modification or repair, which affects airworthiness, shall be
accompanied by a technical assessment that shows compliance with the
applicable design standards. As applicable, this assessment shall include a
structural-stress analysis, electrical-load analysis and group or flight test
reports.
3.8.3.3 The Director General will only accept technical assessments, such as stress analysis
or performance estimates, from those individuals or organizations qualified to render
them. For this reason, persons completing such assessments must detail their
qualifications and experience in a document attached to the report.
3.8.3.4 If the completion of the modification or repair will affect the data in the Flight
Manual, approved Maintenance Schedule, or operator's Maintenance Manual,
proposed amendments to these documents shall be submitted with the application for
approval.
3.8.3.5 If any tests or inspections, including flight tests, are required to show compliance
with the airworthiness design standards, the Office of the Aviation Safety Chief shall
be notified in advance and be provided with the opportunity to witness or participate
in the tests he may require.
3.8.3.6 If approval of a modification necessitates arranging for investigation or tests to be

made, either inside or outside of Nepal, the applicant for approval shall be
responsible for any costs involved in performing the investigation or tests and shall
indemnify the Director General and his staff against accident and damage, including
damage to third parties, arising from the tests.
3.8.3.7 The Director General may approve the design of a modification or repair if he is
satisfied that the modified or repaired aircraft or aircraft component will:
(a) Meet the applicable aircraft design standards.
(b) Have no feature or characteristic to make it unsafe for its intended use.
(c) Remain airworthy if maintained in accordance with the provisions of the

maintenance schedules and manuals.
Part: 3
Page: 3
Date: 11/06/2004
Rev: 4
AD And SB Handling
3.8.3.8 Approval of the design of a modification or repair is signified by:
(a) Issue of a letter or certificate of approval signed by, or on behalf of, the
Director General, or
(b) Issue of a Supplemental Type Certificate if the modifications are sufficiently

extensive to warrant re-designating of a modified aircraft or component, or
(c) Issue of a new Type Certificate in accordance with Chapter B.1. of NCAR
3.8.3.9 Airworthiness Directive (AD) Handling Procedures
3.8.3.9.1 Airworthiness Directives are introduced by Maintenance Job Order established by

the Maintenance Planning Division (MPD) for aircraft, engines, propeller, and
components. When an AD arrives at NAC, it is forwarded to the MPD, Engineering
Department for their compliance after Quality Assurance reviews it.
The assigned engineer will determine the applicability of the AD to aircraft and
components that NAC is responsible for and, if applicable, initiate AD Assessment
form. If the AD is not applicable to NAC, Quality Assurance will not initiate. If the
AD is applicable, the engineer will initiate the AD Assessment form, specifying the
latest completion due date and forward it to MPD, Engineering Department for
prompt implementation.
If the AD is repetitive, the engineers will specify the interval, ensuring that the
current aircraft check intervals are consistent with the AD at any time. For those
frequently repeated ADs, the Engineering Department provides NAC Maintenance
Job Orders (MJO).
3.8.3.9.2 The methods and check intervals in the Maintenance Job Order (MJO) must be
consistent with the AD. If substitute methods or completion time adjustment is
required, the relevant engineer of MPD should apply to Quality Assurance who will
apply to the CAAN for approval before implementing the AD.
3.8.3.9.3 The concerned engineer of MPD must send a material requisition form to ESSD at
the earliest after receiving the AD, if any material or equipment is required. ESSD
should finish ordering the equipment or material at the earliest after receiving the AD
and inform the concerned engineer of MPD of the scheduled delivery date.
3.8.3.9.4 The Quality Assurance Division will review the MJO to ensure its compliance with
the AD and then send them to the Records Section
Part: 3
Page: 4
Date: 11/06/2004
Rev: 4
AD And SB Handling
3.8.3.10 AD Implementation
ADs are mandatory orders and can directly affect an aircraft’s airworthiness.
Maintenance Planning Division must ensure that all ADs are completed within the
specified time limit and repeated in accordance with the specified interval for those
repetitive ADs. If circumstances arise that an AD cannot be completed as scheduled,
the Maintenance Planning Division must notify Quality Assurance in advance.
ESSD will appoint a specific person for placing orders for, inquiring about, and
pressing for the materials and equipment related to the AD. He will notify all
concerned departments upon arrival of the materials. All the materials, such as
modification kits or components, which are related to the AD, must be taken care of
by specific personnel located at a specific place, and cannot be used for other
purposes.
Maintenance Planning Division (MPD) should be knowledgeable of the status of

material purchased and arrange implementation of the AD as soon as the material is
delivered. If a special circumstance comes up when an AD cannot be completed as
scheduled, the MPD must notify QA in advance.
3.8.3.10.1 Component Repair/Overhaul For AD and SB Compliance
Applicable ADs and SBs must be incorporated into components that are to be
repaired or overhauled. And, for spares being held, the MPD shall coordinate with
ESSD to ensure those components are also modified.
Once Airworthiness Directive/Service Bulletin compliance requirements have been

established, the MPD will issue the applicable paperwork to the ESSD for
compliance.
If an outside vendor or agency is to be used for repair or overhaul components, only

CAAN approved repair stations will be used. A copy of the required work scope will
be sent to the vendor, along with the component to be overhauled.
3.8.3.10.2 Responsibility
Engineering Departments have the overall responsibility to ensure that

implementation of applicable Airworthiness Directives and mandatory Service
Bulletins are incorporated into the component during repair or overhaul as required.
Part: 3
Page: 5
Date: 11/06/2004
Rev: 4
AD And SB Handling
3.8.3.11 Service Bulletins
Service Bulletins are publications issued by the aircraft, engine, or appliance

manufacturer, giving recommended or optional modifications, inspections, and
procedures, to improve characteristics such as performance and handling, or to suit
particular operational needs. Such modifications may be recommended in the form
of Service Bulletins. Alert service bulletins will receive prompt attention when
received and compliance will be made as necessary.
3.8.3.11.1 Procedures
Aircraft & Engine Service Bulletins (SBs ), as well as Alert Service Bulletins (ASB)
are received through the Technical Library forwarded to QA Division immediately
examines the contents of the SB or ASB.. In particular, they look for:
(a) Applicability to NAC equipment.
(b) Flight safety aspects.
(c) Technical desirability.
(d) Economical aspects.
Part: 3
Page: 6
Date: 11/06/2004
Rev: 4
AD And SB Handling
For Maintenance Job Order see Chapter 3.2.1, page 4

Part: 3
Page: 7
Date: 11/06/2004
Rev: 4
AD And SB Handling
3.8.3.11.2 In cases where QA decides incorporating a SB, the QA engineer initiates a Bulletin
Assessment Form (BA) form. In order for this form to become effective, it must be
recommended by the Dy. Director of the QA Division and approved by the Director
of Quality Assurance & Flight Safety Dept, on the bottom line of the front sheet. A
copy of this form shall be passed to the Maintenance Planning Division, Engineering
Dept. for implementation.
3.8.3.11.3 Maintenance Job Order (MJO) has to be initiated by the engineer of the Maintenance
Planning Division after receiving the Bulletin Assessment Form (BAF) initiated from
the QA Division. Accomplishment instructions are normally provided in the SB
which, in those cases, shall be attached to the MJO Maintenance Planning Division
must ensure compliance of these MJO within the specified time limit and repeated in
accordance with the specified interval for those repetitive SBs.
3.8.3.11.4 If incorporation of the modification has an effect on existing documentation, such as

the Maintenance Manual or Illustrated Parts Catalog etc., this has to be noted on the
front sheet of the Bulletin Assessment form. Change of this documentation has to be
initiated concurrently with implementation of modification. It also requires
amendment of the Weight and Balance Supplement in the Flight Manual and
amendment of any other data affected by the change.
Part: 3
Page: 8
Date: 17/03/96
AD And SB Handling
Paste copy of NAC Bulletin Assessment Form (BA) Form

on this page…..
Part: 3
Page: 1
Date: 17/3/96
Working Practice - General
3.9.1 General
The NAC Engineering Manual is designed to provide information covering the

organization, scope of maintenance, responsibility, and general policies and
procedures for the methods and techniques employed in the maintenance of
company aircraft and associated equipment.
All NAC maintenance personnel are required to be familiar with the working
practices described in Chapter 3.9.1 thru 3.9.11 of the NAC Engineering Manual,
since they cover a broad area of skills and disciplines. There are rules and processes
described within these chapters that are germane to all maintenance personnel.
Part: 3
Page: 1
Date: 11/06/2004
Rev: 4
Aircraft Inspection
3.9.2 General
The Director of Engineering or an authorized person(s) by him is responsible for

ensuring that all maintenance, including that contracted to third-party maintenance
facilities, is performed in full compliance with all procedures contained within the
NAC inspection procedures system, and that any item being inspected, repaired,
overhauled or altered by the third-party maintenance facilities, are limited to those
included in the "Company Capability Document” of that facility The airworthiness of
those items, and compliance with record requirements of the operators of those
items and of the third-party maintenance facilities, depends upon conformity to the
procedures of this NAC Engineering Manual Policies and Procedures.
3.9.2.1 Inspection Personnel
Inspection personnel are required to be thoroughly familiar with all inspection

methods, techniques and equipment, used in their area of responsibility to determine
the quality of airworthiness of an article undergoing maintenance, repair or
alterations. All personnel must also maintain proficiency in the use of the particular
items undergoing inspection. Available to all inspection personnel are current
specifications involving inspection tolerances, limits and other forms of inspection
information such as CAAN regulations and Airworthiness Directives, appropriate
ADs, manufacturer's Service Bulletins, etc. A file of maintenance manuals, CAAN
documents, etc. are maintained at each Maintenance Organization. Inspection
personnel are required to be familiar with applicable rules and regulations.
3.9.2.2 AMT and Mechanics
All AMTs and mechanics are required to be thoroughly familiar with the
requirements of this Engineering Manual, CAAN Regulations, Airworthiness
Directives and Advisory Circulars, Manufacturer's Service Letters and Bulletins,
Engineering Orders, and NAC’s Policies and procedures. The basic inspection
system requires mechanics to sign their last name for work performed by them prior
to submitting the item to AMT for final acceptance. AMT will indicate their
acceptance of work performed with the application of the inspector's acceptance
stamp and initials next to the item on the work forms.
Part: 3
Page: 2
Date: 11/06/2004
Rev: 4
Aircraft Inspection
Each maintenance facility will maintain a "Turn-Over Status" book. A status report
will be provided by each of the AMT leaving the job prior to completion of a project
for information to succeeding AMT. The turnover status book’s purpose is to assure
continuing inspection responsibilities for in-progress work inspections.
3.9.2.3 All NAC forms upon which work performed is listed have been designed to show
the name of the mechanic or technician who performs the work, or supervises it, and
the name of the AMT inspecting the work.
3.9.2.4 Inspection Concepts
3.9.2.4.1 A General Inspection is defined as an overall visual inspection of an assembly, area

or installation., made under general lighting conditions, for security and obvious
irregularities.
(a) General Inspections are not intended to provide inspection of every detail of an
installation, but consist of an overall observation, which may encompass an
area of structure including the entire installation of an assembly composed of
many different components. General inspections may require attention to a
specific part or section of an area to more clearly define the level, scope, or
intent of the general inspection.
(b) A questionable condition observed during a general inspection requires an
intensified inspection, concentrating on the questionable condition.
3.9.2.4.2 A Detailed Inspection is covered by two complementary inspection concepts; the

area concept and the specific concept.
(a) The Area Concept consists of a very detailed inspection of the designated area,
including,, but not limited to: structures, tubing, cables, wiring, and any units
exposed or visible through routine open-up. Normal assistance to visual
inspection shall be used as required, and may consist of: mirrors, magnifying
glasses, borescope equipment, dye penetrate checks, or specialized non-
destructive test equipment where applicable.
Part: 3
Page: 3
Date: 11/06/2004
Rev: 4
Aircraft Inspection
(b) The Specific Item Concept is a very detailed inspection of a specific item as
detailed on the maintenance work forms or by the inspection supervisor. It is
limited to the defined item(s) and does not cover the associated area.
3.9.2.4.3 An Area of Inspection is defined as the area encompassing the item or structure to
be inspected, plus the inspection of any adjacent or associated items affected by the
maintenance accomplished, including items removed or disturbed to gain access to
the work area.
3.9.2.4.4 The Final Inspection of the Airframe is defined as a visual safety check to assure
that: all access covers, inspection doors, panels are installed; loose hardware, tools,
and rags have been removed from the cabin, cockpit, cargo compartments, electronic
bays, wheel wells, wing surfaces, and engine inlets; loose equipment and furnishings
have been properly stowed.
3.9.2.4.5 The Final Inspection of the Powerplant is defined as a visual safety check to assure
that: all access covers, inspection doors, and panels are installed. Visually check the
inlet and exhaust areas to ensure that all tools, rags, and loose hardware have been
removed.
Part: 3
Page: 4
Date: 11/06/2004
Rev: 4
Aircraft Inspection
3.9.2.5 Maintenance Inspection
3.9.2.5.1 Inspections shall be accomplished in accordance with the appropriate NAC

specifications, inspection cards and/or inspection schedules provided for each
specific type/model aircraft. The inspection work package will be supplemented, as
necessary, to cover items to be replaced for time, special inspection items,
discrepancies and ADs.
3.9.2.5.2 No aircraft will be returned to service following an inspection, until all discrepancies
affecting airworthiness have been corrected.
3.9.2.5.3 Maintenance and Maintenance Planning Divisions are responsible for screening
completed Work Orders covering work performed in their assigned area to ensure
that all items on the Work Order have been cleared, that there are no open
discrepancies and that all major work accomplished is covered by approved data.
3.9.2.5.4 After work orders have been screened for completeness and accuracy, they are
routed to the Record Section.
Part: 3
Page: 5
Date: 11/06/2004
Rev: 4
Aircraft Inspection
3.9.2.6 Inspection Procedures
3.9.2.6.1 The Dy. Director of Maintenance is responsible for the complete and efficient
performance of inspections assigned to third-party maintenance organizations to
assure inspection acceptance in accordance with manual specifications or other
approved technical data.
3.9.2.6.2 Shop Managers are responsible for the accomplishment of all work in accordance
with manual specifications or other approved technical data. The work done under a
third-party maintenance organization’s Limited Rating-Specialized Service
Nondestructive Inspection by X-Ray, magnetic particle, eddy current or ultrasonic
must be accomplished in accordance with appropriately approved Non-Destructive-
Test procedure documents.
3.9.2.6.3 Alterations and repair will be subject to progressive inspection by authorized

maintenance personnel. Discrepancies generated during the process of accomplishing
the work involved will be recorded on the appropriate work forms. Discrepancies so
recorded will be corrected before the unit is submitted for final inspection. Upon
completion of this progressive inspection, the area affected is given a shakedown
inspection and after all rework is accomplished and accepted, the inspection will
clear the unit for final acceptance.
3.9.2.6.4 Upon completion of a specific operation, the mechanic will sign off the applicable
form, indicating that the item is complete and ready for inspection. The action
accomplished to correct a specific discrepancy will be noted under each item on the
work forms. The AMT will then inspect the item to assure conformance to
specifications and established workmanship standards. Functional check of any
system affected by the work involved will be accomplished before final acceptance.
Inspection will be indicated by the AMT's stamp and his initials.
3.9.2.7 Non-Destructive Testing in the NDT Laboratory

3.9.2.7.1 NAC shall authorize NDT inspections to be performed in NDT laboratories using
maintenance personnel who are certified by CAAN or the American Society of Non-
Destructive Testing (ASNT) or PCN of UK or CAAN approved maintenance
organizations.
3.9.2.7.2 The purpose of the NDT laboratory is to perform non-destructive material testing,
inspecting and qualifying tasks arising in the course of aircraft operation,
maintenance, and repair.
Part: 3
Page: 6
Date: 11/06/2004
Rev: 4
Aircraft Inspection
3.9.2.7.3 The NDT laboratories that NAC utilizes apply the following non-destructive testing
methods having ASNT, PCN or CAAN Nepal NDT approval with qualification &
Certification in accordance with:
(a) Eddy current inspection
(b) Ultrasonic inspection
(c) Radiographic inspection
(d) Magnetic particle inspection
(e) Dye Penetrant inspection
3.9.2.7.4 Only persons authorized by CAA, Nepal shall be qualified and certified in
accordance with NAC Policies and Procedures independently perform non-
destructive testing and qualification on aircraft and aircraft equipment.
3.9.2.8 Final Inspection and Release to Service
3.9.2.8.1 Prior to approval for return to service, irrespective of the method to be used to
indicate such approval, the Director of Engineering, or his delegated or contracted
representative, shall audit the records package as identified by the Work Order, to
determine that all work has been inspected as required for compliance with this
inspection system, and provisions of the NAC Engineering Manual.
3.9.2.8.2 The authorized personnel will certify approval by signing the appropriate
certification. No person may be responsible for supervision of final inspection
unless he/she can read, write and understand English.
3.9.2.8.3 When approval has been given to the above audit, either the Director of
Engineering, or the individual authorized Personnel, will approve the article for
return to service.
3.9.2.8.4 The approval shall be accomplished as appropriate to the work done, the article
involved, the records available with the article and instruction of the customers, to
comply with applicable NCARs.
3.9.2.8.5 When aircraft logbooks are involved and available, the record of work will be
entered therein.
Part: 3
Page: 7
Date: 11/06/2004
Rev: 4
Aircraft Inspection
3.9.2.8.6 Accessories, individual parts or components do not have an individual record to
which an entry may be added. However, the installation of these items on an aircraft
constitutes aircraft maintenance or alteration action and records must be made
accordingly, for traceability.
3.9.2.8.7 Major repair approvals shall be handled in accordance with all provisions of the
NAC Engineering Manual. A maintenance release is completed as a part of the Work
Order form at the time of approval for return to service. A separate maintenance
release or Airworthiness Approval Tag or Serviceable Tag will be completed and
shipped on a component/unit that is shipped to a customer.
3.9.2.8.8 For major repairs, made in accordance with NAC’s Engineering Manual, or other
approved or accepted data, or a maintenance release signed by the authorized
representative of a third-party maintenance organization, will be used in accordance
with all provisions of the NAC Engineering Manual
3.9.2.8.9 Authorized supervisors, in whose area the repair or alteration is accomplished, will
be responsible for certifying that the repair or alteration was made in accordance
with the requirements of NCAR and signify by signing the appropriate form.
3.9.2.8.10 Authorized personnel responsible for the approval for return to service of aircraft
will indicate approval by signing the appropriate form. Appropriate entries will be
made in the aircraft record pertinent to the repair and alteration accomplished by the
third-party maintenance organization. Specific reference will be made by calendar
date to the applicable form.
3.9.2.8.11 The original form will be inserted in the aircraft record with a copy forwarded to the
NAC Director of Engineering, and one copy retained with the aircraft Work Order.
3.9.2.8.12 It is the responsibility of the person authorizing return to service to ensure the
aircraft weight and balance data, which indicates any corrections required by
maintenance actions completed, are properly given and the appropriate department
has been notified to revise the flight manual, if applicable.
3.9.2.8.13 Aircraft accessories, components and other items, other than completed aircraft
repaired/overhauled as authorized by third-party maintenance organization
specifications, will be returned to service through the use of a pre-printed
maintenance release or Airworthiness Approval Tag or Serviceable Tag. The
authorized supervisor under whose jurisdiction the work is accomplished will be
responsible for the release of units in the category.
Part: 3
Page: 8
Date: 11/06/2004
Rev: 4
Aircraft Inspection
3.9.2.8.14 For components repaired and/or overhauled by a third-party maintenance

organization, the outside agency's serviceable tag will be provided to NAC.
3.9.2.8.15 No aircraft or unit may be released for return to service until the Work Order and
other records have been reviewed for completeness and final acceptance cleared by
inspection. Particular attention shall be accorded the status of applicable
Airworthiness Directives.
Part: 3
Page: 1
Date: 11/06/2004
Rev: 4
Aircraft Parts Identification
3.9.3 Identification of Approved Parts
Approved serviceable parts for airframes and engines are those that meet the design
criteria of the prime manufacturer and the type certificate of the manufacturer's
regulatory and which are identified by a/an:
(a) FAA/CAA airworthiness approval tag that identifies a part, or a group of parts,
that have been approved by authorized representatives.
(b) Manufacturer's regulatory authority's parts manufacturing approval or
identification document/mark that indicates that the part has been approved by
authorized regulatory representatives.
(c) Shipping document, or invoice that provides evidence that the part was
produced by a manufacturer holding an FAA approved production inspection
system under FAR 21, sub-part (f), or by a manufacturer holding an FAA
production certificate issued under FAR 21, sub-part (g), or corresponding
CAA authorization of manufacturers which conform fully to the applicable
drawings or specifications.
3.9.3.1 All adhesives, sealers, primers, finishing, and other materials having limited shelf-life,
are identified by material control labels showing the expiration date of the shelf-life
as established by applicable specifications. The concerned personnel will remove any
materials found in the shop or store rooms without such identification, or with
expired shelf life, to a place where it can be disposed of in the appropriate NAC
manner.
3.9.3.2 All parts new or overhauled, which are purchased from vendors, will be checked for
proper approval documentation prior to release for installation by NAC.
Part: 3
Page: 1
Date: 11/06/2004
Rev: 4
Removed Aircraft Parts
3.9.4 General
NAC is required to show traceability of its component certification documents to
permit proper Airworthiness Release of its airplanes.
3.9.4.1 Component Tagging System

NAC’s Component Tagging System consists of five tags: Serviceable Tag,
Unserviceable Tag, Hold Tag, Parts Rob Tag and Rejected Tag.
(a) The Serviceable Tag is used to identify serviceable units. The tag is color
coded green. The tag contains information such as part number, serial number,
etc. relating to the component and other data pertaining to the serviceability of
the unit. The information on the tag is divided into two sections: Serviceable
and Installation Data. The Serviceable section is filled by appropriately
authorized person certifying the serviceability of the unit. The Installation
section is filled by an appropriately authorized person installing the unit on the
aircraft.
(b) The Unserviceable Tag is used to identify unserviceable units. The tag is color
coded red. The tag contains information such as part number, serial number,
reason for removal, work to be carried out, TSO/CSO, etc. of the component.
The tag must be completely filled by an appropriately authorized person
certifying the unit as unserviceable. This tag with additional information is also
used to identify rejected and condemned NAC owned rotable units, pending
final disposition.
(c) The Hold tag (green serviceable tag with hold stamp may be used) is used to
identify components which at that moment of time have not been identified as
either serviceable or unserviceable. This tag must ultimately be replaced by a
serviceable or unserviceable tag.
(d) The Parts Rob Tag (unserviceable tag with robbed stamp may be used) is used
at locations from where the component is robbed.
(e) The Rejected Tag (unserviceable tag with rejected stamp may be used) is used
for components that are condemned to be beyond economic repair.
Part: 3
Page: 2
Date: 30 July 2000
Rev: 2
3.9.4.2 Shop Process/Work Sheet
Control of a rotable unit within a shop is achieved with the Shop Process/Work
Sheet. The sheet is used to record activities within the shop including tasks
performed, man-hours expended, and parts replaced. The sheet is also used to
transfer work to other shops and to record inspection and final release of the unit.
3.9.4.3 Policy
3.9.4.3.1 Each serviceable, rotable unit shall be identified with a Serviceable Tag on which the
SERVICEABLE part is filled out. The inspection signature and stamp under the
Maintenance release statement certify that the unit is serviceable. All newly
purchased or repaired units will also be similarly tagged.
3.9.4.3.2 Each unserviceable rotable unit, whether held in Stores, shops, flight kits, or line
station holding areas, shall be identified with an Unserviceable Tag and will have
data on unserviceable unit. The tag will remain attached to the unit until such time as
the unit is re-certified as serviceable.
Units that are determined to be beyond economic repair by the shops and inspection
personnel shall be identified with an unserviceable tag with appropriate information
pending final disposition.
3.9.4.3.3 All parts robbed from an airplane or a higher assembly must be issued with a
serviceable tag prior to installation on another aircraft or higher assembly.
Maintenance or shop personnel performing the rob shall obtain time remaining on
the unit and fill out appropriate blocks on the serviceable part of the tag. The
inspection signature and stamp in the tag shall be used to certify serviceability of,
and remaining time out the unit.
3.9.4.3.4 The airplane or higher assembly from which a unit has been robbed, shall also be
properly identified with a robbed tag with red streamer indicating that a part has
been robbed. Authorized person will record robbing of a part with a write-up against
the airplane of higher assembly. Parts robbed from airplanes in operation shall be
recorded in the Aircraft Flight Log Book of the pertaining aircraft.
Part: 3
Page: 3
Date: 11/06/2004
Rev: 4
3.9.4.4.1 In ESSD, the Stores Section is responsible for:

(a) Storing serviceable units in a suitable facility.
(b) Issuing serviceable units to authorized person in exchange for unserviceable
units.
(c) Maintaining separate holding areas for unserviceable units and hold units that
are received in exchange for serviceable units.
(d) Routing unserviceable units to shops for re-certification
(e) Accepting serviceable units from NAC shops or from the Receiving &
Dispatch Section when new units or units repaired external are involved.
3.9.4.4.2 In ESSD, the Purchasing and Material Planning Sections are responsible for:
(a) Processing Purchase Orders for new units and tracking the purchases.
(b) Processing and tracking repair orders for unserviceable units that require re-
certification by an outside repair agency for units that NAC does not have in-
house capabilities and also units that are under warranty.
3.9.4.4.3 In ESSD, the and Receiving & Dispatch Section is responsible for:
(a) Maintaining a suitable quarantine area for condemned units, pending final
disposition.
(b) Maintaining a holding area for unserviceable units to be sent to external repair
agencies pending preparation of repair orders by the Material Planning Section,
and arranging shipment.
(c) Receiving incoming units, and routing units tagged as serviceable by Inspector
to Stores.
3.9.4.4.4 Record Section is responsible for tracking the movement of units from the time of
their removal from an aircraft to their re-installation on an aircraft after necessary
repair/overhaul. The group receives tags and other paper work required to maintain
a Component Tracking System using either a computer or Cardex database.
Part: 3
Page: 4
Date: 11/06/2004
Rev: 4
3.9.4.4.5 In Maintenance Division hangar and line maintenance personnel are responsible for
the replacement of unserviceable units from airplanes and higher assemblies with
serviceable units. When the lack of serviceable spares mandates robbing of parts
from other aircraft or higher assemblies, Aircraft Maintenance personnel are
responsible for the proper transfer and recording of the transaction.
3.9.4.4.6 In the Workshop Division, the shop to which a unit is assigned is responsible for
evaluating and processing incoming units and certifying outgoing units. It will
maintain records of incoming and outgoing units as well as records of shop
activities. It will prepare Shop Process/Work Sheet to control shop activities.
3.9.4.5 Replacement of Unserviceable Units on Aircraft or Higher Assembly
When the need arises to replace a rotable unit on an airplane or higher assembly, the
responsible maintenance or shop personnel will perform the following:
(a) Draw a serviceable unit from stores
(b) Detach the Serviceable Tag from the serviceable unit:
(c) Replace the unit on the airplane or next higher assembly with the serviceable
unit.
(d) Fill out the Installation Data section of the serviceable unit tag and also fill out
the unserviceable unit tag with required relevant data. The unserviceable tag
must be attached to the unserviceable unit before returning it to stores. The
completely filled out serviceable tag of the replaced serviceable unit must be
routed to Record Section through MCC.
Stores will route the removed unit to the responsible shop for evaluation and re-
certification.
Part: 3
Page: 5
Date: 30 July 2000
Rev: 2
3.9.4.6 Parts Robbing
3.9.4.6.1 Parts robbing is authorized under certain circumstances, such as to avoid a flight
delay or cancellation. After exhausting sources of supply, it is also permitted in
order to produce an aircraft with a higher level of operational capability.
(a) The robbed unit must also be interchangeable, serviceable, and if
applicable, not “out of time”.
(b) “Serviceable” is defined as “no known condition exists that would make
the robbed parts unserviceable.”
(c) The robbed part must be operating satisfactorily and have no history or
problems or deferred maintenance items related to its performance.
3.9.4.6.2 If a part is required to make an aircraft or higher assembly serviceable, and the part
is not available in stock, the part may have to be robbed from another aircraft or
higher assemble. Under such circumstances, the responsible maintenance or shop
personnel will select a candidate unit on another airplane or higher assembly
which has adequate time remaining to permit unrestricted operation until at least
the next scheduled maintenance check, using time remaining data from the
appropriate records. However, because of the possible adverse impact upon the
record and the control system, robbing is to be held to the lowest practical
minimum.
3.9.4.6.2.1 Component Robbed from An Aircraft
(a) Install a robbed component tag (unserviceable tag with robbed stamp
may be used) at the location from where the component is robbed.
(b) If applicable, install a “DO NOT OPERATE” caution/warning label in
the cockpit.
(c) Issue a serviceable tag after verifying the component record and its
serviceability.
(d) Make an entry in the pertaining aircraft flight log book.
(e) Complete stores entry and issue procedures.
(f) MCC will monitor the status of all removed components in order to
make the grounded aircraft serviceable.
Part: 3
Page: 6
Date: 11/06/2004
Rev: 4
3.9.4.6.2.2 Components Robbed From a Spare Unit, Engine, APU, Propeller, Landing
Gear etc.
(a) Install a robbed component tag (unserviceable tag with robbed stamp
may be used) at the location from where the component is robbed.
(b) Issue a serviceable tag after verifying the component record and its
serviceability.
(c) Complete stores entry and issue procedures.
(d) For B757 related item, a record book of robbed components will be
maintained by B757 Maintenance Contractor in which entry regarding
robbed component must be made by the concerned engineer.
OR
For other aircraft related item, a record book of robbed component will
be maintained by MCC in which entry regarding robbed component
must be made by the concerned engineer.
(e) MCC will monitor the status of all removed components in order to
bring into service the spare unit, engine, etc.
3.9.4.6.2.3 Transposition of Components
Transposition of Components are allowed for Fault Evaluation under following

procedures:
(a) Only appropriately licensed/authorized personnel in the related trade
category may carry out the transposition of component for fault
evaluation.
(b) The transposition of the components for fault evaluation should only be
carried out when there is NIL STOCK of components.
(c) The Transposition of components between aircraft to aircraft should only
be carried out for "On Ground" Evaluation purpose.
(d) The Transposition of components for fault evaluation may be carried out
between identical redundant systems on the same aircraft for "On
Ground" as well as "In Flight" evaluation and MEL Requirements.
(e) Once the ground testing after the transposition is complete with the result
of the serviceability of the component is identified, the components if
found suspected must be re-transposed back to its original location.
(f) An aircraft must not be released for flight, with a transposed suspected
component fitted except for fulfillment of MEL requirements on the
original aircraft.
Part: 3
Page: 7
Date: 11/06/2004
Rev: 4
(g) Robbery procedures as per Engineering Manual Chapter 14.8 & QA Notice #
04/1999 must be followed.
3.9.4.7 Removal of Stored Units From Service
Units may become unserviceable while in storage in bonded stores, due to-life
expiration and modification requirements.
For units in storage that require routing to a shop, Stores personnel will perform the
following:
(a) Fill out completely the UNSERVICEABLE tag giving reasons for removal
also.
(c) Firmly secure the red tag to the unit and route the unit to the assigned shop for
shop processing.
3.9.4.8 Shop Processing of Unserviceable Units
The responsible shop will:
(a) Record receipt of the unit in a ledger
(b) Ensure the unit’s hour/cycle data on the tag is available
(c) Prepare a Shop Process/Work Sheet.
(d) Schedule shop activities on the unit.
The responsible shop will determine what actions will be taken and proceed with one
of the following procedures:
(a) In-house repair and certification of the unserviceable unit
(b) Certification by an outside repair agency
(c) Rejection of units beyond economic repair
3.9.4.9 In-House Processing of Unserviceable Units
The responsible shop will process units for which NAC has in-house capability. Shop
Process/Work Sheets will be used to record shop activities, to route the unit through
other shops, if required.
After completion of its activities on a unit, the responsible shop will:
(a) Enter shop findings and action data on the work sheet.
(b) Complete the Shop Process/Work Sheet.
(c) Fill out a new serviceable tag/release note.
Part: 3
Page: 8
Date: 11/06/2004
Rev: 4
The authorized shop personnel will then certify the unit. Certification requires the
proper execution of a Maintenance Release on both the new Serviceable Tag and the
Process/Work Sheet
Shop personnel will then:
(a) Route the certified unit to Stores for storage.
(b) Send a copy of the Maintenance Release to the QA and retain the original in
the shop component records.
3.9.4.10 External Repair of Unserviceable Units
Units will normally be sent to external repair if the responsible shop does not have
capabilities to handle the unit, or the unit is under warranty. The following process
will be followed to route units for external repair:
(a) The responsible shop personnel or the concerned AMT'swill enter appropriate
information on the red tag and route the unit to R & D Section.
(b) R & D Section will hold the unit in a suitable holding area, and advise
Purchasing/Material Planning for necessary advice to dispatch the unit to
outside party.
(c) Purchasing/Material Planning will identify a qualified repair agency and
organize necessary a Repair order and other relevant documents required for
the dispatch of the units.
(d) Shipping and Receiving will pack and ship the unit to the repair agency.
(e) The returned unit will be subjected to Quality Assurance receiving inspections,
which will include review of the associated paperwork and physical inspection
of the unit. The inspector will then prepare a new Serviceable Tag and certify
the unit.
(f) Shop Finding Report (if available) & Released notes will be delivered to
Quality Assurance for component tracking purposes.
(g) Shipping and Receiving will route the serviceable units to Stores for storage.
3.9.4.11 Rejection of Units Beyond Economical Repair

A unit will be condemned by the responsible internal/external workshops if it is
beyond economic repair. The shop will prepare a rejected tag (unserviceable tag with
rejected stamp may be used) and attach it to the unit. The shop will then route the
unit to R & D Section where the unit will be held pending final disposal. Disposal
action will be determined by Engineering Department.
Part: 3
Page: 9
Date: 11/06/2004
Rev: 4
R & D Section will dispose of the unit per normal procedures with information to
Technical records & Stores for record purposes. The rejection tag will remain
attached to the unit as long as the unit is on NAC premises.
3.9.4.12 Storage/Issue of Serviceable Units

The Stores personnel receiving a serviceable unit from an NAC or external shop will
assure that the attached serviceable tag contains all the necessary and correct
information. The unit is then binned per normal procedures until needed.
When the need arises, Maintenance will draw the serviceable unit from Stores in
exchange for an unserviceable unit.
Part: 3
Page: 1
Date: 11/06/2004
Rev: 4
Cleanliness
3.9.5 External Cleaning - General
The external surfaces of an aircraft must be cleaned and polished frequently to help
prevent corrosion and to extend the life of the aircraft structure. Clean the surfaces
that do not have paint more frequently than the painted surfaces.
The liquids used in the cleaning and polishing process can cause injury to the skin
and eyes or, in the case of some compounds, damage to the airplane. Always wear
clothing that will prevent injury when you clean the airplane. The cleaners can cause
corrosion if they are nor removed completely from the airplane surfaces. The solvent
that is mixed with the cleaners is flammable. Keep the solvent away from sources of
heat.
3.9.5.1 Equipment
The following equipment, or its equivalent, is normally used to clean and polish the
external surfaces of the aircraft:
(a) Pitot-Static Probe Protective Covers, as required
(b) Pitot Probe Cover Removal/Installation Pole, as required
(c) Landing Gear Door Locks, as required
(d) Spray Equipment as required
(e) Moisture Resistant Paper, as required
(f) Source of Compressed Air, as required
(g) Mops as required
(g) Boots as required
(h) Gloves as required
(i) Face Mask or Goggles, as required
(j) Apron, as required
3.9.5.2 Consumable Materials

(a) Degreasing Fluid: MIL-T-81533A, Or Equivalent
(b) Cleaner: Oakite 74L Foam Cleaner, Or Equivalent
(c) Soft Bristle Fiber Brush
Part: 3
Page: 2
Date: 11/06/2004
Rev: 4
Cleanliness
(d) Solvent: Aliphatic Naphtha, TT-N-95, Type 1, Or Equivalent

(e) Cleaner: Ceebee Majorclean, Or Equivalent
(f) Solvent: Isopropyl Alcohol, Or Equivalent
3.9.5.3 Basic Cleaning Procedures
When cleaning an aircraft surface, ensure that all the following procedures are
followed:
(a) Remove light material, such as duct and dirt, form smooth surfaces.
(b) Remove moderately heavy material, such as oil and mud, from smooth
surfaces.
(c) Remove heavy material, such as grease and exhaust particles, from smooth
surfaces.
(d) Remove material from around sensitive components.
(e) Remove unwanted hydraulic fluid
(f) `Clean with foam cleaner, Oakite 74L Foam Cleaner, Or Equivalent.
3.9.5.3.1 Material is removed from around sensitive components to clean the areas that
contain mechanical, electrical, or hydraulic components. These areas include the
wheel wells, flight control surfaces, and landing gear.
3.9.5.3.2 When moderately heavy or heavy material removal is necessary, remove the heavier
material first. Then, clean the aircraft with the procedure for light material removal.
3.9.5.3.3 To clean large areas, use non-atomizing spray equipment, swabs, and brushes. To
clean small areas, use rags, brushes, and sponges. Do not clean an area so large that
the cleaner dries on the surface before you can flush it with water.
3.9.5.3.4 After you clean the surface, flush the surface with clean water three or more times.
In areas where water can be trapped, use a clean, wet rag or a sponge to remove the
cleaner. Flush the water from the upper surfaces to the lower surfaces.
3.9.5.3.5 Do not clean with water that is hotter than 160 Degrees Fahrenheit. In addition, be
careful when you clean the aircraft in very hot weather. The heated surface of the
aircraft can dry the cleaners before you can flush them with water. The dried cleaners
can stain the surface.
Part: 3
Page: 3
Date: 11/06/2004
Rev: 4
Cleanliness
3.9.5.3.6 Keep all of the equipment that you use with flammable solvents away from sources
of heat. If there is a wind, make sure that the solvents do not fall on electrical
equipment or warm components.
3.9.5.3.7 Use covers or moisture-resistant paper to keep liquids out of areas that contain
mechanical, electrical, or hydraulic components. In addition, do not use high-
pressure spray equipment to clean mechanical, electrical, or hydraulic components.
Liquids that get into these areas can cause corrosion, freeze during flight, or remove
necessary lubricants.
3.9.5.3.8 Wear clothing and equipment that will prevent injury when you clean the airplane.
The liquids used in the cleaning process can cause injury to skin and eyes. Wet
airplane surfaces are dangerous when you walk on them.
3.9.5.3.9 Make sure that a mixture of water and/or solvent or cleaner does not get into the
steel or carbon brake heat sinks. This type of contamination can cause damage to
carbon brakes and reduce brake performance for carbon and steel brakes.
3.9.5.3.10 Do not use a cleaner if it is in a stratified (not mixed) condition. A cleaner that is
stratified can stain or cause corrosion to aircraft surfaces.
3.9.5.3.11 Do not use cleaners in higher concentrations than those called for on the label.
Higher concentration can cause damage to acrylic windows, stains on painted
surfaces, and corrosion on metals.
3.9.5.3.12 Keep the nozzle of the spray equipment more than 12 inches away from the surface
of the airplane. The spray can cause damage to the surface.
3.9.5.3.13 Do not let the solvent emulsion cleaner touch acrylic windows or rubber parts. The
solvent emulsion cleaner will cause damage to items that contain acrylic or rubber.
3.9.5.3.14 Do not remove the layer of grease around mechanical joints. This grease lubricates
the joint and prevents corrosion.
3.9.5.3.15 You must lubricate all the bearings and joints in the area you cleaned. The lubricant
will remove the unwanted fluids that could freeze or cause corrosion to the bearing
or joint. If you do not lubricate the bearings and joints, damage to the components
can occur.
3.9.5.3.16 If hydraulic fluid gets on the carbon brakes, you must replace the brakes. Hydraulic
fluid spills on the tires can be cleaned with soapy water.
Part: 3
Page: 4
Date: 11/06/2004
Rev: 4
Cleanliness
3.9.5.4 Internal Cleaning - General
In addition to the external cleaning requirements, aircraft must also be frequently

cleaned internally to help prevent corrosion and to extend the life of the aircraft
structure. In addition, there are cosmetic and health concerns associated with the
flight and crew cabins. For instance, the following items, located in interior regions
of a B-757, are required to be periodically cleaned:
(a) Galley Coffee Maker Rail Assemblies
(b) Galley Ovens
(c) Passenger Cabin Return-Air Grills
(d) Galley Water Boilers
(e) Galley Hot Cups
(f) Galley Coffee Makers
(g) Flight Compartment Control Panels and Lighting Panels
(h) Electrical Equipment and Equipment Racks located in the: Nose Wheel Well,
Main Equipment Center, Forward Cargo Compartment, and Aft Cargo
Compartment.
(i) Flight Cabin Electrical Systems Control Panels
(j) P50, P51, and P54 Panels and Associated Circuit Cards located in the Main
Equipment Center
(k) Interior furnishings of the airplane such as: ashtrays, lavatories and toilets,
walls, ceiling, and floors of the passenger cabin, overhead bins, and pull-out
trays.
(l) Smoke detectors in the cargo compartments
3.9.5.4.1 All of these internal cleaning tasks require a list of special cleaning equipment and
specific cleaners and solvents. In addition, there are some performance tests that
must be performed after internal cleaning to ensure that the systems that were
disturbed during the cleaning process are still functional.
For specific cleaning procedures for each engine/airframe combination, refer to

Chapter 12 of the applicable Aircraft Maintenance Manual and NAC’s Work Pack of
Job Cards.
Part: 3
Page: 1
Date: 22/12/06
Rev: 5
Fluids Levels
3.9.6 Fluid Levels
One of the critical maintenance items performed on a post-flight inspection, as
described in Chapter 9.11, Post-Flight Inspection, of the NAC Engineering Manual,
is the checking of all fluid levels that are associated with a particular type and model
of aircraft.
The procedures required for a post-flight inspection are detailed in the Aircraft
Maintenance Manual of each individual aircraft model and type.
Each maintenance engineer responsible for checking the fluid levels of NAC aircraft
must become familiar with the Post-Flight Inspection cards for each type and model
of aircraft flown by NAC
3.9.6.1 Transit Check
In addition to the post-flight check all fluid levels are checked on a Transit Check.
The Transit Check provides minor maintenance and servicing of the aircraft and is
intended to ensure continuous serviceability of transiting aircraft.
The transit check is planned for use at an en-route stop and is basically a walk-
around inspection requiring a check of the aircraft interior and exterior for obvious
damage, leaks, proper operating equipment, security of attachment, and any required
servicing, including fluid levels.
A Transit Check will be performed on aircraft transiting out-stations, as well as
Kathmandu, when aircraft scheduled down time is more than two hours, but does
not exceed six hours.
A Transit check for B-757 aircraft may only be certified by any one of the following:
(A) A holder of AMTL valid in Cat. "A" & "C" or in "E" & "I" rated for type
concerned and has successfully completed Ground Handling or B757
Transit/Daily & Specific Tasks Course on aircraft type and who is responsible
for the preceding inspection of the aircraft.
(b) The holder of an appropriately rated license/approval/authorization issued by an
aircraft maintenance organization approved by CAAN where the aircraft may
have been maintained.
(c) In case of aircraft diversion and where certifying requirement as per above para
(A) & (B) could not be met with, then on board pilot, who has completed B757
Pre/Transit Check course is allowed to perform Transit Check.
Part: 3
Page: 1
Date: 11/06/2004
Rev: 4
Flight Control – Locking Devices
3.9.7 Flight Control-Locking Devices
Maintenance personnel are required to observe the following precautions whenever

any NAC aircraft is parked during inclement weather:
(a) When possible, position the aircraft to utilize any natural windbreaks. Be aware
of any loose equipment and possibility of flying debris that might inflict damage
to the aircraft.
(b) When the aircraft has been exposed to excessive wind gusts, a careful control
system check must be performed by observing the control system response while
moving the cockpit control through full travel. The control surfaces including the
tabs, must be observed for normal response to the controls and care exercised to
note whether the surfaces return to neutral when the controls are returned to
neutral.
(c) If the control systems and the control surfaces do not response precisely and
smoothly during the above check, a thorough inspection of the control system
involved will be accomplished in-accordance with the applicable Aircraft
Maintenance Manual.
Part: 3
Page: 1
Date: 11/06/2004
Rev: 4
Engineering Shift Hand - Over
3.9.8 General
The purpose of an Engineering Shift Hand-Over program is to ensure the continuity

of information pertinent to the maintenance status of aircraft that is relayed to the
relieving crew. Examples of this information would include aircraft: schedules,
workload planning, and associated items of importance. To aid in this effort to
achieve a reliable continuity, a “Turnover Book is used.
3.9.8.1 A Turnover Book shall be kept in such a manner as to incorporate a detailed

description of the incomplete work, its date and time, and the name of the
individual making the entry.
3.9.8.1.1 Maintenance personnel should note in detail any and all pending items or conditions
pertinent to the aircraft and/or its systems, ground equipment, procedures, and
safety practices that might have a direct or indirect bearing on aircraft
airworthiness, schedule reliability, or personnel safety.
3.9.8.1.2 Especially important are those areas of work where the aircraft or its systems are
incomplete at the conclusion of a shift. The remaining phases of work should be
completely understood so that all items are properly completed before the aircraft is
released to service.
3.9.8.1.3 The Turnover Book will be retained for a period of 30 days after all items of the
work in progress have been cleared. Items entered in the Turnover Book will be
signed and dated by the AMTs performing the work.
3.9.8.1.4 It is the responsibility of the AMTs going off duty to provide the AMTs coming on
duty with sufficient information so there is no question of the status of the work in
progress.
3.9.8.1.5 Personnel on duty at the time of aircraft departure will not go off duty for a period
of 20 minutes after aircraft take-off, or until the crew reports that they are incurring
no mechanical difficulty that would cause an air-turn-back. The only exception
would be if the Maintenance personnel are being relieved at the time of departure
by other personnel or shift.
Part: 3
Page: 1
Date: 11/06/2004
Rev: 4
Post – Flight Inspection
3.9.9 Post-Flight Inspection
Post-Flight Inspections are performed on NAC aircraft when the aircraft will be in
Kathmandu, or any out station, for more than six hours. This inspection is required
at least once every operating day.
The procedures required for the Post-Flight Inspection are detailed in the Aircraft
Maintenance Manual of each individual aircraft model and type.
The post-flight inspection is the thorough inspection of the airframe, engines,

electrical and avionics systems, to a depth necessary to ensure airworthiness for the
next, scheduled flight. In addition, all fluid levels are checked after a waiting-period
of at least 30 minutes after shutdown from the last flight.
When an aircraft does not depart for the six-hour period or more, a maximum of 72
calendar hours is allowed between post-flight inspections.
Part: 3
Page: 1
Date: 01/01/03
Rev: 3
Flight Test - General
3.10.1 General
The purpose of a test flight is to establishing the airworthiness of an aircraft and its
associated components, which have undergone a maintenance repair or alteration,
which may have changed its flight characteristics or substantially affected its
operation in flight. A test flight shall also be conducted when peculiar flight
characteristics develop that cannot be readily detected on the ground, or if doubt
exists as to the effectiveness of the corrective action taken. Further, a test flight shall
be conducted in requirements of NCAR Chapter C.8.
The Flight Crews shall be fully informed of the conditions requiring the test flight
and instructions for evaluating the involved system throughout the test flight. All
ground and flight checks shall be made in accordance with the applicable Aircraft
Maintenance Manual and/or Flight Manuals.
A Ferry Permit shall be obtained from CAAN whenever an aircraft is damaged or

malfunctioning to the extent that it does not meet minimum dispatch requirements
and/or does not meet the minimum specifications required by the Maintenance
Manual, and it is not practical or possible to make the necessary repairs locally.
However an aircraft must meet the applicable airworthiness requirements in all other
respects in such cases.
In general, an aircraft shall not be ferried when an Airworthiness Directive (AD)

limits such flight unless permission from CAAN has been obtained. In addition,
aircraft involved in an accident or incident shall not be ferried unless approved to do
so by CAAN.
Part: 3
Page: 1
Date: 01/01/03
Rev: 3
Flight Test - Requirements
3.10.2 Flight Test Requirements

In order to comply with NCAR Chapter C.8 requirements, an aircraft of the
company shall be flight-tested:
(a) Prior to the initial issue of a Nepalese Certificate of Airworthiness in any

category unless exempted by NCAR Chapter C.8.
(b) Prior to the renewal of a Certificate of Airworthiness.
(c) Subsequent to major maintenance that has entailed substantial structural repairs,
the replacement of major components such as an engines, lifting surfaces or
retractable landing gear, or modifications affecting the flight or operational
characteristics of the aircraft.
(d) For the purpose of evaluating fuel consumption, engine power, aircraft
performance or performance of avionics systems whenever verification is
necessary beyond the limitations of ground testing.
(e) Whenever CAAN requires the aircraft to be flight tested for considerations of
safety.
Part: 3
Page: 1
Date: 01/01/03
Rev: 3
Flight Test - Schedules
3.10.3 Flight Test Schedules
In order to comply with the requirements of NCAR Chapter C.8, the company’s
aircraft shall be flight tested in accordance with a Flight Test Schedule approved by
CAAN for that category of aircraft. The approved Flight Test Schedule shall be
based on a schedule recommended by the manufacturer or by another operator of
the aircraft type.
A standard Flight Test Schedule for the grant or renewal of a Certificate of
Airworthiness is incorporated in this section of the manual. The test schedule
includes:
(a) A qualitative assignment of the take-off to ensure that the “all engines
operation” and “single engine operation” climb performance is within prescribed
limits.
(b) An assessment of the operation and response of the primary flight controls and
trimmers in steady flight.
(c) Checks on the cruising speed and maximum speed at the optimum cruising
altitude for the aircraft type.
(d) Functioning checks in flight of the aircraft systems and radio station.
(e) Stalls warning checks in the take-off and landing configurations to verify that the
stall speed warning is within the given value in the flight manual. The aircraft
shall not be stalled for the purpose.
(f) A simulated engine failure on multi-engined aircraft. On a twin-engine aircraft
none of the engine shall be totally cut-off.
(g) Assessment of vibration levels and freedom from other undesirable
characteristics.
(h) Any other tests that may be required by for a particular aircraft type.
The flight test schedule for a purpose other than a Certificate of Airworthiness grant
or renewal may be limited to particular aspects of flight appropriate to the purpose
of the test. The appropriate tests to be made shall be agreed with CAAN, if
represented, prior to commencement of the test.
A Standard Flight Test Schedule shall be adapted for particular flight tests by
deleting not required additional items. The contents of the schedule shall be closely
coordinated with flight operations and approved by the CAAN.
Part: 3
Page: 1
Date: 01/01/03
Rev: 3
Flight Test - Authorization
3.10.4.1 Certificate Of Fitness For Flight
An aircraft that has been granted by CAAN a Special Category of Flight of Airworthiness,
or a Permit to Fly, and is considered fit to fly for the purpose of a flight test or, with a permit
to fly for return to base, may fly if a Certificate of fitness for Flight has been issued and is in
force.
These same rules shall apply to a ferry flight, which is defined as a non-revenue flight for
technical reasons or to re-position the aircraft. If the Certificate of Airworthiness remains
valid, a Maintenance Release may be issued. If a Permit to Fly is granted, a Certificate of
Fitness for Fly is to be issued by an appropriately licensed or authorized aircraft
maintenance engineer.
A Certificate of Fitness for Flight shall only be issued in respect of an aircraft for which a
Certificate of Airworthiness or a Permit to Flight is in force. This Certificate shall be valid
for only one flight. The period of validity of the Certificate of Fitness for Flight shall not
extend beyond the period of validity of the Certificate of Airworthiness or Permit to Fly.
A Certificate of Fitness For Flight shall not be issued until the AMT License holder issuing
the certificate has ensured by inspection of the aircraft and its documents that:
(a) There are no known defects or limitations, which would render the proposed flight
hazardous.
(b) All safety equipment and other fixed equipment required for the proposed flight are
installed and serviceable.
(c) All necessary Certificate of Compliance have been issued.
The following limitations on the flight of an aircraft issued with a Certificate of Fitness
for Flight shall apply at all times:
(a) The aircraft shall be flown not less than the minimum flight crew specified in the flight
manual.
(b) If the aircraft is to be flight tested, the Pilot-in-Command shall be an instructor pilot
duly approved by CAAN.
(c) No passenger or cargo, except personnel performing duties in conjunction with flight,
shall be carried, unless and otherwise approved by CAAN.
(d) The aircraft shall be properly loaded.
The AMT License holder issuing a Certificate of Fitness for Flight shall ensure that any
limitations additional to those outlined which are necessary in the interests of safety, are
entered on the certificate. Such limitations shall take into consideration the condition of the
aircraft, and may impose additional limits of weight, speed, or maneuver.
Part: 3
Page: 2
Date: 11/06/2004
Rev: 4
All entries on a Maintenance Release or Certificate of Fitness for Flight shall be in
permanent ink and must be legible.
A Maintenance Release or Certificate of Fitness for Flight shall be prepared in
duplicate. One copy shall be carried in the aircraft to which it relates for the period
of its validity, and the other copy shall be retained by QA for a period of not less than
three months after the date of expiration.
A Maintenance Release or Certificate of Fitness for Flight may only be certified by
any one of the following:
(a) For DHC-6: The holder of CAAN AMT valid in categories “A” and “C” or in
two avionics categories and which are rated for type concerned and for B-757
holder of AMTL valid in Cat. "A" & "C" or in any two Avionics Categories
rated for type concerned and designated as Maintenance Coordinator.
(b) The holder of an appropriately rated license/approval/authorization issued by
an aircraft maintenance organization approved by CAAN where the aircraft
may have been maintained.
3.10.4.3 Procedure For Test Flight
Before releasing an aircraft for a Flight Test, the responsible AMT License holder
shall verify that all works required before have been carried out and certified
properly. An appropriate entry must be made into the Aircraft Flight Log/Technical
Log Book (TLB). Quality Assurance shall inspect the Certificates of Compliance and
the Maintenance Release Certificate.
3.10.4.4 Ferry Flight
A Ferry Permit may be used whenever an aircraft is damaged or malfunctioning to

the extent that it does not meet the minimum dispatch requirements and/or does not
meet the minimum specifications required by the Maintenance Manual, and it is not
practical or possible to make the necessary repairs locally. The aircraft must meet the
applicable Airworthiness requirements in all other respects.
Aircraft shall not be ferried when an Airworthiness Directive limits such flight unless
approved by CAAN. An aircraft involved in an accident or incident shall not be
ferried unless approved by CAAN.
3.10.4.4.1 Ferry Flight Operating Limits.
Ferry Flights (where an aircraft is damaged or malfunctioning to the extent that it
does not meet the minimum dispatch requirements) shall be conducted whenever
possible to avoid areas having heavy air traffic and to avoid cities, towns, villages,
Part: 3
Page: 3
Date: 01/01/03
Rev: 3
And congested areas or any other area where flights might create hazardous exposure to
person or property. In addition:
(a) Flight operation shall be in accordance with procedures, restrictions, and limitations as
contained within the applicable Flight Manual, Minimum Equipment List (MEL), and/or
Dispatch Deviation Procedures Guide (DDPG), and as instructed by the Maintenance
Control Center in regard to the operation of the aircraft systems.
(b) Operating weight of the aircraft must be the minimum for the flight with necessary
reserve fuel load.
(c) The aircraft shall be operated only by certified airmen holding appropriate ratings as
authorized by CAAN.
(d) No person may carried in the aircraft unless is authorized by the Director of Quality
Assurance & Flight Safety or Dy. Director, Quality Assurance and has been advised of
the airworthiness status of the aircraft.
3.10.4.9 Procedure for Ferry Flight Authorization

NAC shall also be authorized through CAAN approval to operate aircraft that may not meet
current applicable Airworthiness requirements, but are capable of safe flight, for the
following purposes:
(a) Flying the aircraft to a base where repairs, alterations, or maintenance are to be
performed.
(b) Flying the aircraft to a point of storage.
(c) Delivering or exporting the aircraft.
(d) Evacuating the aircraft from areas of impending danger.
Before a Certificate of Fitness for Flight can be issued at stations other than the base, the
AMT License holder must determine the defect and its possible influence on the airplane’s
operation during a Ferry Flight. For instance, he must consider any special maintenance
actions required prior to the ferry flight and list all Deferred Maintenance items, including
brief descriptions of each and indicate whether they are “must fix” or require “no action”
prior to the ferry flight. In addition, he must list all performance limitations/restrictions that
may but not be limited to the following:
(a) Landing Gear down.

(b) No use of flaps.
(c) Limited electrical loads.
(d) Unpressurized.
(e) Airspeed and/or altitude restriction.
(f) Day VFR, etc.
Part: 3
Page: 4
Date: 01/01/03
Rev: 3
A detailed information sheet including a brief description of the defect and the name of the
Pilot-in-Command, must to be sent by the AMT License holder to the Maintenance Division
and to Quality Assurance.
The airplane may not depart the station for the ferry flight without the approval of Director
of Quality Assurance & Flight Safety or Dy. Director, Quality Assurance and CAAN.
Quality Assurance shall coordinate the ferry flight requirement with CAAN. The “Ferry
Flight Authorization” Form shall be filled and send to CAAN for approval. Such approval
shall be informed to the concerned station and, if necessary, a copy to Flight Movement.
An appropriate Technical Log Book entry must be made by the AMT License holder with
reference to the approval. A copy of approval shall be added to the Technical Log Book.
The Pilot-in-Command shall have the final decision to accept the aircraft and must take into
account all operational aspects resulting from the defect.
Quality Assurance shall distribute copies of the form “Ferry Flight Authorization” to the
Flight Movement and Maintenance Division. One copy must be retained for at least six
months.
Part: 3
Page: 5
Date: 01/01/03
Rev: 3
FERRY FLIGHT AUTHORIZATION

Flight No.: A/C-Type: Registration:
MEL / CDL Item:
Description of Defect: Date:
Sta:
This is to grant authorization for the ferry flight
From:_____________ to:______________ Via:________________
Date:_____________ time (GMT):_________________
Required conditions / procedures:

Comments:
KTM Authorization requested by: Signature:

MPD Name of the responsible Engineer:
KTM Authorization recommended by: Signature:

QA Name of responsible Engineer:
CAAN Authorization granted by: Signature:

Name of CAAN official:
Authorization accepted by: Signature:

Name of Pilot-in-Command:
Part: 3
Page: 1
Date: 01/01/03
Rev: 3
Flight Test - Crew
3.10.5 Flight Test Crew
An aircraft to be flight tested shall have the minimum flight crew as specified in the Flight
Manual or approved Operations Manual for the aircraft type, plus a Flight Test observer
nominated by the Airworthiness Inspection Division, CAAN, as may be required. The Pilot-
in-Command shall be an instructor pilot authorized by CAAN on the types for which his
license is rated.
No passengers or cargo shall be carried on a test flight other than the minimum technical
personnel required to perform duties in connection with the flight. All persons carried shall
have a designated seat appropriate for the duties to be performed. Each seat shall have an
approved safety belt or harness.
All personnel on a test flight must be properly briefed about their duties during the flight
before commencement of the flight. The briefing should include:
(a) The purpose of the Test Flight.

(b) The procedures to be followed and the observations to be made.
(c) The data to be observed and/or recorded during the performance of the test flight.
The Pilot-in-Command shall ensure that any special facilities or requirement required for
effective performance of the test flight is serviceable and on board prior to commencement of
the flight.
Part: 3
Page: 1
Date: 01/01/03
Rev: 3
Flight Test – Report and Record
3.10.6 Airworthiness Flight Test Report and Record
At the conclusion of the Flight Test, the Pilot-in-Command shall fully complete an
Airworthiness Flight Test Report. This should be done in conjunction with the Flight Test
Observer, and should contain the following:
(a) Performance data observed and recorded during take-off, climb, cruise, maneuvers,
descent, and landing.
(b) Any defects, deficiencies, or unexpected occurrences observe during the test flight, and
any indications of deterioration of performance.
The Pilot-in-Command shall sign the Airworthiness Flight Test Report, and ensure that it is
delivered to the Airworthiness Division, CAAN.
The Airworthiness Test Report shall be preserved until the successful completion of the next
such test flight of the concerned aircraft.
3.10.6.2 Recording of the Test Flight
An entry shall be made in the Aircraft Flight Log giving the required data of:
(a) Time-in-Service
(b) Crew Names
(c) Fuel State
(d) Take-off and landing weights

Entries from the Aircraft Flight Log shall be transferred to the aircraft, engine and if
appropriate, propeller log books, giving the reasons for the test flight and a brief summary of
the test flight results. The entries shall quote the reference number of the Airworthiness Test
Flight Report.
Part: 3
Page: 1
Date: 01/01/03
Rev: 3
Flight Test – Report and Record
3.10.7 Certificate of Airworthiness Renewal Procedures
Quality Assurance will apply to CAAN for the renewal of ‘C of A’ at least seven days prior
to the test flight.
The aircraft records shall be audited by Quality Assurance to ensure that all mandatory
requirements specified in ADs/SBs have been satisfied within the mandatory time limit.
The aircraft logbooks shall be audited to ensure that all required entries have been made in
respect to mandatory modification and inspection.
Quality Assurance shall ensure that all maintenance has been recorded and certified in
accordance with airworthiness requirements.
Quality Assurance shall audit to ensure that Aircraft Maintenance Checks since last ‘C of A’
renewal have been carried out and entered correctly in aircraft logbooks.
Component life limits shall be checked to ensure compliance with the Aircraft Maintenance
Schedule.
The aircraft weight and balance records shall be audited to ensure that the aircraft has been
reweighed at the appropriate time.
A Survey inspection of the aircraft as per schedule shall be arranged by Director of Quality
Assurance & Flight Safety or Dy. Director, Quality Assurance, before its ‘C of A’ test flight.
If required Director of Quality Assurance & Flight Safety or Dy. Director, Quality
Assurance will issue authority to the engineers of Engineering Department holding license in
different categories and ratings to carry out SURVEY INSPECTION of the aircraft.
After completion of the satisfactory Test Flight and ‘C of A’ renewal Quality Assurance shall
make a copy of the certificate for the aircraft files and place the renewed ‘C of A’ document
in the aircraft.
Part: 3
Page: 1
Date: 01/01/03
Rev: 3
Flight Test – Survey Inspection Schedules
3.10.8 Survey Inspection Schedules of Different Aircraft
3.10.8.1 B757 Survey Inspection Schedule.
3.10.8.2 DHC-6 Survey Inspection Schedule.

Part: 3
Engineering Manual Chapter: 3.10.8.1
Page: 1
Date: 01/01/03
Rev: 3
Survey Inspection Certificate No. QA/CAAN/………………………
Aircraft Type:-
A/C Registration:-
Serial Number:-
A/C Registration:-
The Survey inspection took place at:
Started ………………………. Finished:- ………………………….
Date Date
Total Hrs.:- ………………….. Total Cycles:- …………………………..
Responsible Quality Assurance Engineer (s): ……………………………………
Name License Category
Number A C E I R
Inspectors/AMT Involved:
Number A C E I R
I/we here by certify that the aircraft has been inspected in accordance with the approved Survey
Inspection Schedules laid down in the Engineering Manual and that the aircraft is airworthy.
.…………………………………………………. ………………………
Signature of Quality Engineer Place and Date
………………………………………………….. ………………………
Signature of Dy. Director, Airworthiness Inspection Div, CAAN Place and Date
Part: 3
Page: 2
Date: 01/01/03
Rev: 3
3.10.8.1 Survey Inspection Program
Aircraft Type: B757-200 A/C Registration: 9N-A

R
Ready for QAProduct by Inspector / AMT (Stamp)Inspection Performed
I
E
A+C
Inspection Performed Item Inspection Item Description
No.
E I R
1. Fuselage external including all doors and door function
2. emergency
Cabin:
exits,
Entrance
placards.
Area, Galleys, Toilets, Seat and Seat Version, Functional
Aircraft Type: B757-200

Engineering Manual
Check of the Emergency exits, accessibility of the
3. Cockpit: Placards, functional Check of seat and windows.
4. Passenger Emergency Instructions Loose Equipment, Document to be carried

on Board

5. Fuselage underneath the cockpit BS178-295 (Lower 43)
6. Electrical Compartment and Area underneath the toilets
7. Forward Cargo Compartment
8. Aft Cargo Compartment and Area underneath the toilets
Rev: 3
Part: 3
Page: 3
A/C Registration: 9N-A

9. Environmental Control system Fav (ECS) Below the fuselage
Date: 01/01/03
Chapter: 3.10.8.1
10. Empennage
11. Access door openAuxiliary Power unit

Item Inspection Item Description Ready for QAProduct by Inspector / AMT (Stamp)
No.
A+C
12. and slats (extended)L/H Wing, T.E. Flaps
13. Flaps and slats (extended)R/H Wing, T.E. Flaps, L.E.
Engineering Manual
14. openNLG and Wheel NLG Doors
15. L/H MLG and wheel well door open
16. R/H MLG and wheel well door open
17. Cowlings open including “C” ductEngine No. 1 including strut

18. Cowling openEngine No. 2 including strut
19. Flight Control check
20. Landing Gears, Functional check
21. Aircraft weighing ( If applicable)
22. Engine Run-up
Rev: 3
Part: 3
Page: 4
23. checkedAll Technical status report
Date: 01/01/03
24. On Ignition systemsCarry out audio check on all
Chapter: 3.10.8.1
Inspection Item Description Ready for QAProduct by Inspector / AMT (Stamp)Inspection Performed
A+C E I R
completenessJob cards check for

Aircraft Type: B757-200
Checked for completeness.Ground Finding Sheets
Status checked for up-dateAirworthiness Directives
Has been inspected in accordanceThe aircraft, Reg.; _____________________ QA – Engineers:

A/C Registration: 9N-A
Item No.
25.
26.
27.
We hereby certify
Inspection
that the Program. Name/Signature/Lic. No./DateWith the approved Survey A+C:_________________________
The following has to be checked on a spot-check basis either visually
Pos Nav.-System INSP/AMT Pos ERI-Syst. INSP/AMT Pos. ERI-Syst. AMTINSP/
11. ADF 21 VHF/COM 31 Weather radar
Aircraft Type : B757-200

Engineering Manual
12 VOR/MKR 22 Selcal HF 32 FQUIS
13 ILS 23 Interphone 33 DFDAU
Test Flight- Survey Inspection Schedules

14 IRS 24 Smoke Mask 34 Warning
StallConfig
Warning & T/O
Mike RT-IC PTT
15 ATC/DME 25 AddressPassenger 35 Fire warning
16 ADC 26 Voice Recorder 36 Stand by Compass
17 LRA 27 GPWS 37 Lights Emergency Exit

A/C Registration: 9N-
18 (MCDI)AEDS 28 BPCU 38 Auto Throttle

Rev: 3
Part: 3
Page: 5
19 YAW DAMPER 29 EFIS 39 HIGH Speed Warning

Date: 01/01/03
Chapter: 3.10.8.1
20 FMC 30 EICAS 40 APU

or functionally or BTE TEST (whatever is applicable)
pos Lighting Panels/Instruments/Equipment Incl. INSP/AMT
Circuit Breaker Panels R/H

PanelObserver’s
PanelP-61
Circuit Breaker Panels

Pilot’s Instrument Panel
Canter Instrument Panel
Circuit Breaker
Control Stand
Overhead Instrument Panel
PanelCopilot’s Instru.
1.
2.
3.
5.
8.
9.
4.
6.
7.
10.
Part: 3
Page: 1
Date: 01/01/03/
Rev: 3
Survey Inspection Certificate No. QA/CAAN/………………………
Aircraft Type:-
A/C Registration:-
Serial Number:-
A/C Registration:-
The Survey inspection took place at:
Started ………………………. Finished:- ………………………….
Date Date
Total Hrs.:- ………………….. Total Cycles:- …………………………..
Responsible Quality Assurance Engineer (s): ……………………………………
Number A C E I R
Inspectors/AMT Involved:
Name Category
License A C E I R
Number
I/we here by certify that the aircraft has been inspected in accordance with the approved Survey
Inspection Schedules laid down in the Engineering Manual and that the aircraft is airworthy.
………………………………………… ………. ………………………
Signature of Quality Engineer Place and Date
………………………………………………….. ………………………
Signature of Dy. Director, Airworthiness Inspection, Div, CAAN Place and Date
Part: 3
Page: 2
Date: 01/01/03
Rev: 3
Survey Inspection Program
Aircraft Type: DHC-6-300 A/C Registration: 9N-AB

R
I
E
A+C
Item Inspection Item Description
No.
I R
1. Fuselage external including all doors and door function
2. Cabin:
emergency
Entrance
exits,Area,
placards.
Galleys, Toilets, Seat and Seat Version, Functional Check
Engineering Manual
of the Emergency exits, accessibility of the
Aircraft Type: DHC-6-300

3. Cockpit: Placards, functional Check of seat and windows.
4. Passenger Emergency Instructions Loose Equipment, Document to be carried on

Board

5. Hydraulic bay and adjacent area underneath the flight compartment floor
6. Nose
60 panel
Baggage compartment and equipment compartment areas forward bulkhead
of station
Rev: 3
Part: 3
Page: 3
7. bulkhead. Aft. Cargo compartment and area behind rear baggage compartment rear
A/C Registration: 9N-AB

Date: 01/01/03
8. Empennage
Chapter: 3.10.8.2
Item Inspection Item Description Ready for QAProduct by Inspector / AMT (Stamp)Inspection Performed
No.
A+C E
9. L.H. Wing, Fore flaps and T.E. Flaps and ailerons extended
10. and ailerons extended.R.H. Wing. Fore Flaps, T.E. Flaps
Engineering Manual
11. Nose Landing Gear
12. L.H. Landing Gear
13. R.H. Landing Gear
14. Engine No. 1 upper and bottom cowlings open.
15. Engine No.2 upper and bottom cowlings open.
16 Flight Control Check
17. L/G functional check including steering system.
18. Aircraft weighing.
Part: 3
Page: 4
19. Engine Run-up
20. Aircraft Technical Status Report checked
Date: 01/01/03
Chapter: 3.10.8.2
21. completeness and complete performanceJob cards checked for
Rev: 3
Aircraft Type: DHC-6-300 R A/C Registration: 9N-AB

The aircraft, Registration

I
E
A+C
26.
Inspection Item Description
for complete performance and completeness.Ground finding sheets, checked
Compass compensation.
notes affected are carried out.(AD-Notes) checked that all ADAirworthiness Directives
Maintenance schedule up-dated for that A/C fleet
……………. Has been inspected QA- Engineers:

Item No.
22.
23.
24.
25.
E: _________________________ Inspection
Name/Signature/Lic.
Program. No./Date A+C :________________________
in accordance with this Survey
Part: 3
Page: 5
Date: 01/01/03
Rev: 3
Aircraft Type: DHC-6-300 A/C registration: 9N-A
The following has to be checked on a spot-check basis either visually or functionally (whatever is
applicable)
Inspector
Item Inspection item Description (Stamp) E
No. or I or R
A. Panel/ Instruments/ Equipment incl. Lighting
1. Pilot’s Instrument Panel

2. Center Instrument Panel
3. Co-Pilot’s Instrument Panel
4. Overhead Instrument Panel
5. Control Stand-Control Pedestal+trim console
6. Circuit Breaker Panel L/H
7. Circuit Breaker Panel R/H
B. Navigation Systems
8. ADF
9. VOR
10. LOC/GS
C. Communication Systems
11. VHF/COMM
12. Interphone
13. Smoke Mask, Mike RT/IC, OTT
D. EIR-Systems
14. Stall Warning

15. Fire Warning
16. Compass and standby compass
17. Emergency Exit Lights
Part: 3
Page: 1
Date: 17/3/96
Flight Through Turbulent Weather

3.11.1 General
If an NAC aircraft experiences an unusual or severe buffet condition in flight through
turbulent weather, it is required that an aircraft structural inspection be performed. This
same inspection is also required if the aircraft experiences an unusual vibration in flight.
All inspections are to be performed in accordance with the guidance and provisions of
the applicable aircraft maintenance manual.
3.11.1.1 Inspection Procedures
There are similar areas of inspection on each model airplane, which are
described below:
3.11.1.2 Examine the external surface of the lower keel beam for distortion, paint that has flaked,
and for cracks. Also look for fasteners that have pulled out or are not there.
Examine the fuselage area above or below the trailing edge part of the wing, aft the
rear wing spar, for distortion, paint that has flaked, and for cracks. Also look for
fasteners that have pulled out or are not there.
Examine the complete empennage for distortion, paint that has flaked, and for cracks.
Also look for fasteners that have pulled out or are not there.
NOTE: On some models of aircraft, such as the B757, a light skin
wrinkling or buckling of the lower aft body is a usual
condition when the airplane is on its landing gear. But an
apparent increase in the magnitude of these buckling
patterns is caused for more internal inspections. This is
shown by the formation of sharp creases that usually show
between the fasteners. Refer to the applicable Aircraft
Maintenance Manual for allowable limits of buckling.
If any external damage is found, examine all the internal primary structures in the
damage areas. Look for distortion, paint that has flaked, and for cracks. Also look for
3.11.1.3 Examine all of the internal structures of the fuselage in sections to which you have
access. Look at the structures from the rear pressure bulkhead to the aft end of the
airplane. Look for distortion, paint that has flaked, and for cracks. Also look for
fasteners that have pulled out or are not there. Specifically, look at the:
(a) Aft fuselage bulkheads.
(b) Fin attachment fittings.
(c) Horizontal stabilizer center section.

Part: 3
Page: 2
Date: 17/3/96

(d) Stabilizer hinge fittings.
(e) Stabilizer jackscrew-mechanism mounting fittings and support structure-if

applicable.
Examine the external surfaces around the top and bottom wing-to-body attachment. This
includes the wing-to-body fairings and the rear spar web. Look for distortion, cracks,
badly chaffed areas, and fasteners that have pulled out or are not there.
If the external damage is seen, examine the body-to-wing joints, and the landing gear
beam-to-body joints. Also examine the upper-wing skin splice for distortion, cracks, and
3.11.1.4 Examine the external surfaces of the wing at the skin splices. Look for misalignment and
for rivets that have pulled out or are not there.
Examine the external surface of the top of the wing trailing edge for buckles in
the skin. If external damage is found, examine all of the internal primary
structure in the damaged areas to which you have access. Look for distortion,
skin that has buckled, cracks, paint that has flaked, cracks and for fasteners that
have pulled out or are not there.
3.11.1.5 Examine the wing control surfaces and the attachments at the front and rear spars. If
external damage is found:
(a) Examine the spars for distortion, buckling, cracks, and paint that have flaked. Also
look for fasteners that have pulled out or are not there.
(b) Examine the all of the internal structure in the damaged areas to which you have
access. Look for distortion, buckling, cracks, and paints that have flaked. Also look
for fasteners that have pulled out or are not there.
3.11.1.6 Examine the landing gear doors and landing gear up locks for damage.
3.11.1.7 Examine the inspection and blowout doors (where applicable) on the lower surface of the
wing and engine pylons or cowls. Also examine all inspection and access doors on the
lower side of the aircraft body. Look for distortion, displacement, broken latches, skin
cracks, and delaminations. Also look for fasteners that have pulled out or are not there.
3.11.1.8 Examine the wingtip fairings for distortion, cracks, and paint that has flaked. Also look
for fasteners that have pulled out or are not there.
Part: 3
Page: 3
Date: 17/3/96

3.11.1.9 Examine the horizontal stabilizer external surfaces for sign of buckling. Look at skin
splices for cracks and fasteners that have pulled out or are not there. If external damage
to the horizontal stabilizer is found, examine the spars for distortion, cracks, and paint
that have flaked. Also look for fasteners that have pulled out or are not there.
Examine the internal primary structure in the damaged area to which you have access.
Look for distortion, buckling, cracks and paint that have flaked. Also look for fasteners
that have pulled out or are not there.
Examine the horizontal and vertical stabilizer rear spar webs. Look for distortion,
buckling, cracks and paint that have flaked. Also look for fasteners that have pulled out
or are not there.
Examine the elevator external surfaces for cracks and fasteners that have pulled out or
are not there. Also look at cloth covered control surfaces (where applicable) for rips,
tears, stretching, or distortion.
Examine the elevator hinge bearings for sign of binding.
Examine the elevator actuator bearings for sign of binding.
If any external damage to the elevator is found, examine the front spar web. Look for
distortion, buckling, cracks and paint that have flaked. Also look for fasteners that have
pulled out or are not there.
3.11.1.10 Examine the rudder for sign of buckling. Look at skin splices for cracks and fasteners
that have pulled out or are not there. Also look at cloth covered control surfaces (where
applicable) for rips, tears, stretching, or distortion. If external damage to the rudder is
found, examine the internal primary structure in the damaged area to which you have
access. Look for distortion, buckling, cracks and paint that have flaked. Also look for
3.11.1.11 Take sure that all flight controls move freely. If unusual conditions are found, check all
of the flight control force specifications in the applicable maintenance manual. Also,
check the cable tension.
3.11.1.12 Examine the engine strut panels, doors, and lower surface of the nacelle cowling. Look
for buckling, cracks and fasteners that have pulled out or are not there. Also look for
other unusual external conditions.
Part: 3
Page: 4
Date: 17/3/96
3.11.1.13 Examine the wing, engine nacelles, fuselage external structures, and all landing gear
wheel wells. Look for sign of fuel leaks or other types of fuel leaks.
3.11.1.14 If flight-load accelerations are more than flight manual limits, and the last examination
showed sign of much damage, check the airplane alignment. The alignment check
procedure is located in the applicable Structure repair Manual.
3.11.1.15 Check the loading and unloading operation of the containers/pallets.
(a) Check the cargo restrains system in all of the cargo compartments.
(b) Visually check the side guides, seat tracks, pallet locks, and rollers. Look for breaks,
retaining lips that are not there, and rollers (where installed) that do not move freely.
(c) If a malfunction is found, trouble shoot the cargo system. Use the applicable
Manufacturer’s Maintenance Manual
Part: 3
Page: 1
Date: 17/3/96
Inspection Of Aircraft After Heavy Landing

3.11.2 Heavy Landing
If the pilot determines the aircraft had a heavy or hard landing, a structure inspection is
necessary. If the landing is also overweight, the Overweight Landing Condition
Inspection, not the Hard Landing Inspection must be done.
3.11.2.1 Inspections
The inspections are divided into two phases; Phase 1 and Phase 2. Phase 1 has
five inspection groups:
(a) Main Landing Gear and Support Structure.
(b) Nose Landing Gear.
(c) Fuselage.
(d) Wing.
(e) Nacelle
Phase 2 has six inspections groups:
(a) Main Landing Gear and Support Structure.
(b) Nose Landing Gear.
(c) Fuselage.
(d) Wing.
(e) Nacelle
(f) Flight Control Inspection
Perform the Phase 1 inspection before the Next flight, if one or more of the above
defined conditions occurred.
Perform the Phase 2 Inspection before the next flight, if damage is found in the Phase 1
Inspection.
3.11.2.2 Only the inspection groups where you have found damage in the Phase 1 Inspection are
necessary to be examined in the Phase 2 Inspection. As an example, if damage to the
Nose Landing Gear and fuselage is found in the Phase 1 Inspection, only the Nose
Landing Gear and fuselage inspection is done in Phase 2.
Part: 3
Page: 2
Date: 17/3/96
3.11.2.2 Inspection, Repair and Replacements
When the inspection procedure outlined in the applicable Aircraft Maintenance
Manual tells you to ‘examine’ a part, look for these conditions:
(a) Cracks
(b) Structures that has pulled apart
(c) Loose Paint or Paint flaked
(d) Twisted parts
(e) Bent parts
(f) Wrinkles or buckles in a structure
(g) Fasteners that become loose larger or longer
(h) Loose fasteners
(i) Fasteners that have pulled out or are gone
(j) Delaminations where a component with one or more layers pulled apart
(k) Parts that are not correctly aligned
(l) Discoloration from heat damage
(m)Nicks or gouges
(n) Other signs of damage
Replace or repair the components that have one or more of the conditions given
above.
3.11.2.4 Phase 1 Inspection
Inspect the Main Landing Gear and Support Structure. Examine all the tires and
wheels, and look for signs of fluid leakage at the top and bottom of the outer
cylinders. Also, examine all the structure Components of the Main Landing Gear,
such as:
(a) Shock Strut
(b) Trunnion Link
(c) Drag Strut
(d) Torsion Link
(e)Truck Beam
Part: 3
Page: 3
Date: 17/3/96

(e) Downlock
(f) truck position mechanism
(g) Strut doors and the mechanism that retracts and extends the doors.
3.11.2.5 Examine the support structure of the main landing gear and carefully examine the
following components:
(a) Landing gear beam
(b) Inboard and outboard support fittings for the landing gear beam.
(c) Forward and aft trunnion support fittings
(d) Inboard and outboard stabilizer links and fittings between the rear spar and
landing gear beam.
3.11.2.5 Examine the Nose Landing Gear. Examine all the tires and wheels, and look for
signs of fluid leakage at the top and bottom of the outer cylinders. Also examine all
the structural components of the nose landing gear, such as the:
(a) Shock strut
(b) Torsion links
(c) Drag strut
(d) Lock links
Examine the wheel well area and carefully examine the parts that follow:
(a) Left and right side walls

(b) Aft bulkhead
(c) Trunnion attachments
(d) Drag strut attachments
3.11.2.7 Fuselage, Wing, and Engine Nacelle Inspection

Refer to the Fuselage, Wing, and Engine Nacelle Inspection section of the applicable
Aircraft Maintenance Manual for specific instructions. They will vary according to
the type of aircraft inspected.
Part: 3
Page: 4
Date: 17/3/96

3.11.2.8 Phase 2 Inspection
Phase 2 Inspection has six separate areas. Phase 2 inspections include the same five
inspection groups as a Phase 1 inspection as well as a separate Flight Control
Inspection.
Refer to the Phase 2 Inspection section of the applicable Aircraft Maintenance

Manual for specific instructions. They will vary according to the type of aircraft
inspected.
Part: 3
Page: 1
Date: 17/3/96
Lightning Strike
3.11.3 General
Aircraft design includes all necessary and known Lightning Strike protection
measures. The aircraft is almost all external metal surfaces, and this type of
construction is its basic protection. The metal surface is a shield that protects
internal; compartments from direct lightning strikes. This also prevents entry of the
electromagnetic energy into the electrical wiring of the aircraft.
If the aircraft has had a Lightening Strike, a general examination of the aircraft must
be made. This examination is used to find the areas of the strike and the point of
electrical discharge. After the areas have been identified, a complete examination
must be made to find all of the damage that has occurred.
3.11.3.1 Lightening Strikes usually cause damage in two areas. The first area of damage is the
location point of the Lightening Strike. The second area is at the point where static
electricity discharge has occurred. It is also possible that a heavy static electricity
discharge could occur and the lightning did not strike the aircraft.
3.11.3.2 Signs of the lightening strike or electrical discharge are usually found in critical strike
zones. See the applicable Aircraft Maintenance Manual for an outline of the critical
strike zones. Damage can also be found on the skin trailing edge panels, and the
skin panels along the lower, aft fuselage. It is also found on the antennas, vertical
stabilizer (fin), and along the wing trailing edge.
3.11.3.3 In metallic structures, lightning damage is usually pitting or burning of small
circular holes. These holes can be grouped in one location or divided around a large
area. Burnt or discolored skin also shows Lightening Strike damage.
3.11.3.4 In composite (non-metallic) structures, solid laminate or honeycomb damage shows
as discolored paint. It also shows as burned, punctured, or delaminated skin plies.
Damage one can not see can be present. This damage can extend around the area
that can be seen. Signs of arcing and burning can also occur around the attachments
into the supporting structure.
3.11.3.5 Airplane components have become strongly magnetized when an airplane was struck
by lightening. It is possible that during the lightening discharges, heavy electrical
currents flow into metal airframe structure. The magnetic field made by such
electrical current is the cause of magnetization of ferromagnetic materials.
Part: 3
Page: 2
Date: 17/3/96
Issue: 2
Lightning Strike
3.11.3.6 The external surface areas are where the lightening usually hits first. The surface
components that it hits are the:
(a) Nose radome.
(b) Engine Nacelle.
(c) Wing tips.
(d) Stabilizer tips.
(e) Elevators.
(f) Vertical fin tips.
Other “first hit” areas are the:
(a) Ends of the leading edge slats, if applicable
(b) Trailing edge flap track fairings, if applicable
(c) External lights
Also body extensions are “first hit” areas. They include, but not limited to:
(a) Landing Gear
(b) Waste Water Masts
(c) Pitot Probes
3.11.3.7 The surface where lightning usually hits and then moves aft from point of the strike
is the fuselage. It also moves from the wing surface aft of the ends of the leading
edge.
3.11.3.8 Lightening strike can cause problems to the electrical power systems and the
external light wiring. The electrical system is designed to resistant to lightning strike
s and can get lightning strikes without damage. But strike of unusually high intensity
can possibly damage the electrical system components.
3.11.3.9 Frequently a lightning strike is referred to as a static discharge. This causes
problems, when you refer to the static dischargers, which are small rod devices,
found on the external surface of the airplane. These devices do not prevent the
lightening strikes on the airplane. The primary function of the static discharges is to
bleed off the static charger on the airplane. This is to prevent radio interference in the
aircraft avionics receivers such as the: VHF Comm, ADF, and VOR.
Part: 3
Page: 3
Date: 17/3/96
Issue: 2
Lightning Strike
3.11.3.10 The electrical current level that goes through the dischargers is very small,
usually measures in microamperes, compare to the lightening strike electrical
currents, which are usually measured in thousands of amperes. The static
dischargers are frequently hit by lightening. Some of them are installed at a
specific point as protection for a light or other system component. This is an
added function above their normal discharge of P static energy function.
3.11.3.11 Make sure to seal or repair all damage. Failure to seal or repair damage can
cause more internal damage, because moisture can get in.
3.11.3.12 The radio and navigation systems must have a full examination after the airplane
was hit by lightening. The examination is also necessary after heavy static
discharges. The level of the inspection and operation test comes from flight crew
information and the airplane conditions during and after the incidents.
It is not necessary to examine the coaxial cables and the connectors if the:
(a) Radio system has no problems, during and after the incident.
(b) Operational checks were done and no problems were found.
3.11.3.13 Refer to the applicable Aircraft Maintenance Manual for complete details on
performing Lightening Strike Damage Inspections.
Part: 3
Page: 1
Date: 17/3/96
Propeller Strike
3.11.4 Propeller Strike
If a propeller is struck by an object, or strikes an object, certain inspection must be
made. When damage occurs, it is usually critical and may result in blade failure. For
this reason, the propeller blades must be carefully inspected and any damage must be
repaired before further flight.
The following areas relating to propeller and their controls must be inspected after a
propeller strike:
(a) Engine controls for defects
(b) Improper travel and safety
(c) Lines, hoses, and clamps for leaks, improper condition, or looseness
(d) Accessories for apparent defect on security of mounting.
(e) All systems for poor general condition, defects and insecure attachment
(f) Propeller assembly for cracks, nicks, binds and oil leakage
(g) Bolt for improper torque and lack of safe tying.
(h) Anti-icing devices for improper operation and obvious defects
(i) Control mechanism for improper operation, insecure mounting, and restricted
travel.
3.11.4.1 Before inspecting a propeller, clean it with an approved cleaner or solution of mild
soap and water to remove all of the dirt, grease and possible grass stains. Then
inspect the blades for any sign of pitting, nicks, dents, cracks, and corrosion,
especially on the leading edges and face. A four-power magnifying glass will aid in
these inspections, and dye-penetrant inspections must be performed, when cracks are
suspected.
3.11.4.2 Defects on the leading and trailing edge of the blade, if within the tolerances,
described in Manufacturer’s repair Manual, can be dressed out using round and half
round files. The repair should blend in smoothly with the edge and should not leave
any sharp edges or angles. The approximate maximum allowable size of a repaired
edge defects is 1/8-inch deep and no more than 1-1/2 inches in length.
Repairs to the face and back of a blade are performed with a spoon like riffle file
which is used to dish out the damaged area. The maximum repair size of a surface
defects is 1/16 inch deep, 3/8 inch wide, and 1 inch long. All repairs are finished by
polishing with very fine sandpaper, moving the paper in a direction parallel to the
length of the blade, and then treating the surface with Alodine, paint,
Part: 3
Page: 2
Date: 17/3/96
Propeller Strike
or some other appropriate coating. Refer to the applicable Manufacturer’s
Maintenance Manual for Repair specifics.
3.11.4.3 Inspect the hub boss for damage inside the center bore and on the surfaces which
mount on the crankshaft. The bolt holes should be inspected for damage, security,
and dimensions. Propellers with damage, dimensional wear, or heavy corrosion in
the boss area, should be referred to a repair station for appropriate repairs.
Damage in the shank area of a propeller blade should be referred to an overhaul
facility for corrective action. Since all forces acting on the propeller are concentrated
on the shank, and damage in this area is critical.
3.11.4.4 If the blade has been bent, measure the angle of the bend and the blade station of the
bend center and by using the applicable chart in the applicable Manufacturer’s
Maintenance Manual; determine the reliability of the blade. To make this decision,
find the center of the bend, and measure from the center of the hub to determine the
blade station of the bend center.
Next, mark the blade one inch on each side of the center of the bend and Measure
the degree of the bend by using protractor. Be sure the protractor is tangent to the
one-inch lines when measuring the angle. Use the chart approved by the
manufacturer to determine if the bend is repairable. When reading the chart, any
bend above the graph line is not repairable.
3.11.4.5 If power plant vibration is encountered after a propeller strike, observe the propeller
hub, dome, or spinner while the engine is running within 12,00 to 15,00 RPM.
Observe the hub or spinner and determine whether or not the propeller hub rotates
on an absolutely horizontal plane. If the propeller hub appears to swing in a slight
orbit, the vibration will normally be caused by the propeller. If the propeller hub does
not appear to rotate in an orbit, the difficulty will probably caused by engine
vibration, which may be a result of the propeller strike.
If both the propeller tracking and low blade-angle setting are correct, the propeller is
statically or dynamically unbalanced and should be replaced or rebalanced.
3.11.4.6 After a thorough propeller strike inspection is performed, the blades must also be
checked for:
(a) Blade Tracking
(b) Blade Angle
(c) Static and Dynamic Balance
Refer to the applicable Manufacturer’s Maintenance Manual for these procedures.
Part: 3
Page: 1
Date: 11/06/2004
Rev.: 4
Contracting Out Work - General
3.12.1.1 General
This Chapter prescribes the procedures for:
(a) Contracting-out maintenance work to Foreign Maintenance Organizations
(b) Contracting-out maintenance work to Local Operators
(c) Purchase of spare parts from local Operators/Foreign Suppliers
(d) Repair/Overhaul of aircraft parts by Foreign Repair/Overhaul Stations
3.12.1.2 It is permissible to contract-out the following work procedures with both Local
Operators and Foreign Maintenance Organizations:
(a) Line maintenance and rectification of flight and ground irregularities
(b) Engine changes
(c) Component Changes such as, Propellers, Flight Control, Power Units etc
(d) Minor and major repairs on airplanes, aircraft components and equipment
(e) Minor and major modifications
(f) Overhaul of airplanes, engines and components/equipment
(g) Spare parts for aircraft to be purchased loaned, or exchanged from local
operators, foreign suppliers and/or repair and overhaul stations.
Part: 3
Page: 1
Date: 01/10/99
Rev: 1
Contracting Out Work - Procedure
3.12.2 Procedure
The Director of the Engineering Department must inform the Director of Quality
Assurance & Flight Safety, well in advance, whenever it is necessary to:
(a) Contract-out aircraft maintenance to Foreign Maintenance Organizations
(b) Purchase, Loan, or Exchange spare parts for aircraft with Foreign Suppliers.
(c) Repair or Overhaul any aircraft components or parts, either major or minor,
with Foreign and/or Overhaul Stations.
The Director of Quality Assurance & Flight Safety must then, in turn immediately
informs the CAAN of this intent.
3.12.2.1 A representative from the Quality Assurance Division, along with a member of the
CAAN, if they so desire, have to inspect the desired Maintenance Organization,
Supplier or Repair/Overhaul Stations, according to the followings:
(a) The Maintenance Organizations or Suppliers or Repair/Overhaul Stations must
be located in a state, which is a member of the ICAO.
(b) The Maintenance Organizations or Suppliers or Repair/Overhaul Stations,
must be approved at least by one of the following:
Australia
Canada
China
France
Germany
Switzerland
United Kingdom
USA
(c) Facilities must be available to maintain the desired airplane and
component/equipment as applicable.
(d) Qualified person must be available.
(e) Quality Assurance organization must be available as applicable.
(f) Manuals, Service Bulletins, etc appropriate to the maintenance to be
performed must be available.
(g) The Repair, Overhaul, and Purchase of aircraft spare parts should be done in
accordance with the Existing Finance Rule of the organization.
Part: 3
Page: 2
Date: 11/06/2004
Rev: 4
Contracting Out Work - Procedure
3.12.2.2 If the above-mentioned criteria are satisfied, the Director Quality Assurance & Flight
Safety makes an application to the Airworthiness Inspection Division of the CAAN.
After the approval from CAAN is received, a contract with the Foreign Maintenance
Organizations, Suppliers or Repair/Overhaul Stations is possible.
No Certificate of Approval is required from CAAN for Foreign Maintenance

Organizations, Suppliers or Repair/Overhaul Stations, if it is original
manufacturer/Designer of the aircraft, aircraft components.
3.12.2.3 Before contracting-out any maintenance work, including Technical manpower,

workshop facility, spare parts with local operators, the requirements of Engineering
Manual chapter 3.12.2.1, (c), (d), (e), (f) and (g) should be complied with.
It is the responsibility of the Technical personnel issuing C of C of the maintenance

work to ensure, all work is done as per requirements of Company policy and
procedure as well compliance with the requirements of NCAR.
Part: 3
Page: 1
Date: 01/10/99
Rev: 1
Contracting Out Work - Inspection
3.12.3 Inspection
No further inspections by NAC Quality Assurance personnel are necessary, if

Foreign Maintenance Organizations, Suppliers or repair/Overhaul Stations are
granted approval by CAAN.
An inspection certificate from the Foreign Maintenance Organizations, Suppliers or

Repair/Overhaul Stations for documentation at NAC must be available.
Upon request, Foreign Maintenance Organizations, Suppliers or Repair/Overhaul

Stations must make available to CAAN all maintenance records.
If an approval from the CAAN for the Foreign Maintenance Organization is not
available, the Organization can only perform maintenance under supervision of
NAC- qualified personnel and all work must be inspected and certified according to
the provisions of the NAC Engineering Manual.
Part: 4
Page: 1
Date: 11/06/2004
Rev: 4
Quality Policy - General
4.1.1 General
The Quality Assurance & Flight Safety shall ensure that maintenance; preventive
maintenance, repairs and alterations performed are documented in accordance with
prevailing regulations and this Engineering Manual.
The basic responsibility for workmanship rests with the maintenance/shop

technician/AMT License holder performing maintenance, preventive maintenance,
repairs and alterations, and with the supervisor who assigns, directs, and accepts the
work of the technician/AMT License holder. Quality Assurance shall review and
verify the methods used and documentation done through audits to ensure that the
prevailing regulations of CAAN and the company are being followed.
Verification may include spot checks, statistical analysis, documentation checks
and/or, when appropriate, full acceptance inspection and sign-off by designated and
delegated technical personnel.
The full acceptance inspection procedure is applied to those areas where spot checks
and statistical processes are deemed ineffective to ensure the quality of work
performed. In addition, full acceptance inspection may be used when new airplanes,
equipment, machinery, or processes are introduced and/or when inexperienced
personnel are assigned to a task. Full acceptance inspection may be replaced with
spot checks and statistical quality control processes when a satisfactory level of
experience has been achieved.
Since the Quality Assurance has functions and duties that are an integral part of
many diverse maintenance processes, descriptions of how QA operates in specific
circumstances are included in the applicable sections and paragraphs throughout this
NAC Engineering Manual.
Part: 4
Page: 1
Date: 30 July 2000
Rev: II
Quality Policy – Maintenance Concepts
4.1.2 General
All aircraft and their components are subjected to periodic occasional inspections to
assess their fitness to continue to fly. Some components may, if found satisfactory on
inspection, continue in service indefinitely while other components required periodic
dismantling and reconditioning. A few items have finite “safe lives” after which they
must be scrapped.
4.1.2.1 Definitions
Hard Time Maintenance is defined as minor or major maintenance, including

overhaul, which is performed at predetermined intervals of time in service, calendar
time, operational cycles, or number of landings.
On condition is defined as components that are not subjected “Hard Time” overhaul.
Instead, the necessity for overhaul or other remedial action is determined by visual
inspection, measurement, observation of performance during flight, and tests made
while installed or on a test bench.
Condition Monitored Maintenance is a maintenance process for items that have

neither “hard time” nor “on condition” maintenance process. A unit is assigned to the
“Condition Monitoring” if its failure has no direct adverse effect on operating safety
and the unit may be operated until it malfunctions without any significant impact on
delays rates or system but the occurrences of the malfunctions should be detected by
crew. The “condition monitoring” units do not require a schedule overhaul nor a
maintenance task to evaluate conditions on degradation. They may require only
repair as necessary to correct malfunctions and returned to service.
4.1.2.2 For a complete description of the NAC, Hard Time, On Condition, and Condition
Monitoring Program, see Chapter 3.7.2, Time Extension and TBO Escalation, of
the NAC Engineering Manual.
Part: 4
Page: 1
Date: 11/06/2004
Rev: 4
Quality Policy – Inspection Standards
4.1.3 Basic Inspection Standards
4.1.3.1 Inspection Stamp Authority
The basic NAC Inspection/Maintenance system requires mechanics to sign their

name for work performed by them prior to submitting the item to AMT License
holders for final acceptance. AMT License holders will indicate their acceptance of
work performed with the application of their signature next to the item on the work
forms.
Numbered inspection stamps may also be used in lieu of signatures by all designated
and delegated AMTs, if desired, to approve and certify products and processes.
4.1.3.2 Continuity of Inspection Responsibility
This policy assures proper continuity of inspection oversight of projects, which may
span over more than one work shift. NAC is required to institute procedures to
ensure that maintenance and inspection tasks that are left open as a result of work
interruptions are properly completed before the airplane, engine, component, or
appliance is released to service.
To ensure a proper turnover of work from shift to shift, each work area which
operates more than one shift per day shall use a “Turn-Over-Log” or a “Shift
Handover” register to describe the shift’s activities and to record outstanding items
of work which are being turned over to the incoming shift.
Personnel shall note in detail the status off all pending items that are being turned
over to the next shift. Details provided may include:
(a) Current conditions including open steps or processes.
(b) Factors, which may affect airworthiness, timely completion of work, schedule
reliability, and personnel safety.
Part: 4
Page: 2
Date: 11/06/2004
Rev: 4
4.1.3.3 Countermand of Inspector Decisions

NAC’s policy is designed to prevent inspection decisions from being overridden by
persons other than Quality Assurance personnel or a person at the level of
administrative control that has overall responsibility for the management of both
inspection and production functions. The following policy is established to meet the
regulations:
(a) An AMT decision regarding an inspection item can only be overridden by
Quality Assurance or appropriate supervisory personnel such as a Maintenance
Coordinator or Dy. Director of Maintenance Division. In such cases, the
supervisor over-riding the AME shall properly document his decision on the
paperwork.
(b) When an AMTs decision is properly overridden and documented, the
overriding person or division shall assume overall responsibility for the
decision.
4.1.3.4 Re-Inspection (Buy-Back) Policy
The re-inspection, buy-back policy ensures proper re-inspection and acceptance
(buy-back) of discrepancies found during aircraft maintenance and operations.
All inspection findings written up during major checks (C checks and higher) shall be
bought back by authorized personnel.
All inspection findings written up during minor checks (A checks and lower) shall be
bought back by an authorized personnel, if available. At those locations where
designated or delegated personnel are not available, maintenance supervisory
personnel may release the inspection item. In such cases, an entry will be made in the
aircraft maintenance log to the effect that an inspection item was bought back by a
maintenance supervisor. QA will then determine proper distribution of the item.
4.1.3.5 Inspection of Own Work
This policy is designed to prevent any person who performs any item of work from
performing any required duplicate inspection of that work. No person required to
perform a duplicate inspection shall perform the maintenance, preventive
maintenance, repair, or alteration work on an item as well as the acceptance
inspection of the work. A person shall never be permitted to perform duplicate
inspection of his own work.
Part: 4
Page: 3
Date: 11/06/2004
Rev: 4
4.1.3.6 Completion of Work
This policy is designed to prevent release of an airplane, engine, appliance, or
component on which the scheduled work package is not completed or fully
accounted for.
All work packages scheduled to be accomplished on an airplane, engine, component,
or appliance, will be accompanied by a tally sheet that lists in detail the contents of
the work package.
When the check package is completed, the authorized AMT who will release the
airplane, engine, component, or appliance, shall cross-check the contents of the
work package against the tally sheet, and ensure that all items in the package are
either completed or properly deferred per NAC’s Unscheduled Maintenance
Program. The Airworthiness or Maintenance Release for the aircraft, engine,
appliance, or component may only be executed after the “Completion of Work”
check is accomplished.
Part: 4
Page: 1
Date: 11/06/2004
Rev: 4
Quality Policy – Degree of Inspection
4.1.4 Airplane Inspections - General

Quality control of work done is the responsibility of the person performing the work.
However, for quality assurance a number of methods may be employed to assure the
adequacy of the maintenance performed on aircraft, engines, components, and
appliances. Such methods may be inspection of documents for compliance or
inspection of the work performed as may be called out by duplicate inspections.
When an AMT is assigned to perform a specific inspection using a specific method
he is not restricted from employing a different method or higher level of inspection
to satisfy himself that no unsafe or un-airworthy condition exists.
Maintenance paperwork will generally call out for the method and level of inspection
to be performed by maintenance personnel during the maintenance of an item. If the
level and method of inspection is not specified, a visual inspection is implied.
When there is evidence of a possibly unsatisfactory condition, a person conducting

an inspection may employ additional; methods such as the use of work-stands or
ladders, use of inspection aids such as mirrors and magnifying glasses, and removal
of access plates or components to gain access to additional areas.
4.1.4.1 Airplane Inspections - Inspection Methods and Levels
The following terms define the methods and levels of inspection performed on NAC
aircraft:
4.1.4.1.1 Inspection Methods and Levels

(a) Inspection is defined as an examination of an item against a specific standard.
(b) Non-Destructive Inspection is defined as an inspection method utilized to
supplement visual inspection and/or detect hidden defects. This process includes
methods such as: X-Ray, Ultra-Sonic, Eddy-Sonic, Eddy Current, and Radio-
Isotope.
(c) Age Exploration is defined as a systematic evaluation of an item based on
analysis of collected information from in-service experience. It accesses the
item’s resistance to a deterioration process with respect to increasing age.
4.1.4.1.2 Inspection of Airplane Systems

(a) Visual Check is defined as an observation to determine that an item is fulfilling its
intended purpose. It does not require quantitative tolerances. This is a failure-
finding task.
Part: 4
Page: 2
Date: 01/01/03
Rev: 3
(b) Operational Check is defined as a task to determine that an item is fulfilling its
intended operational purpose. This task may be performed on the aircraft without
any additional test equipment.
(c) Functional Check is defined as a quantitative check to determine if one or more

functions of an item perform within the specified limits. This task may be performed
on the aircraft with or without additional test equipment or in the shop.
4.1.4.1.3 Zonal Inspection
aircraft:
(a) Inspection-External Surveillance is defined as a visual check that will detect

obviously unsatisfactory conditions and discrepancies in the externally visible
structure; systems and power plant items. It may also include internal structure or
installations which are visible through quick opening access panels and doors. Work
stands and ladders may be required to gain proximity.
(b) Inspection-Internal Surveillance is defined as a check that will detect obviously

unsatisfactory conditions and discrepancies in the internal structures; systems; and
power plant installations. This type of inspection applies to obscured structure and
installations that require removal of fillets, fairings, access panels, and doors.
4.1.4.1.4 Structural Inspection
aircraft:
(a) General Visual is defines as a visual check exposed areas of wing lower surface,
lower fuselage, doors, door cutouts, and wheel wells.
(b) Inspection-External Surveillance is defined as a visual examination of defined

external structural areas from a distance considered necessary to carry out an
adequate check. It may also include internal structure or installations, which are
visible through quick opening access panels and doors. Work stands and ladders may
be required to gain proximity.
(c) Inspection-Internal Surveillance is defined as a visual examination defined internal

structural areas from a distance considered necessary to carry out an adequate
check. This type of inspection applies to obscured structure and installations that
required removal of fillets, fairings, access panels, and doors.
Part: 4
Page: 3
Date: 11/06/2004
Rev: 4
(d) Inspection-Detailed-External Or Internal is defined as a close, intensive visual

inspection of highly defined structural details or locations searching for
evidence of structural irregularity, using adequate lighting and, where
necessary, inspection aids such as mirrors and magnifying glasses. Surface
cleaning and access procedures may be required to gain proximity.
(e) Inspection-Special Detailed is defined as inspections of Specific locations or
hidden details using specified non-destructive inspection (NDT) procedures.
4.1.4.1.5 Inspection For Hidden Damage
Inspections for obvious damage may also give indications of hidden damage. AMTs
shall conduct thorough and searching inspections for hidden damage in areas
adjacent to the damaged areas. In areas with visible deterioration, AMTs will
perform a thorough review of similar material or equipment in a given system or
structural area. The scope of the inspection will be governed by the type of unit
involved with special consideration accorded to previous operating history,
malfunction, or defect reports, and service bulletins and AD notes issued.
4.1.4.2 Airplane Inspection Procedures
Routine task cards are used during scheduled maintenance of airplanes to define
inspection methods to be used by maintenance personnel and to record
accomplishment. Task cards contain step-by-step procedures for accomplishing
maintenance, preventive maintenance, repairs, and alterations.
Task cards are legal documents certifying work accomplishment, and become part of
the airplane’s historical record. The documents may be subject to regulatory
authority audits.
Findings resulting from a scheduled maintenance task are recorded by the inspector
of a non-routine write-up form during hangar maintenance, and in the Airplane
Maintenance Log during line maintenance
Instructions for the accomplishment of major repairs and alterations will be included
in NAC Engineering Orders or MJO. The orders typically require progressive
inspections, whereby inspections are made at various stages of the accomplishment.
Progressive inspections will be adequately covered by qualified NAC maintenance
personnel.
Part: 4
Page: 4
Date: 11/06/2004
Rev: 4
4.1.4.3 Shop Inspections

All rotable units that undergo shop processes shall be certified as serviceable by the
appropriate AMT Licence/Authorization holder in the following manner:
(a) They shall carry out procedures and processes, as well as intermediate and final
tests as necessary, to assure that the final product is airworthy
(b) They shall review and ensures that all steps in the shop process sheets and other
work statements are completed.
(c) They shall sign the shop finding report.
(d) They shall sign the Maintenance Release and the Serviceable Tag.
Although the following are the responsibilities of the shop personnel, Quality
Assurance shall check, through periodic audits, that:
(a) Shop tools and test equipment are calibrated and current at all times.
(b) Repair manuals and workbooks used by shop personnel are complete and up-to-
date.
For units that require functional testing, the test shall be performed by an
appropriately licensed/authorized AMT in accordance with the instructions contained
in the manufacturer’s publications. However, if such publications are not available,
functional check requirements may be developed. The requirements will be prepared
in the form of a process sheet that permits sign-offs and records of measured unit
performance. If suitable test facilities are not available, components may be tested in
the airplane. In any case, functional checks must be monitored and recorded by the
shop personnel.
4.1.4.4 Material Inspection
4.1.4.4.1 General
Initial inspections of incoming materials used for aircraft maintenance is the
responsibility of the assigned Material Inspector. The inspectors are responsible for
receiving inspections through verification of required documents. Oversight of
quarantine areas, shelf-life control, and periodic reviews of material storage shall be
the responsibility of the Stores personnel while Quality Assurance shall check for
compliance through periodic audits.
Part: 4
Page: 5
Date: 11/06/2004
Rev: 4
4.1.4.4.2 Receiving Inspections

Incoming rotable units that are acceptable are identified with a Serviceable Tag that
has been signed by an authorized material inspector. Before issuing a serviceable tag
the material inspector shall ensure that at least one or more of the following
documents identifies the incoming unit
(a) With an NAC Serviceable Tag where the Maintenance Release has been signed
and stamped by an authorized NAC personnel.
(b) With FAA Airworthiness Approval Tag (Form 8130-3) or JAA Form 1 used by
authorized Repair Stations to certify units as airworthy.
(c) With a shipping ticket, invoice, or other shipping document that provides
evidence that the unit was built or rebuilt by a manufacturer, who owns a
production certificate, in accordance with production specifications.
(d) With the Serviceable Tag of an authorized repair agency, where the maintenance
release has been signed and stamped by an authorized repair agency inspector.
Newly manufactured units may be identified with a:
(a) FAA Technical Standard Order (TSO) number which certifies that the part was
manufactured to FAR requirements.
(b) FAA Parts Manufacturer Authorization (PMA) symbol, together with the
Manufacturer’s Name, trademark or symbol, part number, and the make and
model of the type-certificated product.
(c) Shipping ticket, invoice, or other shipping document, which provides evidence
that the unit was produced by a manufacturer holding appropriate production
certificate.
Receiving & Dispatch of ESSD will perform a preliminary review when receiving
parts and material to ensure that no obvious damage has occurred during shipping,
and that the accompanying paperwork applies to the part or material being
inspected. They shall also check documents to ensure that the part being received is
the part that had been ordered or sent for overhaul/repair.
Receiving & Dispatch of ESSD will prepare a new Serviceable Tag for rotable units
by transferring pertinent data from accompanying paperwork.
The assigned Material Inspector shall perform the following functions:

(a) Inspect the incoming parts and material for condition and obvious external
damage.
(b) Ensure that all received parts and materials conform to the NAC repair orders,
Purchase orders, and any NAC special requirements.
Part: 4
Page: 6
Date: 11/06/2004
Rev: 4
(c) Ensure that rotable units meet the criteria for units to be acceptable to NAC,
that all paperwork is correct and that rotable unit data plates, if applicable,
agree with the paperwork.
(d) Confirm that the suppliers are on the CAAN approved supplier list or is
original manufacturer of the aircraft, aircraft components.
(e) Ensure that material is properly color-coded, where applicable, with clearly
visible markings, or that the material is properly identified to reflect the
specifications of the material certification document.
(f) Examine the packaging of consumable material to the extent satisfactory to
him, without breaking barriers or seals for inspection.
(g) Ensure that items with shelf-life expiration dates have adequate life remaining
at the time of receipt.
After completion of receiving inspection of rotable units, the receiving Material
Inspector shall sign the Serviceable Tag of units, which meet all of the above
requirements.
Any parts and materials which do not meet the above requirements, will be treated
as follows:
(a) All rejected parts and material will be held in quarantine until its disposition is
resolved.
(b) The material inspector may consult with Engineering and/or other Quality
Assurance personnel, and/or Shop Personnel before deciding on a specific
course of disposal action.
(c) Components that can be re-certified in-house may be routed to the appropriate
unit for testing and certification.
(d) Components, which cannot be re-certified in-house, may be routed to the
appropriate repair agency or vendor for corrective action.
(e) New parts, appliances, components, and material may be returned to the
vendor for replacement.
4.1.4.4.3 Functional Testing of Received Components
The receiving inspector may request functional testing of any unit overhauled or
repaired by any agency, or any unit that exhibits signs of shipping damage, corrosion,
deterioration, and other suspect conditions.
For units that require functional testing as part of the receiving inspection process,
the test shall be performed in accordance with the instructions contained in the
manufacturer’s publications.
If suitable test facilities are not available, components may be tested in the aircraft.
In any case, functional checks shall be monitored Quality Assurance.
Part: 4
Page: 7
Date: 01/01/03
Rev: 3
4.1.4.4.4 Administration And Control Of Quarantine Area
Material inspection personnel shall monitor; through audits; the operation of the
following quarantine areas maintained and controlled by the stores of ESSD:
(a) Unidentified material awaiting identification
(b) Unacceptable material awaiting disposal instructions.
(c) Units under the SAVE (Serviceability Acceptable Via Evaluation) Program.
4.1.4.4.5 Unidentified Material Quarantine
The purpose of this quarantine area is to temporarily store items that lack identification,
including shipments with no shipping documents, unit with missing tags, and
unidentified hardware.
Receiving & Dispatch (R & D) personnel will ensure that quarantined materials remain
in quarantine or are disposed unless it can be properly identified and processed.
R & D and/or store personnel shall research available paper work and documentation,
and consult with ESSD, Maintenance Planning, Shop Maintenance, and/or Quality
Assurance Personnel in order to identify quarantined material. Any material that can not
be positively identified shall be routinely disposed of through surplus or scrap.
4.1.4.4.6 Serviceability Acceptance Via Evaluation (SAVE) Program Quarantine
The Serviceability Acceptable Via Evaluation (SAVE) Program permits the
direct return to stock of repairable or rotable components, which were removed
from an aircraft and were subsequently proved to be serviceable.
In principal SAVE Program operates as follows:
(a) A discrepancy is noted on an aircraft, and maintenance replaces a unit for trouble
shooting purposes.
(b) If the removed unit is not obviously damaged and its serviceability questionable, it is
held in quarantine for a period of forty-eight hours, after which time the unit is
declared unserviceable and processed accordingly.
(c) If the original discrepancy, which resulted in the unit change, does not recur on the
airplane within forty-eight hours, then the removed unit is presumed unserviceable
and processed accordingly.
(d) If the original discrepancy recurs on the airplane within forty-eight hours, then the
removed unit is presumed serviceable, re-tagged accordingly, and returned to stock.
Part: 4
Page: 8
Date: 01/01/03
Rev: 3
ESSD will provide appropriate quarantine facilities at home base and as selected line
stations for the temporary storage of the unit removed for SAVE. The quarantine will be
subjected to QA audit.
The SAVE Program is the responsibility of the Maintenance Control Center, MCC is
responsible for tracking SAVE units that are in quarantine, tracking discrepancies on the
aircraft, and declaring serviceability status of units in quarantine. The AMT License
holder responsible for removing the units from the aircraft shall also be responsible for
appropriately re-tagging the unit.
Part: 4
Page: 1
Date: 11/06/2004
Rev: 4
Quality Policy – Organization
4.1.5 Quality Assurance Organization
The Dy. Director of Quality Assurance leads the Quality Assurance Division.
Since the Quality Assurance Organization has functions and duties that are an
integral part of many diverse maintenance processes, descriptions of the Quality
Assurance Organization are spread throughout the applicable sections and
paragraphs of this NAC Engineering Manual. However, see Chapters 1.3.3 and
1.4.4, of the NAC Engineering Manual, for an in depth description of the Quality
Assurance & Flight Safety Department.
Part: 4
Page: 1
Date: 01/01/03
Rev: 3
Quality Audits/Monitoring – General
4.2.1 General
NAC is authorized to operate its airplanes under a “Continuous Airworthiness

Maintenance Program.” This program combines the functions of inspection and
maintenance to fulfill NAC’s total maintenance needs. The NAC continuous
Airworthiness Maintenance Program consists of many elements, including the
continuous Analysis and Surveillance Program described in this chapter.
The Continuing Analysis and Surveillance Program is designed to audit the aircraft’s
Technical (Maintenance and Engineering) operation and associated personnel. The audits
are to ensure conformance to technical standards and company policies and procedures
with the objective of maintaining the highest standards of airworthiness and safety.
The basic responsibility to maintain prescribed standards of quality lies with each work
area, unit and its personnel performing the work or supervising the work. This includes
the person who performs the assigned work and the supervisor who assigns, and accepts
his work.
The Continuing Analysis and Surveillance Program is used to monitor the acceptability
of a work unit’s performance. After visiting or sampling an area under audit, reports are
prepared to outline deviations from normally expected results.
It is a policy of NAC to conduct an audit of its facility at the intervals such as those
shown on Page 2, Chapter 4.2.1 of the NAC Engineering Manual. However the
frequency of audit is modified to suit conditions. In areas with known problems, the
frequency of audits may be increased. And in minimal problem areas, the audit
frequency may be reduced. An audit of NAC technical facilities/units conducted by an
external agency or CAAN shall also constitute as being part of the company’s audit
schedule.
Program details concerning the subject, scope, and frequency of audits shall be
maintained by the Quality Assurance Division.
Part: 4
Page: 2
Date: 11/06/2004
Rev: 4
AUDIT INTERVALS
Audit Area Interval Audit Area Interval

(Months) (Months)
Hangar Maintenance 12 Tools and test 12

Equipment
Line Stations 12 Deferred 6
Maintenance System
Work Shops 12 Oxygen Servicing 12
Contractors 12 Ramp Operations 12
Fuel Servicing 3 Airplane Tire 6

Pressures
Manuals and 6 Airplane and Shop 6

Publications Records
Airplane Log Book 3 Required Inspection 6

Handling Program
Implementation
Completed Checks 6 AD/SB Compliance 3

System
Major repair and
Material Management 6 Alteration Approval 6
System
Part: 4
Page: 3
Date: 22/02/07
Issue: 2
Form No. QA-4.2.1
Nepal Airlines
Audit Finding Form
____________ ___Kathmandu_______ _________________
Nepal Airlines Location File Ref
Area of Audit: Finding No.
Non-Conformance With:
Examples:
_________________________ __________________
Name and Signature of Auditor Date
Corrective Action/Plan
________________________ __________________
Signature and Title Date
Quality Assurance Response:
Audit Follow Up
_______________ _________________ ____________

Target Completion Date Item Completed Inspector
This Audit Finding Form should be returned to QAFS with Corrective Action/Plan within 21 days from the receipt of this Form,
otherwise will be stated in the covering letter. (THIS PAGE IS for DRAFT PURPOSE ONLY)
Part: 4
Page: 1
Date: 11/06/2004
Rev: 4
Quality Audits/Monitoring – Program
4.2.2 Program
The Continuing Analysis and Surveillance Program include a system of data

collection and analysis. The analysis of data is typically charted to monitor trends
and to support the condition monitoring process. NAC has implemented a separate,
independent Maintenance Reliability Program to satisfy the requirements for data
collection and analysis.
In addition to the maintenance reliability program, the NAC audit program includes
processes that can become irregular in a particular area or operation and would not
normally be tracked through a Maintenance Reliability Program. It is the
responsibility of the auditor to ensure that all areas reviewed are managed and
operated in accordance with NAC standards, policies, and procedures.
When auditing a work unit, a selection is made of a procedure or function for which
the work unit is responsible. The auditor will then monitor and survey the selected
job function and discuss any observed discrepancies with the work unit.
When an audit is completed, the auditor will submit a report of his findings to the
Director of Quality Assurance & Flight Safety. Discrepancies will be handled by
sending a Deficiency Report to the affected work unit/department and requesting a
written response within twenty-one working days. The work unit will respond with
plans for implementation of corrective action of the discrepancies highlighted in the
applicable audit report.
Unresolved problems will be referred to the Director of Quality Assurance & Flight
Safety and Dy. Director, Quality Assurance until a resolution is achieved. Areas with
significant problems shall be re-audited within six months after the previous audit.
The re-audit will confirm the effectiveness of corrective actions taken in response to
the findings from previous findings.
Part: 4
Page: 1
Date: 11/06/2004
Rev: 4
Quality Audits/Monitoring – Scope
4.2.3 Scope
Quality audits cover many areas that may include but not be limited to:
(a) Administrative and supervisory aspects of maintenance activities, including
contracted work.
(b) Performance of maintenance on airplane systems including engines and
components.
(c) Operational controls such as: maintenance scheduling, control and
accountability of work forms, conformity to technical instructions, and
compliance with procedures.
(d) Adequacy of equipment and facilities
(e) Protection and proper handling of the parts and material inventory
(f) Competency of personnel
(g) Shop orderliness
Audits require detailed fact finding and objective analysis. Apparent defects or
questionable areas require a review of all factors with an investigative scope that will
establish primary causes. Audits should assure that:
(a) The system for continuing analysis and surveillance of the maintenance
reliability program effectively monitors and detects adverse trends.
(b) Each work unit’s facilities, such as hangars, work stands, and ground handling
equipment are compatible with good workmanship and that lighting,
cleanliness and safety are adequate.
(c) Work accomplished by contract agencies, such as maintenance checks,
cleaning, fueling, and ground handling, is being performed in accordance with
NAC procedures.
(d) Maintenance work packages contain correct and up to date work content
record sheets and all items have been accomplished and signed as required.
(e) Personnel signing for work accomplished are properly authorized and licensed.
(f) Calibration checks have been carried out at specified periods on measuring and
test equipment used in the maintenance and repair of airplanes and parts.
(g) The quality of materials received from vendors and approved outside servicing
agencies is adequately maintained.
(h) The work unit personnel are adequately trained and licensed for the aircraft
upon which they are required to work.
(i) All records are properly completed and maintained in accordance with
retention requirements.
Part: 4
Page: 1
Date: 11/06/2004
Rev: 4
Quality Audits/Monitoring – Process
4.2.4 Process
4.2.4.1 The Dy. Director of Quality Assurance has the primary responsibility for conducting
quality audits. Due to the constant changes in the aviation industry, the program
must maintain flexibility and adopt itself to current NCAR rules and regulations.
4.2.4.2 Auditors must have sufficient technical skill to uncover concealed problems, to
carefully examine them, and to give some indications as to their causes. It is not the
fundamental responsibility of the auditor to provide solutions to the discrepancies,
but it is important that the auditor furnish enough detailed facts on which to base a
course of corrective action.
4.2.4.3 Types of Audits
Separate audits are performed on each of the independent work units that make up
NAC’s operation. They are normally scheduled for audit using the audit schedule
shown on Page 2, Chapter 4.2.1, of the NAC Engineering Manual.
4.2.3.1 Hangar Maintenance Audits
Audits of hangar maintenance activities will examine the methods implemented in:
(a) Performing airplane inspections.
(b) Scheduled maintenance.
(c) Unscheduled maintenance.
(c) Modifications.
(d) Structural repairs.
(e) Component replacement.
(f) Other maintenance activities.
The audit of hangar maintenance will determine if all work performed in the NAC
hangar is in accordance with the Manufacturer’s Maintenance Repair Manuals and
Areas covered by the hangar maintenance audit will include, but not be limited to:
(a) Adequacy and upkeep of facilities.
(b) Adequacy and serviceability of ground support equipment.
(c) Serviceability and calibration of special tools and test equipment.
(c) Use of technical manuals to perform maintenance and repairs.
(d) Use of technical manuals to perform maintenance and repairs.
Part: 4
Page: 2
Date: 11/06/2004
Rev: 4
(e) Availability of skilled and qualified manpower to perform assigned work.

(f) Paperwork handling.
(g) Personnel qualifications and authorization.
4.2.3.2 Line Station Audits
Audits of line stations will determine that the station has adequate housing, facilities,
training, special tools, equipment, and personnel to perform the specific
maintenance. Audits will determine that all work performed is in accordance with
Manufacturer’s Maintenance and Repair Manuals and the NAC Engineering Manual.
Areas covered by line station audits will include, but not be limited to:
(a) Adequacy and upkeep of facilities.
(b) Adequacy and serviceability of Ground Support Equipment.
(c) Serviceability and calibration of special tools and test equipment
(d) Use of technical manuals to perform maintenance and repairs.
(e) Availability of skilled and qualified manpower to perform assigned work.
(f) Adequacy of personnel records including qualifications, authority, and training
records.
(g) Paperwork handling.
(h) Personnel qualifications and authorization.
(i) Adequacy of parts including proper shelf life control, proper identification,
separation of serviceable and unserviceable units, and segregation of hazardous
materials.
(j) Fuel and oil dispensing and storage facilities.
(k) Deicing chemical dispensing and storage facilities, including training of
personnel on deicing procedures.
4.2.3.3 Work Shop Audits
The audit of a NAC workshop will determine that the shop is properly equipped to
perform its assigned duties. The audit will review personnel qualifications,
availability of special tools and test equipment, and conformance to NAC standards,
policies, and procedures.
Part: 4
Page: 3
Date: 11/06/2004
Rev: 4
Areas covered by workshop audits will include, but not be limited to:
(a) Adequacy and upkeep of facilities
(b) Serviceability and calibration of special tools and test equipment
(c) Use of Manufacturer’s Technical Manuals and Process Sheets to perform
repairs, overhauls, tests, and other shop work.
(d) Availability of skilled and qualified manpower to perform assigned work
(e) Personnel records: adequacy, qualifications, authority, and training records.
(f) Paperwork handling
4.2.3.4 Contractor Audits
Audits will be performed to confirm a contractor’s capability by assessing the
adequacy of facilities, personnel inspection system, practical instructions and
procedures, current approved data, and effective controls in managing airworthy
repairs.
Areas covered by contractor audits will include, but not be limited to:
(a) Facilities
(b) Capabilities
(c) Manuals; availability and currency
(d) Work cards and paperwork that comply with NAC’s company manuals and
requirements
(e) Personnel qualifications
4.2.3.5 Fuel Servicing Audits
In order to control the quality of the fuel loaded on NAC airplanes, it must be
determined that the fuel agencies properly store and deliver high-quality fuel. A
periodic audit will be conducted on mobile fueling units and the fixed facilities to
ensure that fuel suppliers conform with rules and regulations established by NAC.
Areas covered by fuel servicing audits will include, but not be limited to:
(a) Cleanliness and quality of fuel
(b) Periodic testing and inspection
(c) Handling equipment
(d) Fueling procedure
Part: 4
Page: 4
Date: 11/06/2004
Rev: 4
4.2.3.6 Audits of Manuals and Publications
Manuals and publications used by NAC to certify the airworthiness of products and
processes will be subjected to periodic audits to ensure there:
(a) Revision status
(b) Proper revision sign-off
(c) Currency and completeness
4.2.3.7 Airplane Log Book Handling Audit
The aircraft logbooks will be periodically audited to assure proper handling in

accordance with NAC Policies and Procedures, and NCAR regulations.
Areas covered by airplane logbook audits will include, but not be limited to:
(a) Completeness
(b) Proper sign-off
(c) Transfer of data to tracking systems
(d) Handling of deferred maintenance
(e) Improper write-ups in cabin logbooks
4.2.3.7 Audit of Completed Checks
Completed check packages will be periodically audited to assure proper handling.

Areas covered by completed check audits will include, but not be limited to:
(a) Completeness of packages including tally sheets

(b) Proper sign-offs
(c) Inspection stamps where required
(d) Airplane identification
(e) Items deferred out of check
4.2.3.7.8 Material Audits
The management and handling of parts and materials will be subjected to periodic
audits to assure compliance with NAC Policies and Procedures, NCAR Regulations,
and accepted industry standards.
Part: 4
Page: 5
Date: 11/06/2006
Rev: 4
Areas covered by completed material audits will include, but not be limited to:
(a) Receiving inspection - serviceable tag sign-off and shop finding reports from
contractors.
(b) Quarantine areas
(c) Stores-shelf life control, parts preservation, separation of serviceable from
unserviceable units.
4.2.3.7.9 Audit of Tools and test Equipment
The calibration and condition of tools and test equipment must be audited for:
(a) Currency of calibration stickers
(b) Re-calibration system control
(c) Traceability of standards
4.2.3.7.10 Audit of Deferred Maintenance
The handling of deferred maintenance will be audited periodically to assure
compliance with NAC Policies and Procedures and NCAR Regulations.
Areas covered by audits of deferred maintenance will include, but not be limited to:
(a) Reporting and rectification procedures.
(b) Reasons for deferrals.
(c) Proper control and tracking system.
4.2.3.7.11 Oxygen Servicing Standards
The methods and equipment used to handle oxygen equipment in the hangars, line
stations, and shops, will be audited periodically to assure compliance with NAC
Policies and Procedures, NCAR regulations, and industry standards.
Areas covered by audits of oxygen servicing standards will include, but not be
limited to:
(a) Cleanliness of tools, work areas, and parts.
(b) Proper storage of bottles
(c) Quality of oxygen
(d) Availability of skilled and qualified manpower to perform assigned work.
Part: 4
Page: 6
Date: 11/06/2004
Rev: 4
4.2.3.7.12 Supplemental Audit Activities
The following is a list of some of the surveillance audits performed on an as-needed

basis by the Quality Assurance Division:
(a) Ramp operations.
(b) Airplane tire pressure.
(c) Airplane and shop records.
(d) AD/SB compliance system.
Part: 4
Page: 1
Date: 11/06/2004
Rev: 4
Quality Audits/Monitoring – Deficiency Reports
4.2.5 Deficiency Reports
When an audit is completed, the auditor will submit a report of his findings to the
Director, QA&FS and or through the Dy. Director of Quality Assurance. It shall then
be sent to the audited unit through the concerned departments/divisions.
Discrepancies will be handled by sending a Deficiency Report to the affected work

unit and requesting a written response within twenty-one working days. The work
unit will respond with plans for implementation of corrective action of the
discrepancies highlighted in the applicable audit report.
Unresolved problems will be referred to the Dy. Director of Quality Assurance and
the Director of Quality Assurance & Flight Safety until a resolution is achieved.
Areas with significant problems shall be re-audited within six months after the
previous audit. The re-audit will confirm the effectiveness of corrective actions taken
in response to the findings from previous findings.
Part: 4
Page: 1
Date: 11/06/2004
Rev: 4
Quality Audits/Monitoring – Reliability Program
4.2.6 Reliability Program
4.2.6.1 The Continuing Analysis and Surveillance Program include a system of data
collection and analysis. The analysis of data is typically charted to monitor trends
and to support the condition monitoring process. NAC has implemented a separate,
independent Maintenance Reliability Program to satisfy the requirements for data
collection and analysis.
Part: 4
Page: 1
Date: 11/06/2004
Rev: 4
Quality Audits/Monitoring – Others
4.2.7 Others
At times, the Dy. Director of Quality Assurance may want a general audit of the
entire maintenance operation without going into great detail into any one process.
He may direct his representatives to conduct a Repair Station Audit using the
following outline as his guide.
The Repair Station Audit is general in nature and looks at general housekeeping,
safety related items, and general maintenance practices.
When the Repair Station Audit is completed, the auditor will submit a report of his
findings to the Director, QA & FS and or through the Dy. Director of Quality
Assurance.
4.2.7.1 Repair Station Audit Guidelines
The following guideline will be followed when conducting a Repair Station Audit:
4.2.7.2 Hangar
(a) Is the hangar floor free of litter?
(b) Are oil spills immediately covered with absorbent material and swept up?
(c) Are "No Smoking" signs posted and adequate in quantity?
(d) Are safety signs posted where required?
(e) Are "Exits" properly marked, aisles clear and unobstructed?
(f) Is all ground support equipment and spare engines parked so it presents an
orderly appearance?
4.2.7.3 Ramp
(a) Is the ramp free of litter?
(b) Is the ramp clear of all objects that could be ingested by aircraft engines?
(c) Is the ramp surface in good condition?
(d) Is all ground equipment parked so it presents an orderly appearance and
prevents ramp congestion?
Part: 4
Page: 2
Date: 11/06/2004
Rev: 4
4.2.7.4 Fire Protection

(a) Are fire extinguisher locations properly designated and marked?
(b) Are fire extinguishers accessible?
(c) Are fire extinguisher's appearance, hoses, and discharge valve, acceptable?
(d) Are inspection tags current and in good condition?
(e) Is the fire extinguisher Serial Number recorded on the inspection tag?
(f) Are NAC instructions for fire extinguisher inspection and maintenance being
complied with?
4.2.7.5 Shops
(a) Are all shops neat and clean?
(b) Are safety signs posted and in the proper location?
(c) Are maintenance records on shop equipment maintained?
(d) Are fire extinguishers installed and properly identified?
4.2.7.6 Ladders/Work Stands

(a) Are ladders and work stands in a safe operating condition?
(b) Are ladders and work stands stored properly when not in use?
4.2.7.7 Tow Bars

(a) Are all tow bars in good condition and shear bolts installed?
(b) Are all tow bars put in their respective areas when not in use?
4.2.7.8 Ground Power Units

(a) Is unit clean and painted?
(b) Is GPU cable stored properly when unit is not in use?
(c) Is unit in good working condition?
(d) Are maintenance checks and records maintained?
Part: 4
Page: 3
Date: 11/06/2004
Rev: 4
4.2.7.9 Air Start Units

(a) Are air start hoses properly stored when unit is not in use?
(b) Is unit in good working condition?
(c) Is unit clean and painted?
(d) Are maintenance checks and records maintained?
4.2.7.10 Motorized Equipment

(a) Are the horn, lights, including signal and brakes serviceable?
(b) Is condition of tires satisfactory?
(c) Is exhaust system safe?
(d) Are units clean and painted?
(e) Are maintenance checks and records maintained?
4.2.7.11 Storage/Condition
(a) Are tools stored in an orderly manner?
(b) Are Aircraft Jacks properly serviced and operational?
(c) Are calibrated regulators used on nitrogen and oxygen service equipment?
(d) Are Measuring Test and Inspection Equipment (MTIE) properly identified on
control cards and in storage areas?
(e) Is the control of tools issued to mechanics adequate
4.2.7.12 Calibration
(a) Are calibration labels installed and are they current?
(b) Are calibration records current?
(c) Is a follow-up system established for tools sent out to be calibrated?
4.2.7.13 Manuals/Microfilm
(a) Are required manuals and microfilm on hand?
(b) Are they current?
(c) Is responsibility for revising manuals assigned?
Part: 4
Page: 4
Date: 11/06/2004
Rev: 4
4.2.7.14 Reader/Printers
(a) Are the reader/printers in good condition?
(b) Are the units outside covered to protect it from dirt and dust?
4.2.7.15 Supply and Parts

(a) Is the stock room neat and clean?
(b) Are doors and lanes clear and accessible?
(c) Are all parts properly binned and identified?
(d) Do unit part numbers compare with bin identification. number?
(e) Are parts properly stored?
(f) Are "O" rings stored in sealed packages?
(g) Is a program for monitoring shelf-life established and complied with?
(h) Is the Receiving Inspection Procedure being followed?
(i) Are used and defective parts properly tagged?
(j) Are parts properly protected, lines capped and openings covered?
(k) Are bearings protected from dirt and dust?
(l) Are tires/wheels properly stored and tires periodically rotated?
(m) Are oxygen bottles stored in a clean area and monitored for shelf life?
4.2.7.16 Personnel
(a) Is the training record of maintenance personnel maintained and current?
(b) Are maintenance personnel in possession of proper authorization?
(c) Are Authorizations of personnel to run aircraft engines current?
(d) Do a sufficient number of AMTLs hold valid CAAN License/ Authorization?
(e) Is the Inspection Personnel Roster and authorization maintained and current?
(f) Is the Training Summary maintained and current?
Part: 4
Page: 5
Date: 11/06/2004
Rev: 4
(g) Is there a recurrent Maintenance Training program and if so is it current?
(h) Do mechanics know how to use special tools?
4.2.7.17 Forms/Log Sheets/Task Cards

(a) Are log sheets properly completed and processed?
(b) Is the completeness of the Task Cards satisfactory?
(c) Are "Repairable" tags properly filled out and bear the authorizing signature of
a supervisor. or Inspector?
(d) Are delay reports prepared as required?
(e) Is the Inter-shift Register/ Turn-Over Log prepared as required?
4.2.7.18 Safety Meetings

(a) Is there a safety committee?
(b) Does the committee meet regularly?
(c) Are reports made to document the proceedings of the meetings?
(d) Is there a program of follow-up on safety violations?
(e) Are accidents and injuries promptly reported on the appropriate accident
report form?
4.2.7.1.9 Emergency
(a) Is the fire and rescue number posted at each telephone?
4.2.7.2.0 Personal Protective Equipment

(a) Do personnel exposed to high intensity noise produced by jet engines use
hearing protective devices?
(b) Do personnel use eye protection devices where required?
(c) Are personnel checked out on the use of the "Warning Tag?”
(d) Are personnel aware of the precautions in the use of hazardous materials?
4.2.7.2.1 General
(a) Is check of water pumps room for cleanliness and safety satisfactory?
(b) Is the locker room clean with no evidence of unsafe conditions?
Part: 4
Page: 6
Date: 11/06/2004
Rev: 4
(c) Is the toilet area (WC) clean and sanitary?

(d) Is hangar lighting adequate?
(e) Is shop lighting adequate?
(f) Is flammable storage area properly identified?
(g) Are trouble lights explosive -proof?
(h) Are drain barrels covered?
(i) Are safety eye guards installed at equipment where required?
(j) Is engine change equipment properly stored and in serviceable condition?
(k) Is Oxygen bottle servicing area clean, safe, and are safety and operating
instructions signs clearly and adequately displayed?
(l) Are aircraft that are brought into the Hangar for inspection promptly
grounded?
(m) Are pitot tubes and static ports of the aircraft in check covered?
(n) Are spare engines properly protected and preservation inspections performed
as required?
(o) Are Oxygen, Freon, Nitrogen and Welding bottles properly stored and
secured?
Part: 5
Page: 1
Date: 01/10/99
Rev: 1
Workshop Division - General
5.1 Workshop Division
5.1.0 General
The Workshop Division is one of the sub-division of the Engineering department.
Its functions, as approved by the CAAN are to:
(a) Repair, Overhaul, and test aircraft components and systems.
(b) Test, repair, and calibrate test equipment.
(c) Advise the Engineering Stores and Supply Division in arranging for outside, third-
party repairs, when the scopes of work exceed the Workshop Divisions capabilities.
(d) Formulate plans and programs for the enhancement of workshop activities.
5.1.0.1 The workshop division is headed by a Dy. Director, who has overall responsibility for:
(a) Ensuring that all repairs, modifications, and overhaul activities of aircraft,
equipment and components, which support the activities of the maintenance division,
are conducted within the limits of the forms of approval and capability list
applicable to them.
(b) Providing the direction and management of workshops, their resources, systems and
procedures, in a manner that continuously improves their efficiency. Through
properly planning repair, modification, and overhaul activities, he shall also ensure
that: turnaround times are consistently achieved; man-hour; overhead and material
expenditure goals are met; and quality standards are never compromised.
(c) Ensure that all manuals, airworthiness directives, service bulletins, publications, and
technical documents, used in the workshops, are maintained in good order and to the
latest amendment status.
(d) Ensuring that inspection methods, procedures, maintenance practices and quality
standards, as prescribed by the Quality Assurance and CAAN, are adhered to by
workshop personnel.
(e) Ensuring that workshop facilities, equipment, test equipment, and tools are adequate
and are maintained in serviceable condition at all times.
(f) Submitting training requirements to the Director of Engineering, for courses on:
maintenance policies; quality standards; maintenance practices; inspection methods;
and procedures-based aeronautical subjects (Basic Courses). In addition he shall
propose training requirements for specialized: aircraft equipment, components and
test equipment that will be maintained in the workshops.
Part: 5
Page: 2
Date: 11/06/2004
Rev: 4
Workshop Division - General
(g) Ensuring that the Engineering Manual is followed, correct working-techniques

are employed, corporation finance rules are followed, and effective use is made
of qualified and trained manpower
(h) Arranging for good housekeeping practices to be followed in all areas of the
Workshop Division.
(i) Ensuring that satisfactory working relationships and communication channels
exist within the workshop division, as well as other divisions
(j) Ensuring that detailed work specifications are produced and predictable
replacement parts are made available for repair, modification, and overhaul
activities. He shall coordinate his efforts with the other divisions of the
Engineering Department.
(k) Continuously assessing the short and long term requirements of the
workshops, with respect to facilities, equipment, test equipment, tools,
required manuals and qualified staff. He shall coordinate his efforts with the
Deputy Director of Maintenance Planning and submit his findings to the
Director of Engineering, along with his recommendations.
(l) Ensuring that all workshop personnel comply with safety requirements and fire
precaution/evacuation procedures that are applicable to their work place and
scope of work.
(m) Monitoring industry development and trends applicable to different workshop
activities and recommending new procedures to ensure a satisfactory level of
development.
(n) Ensuring that all test requirements is calibrated in accordance with
manufacture or CAAN requirements.
(o) Planning for future expansion of facilities by proposing layouts and facility
improvements. He shall coordinate his efforts with Maintenance Planning &
Quality Assurance, if necessary.
(p) Forecasting the future needs of manpower, personnel qualifications, and
equipment.
(q) Keeping the Director of Engineering updated with routine, verbal and written
reports.
Part: 5
Page: 1
Date: 11/06/2004
Rev: 4
Workshop Division – Electrical Workshop
5.1.1 Electrical Workshop
The function of the electrical workshop is to maintain, repair, overhaul, modify, and
test:
(a) Electrical components
(b) Test equipment
(c) Engine harnesses and parts.
5.1.1.1 Location And Environment
The electrical workshop is located on the first floor, in the annex to the hangar.
Lighting is provided by natural outside light from one side and overhead fluorescent
lights. Electrical supplies are provided for both AC and DC operated test equipment.
The workshop is air-conditioned and is maintained as a clean-room environment
through the use of: controlled entry through an air lock; regulated footwear; and
regulated clothing.
5.1.1.2 Authority
All work performed in the electrical shop is in accordance with the prescribed
instructions from Maintenance Planning in accordance with the Approvals granted by
the CAA of Nepal.
All shop personnel are licensed/authorized by CAA, Nepal or trained.
5.1.1.3 Electrical Shop Capability
The nomenclature, part number, applicable aircraft type, and manufacturer, of each
aircraft component that can be Overhauled, repaired, calibrated, and/or bench tested
by the Electrical Workshop, is shown on Page 2, Chapter 5.1.1, of the NAC
Engineering Manual.
Part: 5
Page: 2
Date: 21/3/96
Workshop Division – Electrical Workshop
Electrical Workshop Capability List

Item Number Nomenclature Part Number Aircraft Type Manufacturer
01 Dimming Control Box C6NF06 DHC-6 DH Canada
02 Dimming Control Box C6NF1297 DHC-6 DH Canada
03 Rotation Nav Light G8400A-24 DHC-6 Grimes
04 Rotation Nav Light G925A-2 HS748, B727 Grimes
05 Engine Harness C6NE1043-11-15 DHC-6, HS-748 DH Canada
06 AF Relay Box C6NE1247-3 DHC-6 DH Canada
07 AF Relay Box C6NE21649-15 DHC-6 DH Canada
08 AF Relay Box C6NF1347-5 DHC-6 DH Canada
09 RC Relay A700AAP DHC-6 Hartman
10 RC Relay A701D DHC-6 Hartman
11 Relay All All All
12 Circuit Breaker All All All
13 RCCB 12XRP12A1 DHC-6 GE
14 St. Gen Brush Change 230048-006 PC-6 Lear Sigler
15 St. Gen Brush Change 23048-004 DHC-6 Lear Sigler
16 Gen Brush Change B3508 HS-748 Rotex
17 Landing Light G3800A-3, A-9 HS-748 Grimes
18 H.E.I. Unit C63TS/1 HS-748 AEJ
19 Current Regulator 3014056 PC-6 P&W
20 Spill Valve 507770 HS-748 Normal Air
21 Anti-Ice Valve 10-60815-5 B-727
22 Anti-Ice Valve 128775 B-727
23 Inverter Brush Change MGH182-100 HS-748 Leland
24 Inverter Brush Change 1518-86 HS-748 Leland
25 Alternator Brush Change N0413 HS-748 Rotex
26 Fuel Booster Pump 72266-3 DHC-6 Crane
Can Nester Type
NOTE: Test-bench fabrication for water boiler and galley equipment for the B757 aircraft is in
progress.
Part: 5
Page: 1
Date: 11/06/2004
Rev: 4
Workshop Division – Instrument Workshop
5.1.2 Instrument Workshop
The function of the instrument workshop is to maintain, repair, overhaul, modify,

and test: mechanical and electrical instruments, test equipment, and parts. All
functions are performed in conformance with the rules, regulations and procedures
approved by the CAA of Nepal.
The instrument workshop is located on the first floor, in the annex to the hangar.
lights. Electrical supplies are provided for both AC and DC operated test equipment.
The workshop is air-conditioned and is maintained as a clean-room environment
through the use of: controlled entry through an air lock; regulated footwear; and
regulated clothing.
5.1.2.2 Authority
All work performed in the instrument shop is in accordance with the prescribed
the CAA of Nepal.
All shop personnel are licensed/authorized by CAA, Nepal and or trained.
5.1.2.3 Instrument Shop Capability
aircraft component that can be modified, repaired, and/or bench tested by the
Instrument shop, is shown on Page 2, Chapter 5.1.2, of the NAC Engineering
Manual.
Part: 5
Page: 2
Date: 21/3/96
Workshop Division – Instrument Workshop
Instrument Workshop Capability List

01 Altimeter A38119-10-006 B727 Kollsman
02 Altimeter 101450-012176 B727 Aerosonic
03 Altimeter W11101AM/MS1 B727 Smiths
04 Altimeter KAA1505W1 HS-748 Smiths
05 Altimeter 101735-01419 DHC-6 Aeroscotia
06 Altimeter A35MA1012 DHC-6 Aeroscotia
07 Altimeter 5934PA-1 DHC-6 Aeroscotia
08 IVSI SLZ9145 B727 Automated
09 ASI 10-60768-29 B727 Smiths
10 ASI KAB0809WI HS-748 Smiths
11 ASI C6SC103A-29 DHC-6 Bendix
12 VSI EA1409-1A DHC-6 Pioneer
13 S/B Gyro Horizon 705-7V4 B727 Sfena
14 Gyro Horizon 705-20 DHC-6 Sfena
15 Gyro Horizon 504-0017-913 DHC-6 AIM
16 Gyro Horizon 504-0017-907 DHC-6 AIM
17 Turn And Slip Indicator M5000-08 DHC-6 RC Allen
18 Turn And Slip Indicator M5000-10 DHC-6 RC Allen
19 Torque Pressure Indicator 217-09262 DHC-6 ARMTC IND
20 Torque Pressure Indicator PW523/PG HS-748 Smiths
21 T5 Indicator C6SC1085-5 DHC-6 Smiths
22 A/C Clock 87000-114 B727 Mac Leo
23 A/C Clock PWV308-321 HS-748 Smiths
24 A/C Clock W33-7510-ETA DHC-6 Walkman
25 A/C Clock B4-1120-110 DHC-6 Revenue
26 Directional Gyro 200ED DHC-6 AIM
27 Directional Gyro 500EDK28 DHC-6 AIM
28 Oil Pressure Transmitter C6SC-1084-5 DHC-6 Custom
29 Oil Pressure Switch DHC-SC70019-15 DHC-6 Custom
30 Torque Pressure Switch C6SC-1084-5 DHC-6 Edison
31 Pressure Gauges Different Types Assorted Assorted
Part: 5
Page: 1
Date: 11/06/2004
Rev: 4
Workshop Division – Radio Workshop
5.1.3 Radio Workshop
The function of the radio workshop is to maintain, repair, overhaul, modify, and test:
radio equipment, test equipment, and parts. All functions are performed in
conformance with the rules, regulations and procedures approved by the CAA of
Nepal.
The radio workshop is located on the first floor, in the annex to the hangar. Lighting
is provided by natural outside light from one side and overhead fluorescent lights.
Electrical supplies are provided for both AC and DC operated test equipment. The
workshop is air-conditioned and is maintained as a clean-room environment through
the use of: controlled entry through an air lock; regulated footwear; and regulated
clothing.
5.1.3.2 Authority
All work performed in the radio shop is in accordance with the prescribed
the CAA of Nepal.
All shop personnel are licensed/authorized by the CAA of Nepal and or trained.
5.1.3.3 Radio Shop Capability
aircraft component that can be repaired, calibrated, and/or bench tested by the Radio
Workshop, is shown on Page 2 & 3 of Chapter 5.1.3, of the NAC Engineering
Manual.
Part: 5
Page: 2
Date: 21/3/96
Radio Workshop Capability List

01 Antenna Coupler CU-2200 PC-6/DHC-6 Sunair
02 HF Controller MCU-20 PC-6/DHC-6 Sunair
03 HF Transceiver ASB-320 PC-6/DHC-6 Sunair
04 Power Converter PWR-150 DHC-6 Collins
05 Audio Control Box AVA-310 DHC-6 RCA
06 Station Box ESB-J/K HS-748 Marconi
07 Station Box ESB-33C HS-748 Marconi
08 Station Box EAM-34-C HS-748 Marconi
09 Head Set Mike H10-37 DHC-6 David Clark
10 Head Set Mike I-5490 HS-748 Airmed
11 Head Set TSH-39 B727 Telephonics
12 Head Set 404-149-002 PC-6 Austrolite
13 Head Set 404-149-002 PC-6 Austrolite
14 I/C Head Set 12506-G HS-748, B727 David Clark
15 Micro Phone 602-TR B727 Electrovoice
16 Head Set 64000-002 B727 Telex
17 VHF Transceiver VHF-251 DHC-6 Collins
18 VHF Transceiver 618M-1 DHC-6, HS-748, Collins
PC-6, B727
19 VHF Transceiver 618M-3 DHC-6, HS-748 Collins
20 VHF Transceiver 618M-2B DHC-6, HS-748 Collins
21 VHF Transceiver 618M-2D DHC-6 Collins
22 VHF Nav Tx/Rx VHF-20/20A DHC-6 Collins
23 VHF Controller VC-153 DHC-6 DeHavilland
24 Cooling Fan 68C-122 HS-748 Airscrw Ltd.
25 Tape Reproducer G-825 B727 Gables
26 Megaphone S-168 B727 Gables
27 ADF Controller 614L-8 DHC/HS/727 Collins
31 ADF Receiver 51Y-4 B727 Collins
32 ADF Receiver 51Y-4A DHC-6 Collins
33 ADF Receiver 51Y-7 DHC Collins
34 ADF Receiver 51Y-7A DHC Collins
35 VHF Nav Receiver VIR-350 DHC Collins
36 VHF Nav Receiver VIR-351 DHC Collins
37 VHF Nav Receiver 51RV-1 DHC-6, HS-748 Collins
Part: 5
Page: 3
Date: 21/3/96
Issue: 2

38 VHF Nav Receiver 51RV-2 DHC-6, HS-748 Collins
39 VHF Nav Receiver 51RV-2B DHC-6, HS-748 Collins
40 VHF Nav Receiver 51RV-4B DHC-6, HS-748 Collins
41 RMI 2105D-B-6 PC-6, DHC-6 Allen A/C
42 RMI Servo Amp 341C-1 DHC-6, HS-748 Collins
43 DME T/R Unit DME-40 DHC-6, HS-748 Collins
44 DME Indicator 339F-12 DHC-6, HS-748 Collins
45 RMI 3115-B6-3C DHC-6, HS-748 Collins
46 OBS OBS-21B DHC-6 Collins
47 OBS IND-351 DHC-6 Collins
48 Megaphone ACR/EM-1A B757 Acrelemronics
49 Transceiver TRC-230 DHC-6 Collins
50 Controller CTL-230 DHC-6 Collins
51 Power Amplifier PWR-230 DHC-6 Collins
52 Antenna Coupler AAC-200 DHC-6 Collins
53 ADF Receiver ADF-60 DHC-6 Collins
54 VHF Nav Receiver DHC-6 Collins
55 CVR 642C-1T-100 B727 Collins
56 Tape Reproducer G-B25 B727 Gables
Part: 5
Page: 1
Date: 11/06/2004
Rev: 4
Workshop Division – Aircraft Battery Workshop
5.1.4 Aircraft Battery Shop
5.1.4.1 Aircraft Batteries
The function of the aircraft battery workshop is to maintain, repair, overhaul,

modify, test, charge, discharge, deep cycle and capacity test all types of aircraft Ni-
Cad batteries, which are received directly from aircraft and issued to the aircraft. All
5.1.4.2 Lead Acid Battery Shop

The function of the lead-acid battery shop is to maintain, repair, overhaul, modify,
test, charge, and make lead-acid battery carts serviceable. Other specific tasks
include their: Initial charging, assembly, and filling of diluted-sulfuric acid.
Use of a cart battery as the external power source to start engines on Turboprop
aircraft, and bay servicing of all aircraft including snag rectification, is done in
Kathmandu and some outside stations.
Maintenance of cart batteries is performed by the lead-acid battery shop, while initial
charging is inspected and certified by the authorized personnel. All functions are
performed in conformance with the rules, regulations and procedures approved by
the CAA of Nepal.
The aircraft battery shop is located on the ground floor of the hangar on the south
side. it has water and electricity as prescribed for an alkaline battery shop and meets
all the statutory safety regulations.
5.1.4.4 Authority
All work performed in the aircraft battery shop is in accordance with the Approvals
granted by the CAA of Nepal.
All shop personnel are licensed by the CAA of Nepal and or trained.
Part: 5
Page: 2
Date: 11/06/2004
Rev: 4
Workshop Division – Aircraft Battery Workshop
5.1.4.5 Aircraft Battery Shop Capability
aircraft battery that can be repaired, charged, discharged, deep cycled, and capacity
tested, by the Aircraft Battery Shop, is shown below, on Page 2, Chapter 5.1.4, of
Aircraft Battery Shop Capability List
01 Ni-Cad Battery 4076-9 PC-6/DHC-6 Saft

02 Ni-Cad Battery Ma300H DHC-6 Marathon
03 Ni-Cad Battery 23390 HS-748 Saft
04 Ni-Cad Battery 20V023KHP HS-748 Saft
05 Ni-Cad Battery 4579 B-757 Saft
06 Emergency Battery Pack 2013-1A B-757 Radiant
07 Battery Power Supply 60-1321-1 HS-748 Grimes
08 Ni-Cad Battery 23180 B-727 Saft
09 Emergency Exit Light 11-0283-2 B-727 Grimes
14 Ni-Cad Battery All Types All A/C Saft
5.1.4.6 Cart Battery Shop Capability
The Cart Battery Shop has the following capabilities:
(a) Installation, capacity testing, and charging of heavy duty lead acid cart
batteries for DHC-6.
(b) Servicing of cart batteries at different stations.
Part: 5
Page: 1
Date: 11/06/2004
Rev: 4
Workshop Division – Oxygen Workshop
5.1.5 Oxygen Workshop
The function of oxygen workshop is to perform the task of refilling the portable and
crew oxygen cylinders with aviators breathing oxygen, in conformance with the
rules, regulations, and procedures approved by the CAA of Nepal.
5.1.5.1 Authority
All work performed in the Oxygen Shop is in accordance with the Approvals granted
by the CAA of Nepal.

Part: 5
Page: 1
Date: 11/06/2004
Rev: 4
Workshop Division – Calibration Shop
5.1.6 Calibration Shop
The function of the calibration shop is to perform the calibration and repair of test
equipment such as: Avo-meters, meggers, voltmeters, ammeters, resistors, ohmmeters
and torque wrenches. Calibration and accuracy is based on standards approved by the
CAA of Nepal. The workshop is air-conditioned and is maintained as a clean-room
environment through the use of: controlled entry through an air lock; regulated
footwear; and regulated clothing.
5.1.6.1 Authority
All work performed in the calibration shop is in accordance with the Approvals
5.1.6.2 Calibration Shop Capability

The nomenclature and type of each aircraft component that can calibrate and/or
repaired by the calibration shop, is shown below, on Page 1, Chapter 5.1.6, of the
Calibration Workshop Capability List
Item Number Nomenclature Type
01 Ammeter All Types

02 Voltmeter All Types
03 Ohm-Meter All Types
04 Avo Meter All Types
05 Resistor All Types
06 Torque Wrench All Types
07 Pressure Gauges All Types
08 Battery Charger RF80H-Saft
09 Super Seader Charger IIA
Part: 5
Page: 1
Date: 11/06/2004
Rev: 4
Workshop Division – Aircraft Support Shop
5.1.7 Aircraft Support Shop
The function of the aircraft support shop is to provide the maintenance groups with
support for their day-to-day activities. Specific tasks include, repairing, servicing,
fabricating, and maintaining: chocks, trestles, tow-bars, lifting jacks, and cranes.
Fabrication of components on a lathe, as well as welding work, is conducted in this
shop.
5.1.7.1 Authority
All work performed in the aircraft support shop is in accordance with the Approvals
5.1.7.2 Detailed Information On The Aircraft Support Shop
The Aircraft Support Shop is capable of repairing and maintaining the following
items:
(a) Aircraft trestles
(b) Aircraft Jacks
(c) Cranes
(d) Chocks
(e) Compressors and nitrogen plant
(f) Tow bars
(g) Battery Carts
(h) Oxygen carts
(i) Aircraft compressor wash machines
The Aircraft Support Shop is also capable of performing the following operations:
(a) Aircraft welding
(b) Lathe work
Part: 5
Page: 1
Date: 11/05/2004
Rev: 4
Workshop Division – Aircraft Sheet Metal Shop
5.1.8 Sheet Metal Shop
The function of the sheet metal shop is to perform the structural repair, overhaul and
modification of aircraft sheet metal and fiberglass parts, structures, and flight
controls. All functions are performed in conformance with the rules, regulations and
procedures approved by the CAA of Nepal.
The sheet metal shop is located on the ground floor, on the south side. Lighting is
provided by natural outside light from one side and overhead fluorescent lights.
Electrical and pneumatic supplies are provided for the equipment.
5.1.8.2 Authority
All work performed in the sheet metal shop is in accordance with the Approvals
The workshop carries out functions under two categories:

(a) Sheet metal work
(b) Fiberglass and plastic repairs
5.1.8.3 Scope Of Work
At present, all types of structural repair work are carried out in the sheet metal shop
to maintain the DHC-6 aircraft.
Part: 5
Page: 1
Date: 11/06/2004
Rev: 4
Workshop Division – Hydraulic Shop
5.1.9 Hydraulic Shop
The function of the hydraulic shop is to maintain, repair, overhaul, modify, and test
the hydraulic components fitted in aircraft, including the landing gear assemblies. All
The hydraulic shop is located on the ground floor west, in the annex to the hangar.
lights. Pneumatic supply is provided to numerous points around the shop.
5.1.9.2 Authority
All work performed in the hydraulic shop is in accordance with the Approvals
5.1.9.3 Hydraulic Workshop Capability
At present, the hydraulic workshop is capable of repairing and testing the following
item:
Hydraulic Workshop Capability List

01 Nose Oleo 71-300-3 (27) DHC-6 Sunair
Part: 5
Page: 1
Date: 11/06/2004
Rev: 4
Workshop Division – NDT Shop
5.1.10 Non-Destructive Test Shop ( NDT )
The function of the NDT shop is to ensure that all non-destructive test requirements
on engine and aircraft structures are met and carried out in accordance with
approved procedures and within stipulated times. The NDT inspections include:
ultrasound, magnetic particle, eddy current, dye-penetrant and visual. All inspections
are performed in conformance with the rules, regulations and procedures approved
The Non-Destructive Test Shop is located within the confines of the Wheel and
Brake Shop, on the ground floor of the hangar, east, in the annex. Lighting is
provided by natural outside light from one side and overhead fluorescent lights.
Eddy current inspection of wheels will normally be done using the Metoptic
automatic wheel inspection equipment that a hard copy chart record of wheel
surfaces condition.
Institute Dr. Forster Defectometer H.2..835 will normally be used in support of or in

place of automatic test equipment in an emergency.
Magnetic Particle Inspection of wheel bolts and ferromagnetic brake components is

done using Ferrostest Model 1000/1400 and Magnaflux Mag.II magnetic particle
testing unit.
Frequency, cycle, and extent of component NDT inspection requirements will be

specified by Maintenance Planning Department.
5.1.10.2 Authority
All work performed in the NDT Shop is in accordance with the Approvals granted
All shop personnel authorized to issue C of C or Release Notes are trained and
licensed by the CAA of Nepal
Part: 5
Page: 2
Date: 01/10/99
Rev: 1
5.1.10.3 NDT Shop Capability
NDT Inspection on aircraft/Engine components and structures, up to the B757, use the
MPI (FPI=DPI) and CDL methods, where:
(a) NDT= Non Destructive Testing
(b) MPI= Magnetic Particle Inspection
(c) FPI= Fluorescent Penetrant Inspection
(d) DPI= Dye Penetrant Inspection
(e) ECI= Eddy Current Inspection

Part: 5
Page: 1
Date: 11/06/2004
Rev: 4
Workshop Division – Wheel And Brake Shop
5.1.11 Wheel & Brake Shop
The function of the wheel and brake shop is to maintain, repair, overhaul, modify,
and test wheel & brake assemblies on aircraft equipment that has been removed from
the airplane All functions are performed in conformance with the rules, regulations
and procedures approved by the CAA of Nepal.
The wheel and brake shop is located on the first floor, east, in the annex to the
hangar. Lighting is provided by natural outside light from one side and overhead
fluorescent lights. Pneumatic Bar is provided to numerous points around the shop.
Nitrogen ( N2 ) bar regulated is plumbed into the shop for wheel inflation.
Cleaning facilities are provided by heated ultrasonic units with both hot and cold
cleaning tanks. Stainless-steel trays for parts hand washing are located between each
tank assembly. All cleaning sources have external drain facility controlled by
individual shut-off valves.
Pressure water supply bar is provided by an external intensifier for internal shop use.
Pre-cleaning of wheels before disassembly is done outside by high-pressure water
system adjacent to the water intensifier.
5.1.11.2 Non-Destructive Testing
Non Destructive testing (NDT) requirements for wheel and brakes are carried out
within the confines of the workshop. The methods of inspections are:
(a) Dye Penetrant
(b) Magnetic Particle
(c) Eddy Current
5.1.11.3 Wheels And Tires

All tires used in wheel assemblies conform to:
(a) Remold Life Limits
(b) Ply and Speed Rating
(c) “Twin Burst” and other special inspection criteria as prescribed by the
Engineering and Planning Division of NAC.
Part: 5
Page: 2
Date: 11/06/2004
Rev: 4
Wheel “Strip” compression of Bead is performed using Bead Breaker FDM 2 with
appropriate pressure rings.
Assembly and Disassembly is performed using adjustable height work stands, which
provide accurate torque and control of the assembly operation.
Bearing inspection is performed using DHL (Lens fixture) and angle poise
fluorescent lighted magnifier.
Brake assembly and disassembly and test is performed on mobile work stands with
provision for storage of sack assemblies.
5.2.11.4 Authority
All work performed in the wheel and brake shop is in accordance with the prescribed
the CAA of Nepal.
All shop personnel authorized to issue C of C or Release Notes are

licensed/authorized by the CAA of Nepal and or trained.
5.2.11.4 Workshop Capability
aircraft wheel and brake component that can be repaired, overhauled, tested, and/or
modified by the Wheel and Brake Shop, is shown on Page 3, Chapter 5.2.11, of the
Part: 5
Page: 3
Date: 21/3/96
Workshop Division – Wheel And Brake Shop
Wheel And Brake Shop capability List
Item Number Nomenclature Part Number Aircraft type Manufacturer

01 Main Wheel assembly 3-1428 B757 BF Goodrich
02 Nose Wheel Assembly 3-1423-2 B757 BF Goodrich
03 Brake Unit Assembly 2-1457 B757 BF Goodrich
04 Main Wheel Assembly 2601181-1 B757 Bendix
05 Nose Wheel Assembly 3-1070 B757 BF Goodrich
06 Brake Unit Assembly 2601182-6 B757 Bendix
07 Brake Unit Assembly 2601182-5 B757 Bendix
08 Main Wheel Assembly AH51893 HS-748 Dunlop
09 Nose Wheel Assembly AH51892 HS-748 Dunlop
10 Brake Unit Assembly AH51900 HS-748 Dunlop
11 Brake Unit Assembly AH2765 HS-748 Dunlop
12 Main Wheel Assembly 9544382-1 DHC-6 Loral
13 Main Wheel Assembly 9544382-2 DHC-6 Loral
14 Nose Wheel Assembly 3-1197 DHC-6 BF Goodrich
15 Brake Unit Assembly 9550377 DHC-6 A/C Braking
16 Brake Unit Assembly 9550377-1 DHC-6 A/C Braking
17 Brake Unit Assembly 9550377-4 DHC-6 A/C Braking
18 Main Wheel Assembly 6401-0010-38 PC-6 Goodyear
19 Tail Wheel Assembly 6403-0067-53 PC-6 Goodyear
20 Brake Unit Assembly 9543946 PC-6 Goodyear
21 Nitrogen Production
Part: 5
Page: 1
Date: 11/06/2004
Rev: 4
Workshop Division – Nitrogen Plant Shop
5.1.12 Nitrogen Plant Shop
The function of the nitrogen plant shop is to charge NAC nitrogen bottles in a
contamination-free and safe manner. In addition, the shop fills outside, third- party
containers on special orders.
5.1.12.1 Authority
All work performed in the nitrogen plant shop is in accordance with the prescribed
the CAA of Nepal.
licensed of the CAA of Nepal.
Part: 5
Page: 1
Date: 11/06/2004
Rev: 4
Workshop Division – Cabin Workshop
5.1.13 Cabin Workshop
The function of the cabin workshop is to perform maintenance tasks on all types of
aircraft-cabin interior components including: seats, upholstery and emergency
equipment. Normally, the cabin workshop performs its tasks on cabin equipment that
has been removed from the aircraft. Other specific tasks include the:
a) Repair and modification of aircraft seats, and seat belts. Testing is conducted in
conformance with the rules, regulations and procedures approved by the CAA of
Nepal.
b) Cleaning, repair and manufacture of carpets, seat covers, and cushion covers.
c) Construction of safe and strong, customized-packing crates and containers for

shipping and transportation of high value and sophisticated aircraft equipment.
The cabin workshop is located on the first floor, east in the annex to the hangar.
Lightning is provided by natural outside light from two sides and overhead
fluorescent lights. Pneumatic supply is provided to numerous points around the
shop.
5.1.13.2 Authority
All work performed in the cabin workshop is in accordance with the Approvals
licensed by the CAA of Nepal.
Part: 5
Page: 2
Date: 01/10/99
Rev: 1
Workshop Division – Cabin Workshop
5.1.13.3 Cabin Workshop Capabilities
The cabin Workshop is capable of the fabrication of the following items:
a) Cushion covers, Backrest covers, and back covers, for all types of aircraft in
accordance with the applicable manufacturer’s manuals.
b) Curtains of all types.
c) Carpets for all types of aircraft as per drawing supplied by aircraft manufacturer.
In addition, the cabin Workshop is capable of:
a) Repairing all types of aircraft seats as per manufacturer’s manuals.
b) Proofing load tests of seat belts for all aircraft types.
c) Shampooing and washing all types of aircraft carpets for all types of aircraft, in
accordance with the applicable manufacturer’s manuals.
d) Repairing stretchers.
Part: 5
Page: 1
Date: 11/06/2004
Rev: 4
Workshop Division – Engine Workshop
5.1.14 Engine Workshop
The function of the engine workshop is as follows:

(a) Assembling and disassembling propellers, hubs, and controllers
(b) Engine build-up and installation
(c) Fuel nozzle spray test for PT6A-27 engines.
All functions are performed in conformance with the rules, regulations and
procedures approved by the CAA of Nepal.
5.1.14.1 Authority
All work performed in the engine workshop is in accordance with the Approvals
licensed by the CAA of Nepal.
Part: 6
Page: 1
Date: 21/3/96
Engineering Stores Section – General

6.1.1 General
The efficiency and ultimate economics of the Corporation will greatly depend on a
proper policy of material provisioning leading to the optimum inventory outlay.
Material provisioning in the case of NAC can be termed as “Determination and
maintenance of range of quantum of stores to support the predetermined flying
program of each type of aircraft”. This function will cover estimation of the float of
aircraft rotables, inventory of stores and other non-aircraft materials so as to ensure
its availability at the required time and place according to the work program.
6.1.1.1 Engineering Store Section
An integral part of this process is the Store Section. The function of the Engineering
Store Section is to support engineering activities by accepting, storing and supplying
aircraft, ground support equipment and commercial materials. Based on the
corporate long term and annual planning, the manager of Stores must identify the
long-term material requirements of NAC. He must produce budgets and request
capital to be set aside, where necessary.
In addition, the Engineering Stores Section will:
(a) Ensure stocks are replenished in good time to meet the requirements of the
weekly plan with particular emphasis on consumables and standard aircraft parts.
(b) Ensure high-cost items are available for immediate delivery to minimize “aircraft
on ground” time, by pooling and other agreements.
(c) Dispatch hard time items along with requests for Repair orders as they arise to
Goods Outwards for immediate dispatch to outside agencies for overhaul and/ or
repair.
(d) Maintaining stocks in good condition and in such areas and quantities as to
satisfy operational requirements.
(e) Operates a spare delivery system to the line aircraft.
(f) Maintain an efficient inventory control system.
(g) Maintain shortage lists up to date and advise purchasing where expedite action is
required. Upon receipt of goods, advise the requesting supervisor.
(h) Liaise with the Maintenance and Engineering Department to promptly action
material shortages as they arise.
(i) Control inventory levels in accordance with NAC regulations and good practices
Part: 6
Page: 2
Date: 11/06/2004
Rev: 4
Engineering Stores Section – General
(j) Liaise with the Director of Engineering on the development of the Inventory
and Management Information Systems. Ensure agreed upon procedures are
followed by the materials staff.
(k) Develop physically and equip the Technical & Commercial Stores area to
satisfy B-757, DHC-6, and HS-748 requirements.
(l) Ensure that all records, in particular release notes, materials, procedures,
equipment, and facilities, are maintained to the standard demanded of an
CAAN approved organizations.
(m) Motivate, discipline, develop, and train staff under his control.
(n) Initiate shipping documentation and file copies for all goods to be shipped out
of KTM, materials and components to outstations and items for repair and
overhaul to outside agencies.
(o) Package all goods for shipping and mark and address fully. Send with Shipping
Documents to cargo.
(p) Receive goods, record, and check against invoice and copy order, on the
goods-received note.
(q) Cooperate with the Quality Assurance Division in Quality Control inspection
of goods received. If necessary, issue a rejection slip.
(r) Hold goods while awaiting collection or binning. Use an effective goods
locator system.
(s) Maintain cross-reference Airwaybill, Goods received Note Number, date
received, and locator designation. Note when goods are collected or
transferred to stores.
The individual main functions are carried out through different units under this
section.
Part: 6
Page: 1
Date: 21/3/96
Consumable Material Stores
6.1.2 Consumable Material Store Unit
The function of the Consumable Material Store is to:
(a) Receive and store consumable materials with proper documents.
(b) Provide storage code system.
(c) Provide identification to the all-consumable materials.
(d) Issue all consumable materials.
(e) Maintain Shelf Life of materials.
(f) Prepare and distribute the vouchers.
(g) Inform stock position to the Incharge of Engineering Store regularly.
(h) Control and inspect Consumable Material Store.
Part: 6
Page: 1
Date: 21/3/96
Ground Support Equipment
6.1.3 Ground Support Equipment Store Unit
The function of the Ground Support Equipment Store Unit is to:
(a) Receive and store all materials and components used in Ground Support
Equipment with proper documents and tags.
(c) Issue materials and components.
(d) Prepare and distribute the vouchers.
(e) Receive the components removed from Ground Support Equipment with proper
identification and hand-over those components to Receive and Dispatch unit in
co-ordination with Miscellaneous Material Planning Unit.
(f) Control and inspect Ground Support Equipment.
(g) Inform stock position to the Incharge of Engineering Stores regularly.
Part: 6
Page: 1
Date: 21/3/96
Rotable Store
6.1.4 The function of Rotable Stores is to:
(a) Receive and store all rotable components with proper tags in good condition.
(c) Provide identification of rotable components.
(d) Issue rotable components.
(e) Maintain shelf life of components.
(g) Receive the rotable components removed from aircraft with proper tags and
hand-over to Receive and Dispatch unit in co-ordination with Aircraft Materials
Planning and Control Section.
(h) Inform stock position to the Incharge of Engineering store regularly.
(i) Control and inspect Rotable Store.
Part: 6
Page: 1
Date: 21/3/96
Commercial Store
6.1.5 Commercial Store

The function of the Commercial Store is to:
(a) Receive and store all commercial material with proper document.
(b) Provide a storage code system.
(c) Provide identification of materials.
(d) Issue commercial materials.
(e) Prepare and distribute vouchers.
(f) Control and inspect Commercial Store.
(g) Inform stock position to the Incharge of Engineering Store regularly.
Part: 6
Page: 1
Date: 11/06/2004
Rev: 4
Stores Register
6.1.6 Stores Register
The Material Planning Section shall maintain the stores registers, keeping the record
and control of the total quantity of serviceable/unserviceable rotables in stores,
overhaul agencies, NAC shops, and the Receipt and Dispatch Section. The Material
Planning Section shall also keep the records related to the installation of rotables on
aircraft.
6.1.6.1 All vouchers that create a change of the material stock are forwarded to Accounting
Inventory and Control.
6.1.6.2 Alert Levels are determined by Planning and Control
6.1.6.3 All material movements of rotables must be reported to Planning and Control.
6.1.6.4 For payment release, one copy of the shipping documents must be sent to
Purchasing and Planning and Control in the following cases:
(a) Purchase
(b) Return from loan
(c) Return from external repair
6.1.6.5 The value of the material in stock must be stated and reported by the Financial
department
6.1.6.6 Receipts of capital material, shipping to line stations, and scrapped materials must be
confirmed on stock cards.
6.1.6.7 Information describing scrapped material must be sent to Equipment Planning and
the Financial department
Part: 6
Page: 1
Date: 11/06/2004
Rev: 4
Goods Receiving And Dispatch
6.1.7 Receive and Dispatch Section
The function of the receiving and dispatch section is to:

(a) Receive all materials and applicable documents.
(b) Prepare and distribute all documents and vouchers.
(c) Keep all incoming materials in quarantine until identification and condition is
confirmed in correlation with release notes or equivalent documents, such as a
certificate of conformity or airworthiness approval tag.
(d) Issue irregularity claims.
(e) Issue tags and maintain in a proper way.
(f) Distribute materials to different stores.
(g) Handle the unserviceable materials by assigning them for: Internal repair,
external repair, or warranty repair.
(h) Prepare the shipping documents.
(i) Develop packaging procedures.
(j) Supervise the dangerous goods.
(k) Control insurance procedures.
(l) Provide shipment of materials.
(m) Provide position report of material movement to Incharge of Engineering Store
regularly.
6.1.7.1 The Receiving and Dispatch Section shall receive Serviceable and Unserviceable
components from stores, NAC shops, repair and overhaul agencies, or other
stations, and hand-over to the respective section, party, or shop, along with the
appropriate Receiving Sheet; either the Receiving Report of Overhaul Form
(RROH), or the Receiving Report of Purchase Form (RRP).
The Receiving Report of Purchase Form (RRP) is used by the Receiving and
Dispatch section of Stores, as and when goods cleared from Customs against new
purchase order of consumable or rotable items of for an aircraft. See Page 3,
Chapter 6.1.7, of the NAC Engineering Manual for a copy of the Receiving Report
of Purchase Form (RRP).
Part: 6
Page: 2
Date: 11/06/2004
Rev: 4
The Receiving Report of Overhaul Form is used by the Receiving and Dispatch
section of Stores as and when goods cleared from Customs against Repair,
Overhaul, or Calibration of components. See Page 4, Chapter 6.1.7, of the NAC
Engineering Manual for a copy of the Receiving Report of Overhaul Form (RROH).
6.1.7.2 The individual main functions are carried out through the different units under this
section. All materials received from or dispatched to foreign countries, out stations,
or the NAC shops, are done by the receiving and dispatch section. All functions
regarding receiving, this section does Dispatch, and Salvage.
6.1.7.3 Receiving and Dispatch- Receiving Process
The process includes:

(a) One copy of the purchase order has to be sent from purchasing to receiving.
(b) The shipping documents and AWB will be marked with a registration number
and has to be confirmed as receipts.
(c) A copy of the AWB must be handed-over to customs for application and
clearance.
(d) Differences must be reported to Purchasing and Planning and Control.
Part: 6
Page: 3
Date: 11/06/2004
Rev: 4
Paste copy of NAC Receiving Report of Purchase Form

(RRP) on this page.....
Part: 6
Page: 4
Date: 11/06/2004
Rev: 4
Paste copy of NAC Receiving Report of Overhaul Form

(RROH) on this page.....
Part: 6
Page: 1
Date: 11/06/2004
Rev: 4
Goods Receiving And Dispatch – Receipt Inspection
6.1.8 General
Stores and its receiving inspectors, are responsible for verifying that all incoming
materials, hardware, raw stock, parts, components, equipment and other products
procured for maintenance of NAC aircraft, are subject to a receiving inspection to
assure conformance to part number, purchase order and/or other applicable
specifications.
Products failing to meet applicable specifications will be tagged with "Tracking
Tag" or "Unserviceable Tag" listing the discrepancy and returned to the Manager of
Stores for return to vendor. To preclude those parts from being used, the Manager
of Stores will place such items in the locked quarantine area until they are packed
for shipment to the vendor.
6.1.8.1 Parts and Material Definitions
Commercial Parts are defined as material and parts not regulated by a government
agency. No serviceable tags shall be issued by the Material Inspector for such
materials although these materials shall also be subjected to incoming inspection.
These parts are:
(a) Manufactured to a unique specification,
(b) Marketed under the identification of the manufacturer,
(c) Subjected to no particular quality control beyond the manufacturer’s
voluntary internal control system and
(d) Not sensitive to airworthiness.
Components are defined as any self-contained part, combination of parts,
subassemblies or units, which perform a distinctive function necessary to the
operation of the system.
Consumables are defined as bulk-type materials such as fuel, lubricants, cements,
compounds, paints, chemicals, dyes, splices, and patches called out in the
maintenance and repair procedures for aircraft, engines, equipment, and
components. These materials are used only once. No serviceable tags shall be issued
by the Material Inspector for such materials although these materials shall also be
subjected to incoming inspection.
Expendable Parts are defined as those for which no authorized repair procedure
exists or for which the cost of repair would not be economical.
New Parts are defined as a product, assembly, accessory, component, part, or
material produced in conformity with approved data that is accompanied by the
manufacturer’s material certification at the time of sale and has no operating time or
cycles.
Part: 6
Page: 2
Date: 11/06/2004
Rev: 4
New Surplus (Unused) Parts are defined as a product, assembly, accessory,

component, part, or material produced in conformity with approved data that has
been released as surplus by the manufacturer, owner-operator, repair facility, etc.,
and has no operating time or cycles and may be accompanied by the manufacturer’s
material certification at the time of sale, and is being sold by a person other than the
original equipment manufacturer.
Repairable Parts are defined as an item that is economically repairable and can be
rehabilitated to a serviceable condition. Normally, these items are assemblies but
may also include units without component parts that can be reworked by:
maintenance, preventive maintenance, rebuilding, alteration, cleaning, refinishing, or
patching.
Rotable Parts are defined as items that can be economically restored to a

serviceable condition and, in the normal course of operations, can be repeatedly
rehabilitated to a fully serviceable condition over a period approximating the life of
the flight equipment to which it is related. Rotable parts must always utilize
serialization.
Standard Parts are those parts and materials which are manufactured in complete
compliance with an industry and regulatory agency-accepted specification that
includes design, manufacturing, and uniform identification requirements, which are
published so that party may qualify to manufacture the part.
6.1.8.2 General Test Requirements
Components repaired/overhauled by an outside agency will be certified by that

agency's serviceable tag and/or authorized release note. On incoming inspection the
components shall be properly tagged as per NAC tagging system. The
repair/overhaul agency tags shall be retained on file in the Aircraft Records Section.
New components manufactured under a type or production certificate or in
accordance with a Technical Standard Order or similar FAA approved data or
components which have been rebuilt by the manufacturer to production
specifications, require a visual receiving inspection in accordance with CAAN
regulations.
Any repaired or overhauled component received from a FAA certificated Repair

Station will not normally require more than visual receiving inspection, in
accordance with CAAN regulations, before being returned to service.
Part: 6
Page: 3
Date: 11/06/2004
Rev: 4
All components requiring a functional check are routed in accordance with NAC
Policy and Procedure to the proper maintenance organization shop for the
accomplishment of this check. Functional checks are performed in accordance with
instructions contained in the appropriate manufacturer's publications. However, if
such specific instructions are not available, functional check requirements will be
determined by the Director, Quality Assurance & Flight Safety or Dy. Director of
Quality Assurance.
If suitable test facilities are not available in the Repair Station, components may be
functionally checked in the aircraft. In any case, all functional checks must be
monitored and recorded by the Director, Quality Assurance & Flight Safety or
Dy. Director Quality Assurance or his designee.
The Director, Quality Assurance & Flight Safety or Dy. Director Quality Assurance
or CAAN may request a functional check of any component overhauled or repaired
by any agency when of the opinion that such a check is required in order to return
the component to service.
All adhesives, sealers, primers, finishing and other expendable materials having
limited shelf-life are identified by material control labels showing the expiration date
of the shelf-life as established by applicable specifications. Stores shall be
responsible to properly maintain and control the shelf lives during its storage
period. Inspectors and mechanics will dispose of any expendable materials found in
the shop or storeroom without identification or with expired shelf life, in
accordance with NAC Policies and Procedures.
The detailed functions of material inspection are covered by manufacturer's quality

assurance directives and inspection procedures of the Shops with respect to the
control and identification of materials, parts and equipment received for direct use
in the Shops. All parts, new or overhauled, purchased from vendors will be checked
for proper approval documentation in accordance with NAC Policies and
Procedures prior to release for installation by maintenance organization.
6.1.8.3 Record of Work
A detailed record shall be kept of all work performed by a maintenance

organization. A copy of each Work Order, along with all supplemental form, shall be
maintained in the Material Planning Section of ESSD. A copy of the work
performed on the component along with Release Notes shall be maintained by
Technical Records for a period till such component is sent for it's next workshop
visit for necessary repair/overhaul work.
Part: 6
Page: 4
Date: 11/06/2004
Rev: 4
6.1.8.4 Preliminary Inspection
Quality Assurance is responsible for the performance of appropriate inspections

including functional and nondestructive tests to assure that all units delivered to
NAC for maintenance, alteration or repair under the privileges of the repair station
certificate are subjected to a preliminary inspection to determine the state of
preservation and any defects on the items involved.
This inspection will be recorded on the appropriate NAC non-routine Form, along
with any discrepancies noted and the form must be attached to the work order
identified with the unit involved. It will remain with the applicable inspection
records until the unit is released for service. Appropriate supplemental forms will be
used to record the results of functional and nondestructive tests. These forms will
show the work order number and will be routed attached to the work order.
6.1.8.5 Inspection for Hidden Damage
The preliminary inspection is not limited to the area of obvious damage or

deterioration, but includes a thorough inspection of hidden damage in areas
adjacent to the damaged area or in case of deterioration, and a thorough review of
all similar materials or equipment in a given system or structural area.
The scope of this inspection will be governed by the type of unit involved with
special consideration accorded previous operating history, malfunction or defects
reports, Service Bulletins and AD Notes applicable to the unit involved. The
inspector is responsible for documenting all discrepancies noted on the handling
form prior to release for return to service.
6.1.8.6 Record of Inspection
Authorized inspectors will be assigned to make progressive inspections at various
stages of teardown, overhaul and repair/alteration of all units or components
received by shops for service. Progressive inspections will be accomplished at
intervals determined by applicable manual recommendations and/or shop originated
work forms.
Units removed from the aircraft shall be tagged by the concerned LAMT with the
"Unserviceable Tag” or “Hold Tag” listing the aircraft tail number, part number,
serial number and reason for removal as appropriate.
No item removed and tagged as described above will be re-installed unless the unit
is cleared as serviceable by the responsible LAMT.
Part: 6
Page: 5
Date: 11/06/2004
Rev: 4
6.1.8.7 Incoming Materials
All incoming materials shall be inspected for quality and conformity to
specifications as per NAC Purchase Order and/or Work Order and authorized
release notes. R & D of ESSD shall be responsible for quantity and Part & Serial
Number verifications. At this time, if applicable, the cure date of the material having
shelf life shall also be noted. Stores shall ensure that older stock shall be used first,
provided it remains within manufacturer's specification.
The supervisor of stores is responsible to the Dy. Director of ESSD for the
operation of the stores/stockroom and will assure the proper control, segregation
and maintenance of all stock and tools as to a serviceable or unserviceable category.
Stores shall be required to:
(a) Properly store, segregate and protect materials, parts and supplies.
(b) Verify all incoming materials are properly tagged with required/relevant
information before acceptance into stores.
(c) Provide suitable storage facilities for storing standard parts and assure that
raw materials are separated from shop working space.
(d) Provide for the preservation of all articles or parts, while in inventory, that is
subject to deterioration and shelf life specifications.
(e) Ensure only acceptable parts and supplies will be issued for any job.
(f) Follow acceptable industry practices for the proper protection and storage of
materials. Material containers that are kept in the open area must be painted
with all relevant information on them by the stores so that they do not fade.
Containers kept inside the rooms must have all relevant information written
on them by, at least, commercial permanent markers.
6.1.8.8 Handling of Hazardous Materials
All materials or products, the physical, chemical or biological effect of which can
create a source of danger, shall be handled as hazardous materials. These are
especially the explosive, oxidizing, inflammable, radiating, toxic, corrosive,
irritating, sensibilizing, contaminating, carcinogenic, mutagen, teratogen materials,
those detrimental to the embryo (including spontaneous abortion, premature birth
and retarded development of the embryo), as well as other materials detrimental to
health.
The process of handling hazardous materials within the company covers ordering,
receiving, storage, shipment by way of in-house material transport, issue,
Part: 6
Page: 6
Date: 11/06/2004
Rev: 4
designated use, as well as return of unused hazardous materials and subsequent

segregated storage.
In block "Remarks" of the "Purchase Order Requisition" note "Hazardous material"

shall be included. The Purchase Requisition may relate to a known material coming
from a source of supply approved earlier, to a material coming from a known
source but earlier not used by the company, to a material used earlier and coming
from a new source of supply, or to a case when both the source of supply and the
material are regarded as new. In case the hazardous material or the supplier, or
perhaps both are subjected to the first time approval, the written approval of
Maintenance Planning Division and Quality Assurance Division shall be attached to
the "Purchase Requisition".
The received hazardous material shall be subjected to receiving quality inspection in

each case. Quality Assurance shall be notified of the received hazardous material.
Once the incoming material is inspected by the Material Inspector and accepted by
Stores, it shall be the responsibility of the Stores to store the material properly and
safely with proper information and documentation on them at all times.
To assure traceability of the purpose of use and quantities, the issue of hazardous
materials can only take place using an individual document and for workers holding
leading positions, supervisor or leadman. The signature of receipt at the same time
means that the issued quantity is necessary for the given work; safety and other
conditions are granted for its use. The unused quantity of material, depending on
the type of the material, shall be returned, or actions shall be taken as required by
the procedure issued for the storage of hazardous waste.
Regarding the handling of hazardous waste, the Regulations of C.A.A.N. shall be
followed.
Part: 6
Page: 1
Date: 11/06/2004
Rev: 4
Goods Receiving And Dispatch – Acceptance And Release
6.1.9 Stores - Incoming Acceptance
The Stores personnel will check the material with the RRP, RROH, or RS, post the
quantity in the “Receipt Column” of the relevant stock card, and update the balance
column and record the bin balance on the RRP, RROH, and RS. The material will be
stocked in the respective bins.
6.1.9.1 General Procedure for Material Into Stores
6.1.9.1.1 All material movements into the Stores area have to be recorded on proper
documents. Only serviceable material can be accepted. Material can be received
from:
(a) Receiving Section
(b) Maintenance
(c) Repair Shop
(d) Salvage Section
6.1.9.1.2 Serviceability must be verified by technical inspection and clearly indicated.
6.1.9.1.3 In case of a discrepancy with the part number, quantity, or serial number, the
material must be clarified with the originator.
6.1.9.1.4 All receipts must be confirmed on receiving documents by the storekeeper.
6.1.9.1.5 All confirmed documents have to be handed over to Accounting/Inventory Control

for filing
Part: 6
Page: 2
Date: 11/06/2004
Rev: 4
6.1.9.2 Stores - Material Outgoing Release
The stores receive the Rotable Requisition Slips and then issues rotables against this
slip. The particulars of each issue will be noted in a Rotable Movement Form
(RMF). A copy of the RMF, along with the issued rotable, will be sent to the aircraft.
The other copy of the RMF will be sent to the Receipt and Dispatch Sections, along
with the removed Rotable. A copy of the RMF will also be sent to the Material
Planning Section for their controlling and record purpose.
The Rotable Movement Form (RMF), is used by stores for issue and receipt of
rotable components to and from the aircraft. See Page 3, Chapter 6.1.9, for an
example of a Rotable Movement Form (RMF).
The Requisition Slips are used by Stores for the release of consumable and
commercial items required for the aircraft by the AMTs. See Page 4, Chapter 6.1.9,
for an example of a Requisition Form.
6.1.9.3 Stores Material Release Procedures
6.1.9.3.1 The Stores Inspector/Engineer and Storekeeper assistant have the responsibility for
correct material identification.
6.1.9.3.2 Planning and Control have the responsibility for initial station allocation and station
supply.
6.1.9.3.3 The Purchasing Section has responsibility for order or delivery changes.
6.1.9.3.4 Shipping advice must be prepared by Planning/Control and handed over to the
Stores for further handling.
Part: 6
Page: 3
Date:11/06/2004
Rev: 4
Paste copy of NAC Rotable Movement Form (RMF)

on this page.....
Part: 6
Page: 4
Date: 22/02/07
Issue: 2
Copy of NAC Requisition Slips
R.N.A.C. REQUISITION SLIP STORE ENTRY NO.

ENGINEERING REQUISITION BY DATE:
DEPARTMENT
Item Nomenclature Part Number A/C Req. Qty. Issued Bal. in Issue Slip Ref.
No. Reg. No. (In words) Qty. Stock
(Issued by Sign)
Part: 6
Page: 5
Date: 11/06/2004
Rev: 4
6.1.9.3.5. Internal material requisitions must be verified on the requisition slip by Stores for
the correct:
(a) Date
(b) Signature
(c) License Number
(d) Quantity
6.1.9.3.6 All documents must be completed by Stores personnel.

(a) Date
(b) Quantity of the Issue and Serial Number
(c) Signature
6.1.9.3.7 Materials may be made available for scrap if:

(a) Shelf-Life has expired
(b) Not repairable
6.1.9.3.8 The Planning and Control Section has to be informed if necessary.
6.1.9.3.9 All documents must be delivered to Accounting Inventory Control for filing.
Part: 6
Page: 1
Date: 11/06/2004
Rev: 4
Goods Dispatch Procedures
6.1.10 Goods Dispatch Procedures
Generally, the R & D Section will dispatch, under advisement of the Material
Planning Section, unserviceable (U/S) components to Repair and Overhaul agencies,
or to the NAC workshops. The Serviceable components are sent to other stations,
along with shipping orders by the R & D Section.
6.1.10.1 Shipping documents are issued by the originator.
6.1.10.2 Material Control compares the material’s part number, Serial Number, and quantity
with the Shipping Documents.
6.1.10.3 Serviceable surplus materials must be verified by technical inspection.
6.1.10.4 Determination of shipping details such as flight connections must be made.
6.1.10.5 Packing remarks are made according to shipping instructions.
6.1.10.6 Shipping documents are then completed and distributed to the following:
(a) Customs Section
(b) Acc. Inv. Control
(c) Other NAC Departments
(d) To transportation insurance, if applicable
Part: 6
Page: 1
Date: 11/06/2004
Rev: 4
Classification Of Aircraft Spares
6.2.1 Classification Of Spares
To facilitate identification, provisioning, accounting, and control of stores, it is

necessary to Categorize, Codify, and classifies them in easily recognizable groups.
The following classifications are used within the NAC Store’s procedures:
(a) Rotable / Repairable
 Serialized
 Non-Serialized
(b) Non-Rotable
 Consumables
 Commercial Items
6.2.1.1 The IPD, IPC, and other Manufacturer’s Documents are used to obtain an item’s:
(a) Part Number
(b) Description
(c) Specifications
6.2.1.2 The materials are then separated into categories such as:
(a) Fluids
(b) Gases
(c) Commercials
6.2.1.3 The materials are categorized as to whether repairs are economical. This data is
determined by:
(a) Part number
(b) Individual circumstances
(c) Repair costs.
6.2.1.4 Material planning classifies a spare of “Extraordinary Investment” as a “Rotable” to

ensure tight controls over it.
Part: 6
Page: 1
Date: 11/06/2004
Rev: 4
Stock Level
6.2.2 Stock Levels
Stock levels are set through a two-step process. First, an initial provisioning study is
performed in order to set the baseline for required stores. Initial provisioning can be
defined as “Determination and maintenance of the range and quantity of stores to
support the predetermined flying program of each type of NAC aircraft.” This
determination will cover the estimation of float for aircraft rotables, inventory of
stores and other non-aircraft materials, so as to ensure its availability at the required
time and place according to the work program.
Second, real-time data from NAC operations is formalized to give an actual

representation of the stores levels required. The efficiencies and ultimate economics
of the Corporation will greatly depend upon a proper policy of Material
Provisioning.
6.2.2.1 Real-Time Requirement Estimation
Rotable Stock levels are determined by using the following formula:
(FH) x (A/C) x (X) x (T)

MGQ =
MTBR
Where: MGQ = Mean Grounded Quantity Unserviceable

FH = Flight Hours per Aircraft
A/C = Number of Aircraft
X = Number of rotables per aircraft
T = Turnaround time, from removal until a serviceable unit is installed
MTBR = Mean Time Between removals
To substitute for shortages due to peak removal periods, an additional quantity of

rotables has to be provided using the Poison Law method and an economical service
level.
Part: 6
Page: 2
Date: 21/3/96
Stock Level
This category of spares is considered not to produce scrap during normal operation.
A periodic check of the a.m. parameters and recalculation is advisable. Line station
allocation quantities, such as flight kits, must also be added.
This formula is valid for one (1) homebase operation.
6.2.2.3 Repair Parts / Components (GSE)
For this category, the main effort has to be put into the estimation of the scrap rate.
This will result in the determination of re-order levels and re-order quantities.
6.2.2.4 Consumables
The determination of initial purchase quantity can only be based on experience with
similar parts and operational conditions. For safety reasons, reorder points should be
set at relatively high quantities to allow for early adjustments.
Part: 7
Page: 1
Date: 11/06/2004
Rev: 3
Purchasing - General
7.1.1 General
The ESSD is responsible for procuring:

(a) Aircraft spares, both rotable and consumable.
(b) Commercial items.
(c) Lubricants
7.1.1.1 Tools and Local Purchase
Tools and local purchase are processed on the basis of a/an

(a) MRN
(b) Requisition slip
(c) Deferred defect
(d) Memo
(e) Engineering order
Part: 7
Page: 1
Date: 21/3/96
Rev: 4
Purchasing Section
7.1.2 Purchase Section
The function of purchase section is to support Engineering activities by procuring

such material as is necessary from suppliers to ensure on time maintenance and
operation of aircraft, equipment and components at a minimum of material related
cost. The individual main functions are carried out by different units under this
section.
Part: 7
Page: 1
Date: 21/3/96
Material Purchase
7.1.3 Aircraft Material Purchase Unit
The function of Aircraft Purchase Unit is to:
(a) Process all approved purchase Request and Stores Replenishment forms.
(b) Maintain price catalogues up to date.
(c) Ask for quotation as per Finance Rules, if required.
(d) Place Purchase Order with suppliers
(e) Handle all AOG / IOR (Aircraft on Ground / Immediate Operational
Requirement) requirements on a top priority basis.
(f) Take follow-up order expediting action.
(g) Handle warranty claims against material missing on transit.
(h) Process all invoices for payment.
(i) Maintain proper records of serviceable tags of all materials.
7.1.3.1 Ground Support Equipment Material Purchase Unit
The function of Ground Support Equipment Material Purchase Unit is to:
(a) Process all approved Purchase Requests and Store Replenishment forms.
(b) Maintain price catalogues up to date.
(c) Ask for quotation as per Finance Rules, if required.
(d) Place Purchase Order with approved supplier.
(e) Handle almost urgent / Urgent requirements.
(f) Take follow-up order expediting action.
(g) Handle warranty claims against material missing on transit.
7.1.3.2 Procurements And Contracts
Purchasing handles all procurements for GSE and aircraft spares from foreign
manufacturers and their subsidiaries, as well as general suppliers. There will be:
(a) No purchase contracts with foreign suppliers.
(b) Local purchases made from the local market.
Part: 7
Page: 2
Date: 11/06/2004
Rev: 4
Material Purchase
Service purchase contracts with other parties and agencies will be done by the
Director of Engineering and kept in Material Planning and Control Section. Copies
will be provided to Finance and the Audit Department.
7.1.3.2.1 When making purchasing decisions, the Department takes into consideration:
(a) Laws, regulations, and international procedures.
(b) Relevant suppliers.
(c) Price, delivery time, and conditions.
(d) Receipt of supplies.
Part: 7
Page: 1
Miscellaneous and Local Purchase
7.1.4 Miscellaneous and Local Purchase Unit
The function of Miscellaneous and Local Purchase Unit is to:
(a) Process all approved Purchase Requests and Store Replenishment forms.
(b) Ask quotation / tender as per Finance Rules, if required.
(c) Place Purchase Order with approved supplier.
(d) Handle almost urgent / Urgent on top priority basis.
(e) Take follow-up order expediting action. Collect Delivery Orders from Cargo
Unit of NAC / other airlines / agencies.
(f) Process import licenses and other permits, if required.
(g) Handle warranty claims.

Part: 7
Page: 1
Date: 11/06/2004
Rev: 4
Customs
7.1.5 Customs Unit
The function of the Customs Unit is to:

(a) Collect all documents like delivery orders, import licenses, copy purchase
orders and other required documents from the Materials Purchase Section.
(b) Collect required documents from Material Planning and Control Section.
(c) Clear all incoming shipments from Customs and hand-over to Receive and
Dispatch Unit.
(d) Clear all required payments to Customs.
(e) Receive, prepare and distribute all required documents / vouchers.
The Customs Depart must clear all incoming and outgoing items. The necessary
documents to clear customs shall be provided by the Receiving and Dispatch
Section.
Part: 7
Page: 1
Date: 11/06/2004
Rev: 4
Purchase Records
7.1.6 Purchase Records
The Purchasing Section keeps accurate purchase records in order to track and
expedite materials in and out of stores and ESSD. In addition, purchase records are
kept so that applicable follow-up actions can be taken on time.
7.1.6.1 Payment Release
Payment release to suppliers comes from the Finance Department on the basis of
certified invoices upon receipt of goods.
7.1.6.2 Warranty Administration
Warranty against Repair/Overhaul should be claimed by the Material Planning

Section. Warranty against newly purchased items should be claimed by the
Engineering Purchase Section. In this regard, the terms of the warranty should be
verified through the contract. After that, the warranty will be claimed.
Part: 7
Page: 1
Date: 11/06/2004
Rev: 4
Budget And Cost Control
7.1.7 Budgeting & Cost Control
The function of the Budgeting & Cost Control Unit is to prepare and define the
budgets of expenditures and investments for the Engineering Department and
Quality Assurance & Flight Safety to coordinate it with the Finance Department and
to control the actual development of cost by the standard of the budget. This
includes the following specific tasks:
(a) Developing the budget draft in cooperation with the divisions of the
Engineering Department on the basis of NAC control planning.
(b) Finalizing for endorsement through Engineering Department the budget in
cooperation with the Finance Department.
(c) Analyzing continuous deviations of actual cost from budget.
(d) Reporting and commenting continually on the Development of actual
expenditures.
(e) Analyzing the structure of expenditures in the Engineering Department in
order to detect trends that require management attention.
Part: 7
Page: 1
Date: 11/06/2004
Rev: 4
Accounting And Inventory Control
7.1.8 Accounting And Inventory Control Unit
The function of Inventory Control Unit is to:

(a) Manage the Card Index System.
(b) Evaluate material movements.
(c) Supervise the stock control data.
(d) Supervise the material data change memos.
(e) Issue requisitions for stock replenishment.
7.1.8.1 Accounting And Inventory Control Process
7.1.8.1.1 All vouchers that create a change of the material stock are forwarded to Accounting
Inventory-Control. Alert levels are determined by Planning and Control. All rotable
movement must be reported to Planning and Control.
7.1.8.1.2 For payment release, one copy of the shipping documents must be sent to
purchasing and planning/control in the following cases:
(a) Purchase
(b) Return form loan
(c) Return from external repair
7.1.8.1.3 The value of material in stock must be stated and reported by the Financial
Department.
7.1.8.1.4 Receipts of capital material, shipping to line stations, and scrapped material, must
be confirmed by stock cards.
7.1.8.1.5 For payment release, one copy of paperwork must be sent to purchasing for
payment of a purchase or external repair.
Part: 7
Page: 1
Date: 11/06/2004
Rev.: 4
Storage Instructions
7.1.9 Storage Instructions
7.1.9.1 Introduction
This chapter outlines the engineering requirements for the packaging and storage of
materials at NAC. They shall be strictly followed by all personnel who control, or
have influence over, the packaging and storage of materials. These requirements are
designed to ensure the serviceability and reliability of components and parts used in
the maintenance of aircraft.
7.1.9.2 General Conditions for Storage
As a general rule, all parts and components should be stored in clean rooms with a
maximum temperature of +45 degrees Centigrade, and a low humidity. Sunlight
should be avoided, especially in tropical zones. The temperature and humidity of the
storage areas should be maintained as constant as possible, to reduce the conditions
that enhance the formation of corrosion. Use air-conditioned spaces whenever
possible.
Flammable liquids and gases shall be stored in accordance with accepted industrial
practices.
7.1.9.3 General Packing and Storage Instructions
All components and parts shall be packed in accordance with the "Specification for
Packing of Airline Supplies of ATA Spec. No. 300" taking into consideration any
special instructions contained within the overhaul manual, as well as NAC
experience with local conditions.
Components without special packing and storage instructions, shall be packed in
plastic bags, if necessary, and shipped in the normally utilized containers, unless
special containers are requested.
Connectors and ports shall be covered by caps prior to storage and shipment. The
protection caps must only be removed at the place of installation and shall then be
fitted to the part removed.
7.1.9.4 Fuel, Hydraulic, and Pneumatic Components
All inlets and outlets shall be closed. Components shall be packed in plastic bags
where practical. Components containing fluids shall have the connecting ports closed
by caps, and shall be packed in plastic bags.
Part: 7
Page: 2
Date: 11/06/2004
Rev.: 4
7.1.9.5 Electrical, Radio, and Instrument components
All electrical, radio, and instrument components shall be packed in plastic material, if
necessary, and shipped in general purpose containers, if no individual containers are
requested.
Flux valves and standby compasses must be stored on wooden shelves.
7.1.9.6 Cabin Windows
Cabin windows shall be packed in individual containers and must not be placed near
any source of heat. They shall be protected by sufficient stuffing and the container
must be placed flat without stacking.
Plexiglas windows must be stored away from solvents and thinners such
as MEK.
7.1.9.7 Nickel- Cadmium Batteries
Ni-Cad batteries shall be stored in a sufficiently ventilated room. The temperature

should be within the range of zero degrees Centigrade to 45 degrees centigrade.
They must also be stored separate from lead-acid batteries and other components.
Excessive sunlight and humidity will damage Ni-Cad batteries.
The storage life of charged Ni-Cad batteries, which have not been connected to a
standby charger, should not exceed 30 days.
7.1.9.8 Emergency Exit lights
Emergency Exit Lights shall be stored in plastic bags separate from their associated
Ni-Cad batteries.
7.1.9.8 Oxygen Masks and Breathing Tubes
Oxygen masks and breathing tubes shall be packed in plastic bags without
deformation and shall be stored in a cool dry area, away from any oil and grease.
7.1.9.9 Wheels and Tires
Wheels and tires shall be stored upright, preferably in a climate controlled area. The
tires shall be inflated and maintained in accordance with the maintenance manual.
Part: 7
Page: 3
Date: 11/06/2004
Rev.: 4
7.1.9.10 Actuation Linkages and Drive Spindles
Both ends of actuation linkages and drive spindles shall be protected by plastic foil.
They shall be stored on corrugated paper, or similar soft material, to prevent external
damage from the shelving or adjacent equipment.
7.1.9.11 Structural Components
Structural components, such as flight control surfaces, wing and stabilizer sections,
doors and landing gear components, and engine cowlings, are sometimes bare metal
surfaces that require protection against corrosion.
Structural components shall be stored in contoured frames with cushions and

supported, to prevent deformation by their own weight. Preferably, structural
components should be stored in containers, cardboard boxes, and wooden frames, as
provided by the manufacturer.
Actuation mechanisms shall be totally wrapped and sealed in plastic foil.
7.1.9.12 Oxygen Bottles
Oxygen bottles shall be packed in soft material that prevents electrical discharges
and scratches, and shall be strictly separated from any grease or parts covered with
grease or lubricants. Portable oxygen equipment may be wrapped in bags only for
storage and transportation.
Valve outlets shall be closed and covered with clean, new caps, to avoid penetration
of moisture. Discharged bottles, with no pressure indication, shall be returned to the
overhaul shop. Charged oxygen bottles shall be stored in a cool area and shall be
separated from easily ignitable materials.
Oxygen bottles shall be placed on foam rubber, or similar materials and shall not
touch each other. Sharp edges on shelves shall be prevented in order to avoid
scratches during removal. Preferably oxygen bottles shall be stored in shelves above
the floor and protected from dripping oil and grease.
7.1.9.13 Fire Extinguishers
Fire extinguishers shall be wrapped in plastic foil and placed in a container. Fire
extinguishers can be stored with discharge cartridges and outlets shall be covered
with appropriate caps. Separate, charged cartridges and shall be stored and shipped
in accordance with the local/international regulations for Class C explosives.
Part: 7
Page: 4
Date: 11/06/2004
Rev.: 4
7.1.9.14 Landing Gear Components and Shock Struts (Without Wheels)
Struts shall be stored fully compressed, without a pressure charge. They should be
filled with oil and protected against damage.
Bare-metal areas shall be protected from corrosion in accordance with the applicable
Overhaul Manual.
7.1.9.15 Rubber Products
The storage room should be cool, dry, free from dust, and well ventilated.
The temperature should not exceed +45 Degrees Centigrade. Sufficient distance
between stored components and sources of heat and must be provided.
Relative humidity should be maintained at or near 65%. Soft lighting should be
provided, and all windows should be covered with red varnish in order to protect
from ultraviolet rays. Detergents, solvents, gasoline, lubricants, acids, disinfectants,
and other chemicals shall not be stored in the same area.
Because of the possible generation of ozone and sparking fire-hazards, stationary
electric motors, as well as other stationary high-tension equipment, are not permitted
in this storage room.
Tires must be placed without creating nicks, dents, bulges, or other deformations.
7.1.9.16 Hoses
Hoses shall be plugged at both ends, and stored without kinks or sharp bends, in a
clean environment.
7.1.9.17 Pyrotechnics
Pyrotechnics shall be stored in a dry, locked room. Local regulations for storage and
transport shall be observed. International regulations for transportation of restricted
articles must be observed.
7.1.9.18 Life Rafts, Vests and Slides
Inflatable life rafts, vests, and slides, shall be stored in a dark and dry area, with the
temperature maintained between zero degrees Centigrade and 30 degrees
Centigrade. For extended storage life, vests shall be stored free from ozone. The
bottles for the slides shall be stored separately, if required.
Part: 7
Page: 5
Date: 11/06/2004
Rev.: 4
7.1.9.19 Pressure Gas Bottles for Life Rafts and Escape Slides (If Stored Separately)
Pressure gas bottles shall be stored and shipped in individual containers. They shall
be stored in rooms with a maximum temperature of 30 degrees Centigrade and free
from corrosive vapors.
Pressure gas bottles shall be stored without triggering lanyards. The bottle outlet-
valves shall be covered with caps. All pressure gas bottles are shipped ready for
storage and completed for installation.
7.1.9.20 First Aid Kits
First Aid Kits shall be sealed by the medical department and stored in a locked room.
7.1.9.21 Special Packing and Storage Rules
In case a vendor’s Component Maintenance Manual does not require packing a
component with Silicagel, but experience shows the necessity for such protection,
the component will have Silicagel added to its packaging locally.
The following components must always be stored with Silicagel:
(a) Indicators (Semi Sealed)
(b) Tank Units (ATA 28)
(c) Compensator (ATA 28)
7.1.9.22 Components Requiring Special Containers
Some types of components require specially prepared containers for shipment and
storage to protect them from adverse environmental influences such as: vibration,
shock, magnetism, radioactivity, and rough handling due to their mass. The
following components always require special containers:
(a) Gyros
(b) Indicators such as the VOR, RMI/DME, HSI, PPI, and ADI
(c) Computers such as the Air Data, A/P-Roll-Pitch, Yaw
Transceivers, Weight and Balance, Doppler, and PAFAM
(d) Fire Warning Loops
(e) Oxygen Bottles
Part: 7
Page: 6
Date: 11/06/2004
Rev.: 4
(f) Antennas such as the Radar, and Doppler
(g) Generators and Power Supplies
(h) Accelerometers
(i) Generators and Batteries
(j) FCU/CSD
(k) Hydraulic Pumps
(i) Rescue Beacon and Battery
7.1.9.23 Cables
Cables shall be packed, stored, and transported in sealed plastic bags, with a
maximum of five cables per bag. They must be stored without kinks. Long cables
can be wound to the following, minimum-bend diameters:
Cable Diameter Type Minimum Bend Diameter
3/64 inch 1,19 cm 10 inch 25 cm
1/16 1,59 10 25
3/32 2,38 12 30
1/8 3,18 12 30
5/32 3,97 15 38
3/16 4,76 7x7 15 38
7/32 5,56 or 18 45
1/4 6,35 7x19 18 45
9/32 7,14 22 55
5/16 7,94 22 55
11/32 8,73 26 65
3/8 9.53 26 65
Part: 7
Page: 7
Date: 11/06/2004
Rev.: 4
Cable Diameter Type Minimum Bend Diameter
1/8 3,18 20 50
5/32 3,97 1x19 20 50
3/16 4,76 24 60
7.1.9.24 Plastics
The storage of aircraft related, plastic materials must be arranged with part numbers
in cure-date sequence, following the first-in/First-out principle rule.
7.1.9.25 Foam Rubber Products
Formed, foam rubber articles, like seat cushions, must be stored in their original
packing cases. Deformation by heavyweight loads must be avoided.
Sheets and layers of foam rubber products shall be stored loose and tension free, to
avoid cracks and bends. They are to be covered with plastic foil to protect them
from dust and moisture.
7.1.9.26 Textiles
Dry storage rooms must be provided for textiles. Carpets must be tightly rolled in
plastic foil and stored upright.
Cloth and fabrics, encased in bales, are to be stored horizontally, packed in foil, and
supported over the total width, to avoid nicks and dents. Each bale must be marked
with the part number, quantity, and unit of quantity.
7.1.9.27 Rubber material
To avoid deformation, rubber material shall be stored on rolls and hung horizontally.
Rubber cables, strings, and cords, shall be stored rolled or hanging on reels/winders.
7.1.9.28 Drive Belts
Drive Belts can be stored horizontally or vertically. For vertical storage, the diameter
of the hook shall be 10 times the height of the cross-section of the belt.
Part: 7
Page: 8
Date: 11/06/2004
Rev.:4
7.1.9.29 Adhesive Material (Wallpaper)
Adhesive materials are stored in a packed condition, in a position that avoids
deformation. Wallpaper shall be stored on rolls hung horizontally.
7.1.9.30 P/I-Equipment
P/I-Equipment is to be inspected periodically. Issues from stores, for shipment to line
stations, must be inspected before shipping and marked with the new inspection
date.
Each store location of a.m. equipment has to be marked to assure inspection control.
7.1.9.31 Technical Gases
When storing and shipping technical gasses, the following rules and regulations must
be observed:
(a) Secure containers against tilting, tipping-over, tumbling, or
falling
(b) Store different gases separately
(c) Do not store any gasses together with flammable goods
(d) Avoid exposing containers to heat, knock, stroke, kick, impact,
shaking, and vibration
(e) Ensure safety caps are always used.
(f) Ensure that oxygen bottles are free from oil and grease
(g) Inspect containers periodically for leaks or damage.
7.1.9.32 AC Compounds
Oil, grease, solvents, and cleaners, must be stored in their original containers and
marked individually with the:
(a) Part number
(b) Manufacturers description
(c) Manufacturers batch number
(d) Specification, if available
Part: 7
Page: 9
Date: 11/06/2004
Rev.: 4
7.1.9.33 Hazardous Material
Hazardous materials must be stored separate from other materials and in locked
rooms. Local laws and regulations must be observed. The following materials are
considered to be hazardous:
(a) Lead
(b) Acid
(c) Injurious chemicals
(d) Poisons and toxins
7.1.9.34 Flammable Liquids
Observing local laws and regulations, only store flammable liquids in storage facilities
that have:
(a) Explosion-proof electrical installations
(b) Fire fighting equipment immediately available
(c) Locking entry and exit doors.
(d) Limited access to authorized personnel only
(e) No other stored materials
7.1.9.35 Radioactive Material
Radioactive materials can only be stored in locked and secured areas. The location
must be identified as radioactive storage, using international symbols for advice and
warning. Special instructions from manufacturers, as well as local laws and
regulations, must always be observed.
7.1.9.36 Marking of Dangerous Goods
Local laws and regulations, as well as international conventions, must be followed
when marking each container or drum for storage of these goods. They must be
checked before storage for compliance with the regulations.
Part: 7
Page: 10
Date: 11/06/2004
Rev.: 4
Dangerous goods are defined as goods having one or more of the following characteristics.
They are:
(a) Poisonous or toxic
(b) Injurious to health
(c) Corrosive
(d) Irritating
(e) Explosive
(f) Flammable
(g) Pressurized.
For the storage of these goods, a list must be prepared and filed for reference,
containing the following information:
(a) Part number
(b) Description
(c) Symbol (Label specification)
(d) Flashpoint (Classification)
In the case of missing or insufficient markings by the manufacturers labeling the
goods as hazardous, authorized stores personnel, with the assistance of the Quality
Assurance are authorized to mark the goods with the appropriate symbols. The final
authority for NAC, in-house marking, lies with the Quality Assurance.
7.1.9.37 Shelf-Time Control
Shelf-time controlled items are defined by Engineering Services.” Shelf-Time” is
defined as the maximum time an item can be stored, unused, after manufacturing,
cure date, receipt, inspection, or overhaul.
The Stores Division is responsible for the control and enforcement of the individual
shelf-times. Each item to be controlled must be marked by providing a sticker next
to the part number on the shelf, stating the maximum shelf-time in months. Periodic
checks of the shelves must be made.
Engineering Services is responsible for issuing and revising respective shelf-time
documents. Monthly reviews are made of part numbers due for control.
Part: 7
Page: 11
Date: 11/06/2004
Rev.: 4
If expiration occurs, a voucher must be issued for the respective quantity and
marked "Shelf-time expired”. The material, along with a copy of the voucher, is then
sent to the Salvage Section for further handling. The original of the voucher is sent
to the Accounting Section for updating of the records.
To control shelf-time items, the following data must be recorded, stored, and acted
upon.
(a) Month of expiration
(b) Part number
(c) Change in shelf-time
(d) Prolongation of shelf-time
(e) Shelf-time controlled new P/N
(f) Shelf-time cancellation
(g) P/N change
(h) P/N cancellation
7.1.9.38 Components/Rotables/Repairables
For items that are defined in the Component Operating and Storage list (COSL), the
last Inspection/Overhaul date is marked on the tag.
This date, plus the associated shelf-time shown in the COSL, adds up to the
maximum shelf-time in months, which is monitored and controlled by stores.
7.1.9.39 Special Regulations for Expendables/Consumables
Aircraft related materials that are to be shelf-time controlled, but do not have a "cure
date," are to be marked with a sticker stating: Shelf-time expires____ Ref. to COSL.
O-Rings and normal rubber expendables are not under control but should be checked
once a year for the "cure date". Following relifing procedure shall be followed for
items that are older than ten years. For rubberized expendables visual inspection of
some samples from a batch for it's condition check shall be carried out and relived at
every 5 years interval then after. Complete batch shall be rejected if sample test fails.
Similarly, flexible hoses older than ten years shall be sent for visual inspection and
pressure test to an approved maintenance facility and relived at every 5 years interval
then after.
Part: 7
Page: 12
Date: 11/06/2004
Rev.: 4
For chemicals, adhesives, paints, and lubricants, Engineering Services must establish a
Shelf-Time Document. This document must contain a:
(a) Part number
(b) Description
(c) Shelf-time in months
(d) Description of special storage condition requirements such

as temperature and humidity limits
(e) Codes for packing and storage rules.
Shelf-time control is done using a.m. document and the cure date. If there is no cure
date, the date of receipt is used.
Part: 7
Page: 1
Date: 11/06/2004
Rev.: 4
Part Number Change
7.1.10 Part Number Change
If a part number changes, for any reason, a new card will be created. The reason for
the change of part numbers, as well as the unit’s interchangeability, will be
maintained on both the new and the old card.
Part: 7
Page: 1
Date: 11/06/2004
Rev.: 4
Part Number Change
7.2.1 Authorization Of Scrap Of Material
7.2.1.1 Consumables
Respective workshops or maintenance personnel may scrap consumables.
7.2.1.2 Rotables, Components, And Repairable
These categories of material can only be determined as scrap through a “Scrap

Committee” consisting of delegates from the following Divisions/Sections:
(a) Material Planning
(b) Maintenance Planning
Relevant material must be marked “Scrap,” stored separately in the Salvage Section,
and be routinely inspected by the “Scrap Committee” upon request of the delegate of
the Material Planning Section. Material Planning is responsible for adherence to this
procedure and signing of the scrap voucher.
7.2.1.3 Salvage
The R & D Section will maintain the type of salvage and the record of the Salvage
shall be maintained and controlled by the Material Planning Section.
Part: 8
Page: 1
Date: 01/01/03
Rev.: 3
Technical Records - General
8.1.1 Technical Records – Introduction
The retention of Technical Records enables NAC to maximize the value and
utilization of its assets such as airplanes, engines, components, and appliances, by
documenting proper parts, installations, and routine and non-routine maintenance
actions. The Technical Records Section is under the supervision and control of the
Dy. Director of Technical Records, Library & Training under Quality Assurance &
Flight Safety.
8.1.1.1 Technical Records – General
Technical records are filed and stored in such a manner that the records are readily
accessible to authorized auditor and personnel. The filling and storage system
promotes ease of retrieval, accessibility, and adequate controls.
Technical records are classified into four retention categories:
(a) Continuous Records are defined as those records that are continually updated.
Such records reflect current NAC operations at any point in time.
(b) Routine Records are defined as those records that are maintained for a maximum
period of fifteen months.
(c) Repetitive Records are defined as those records of work repeated at specific
intervals.
(d) Permanent Records are defined as those that include permanent changes to the
configuration of and aircraft, engine, component or appliance. Such records are
retained permanently. When an aircraft, engine, component, or appliance is sold
or returned to a lessor, permanent records are also transferred to the new owner.
Part: 8
Page: 1
Date: 01/01/03
Rev.: 3
Technical Records - Functioning
8.1.2 Technical Records Section – Functioning
The function of the Technical Records Section is to maintain the Cardex record and
separate file records for the following components:
(a) Rotables.
(b) Engine and propeller removals and installations.
Other specific task of the Technical Records Section includes:
(a) Monitoring of the rotable components, engines and propellers, for any changes
that will be up coming, and notifying the Maintenance Planning Division in
sufficient time for spares planning.
(b) Ensuring that all technical records are maintained in good order and retained for
the minimum period outlined in the Nepalese Civil Airworthiness Requirements.
Ensuring that all technical records are maintained in good order and retained for
the minimum period outlined in the Nepalese Civil Airworthiness Requirements.
(c) Forecasting for the timed rotable components, engines, and propellers of the
B757 and DHC-6 on a six-monthly basis, allowing ESSD to arrange for
replacement parts on due dates. These forecasts must also be sent to the
Maintenance Planning Division.
8.1.2.1 Filing Procedure
Aircraft records received by the technical records section of Quality Assurance &
Flight Safety are sorted and filed appropriate to their retention requirements.
Appropriate records, in the future, will also transferred to the NAC Computing
System.
Maintenance records must be filed on a daily basis. All major maintenance records
must be retained as complete packages as received from the Maintenance Division,
or from principal contract agencies, except that all permanent records will be
removed and filed in the Permanent Records files.
8.1.2.2 Record Correction Notice
The Quality Assurance reviews all returned aircraft paperwork, which has a record
retention requirement, for completeness and accuracy.
When discrepancies are noted, Quality Assurance makes a copy of the discrepant
document(s) and returned it to the person who signed for the work, along with a
record correction notice.
Part: 8
Page: 2
Date: 01/01/03
Rev.: 3
The person receiving a record correction notice must review reference NAC
Engineering Manual procedures, make the necessary correction on the attached copy
of the discrepant document, and return all copies to the Quality Assurance within ten
(10) calendar days.
8.1.2.3 Record Retention Requirements
The Record Retention Requirements for all aircraft, engine, components, and
appliances, are summarized in the following table:
TYPE OF RECORD CONTINUOUS ROUTINE REPETITIVE PERMANENT
1. GENERAL RECORDS
A. Time in Service
. Time Limits X
 Time Since Overhaul X
and/ or Inspection
B. Life Limited Parts
 Operating Time Limits X

 Accumulated Hours X
and Cycles
 Modifications per ADs X
and SBs
 Product Improvements X
C. AD Status
 List of Applicable ADs X

 Date and Time in X
Service
 Methods of X
Compliance
 Time to Next Action X
D. AD Compliance
 Signed Paperwork
(Task Cards)
Part: 8
Page: 3
Date: 21/3/96
E. SB/IL Compliance Records
 Signed Paperwork X
(Task Cards)
F. Major Repairs and Alterations
 Accident/ Incident X
Reports
 Repair Authorizations X
and Sketches
 SBs, STCs, Mods, and X
EOs
 Weight/ CG Change X
Reports
 Test Flight Reports X
G. Fleet Campaigns [2]
H. Completed Check Lists
 Maintenance Ferry X
Check List
 Engine Out Ferry X
Check List
 Test Flight Check List X
2. AIRCRAFT RECORDS
A. Log Books
 Flight Log X
 Maintenance Log X
 Cabin Log X
B. Current Aircraft Inspection

Status
 Time in Service Since X

Last Inspection
 Routine Task X
Performed During Last
 Non-Routine Tasks X
Performed During Last
Part: 8
Page: 4
Date: 21/3/96
C. Maintenance/Inspection, Transit,
Turn-Around, “A”/”C” Checks
 Signed-Off Routine X
Cards
 Signed-Off Non- X
Routine Cards
 Package Close-Out X
Records
D. Maintenance/Inspections Checks
4C, 4D, and All Structural
Inspection
 Signed-Off Routine [2]

Cards
 Signed-Off Non- [2]
Routine Cards
 Package Close-Out X
Records
E. Weight and Balance X
3. ENGINE AND APU RECORDS
A. Log Books X
B. Overhaul, Check, and Hot X

Section
4. COMPONENT RECORDS
A. Overhaul List
 Time Service Last X

Overhaul
 Time Remaining To X
Next Overhaul
B. Overhaul Records X
 Disassembly Record X
 Dimensional Check X
Data
 Replacement Parts X
Data
Part: 8
Page: 5
Date: 21/3/96
Data
 Repair Data X
B. Overhaul Records X
 Re-assembly Data X
 Reference Data X
C. Component History Cards X
D. Shop Finding Reports X
E. Bench Check, Repair and X

Overhaul Records
F. Component Tracking Tags X
[1] If the AD is terminated the terminating paperwork will be filed in permanent records.
[2] Some records in this category will be transferred to Permanent Records. Prior to
discarding older packages, audits must be performed. All records in older record
packages, which are repeated in the new record packages, may be discarded
Part: 8
Page: 1
Date: 21/3/96
Technical Records - Logbooks
8.1.3 Pursuant to the Civil Aviation Act 1959, Article 3 (s), and to the Aviation Rules
1962, Article 13 (s), records shall be maintained of the repair and maintenance of
aircraft/aircraft components. This chapter of the NAC Engineering Manual
prescribes that certain records shall be entered in logbooks provided for the purpose.
8.1.3.1 The following logbook shall be maintained by NAC for recording time in service and
maintenance performed:
(a) Aircraft logbook.
(b) Propeller logbook for each engine installed on aircraft.
(c) Propeller logbook for each variable pitch propeller on an aircraft.
8.1.3.2 Certain maintenance operations, such as those defined in chapter C.2 and E.6 of
Nepalese Civil Airworthiness Requirements (NCAR), may be recorded on other
documents. If recorded worksheets, microfilm, or computer printouts, the
documents shall be identified by a brief entry in the appropriate logbook. If recorded
in a Technical or Flight Log, this Log shall be considered as a part of the aircraft
logbook and must be preserved with it.
8.1.3.3 Entries recording the completion and certification of the following maintenance shall
be always be made in the appropriate logbook:
(a) Scheduled inspections prescribed in the approved Maintenance Schedule.
(b) Any major maintenance as defined in these Requirements.
(c) Any Removal or Replacement of significant component or equipment.
(d) Any Airworthiness Directive applicable to the aircraft or aircraft components
8.1.3.4 Log Book Entries
8.1.3.4.1 Logbooks shall be maintained in accordance with NCAR requirements and any
instructions for use contained in them and in such a manner as to provide an
accurate and complete history of the aircraft, engine or propeller to which they
related.
8.1.3.4.2 Entries in log books shall be made within 48 hours of the event to which they
related, except that, if work is performed at outstation, where the logbook is not
available, the entries shall be made within 48 hours after the aircraft has returned to
base.
Part: 8
Page: 2
Date: 21/3/96
8.1.3.4.3 Each entry shall be legible, signed and dated by the person making it. Each
Certificate of Compliance must clearly show the license or approval number of the
person issuing it. Signatures must be hand written in ink, but other entries may be
typed or rubber-stamped.
8.1.3.4.4 If the record of any maintenance work is, so voluminous that it would be
inconvenient to enter it in the logbook, it may be entered on work sheets, microfilm
or printouts, which must be coded for identification. The identification of such
records, and their location, shall be recorded in the logbook.
8.1.3.4.5 If the appropriate logbook is not available, the description of the maintenance
performed and the Certificate of Compliance may be recoded on a separate
document, which shall be affixed in the appropriate logbook as soon as is applicable.
8.1.3.4.6 Each entry shall state the place, where the maintenance was done and where any
other detailed records of the work may be inspected.
8.1.3.4.7 The title and reference number of the maintenance schedule applicable to scheduled
inspections shall be recorded in the logbook entry.
8.1.3.4.8 Whenever any component is removed from of installed in an aircraft, the entry in the
relevant logbook, e.g. aircraft, engine and / or propeller, must state the reason for
the action and include the identification of each component newly installed. The
identification of the relevant Release Note must also be given.
8.1.3.4.9 Whenever a “robbed” component either zero time or part time, is fitted to an
aircraft, the time in service or calendar date at which the component must be
removed shall also be recorded. There must be record system associated with the
logbook, which will give advance notice of the time due for removal.
8.1.3.4.10 Approximately one quarter of the logbook pages, being at the end of the logbook,
shall be reserved for recording Airworthiness Directives and modification arising
from any other source. Upon receipt of an applicable AD, prescribing a repetitive
inspection, the initial inspection shall be recorded in the logbook and the
Maintenance Schedule be amended to ensure the prescribed repetition. The logbook
entry shall be annotated to record that the maintenance schedule has been amended
Part: 8
Page: 3
Date: 21/3/96
8.1.3.5 Recording Time in Service
8.1.3.5.1 Time in service shall be computed by totaling the time in hours and minutes from the
moment an aircraft leaves the ground on every flight until touches the ground at the
end of that flight.
8.1.3.5.2 Aircraft, engine and propeller time in service shall be recorded in hours and minutes.
8.1.3.5.3 For Airborne auxiliary power units, the operating cycles and running hours shall be
recorded in an engine logbook in lieu of “times service”.
8.1.3.5.4 Time Since Complete Overhaul shall not revert to zero unless that aircraft, engine or
propeller has been completely overhauled.
8.1.3.6 Items to be Recorded
8.1.3.6.1 Except for defect rectifications certified in the Technical Log, entries shall be made
in the aircraft logbook for each of the following:
(a) All maintenance performed on the aircraft, its radio station, or components,
except the engines or propellers. This shall include all inspections, except daily or
pre-flight inspections, prescribed in the Maintenance Schedule and any special
inspections made after heavy landings, turbulence, etc.
(b) The removal or change of any major component, including engines, propellers or
radio station units.
(c) A swing of compass & installation. A copy of the deviation card and shall be
entered in the logbook.
(d) Any fuel flow test made.
(e) A duplicate inspection of a disturbed flying control system as required by
Chapter C.7 of the NCAR.
(f) The weighing of the aircraft. The aircraft Weight and Balance Report shall be
affixed in the logbook as required by Chapter C.6 of the NCAR
(g) The Renewal of the Certificate of Airworthiness.
8.1.3.6.2 Except for defect rectifications certified in the Technical Log, entries shall be made
in the engine logbook for each of the following:
(a) All maintenance performed on the engine. This shall include all inspections,
except daily pre-flight inspections, prescribed in the Maintenance Schedule, and
any special inspections made after foreign body ingestion, over temperature, etc.
Part: 8
Page: 4
Date: 21/3/96
(b) The installation or removal of the propeller from an engine. The engine to which
the propeller is fitted, or from which it is removed, must be identified by its serial
number, and the aircraft concerned by their registration letters.
(c) The change of the any propeller component. If a blade is changed, both the serial
number of the blade removed and the blade fitted must be given.
8.1.3.7 Foreign Logbooks
8.1.3.7.1 Unless a concession is granted by Director General, a foreign logbook shall not be
used for recording time in service and maintenance performed on Nepalese aircraft
or aircraft components.
8.1.3.7.2 A foreign logbook, which is replaced, by a Nepalese logbook shall be closed by an
entry stating that it is replaced by Nepalese logbook, this entry shall be signed and
dated.
8.1.3.7.3 The total time in service from the foreign logbook shall be brought forward to the
Nepalese logbook, which replaces it and all modifications recorded in the foreign
logbook shall be listed in the rear pages of the Nepalese logbook, the initial entry in
the Nepalese logbook shall certify that these entries have been made.
8.1.3.7.4 Foreign logbooks that have been closed become Nepalese logbooks and shall be
preserved.
8.1.3.8 Preservation Of Logbooks
8.1.3.8.1 If an aircraft, engine or propeller is transferred to a new owner, the appropriate
logbook(s), and any other relevant records, shall also be transferred to that owner.
8.1.3.8.2 A logbook, and any associated technical logs or other records bearing Certificates of
Compliance, shall be preserved by the last owner of the aircraft, engine or propeller
unit until one year after the aircraft, engine or propeller has been permanently
withdrawn from service.
Part: 8
Page: 1
Date: 11/06/2004
Rev.: 4
Aircraft Logbooks
8.1.4 Aircraft Logbooks
8.1.4.1 The aircraft log, which is required by the NCAR, provides maintenance information
to both the flight crew and maintenance personnel. It is used to record all pertinent
aircraft movement information, flight irregularities, maintenance discrepancies,
corrective maintenance actions, RII inspections, and airworthiness releases.
8.1.4.2 The pilot-in-command shall ensure that all mechanical irregularities observed during
flight are entered into the aircraft log at the end of the flight.
8.1.4.3 After any maintenance, preventive maintenance, or alteration, there shall be an

airworthiness release or an appropriate log entry made. A new log page is required
only when a section of the log page is full. The aircraft log must be in a place that is
readily accessible to each flight crewmember for review.
8.1.4.4 Each person who takes action in the case of a reported or observed failure,
malfunction, or irregularity of an airframe, engine, or system, shall make, or cause to
be made, a record of that action, including the identification of Required Inspection
Items (RII), in the aircraft log.
8.1.4.5 All scheduled checks, completed EOs, ADs, Phase Checks, and cleared deferred
items, must be noted on the aircraft log pages, except when an AD is accomplished
on a routine check task card.
8.1.4.6 It is the responsibility of the mechanic doing the work to ensure that the log page is
properly signed off prior to the next departure of the aircraft.
Part: 8
Page: 1
Date: 01/01/03
Rev.: 3
Engine Logbooks
8.1.5 Engine Logbooks
The Technical Record Section under Quality Assurance & Flight Safety is responsible
for ensuring that the proper entries are made into the appropriate Engine Logbook in
accordance with Chapter E.7 of the NCAR authority, and Chapter 8.1.3 of the NAC
Engineering Manual
Part: 8
Page: 1
Date: 01/01/03
Rev.: 3
Propeller Logbooks
8.1.6 Propeller Logbooks
The Technical Record Section under Quality Assurance & Flight Safety is
responsible for ensuring that the proper entries are made into the appropriate
Propeller Logbook in accordance with Chapter E.7 of the NCAR authority and
Chapter 8.1.3 of the NAC Engineering Manual.
Part: 8
Page: 1
Date: 11/06/2004
Rev.: 4
Maintenance Schedules Records
8.1.7. Maintenance Schedule Check Records
The retention of maintenance schedule check records enables NAC to maximize the
value and utilization of its assets such as airplanes, engines, components, and
appliances, by documenting proper parts, installations, and routine and non-routine
maintenance actions. The records are maintained by the Technical Records Section,
which is under the supervision and control of Dy. Director of Technical Records,
Library & Training under Quality Assurance & Flight Safety.
Technical records are filed and stored in such a manner that the records are readily
accessible to authorized auditors and other personnel. The filling and storage system
promotes ease of retrieval, accessibility, and adequate controls.
8.1.7.1 File Time for Maintenance Records
For a complete history of aircraft related activities such as: Special inspection
papers, engineering orders, specially requested work orders, repeated inspection,
rotable changes, aircraft washing, as well as routine a/c maintenance checks, it is
necessary to keep and to file the documents according to the table below.
File time schedule for Maintenance Records
Job Card Signed Off File Time Period
Pre-Flight Check 2 Months

Daily Inspection Check 2 Months
Loose Equipment Check List 2 Months
Fly Away Kit Check List 2 Months
Weekly (7 days) Check 2 Months
A-Check 1 Year
100 Hrs. Check 6 Months
3 Monthly Check 1 Year
C- Check 2 Years
Periodic Check Till next compliance
of the same check
Part: 8
Page: 2
Date: 11/06/2004
Rev.: 4
File time schedule for Maintenance Records
Job Card Signed Off File Time Period
Engine Change Till replacement

Component Change by another
Propeller Change Serial number
APU Changes
Technical Log Book Till One year after

(Aircraft Flight Log Book) the a/c or component
Aircraft Log Book has been permanently
Engine Log Book withdrawn
Propeller Log Book from services
APU Log Book
Major Repair Record
Special Checks 2 Years

(Hard Landings Turbulence,
lightning strike etc.)
Defect and Rectification List 1 Year

(Ground Finding Sheet)
Component Release Notes Till Component is sent

To Workshop for overhaul/
Bench Test etc.
H.S.I. Sheets Till engine is sent

To Workshop for overhaul
"C of A" Test Flight Sheets 2 Years

Survey Inspection Sheets 2 Years
Deferred Defect Form Until the defect is rectified
Work Order (Job Orders) 1 Year
Part: 8
Page: 3
Date: 11/06/2004
Rev.: 4
8.1.7.1.1 Records Maintenance Process
The process of maintaining the maintenance schedule check records is described in

Detail in Chapters 8.1.1 and 8.1.2 of the NAC Engineering Manual.
8.1.7.1.2 Component History Cards
The Workshop Division is one of the sub-divisions of the Engineering Department.

Its function, as approved by the CAA of Nepal:
a) Repair, overhaul, and test aircraft components and systems.
b) Test, repair, and calibrate test equipment.
c) Advise the Engineering Stores & Supply Division (ESSD) in arranging for
outside, third- party repairs, when the scope of work exceeds the Workshop
Division capabilities.
d) Formulate plans and programs for the enhancement of workshop activities.

In order to carry out these functions, the division must have accurate and easily
accessible history records on components that have been repaired, overhauled, and
tested. In addition to providing valuable information during audits, component
history records provide the shop with data on a component's:
a) Mean Time Between Failure (MTBF)
b) Mean Time to Repair (MTTR)
c) Unverified Removal Rate
Part: 8
Page: 1
Date: 11/06/2004
Rev.: 4
Manuals And Publications - Introduction
8.2.1 Manuals And Publications - Introduction
This section of the Engineering Manual outlines the procedures for handling
technical manuals that describe the operation and maintenance of aircraft, aircraft
systems, and aircraft components. Manuals are normally obtained from
manufacturers and released for use in NAC.
Manuals may be either customized and tailored to the specific aircraft configuration
and maintenance requirements of NAC, or, non- customized and generic. Manuals
are normally organized in accordance with the ATA 100 documentation standards
and consist of:
(a) Cover sheets showing the manual’s applicability to NAC aircraft and
equipment.
(b) Lists of all currently effective pages, identified by reference to page number
and date of revision.
(c) Pages, which, in addition to their technical content, show the number of ATA
chapter, section and subject page number, issue and/or revision date, and
applicability to specific equipment and/or operators.
8.2.1.1 Maintenance Manual (MM)
A separate and customized Maintenance Manual (MM) is issued for each aircraft
type. In accordance with the ATA 100 documentation standards, it includes sections
on system(s):
(a) Description and operation
(b) Trouble shooting
(c) Maintenance practices including, if required, instructions for Servicing
(d) Removal and Installation
(e) Adjustment and Test
(f) Inspection and Check
(g) Cleaning and Painting
(h) Approved repairs.
Maintenance Manual’s provide sufficient information to enable a skilled AMT to
successfully perform his assigned maintenance tasks on the line or in the hangar.
Handling and control of Maintenance Manuals within NAC shall be in accordance
with the provisions of Paragraph 8.2.2, of the NAC Engineering Manual.
Part: 8
Page: 2
Date: 11/06/2004
Rev. 4
8.2.1.2 Component Maintenance Manual (CMM)
The Component Maintenance Manual (CMM), which was formerly referred to as
the Overhaul Manual, provides shop procedures that enable a skilled WE to restore a
component to serviceable condition. In accordance with ATA 100, these procedures
are designed for the WE who performs shop work, not for the aircraft AMTL. The
CMM includes, as far as practicable, component:
(a) Description and Operation
(b) Testing and Fault Isolation
(c) Automatic Test Requirements
(d) Disassembly
(e) Cleaning
(f) Check
(g) Repair
(h) Assembly and Storage
(i) Fits and Clearances
(j) Special Tools, Fixtures and Equipment
Handling and control of Maintenance Manuals within NAC shall be in accordance
with the provisions of Paragraph 8.2.2, of the NAC Engineering Manual.
8.2.1.3 Structural Repair Manual (SRM)
The Structural Repair Manual ( SRM ) provides descriptive information for
identification and repair of an aircraft's primary and secondary structures. In
Accordance with ATA 100 documentation standards, the manual defines damage that
can have a significant effect on the strength or life of a structure.
The Structural Repair Manual also provides data describing repairs that will restore
a structure to the condition required to fulfill its designed function.
Handling and Control of the SRM within NAC shall be in accordance with the
provisions of Paragraph 8.2.2, of the NAC Engineering Manual.
8.2.1.4 Wiring Manual (WM)
The Wiring Manual (WM) contains the schematic diagrams of all aircraft, engine
and aircraft component wiring. In accordance with ATA 100 documentation
standards, internal circuit of components shown on the system schematic diagram
need not be repeated on the related wiring diagram. However, if internal circuit is
Part: 8
Page: 3
Date: 21/3/96
not shown in the wiring diagram, cross-references are made to the system schematic
diagram on which it is shown.
The schematic diagrams, along with ancillary lists and charts, describe the circuits to
a level that enables effective fault isolation and servicing of aircraft systems.
Handling and Control of the Wiring Diagram Manual within NAC shall be in
accordance with the provisions of paragraph 8.2.2, of the NAC Engineering Manual.
8.2.1.5 Aircraft Illustrated Parts Catalog (IPC)
The Aircraft Illustrated Parts Catalog (IPC) is intended for use in the identification
and requisition of replaceable aircraft parts and components. It is a companion
document to the Aircraft Maintenance Manual and contains all parts information for
which maintenance practices coverage has been provided.
In accordance with ATA 100 documentation standards, the IPC also contains all
individual line-replaceable units (LRUs) such as light bulbs, sockets, lens caps, seals,
bearings, screens, and any other component and/ or part where optimum
maintenance practices dictate replacement of that component or part, rather than
replacement of the major assemblies.
For repairable units and assemblies, which were designed by the airframe, engine or
component manufacturer, the illustrated parts list or illustrated parts catalog of the
Component Maintenance Manual will not be repeated in the Aircraft IPC. The
Aircraft IPC will only list the part number of the complete unit or assembly and its
attaching parts.
Handling and Control of the IPC within NAC shall be in accordance with the
provision of paragraph 8.2.2 of the NAC Engineering Manual.
Part: 8
Page: 1
Date: 01/01/03
Rev.: 3
Manuals And Publications – Control Procedure
8.2.2 Control Procedure
Manuals and their required revisions shall be ordered and received by the Technical
Library Section in accordance with NAC requirements. In the case of newly issued
manuals, Technical Library shall verify their applicability to NAC aircraft and
equipment and, then release copies of them to the different divisions of NAC for use.
Part: 8
Page: 1
Date: 01/01/03
Rev.: 3
Manuals And Publications – Amendment Procedure
8.2.3 Amendment Procedure
Periodically, manuals are revised and amended, to reflect changes, upgrades, and/ or
modifications of aircraft and equipment.
8.2.3.1 Manufacturer Amendment
If a manufacturer issues revisions, to manuals currently in used within NAC,

Technical Library shall distribute copies of the revisions to all holders of the affected
manual. The holders of the manuals shall then insert the revisions in timely manner.
Part: 8
Page: 1
Date: 11/06/2004
Rev.: 4
Engineering Notices
8.2.4 Engineering Notices And Orders
8.2.4.1 An Engineering Notice or Order (EO) or MJO is used to direct a specific production
or inspection action. The EO/MJO is the only means of documenting and authorizing
the accomplishment of “major repairs or alterations.”
8.2.4.2 An EO is used to authorize any alterations to the design configuration of a NAC
airplane, engine, component, or accessory. Most of the modifications accomplished
by NAC are based upon information provided by the manufacturers in the form of
Service Bulletins (SBs) and Service Letters (SLs). Certain modifications are,
however, developed in-house in order to satisfy NAC operational requirements or to
solve unique problems
8.2.4.3 Repairs for discrepancies that exceed established limits, or deviations from
established limits or procedures shall be authorized with EOs.
(a) Most repairs are normally accomplished by production in accordance with
manufacturer’s repair schemes, without specific Engineering authorization.
Those discrepancies that exceed manufacturer’s limits must, however, be
referred to Engineering for an Engineering solution.
(b) Engineering will develop the necessary repair schemes, secure the
manufacturer’s approval as necessary, and authorize the repair with an EO.
Engineering orders authorize a one-time temporary or permanent repair of
discrepant elements such as structural, wiring replacement, or components.
(c) Repairs and deviations are coordinated with the airplane, engine, or component
manufacturer, prior to implementation.
8.2.4.4 Engineering orders are used to direct the accomplishment of one-time or repetitive
inspections in compliance with Service Bulletins, Airworthiness Directives, or other
requirements.
8.2.4.5 A NAC fleet campaign may be initiated to determine the status of an airplane,
engine, component, or spares inventory, or to accomplish significant
inspection/servicing. Fleet campaigns are appropriate where there is a one-time, non-
repetitive requirement to: service an airplane, inspect and repair discrepancies, or to
obtain important data.
8.2.4.6 Engineering orders are used to authorize changes to existing maintenance programs.
These may include: Changes to established task and/or check intervals, addition or
deletion of tasks, changes to the contents of a task, and component processes
changes. Such EOs shall be used to introduce changes to the maintenance program
until the next revision cycle of the program.
Part: 8
Page: 2
Date: 11/06/2004
Rev.: 4
Engineering Notices
8.2.4.7 All manuals affected by the accomplishment of an Engineering order shall be revised
immediately after completion of the EO on an affected airplane, engine, or
component.
Part: 8
Page: 1
Date: 22/3/96
Aircraft Flight Log
8.3.2 Aircraft Flight Log
The NAC requires that a Flight Log, which may also be called a Technical Log, must
be carried on board each aircraft, granted a Certificate of Airworthiness is valid or
Temporary C of A or Permit to Fly is issued.
NAC’s Flight Los is approved by the Director General and complies with the
requirements as stated in Chapter E.6 of the NCAR.
8.3.2.1 Sample Form
A sample page of the NAC Flight Log is shown on Page 2, Chapter 8.3.2 of the
Part: 8
Page: 2
Date: 22/3/96
Aircraft Flight Log
Paste copy of NAC’s Aircraft Flight Log on this page …….
Part: 8
Page: 1
Date: 22/12/06
Rev. 5
Use Of Aircraft Flight Log
8.3.3 Use Of Aircraft Flight Log
An Aircraft Flight Log shall be on board each NAC aircraft for each flight, until
replaced by a new log. A sample page of the NAC Flight Log is shown on
Page 3, Chapter 8.3.2, of the NAC Engineering Manual.
The Captain in command of a flight is responsible to ensure that all required entries
concerning the flight are made in accordance with the appropriate rules and
requirements. A separate entry shall be made for each flight. No entry shall be erased
or made illegible.
8.3.3.1 The completion of column 1 to 11 and 21 is required for each flight. Column 21
requires Pre-flight or Transit Inspection to be done before each flight and certified by
and as per Engineering Manual Chapter 3, para 3.9.6.1. However in case of DHC-6
Twin Otter the pilot-in-command also can certify the Transit inspection, provided
that no AME is available at the place & aircraft is away from Main Base.
8.3.3.2 The Captain is responsible to ensure that the remaining flight information columns
15 and 17 are completed fully and accurately for each day under his command.
The Captain must ensure that all defects arising during a flight are entered accurately
in column 17. The person in charge of the aircraft, normally a licensed Technician,
shall enter any defects or special conditions arising on the ground. An appropriately
licensed Technician must enter and sign for any action taken, such as rectification or
deferment.
The Captain is required to inspect any entries of deferred rectification of defects
prior to each flight and ensure that the aircraft does not fly in violation of the
Minimum Equipment List and that safety is not compromised.
8.3.3.3 A new log sheet shall be started whenever:
(a) The sheet in use is filled
(b) There is a change of flight crew
(c) A scheduled inspection is completed
(d) Major maintenance is completed
(e) A new Maintenance Release is issued
When a new flight log is started, the last two entries from the previous log shall be
entered as the first two entries of the new log and an entry of every deferred defect
or other condition affecting airworthiness or operational capability shall be made.
Part: 8
Page: 2
Date: 22/12/06
Rev.: 5
8.3.3.4 On completion of any entry in column 17, the appropriately licensed aircraft
maintenance Technician must sign his name, legibly in ink, and enter his license
number in column 18. This constitutes a certificate of compliance in accordance with
NCAR.
8.3.3.5 As the time approved in the Maintenance Schedule for the particular aircraft, the
Maintenance Release Certificate must be renewed. Certification of the Maintenance
Release may only be made by the holder of a license valid in Categories “A” & “C”
for the aircraft type or AMTs holding licenses in any two Avionics categories of the
aircraft type and designated Maintenance co-coordinator. The aircraft may not be
flown unless a valid Maintenance Release is in force in column 19.
8.3.3.6 The Maintenance Release Certificate is provided as a part of the flight Log Sheet.
When a new Maintenance Release is issued, Flight Log sheets, white, green and
yellow sheets only, must be removed from the Flight Log Book prior to flight
distribution list.
8.3.3.7 No Maintenance Release may be issued unless the certifying AMTL has ensured that
all damage or defects have been rectified, or deferred on the authority of an
appropriately licensed AMT, and that all due scheduled inspections and airworthiness
directives have been completed.
8.3.3.8 When a log sheet is completed, the white copy shall be given to Maintenance
Planning, the green copy to Quality Assurance and the Yellow copy to NAC
Operations. The pink sheet must not be removed from the Flight Log.
8.3.3.9 Component changes in column 14 shall be entered by the AMTL. The component
tag must follow the white sheet for record purpose.
8.3.3.10 Column 16 & 19 shall be transferred and amended from Log Sheet to Log Sheet by
the AMTL. This is to ascertain that airframe engine & propeller hours are amended
each day, Column 19 shall be amended in the same manner each day so that the
maintenance release can be monitored.
8.3.3.11 All additional work carried out such as Scheduled Inspections, AD & SB
implementation, any repair, modification, installation of equipment, hot section,
engine & prop change must be entered in column 8 prior to removal of white Log
Sheet.
8.3.3.12 Scheduled inspection sheets, component part tags, additional work sheets,
Maintenance Release Certificate, removal & installation sheets, hot section reports,
etc. must be attached to the white sheet for technical records purposes of recording
into the technical log books.
Part: 8
Page: 3
Date: 22/3/96

Paste copy of NAC’s Aircraft Flight Log on this page…..
Part: 8
Page: 1
Date: 22/3/96
Maintenance Release Certificate
8.3.4 Maintenance Release Certificate
A Maintenance Release is a certification that all required maintenance has been
completed on aircraft. A Maintenance Release Certificate shall be issued at the times
approved in the Maintenance Schedule.
8.3.4.1 A Maintenance Release shall not be issued until the technician issuing the certificate has
ensured that the aircraft has been properly inspected and its documents show that:
(a) All inspections due, in accordance with the approved maintenance schedule, have
been complied.
(b) All installed components are within the approved life limitations for overhaul or
replacement.
(c) All airworthiness Directives due for implementation have been completed and
certified.
(d) All safety equipment and other fixed equipment required for intended operations
are installed and serviceable.
(e) All known defect affecting the airworthiness of the aircraft have been rectified,
or deferred in accordance with an approved procedure.
(f) All necessary Certificates of Compliance have been issued.
8.3.4.2 The NAC Maintenance Release Certificate is included as a part of the Aircraft Flight
Log, also known as the Technical Logbook.
Part: 8
Page: 1
Date: 22/3/96
Maintenance Statement
8.3.5 Maintenance Statement
Maintenance Statements and statements of work are covered in detail in Chapters

2.2.1, 2.2.2 and 2.2.3 of the NAC Engineering Manual.
Part: 8
Page: 1
Date: 11/06/2004
Rev.: 4
Acceptable Deferred Data Sheet
8.3.6 Acceptable Deferred Data Sheet
An NAC aircraft may leave the Kathmandu home base only if all open defects are
rectified or at least transferred to the status of a “Deferred Defect.”
8.3.6.1 Open Items
An acceptable deferred defect is one that arises on Line Maintenance and entered in
the Technical Log Book (TLP), which cannot be rectified immediately but does not
render the aircraft non-airworthy. These items can remain open and will be carried
forward to the home base.
However, before deferring any open item, the approved Minimum Equipment List
for the aircraft type should be consulted. The Minimum Equipment List is a part of
the aircraft flight manual and contains information regarding the release of the
aircraft and/or the continuation of a flight with a component or system inoperative.
8.3.6.2 General
For certain reasons, it might happen that even at the home base a defect cannot be
rectified due to:
(a) Missing Spare Parts.
(b) Low Manpower or Short Ground Time
(c) Extensive Work Planning or Engineering Actions.
8.3.6.3 The process for deciding if a defect is acceptable for deferral is shown on Page 2,
Chapter 3.4.4, of the NAC Engineering Manual.
Part: 8
Page: 1
Date: 11/06/2004
Rev.: 4
Acceptable Deferred Data Sheet
8.3.7 Deferred Maintenance Process
Deferred maintenance is the process of deferring or putting off the rectification of a

defect until a later time. Those defects that can be considered for deferment must
meet the criteria explained in Chapter 3.4.4. of NAC Engineering Manual
8.3.7.1 Deferred Maintenance Card
In the event of a defect that cannot be rectified at home base, but which in the
opinion of the responsible AMT can be carried forward, the latter has to fill in the
“Deferred Defect Form (Card), as shown on Page 2, Chapter 8.3.7, of the NAC
Engineering Manual.
The responsible AMT must also determine the relevant, deferred-item code. Adding
all required data to the form, the AMT must contact the inspector for approval.
Part: 8
Page: 2
Date: 11/06/2004
Rev.: 4
Deferred Maintenance Card
See
Paste copy of NAC Deferred Defect Form (Card)
in Chapter 3.4.5 page 2 of Engineering Manual.....
Part: 8
Page: 1
Date: 11/06/2004
Rev.: 4
Technical Direction Work Order
8.3.8 Technical Direction Work Order
In the NAC Maintenance System, a technical direction work order is referred to as

an Engineering Order (EO)/MJO. For detail see chapter 8.2.4.
Part: 8
Page: 1
Date: 11/06/2004
Rev.: 4
Cabin Log Book
8.3.9 Cabin Log Book
The cabin logbook is issued in accordance with the NAC Engineering Manual. This
chapter deals with the instructions for its use.
The Cabin Log Book shall be on board the aircraft in the cabin section during each
flight. It shall be used for all squawks related to the passenger cabin. A sample copy
of the NAC Cabin Log Book is shown on Page 2, Chapter 8.3.9, of the NAC
Engineering Manual
8.3.9.1 Procedure
8.3.9.1.1 The purser is responsible for all required entries concerning the cabin flight items to
be made in accordance with the appropriate rules and requirements. A separate entry
shall be made for each flight in area marked “Cabin Crew Report.” If no cabin flight
item appears the entry "NIL" shall be made.
The signature of the purser is required in the column marked “Purser.”
8.3.9.2 In area marked " Maintenance Action," the ground fixes must be documented. In
case of component changes, the part numbers and serial numbers of the components
both removed and replaced are required.
8.3.9.3 In the area marked "AMT," the signature of the AMT license holder is required.
In area marked "mechanic," the signature of the AMT is the Certificate of

Compliance (Refer to Chapter 8.3.4, of the NAC Engineering Manual). The AMT
must fill in his license No. and signature.
NOTE: The are marked "CLB- Refer" is only used if a repetitive item, with
reference to other pages is required.
8.3.9.4 The distribution is as follows. The:

(a) The White copy goes to the Record Section, followed by maintenance.
(b) Green copy goes to QA.
(c) Pink copy stays with the book.
Part: 8
Page: 2
Date: 11/06/2004
Rev.: 4
Cabin Log Book
See
Paste Copy of the NAC Cabin Log Book Form on
Engineering Manual Chapter 15.1, page 2
Part: 8
Page: 1
Date: 22/3/96
Technical Library
8.4 Introduction
The Technical Library is administrated by the Manager of the Technical Library and
is assisted by a staff of librarians.
The Technical Library is responsible for ordering the maintenance data for aircraft,
engines, components, technical forms, maintenance standards, aircraft airworthiness
documents, and materials on various technical papers to make sure the data and
documents are effective.
The Technical Libraries in areas those are accessible to the personnel who normally
require their use. The library staff will control all Technical Publications.
8.4.1 Functions And Responsibilities
The main function of the Technical Library is to:
(a) Maintain, control and renewal of technical publications to keep the data and
documents in current effectively at all times.
(b) Make sure that the aircraft, engine, and component workshops have sufficient
maintenance data to perform their respective tasks.
(c) Manage and control all technical publications and temporary revisions, supervise,
and check all documents every six months.
(d) Establish good working relations with other departments, keep effective
contract, promote unity, and set the spirit of mutual cooperation.
(e) Ensure that readers and duplicators are kept in a serviceable condition and
provide an adequate supply of paper and other supplies.
(f) Maintain the libraries in a clean, neat, and orderly manner.
8.4.2 General
8.4.2.1 Each department and maintenance workshop of the Company should submit a
request when they need various maintenance data and technical publications. They
will be supplied upon receipt by the library.
8.4.2.2 Revision pages will be inserted within seven days of receipt. The microfilm revisions
will be put in place on the same day of receipt.
8.4.2.3 Insert pages of the manual will be distributed by library manager, or his designee. A
data feedback record sheet should accompany Insert pages and the microfilm
version.
Part: 8
Page: 2
Date: 22/3/96
Technical Library
8.4.2.4 The person responsible for inserting revision must finish the revision within the fixed
time and sign the Data Feedback Record Sheet and send it back to the main Library.
8.4.2.5 The Library holds various aircraft type manual lists and component recision manual
lists.
8.4.2.6 Personnel will be allowed to use the library facilities for personal use only after they
have finished their work for the company.
8.4.2.7 Personnel are required to fill out a Technical Data Charge Out form if they need to
check out data from the library
8.4.2.8 All personnel using the library facility will be responsible to put all publications they
use back in their proper location before leaving the library and ensure proper sign
back in of the publication.
8.4.2.9 The library staffs are responsible to ensure that readers and duplicators are kept in a
serviceable condition. All discrepancies that require correction are to be brought to
the attention of the library manager, who will see that corrective action is taken.
8.4.2.10 Smoking is strictly prohibited in the premises of library.

Part: 9
Page: 1
Date: 01/01/03
Rev.: 3
Aircraft Weight And Balance
9.1.1 Aircraft Weight And Balance
All aircraft shall be weighed at required intervals to determine the Empty Weight and
Empty Weight Center of Gravity in accordance with the manufacturer’s prescribed
Weight & Balance Manual. Aircraft shall also be weighed/re-weighed:
(a) Before initial issue of a Nepalese C of A, however a recent Weight and Balance
Report issued by the manufacturer or by the Airworthiness Authority of state
from which the aircraft was exported may be submitted to CAAN to comply
with this requirement.
(b) At intervals not exceeding 5 years or as specified by the aircraft manufacturer.
(c) After extensive modification and /or repair and whenever CAAN considers it
necessary to be re-weighed in the interest of safety.
Each time an aircraft is weighed, an Aircraft Weight and Balance Report shall be
completed and Certified by an aircraft maintenance engineer licensed in Category
“A” with a rating for the aircraft type. The certifying engineer shall also issue a new
flight manual weight and balance supplement as prescribed in NCAR Chapter E.4
The responsibility for weighing certification lies with the Engineering Services.
9.1.1.2 Definition
ARM- Also known as ‘moment arm’ or ‘lever’. This is the horizontal distance in
centimeters or inches from the datum to the center of an item. The algebraic sum is
plus (+) if measured aft of the datum and minus (-) if measured forward of the
datum.
BALANCE- An aircraft is in balance when its center of gravity falls with prescribed
CG range.
CENTER OF GRAVITY- This is a point about which the nose-heavy and tail-heavy
moments are exactly equal in magnitude. If an aircraft was suspended for its CG it
would have no tendency to pitch in either direction. It may be expressed in
percentage of mean aerodynamic chord (MAC) or in centimeters or inches from the
reference datum.
CENTER OF GRAVITY LIMITS- These are the most forward and most rearward
CG positions at which an aircraft may operated. CG Limits are prescribed on the
Type Certificate and in the Flight Manual.
Part: 9
Page: 2
Date: 01/01/03
Rev.: 3
DATUM- The datum is an imaginary vertical plane or line from which all horizontal
measurements for balance are taken with the aircraft in a level flight attitude. The
datum for each aircraft type is established by the manufacturer and is given in the
Flight Manual.
EMPTY WEIGHT- The Empty Weight of an aircraft consists of the weight of the
airframe, powerplant, fixed ballast, equipment which is listed in the Equipment List,
unusable fuel, oil, and total capacities of system fluids, except useable fuel.
EMPTY WEIGHT CG- The Empty Weight CG is the center of gravity of an aircraft
in its Empty Weight condition.
EMPTY WEIGHT CG RANGE- This is defined by fore and aft limits given as
distance from the datum. When the aircraft is empty, the CG position must fall within
this range to ensure that the CG will fall within the range prescribed for flight when
the aircraft is loaded under standard loading condition.
FULL OIL- This is the quantity of oil shown on the Type Certificate Data Sheet as
the oil capacity for the aircraft type. This includes the residual oil left in the system
when the oil is drained or as specified in the Weight & Balance Manual of the
aircraft.
MOMENT- A moment is the product of a weight and its arm. The moment of an
item about the datum is obtained by multiplying the weight of the item by the
horizontal distance from the datum.
STANDARD DENSITIES- For weighing proposes fuel and oil may be assumed to
have the following standard densities, if not specified in the aircraft Weight &
Balance Manual:
Kerosene 6.7 LB (3 kg) per US gallon
8.0 LB (3.6 kg) per lmp gallon
0.8 kg ( 1.76 LB) per liter
Oil 7.5 LB (3.4 kg) per US gallon
9.0 LB (4.08 kg) per lmp gallon
0.89 kg (1.96 LB) per liter
TARE WEIGHT- Tare weight is the weight of the tackle necessary to weigh an
aircraft (trestles, chocks, jacks etc.) which is registered by the weighing equipment
but is not part of the aircraft Empty Weight. Tare must be subtracted from the scale
reading to obtain the actual weight of the aircraft.
Part: 9
Page: 3
Date: 01/01/03
Rev.: 3
UNDRAINABLE OIL – If not specified in the Weight & Balance manual, this is the
oil, sometimes known as “residual oil,” which remains in the engine and engine oil
system, after the oil system has been drained with all cocks open.
UNUSABLE FUEL – The unusable fuel is the quantity declared as such in the Flight
Manual or the Type Certificate Data Sheet. This should be the quantity left in the
fuel tanks, when fuel quantity gauges read zero in the level flight position.
WEIGHING – Whenever an aircraft is weighed, the Empty Weight is measured and
the CG position is calculated.
WEIGHING POSITION – This is the position specified by the manufacturer in,
which the aircraft must be weighed. Usually but not always, necessitates leveling the
fuselage so that the longitudinal and lateral axes are horizontal.
9.1.1.3 Weighing Equipment
The aircraft shall be weighed only with equipment of a type and capacity suitable for
the loads to be weighed.
The weighing equipment must be in good condition with valid calibration due date.
If electronic weighing equipment is used, the zero setting must be checked before
weighing begins.
All equipment used for jacking or leveling an aircraft during weighing must be in
good condition and of correct for the particular aircraft.
9.1.1.4 Weighing Procedure
The prescribed weighing procedure by the manufacturer of the aircraft shall be
followed unless an alternative procedure to be followed has been approved by
CAAN. If the manufacturer prescribes no weighing procedure, the appropriate
procedure in of FAA Advisory Circular AC43-13-A, may be followed subjected to
any amendments necessitated by the provisions of this chapter.
An aircraft may only be weighed inside a closed building on a level surface.
Before weighing commences the aircraft must be in Empty Weight Condition as
defined in the aircraft’s Weight & Balance data. If not defined, then the aircraft shall
be with full oil system, but only unusable fuel in the fuel system. All removable
equipment of fixed location to be included in the Empty Weight shall be in position
and be listed in the Empty Weight Equipment List. All other removable equipment
shall be removed before weighing.
Unless otherwise specified by the manufacturer, the aircraft must be leveled
longitudinally and laterally. When load cells are used the jacks and load cells must be
truly vertical.
Part: 9
Page: 4
Date: 01/01/03
Rev.: 3
Weighing shall proceed in accordance with the manufacturer’s instructions or, as the
case may be, the procedure in AC 43-13-1A, under the supervision of an
appropriately licensed aircraft maintenance technician.
The Empty Weight & Empty Weight CG position shall be determined as specified in
the Weight & Balance Manual or if not specified, from the results of two consecutive
and independent weighing. The load shall be completely removed from the weighing
equipment between each weighing. If the difference between first two weighing
exceeds 0.2 percent of the mean weight or as specified in the Weight & Balance
Manual, further weighing shall be performed until the results of two consecutive and
independent weighing agree within that tolerance.
Part: 9
Page: 1
Date: 01/01/03
Rev.: 3
Basic Weight Changes
9.1.2.1 Empty (Basic) Weight Changes
Each time a component, or an equipment with a fixed location, is added, removed or

repositioned in the company’s aircraft, and whenever an aircraft is modified or
repaired, any changes in the Empty Weight or Empty Weight CG must either be
calculated or be checked by re-weighing.
Each change of Empty Weight and Empty Weight CG shall be recorded by

appropriately licensed in the Aircraft Flight Log and a separate Weight & Balance
Report shall be prepared. The concerned personnel shall also issue a new Flight
Manual Weight & Balance Supplement.
Each time an aircraft is weighed, an Aircraft Weight & Balance Report shall be
completed and certified. The Weight & Balance Report shall be inserted in the
logbook so that it cannot easily be removed.
The certifying license holder is also responsible for completion of the Empty Weight
Equipment List and must ensure that this accurately defines the condition of the
aircraft at the time of weighing.
Whenever a new Weight & Balance Report is issued, the certifying AMT License
holder shall also issue a new Flight Manual Weight & Balance Supplement as
prescribed in Chapter E.4 of the NCAR.
The signature of the certifying AMT License holder on the Aircraft Weight &
Balance Report and the addition of his license or approval number and the date
constitute a Certificate of Compliance as required by Chapter C.2 of the NCAR.
Only an aircraft maintenance technician licensed in Category “A” with a rating for
the aircraft type, or a person approved for the purpose, may certify an aircraft
Weight and Balance Report.
Part: 9
Page: 1
Date: 01/01/03
Rev.: 3
Compass Calibration - General
9.2.1.1 Calibration of Compasses
In order to meet the requirements of NCAR Chapter C.12, direct reading and
remote reading magnetic compasses shall be calibrated as per the manufacturer’s
Maintenance Manual and / or as follows:
a) Before initial issue of Nepalese C of A and Permit to Carry Test Flight.
However a recent correction card issued by the manufacturer may be
submitted to CAAN to comply with this requirement.
b) At the periods approved in the aircraft maintenance schedule.
c) After installation or replacement.
d) Whenever there is reason to suspect that a change of deviation may have
occurred.
The residual deviation shall be recorded and displayed on an appropriate card
adjacent to compass indicator on the aircraft and is visible to the flight crew. The
correction card shall show its expiration date.
A certificate of compliance for calibration of an aircraft compass shall be certified by
an AMT licensed in category “X” (Instruments) and whose license is valid for
compass calibration.
9.2.1.3 Definitions
(a) COMPASS BASE – A site reserved for compass swinging where only
aircraft field components and earth’s magnetic field can affect the compass.
(b) COMPASS SWINGING – The Technique of deviation compensation.
(c) CALIBRATION – The measurement of the deviation of a compass installed
in an aircraft, any necessary compensation of this deviation and the recording
of the residual deviation.
(d) COMPENSATION – The correction of deviation caused by aircraft compass
heading.
(e) DEVIATION – The angular difference between magnetic heading and
compass heading.
(f) RESIDUAL DEVIATION – The deviation remaining after compensation.
(g) INDEX ERROR – Also known as Coefficient “ a “ error index error results
from misalignment of a direct reading compass or of the flux detector unit of
a remote reading compass. It had the same magnitude on all headings.
Part: 9
Page: 2
Date: 01/01/03
Rev.: 3
Compass Calibration - General
(h) ONE-CYCLE ERRORS – These are deviations resulting from permanent or

hard-iron magnetism in the aircraft structure. They very with the aircraft
heading, the maximum deviations being known as Coefficient “B” and
Coefficient “C” respectively.
9.2.1.4 Installation Requirements
Unless otherwise approved by CAAN the following requirements are apply:
(a) Each direct reading and remote reading compass indicator shall be installed
so that it can be read easily by the flight crewmember all normal conditions
of flight.
(b) Parallax error shall not be such as to prejudice the accurate reading of the
compass.
(c) Each direct reading compass, and each detector unit of a remote reading
compass together with any correctors which are not an integral part of the
compass, shall be installed so that their attitude is correct for all likely flight
conditions.
(d) The distance between the compass and any item of equipment or electrical
circuitry shall be such that interference from magnetic material or a live
circuit does not cause a change in deviation exceeding one degree or the
combined effect of all equipment and circuit does not exceed two degrees.
(e) The change in deviation caused by control movement or landing gear

actuation during flight shall not exceed 1 degree.
Part: 9
Page: 1
Date: 01/01/03
Rev.: 3
Compass Calibration – Occasion of Calibration
9.2.2.1 Occasion of Calibration
Each compass shall be calibrated prior to issuance of Nepalese Certificate of

Airworthiness or Permit to Carry Test Flight, however a recent correction card
issued by the manufacturer may be submitted to CAAN to comply with this
requirement.
Each compass shall be calibrated periodically at the periods approved in the aircraft
Maintenance Schedule and these periods will normally be:
(a) One year for compasses in aircraft intended for night IFR.
(b) Two years for aircraft intended only for VFR flights and not to be flown at
night and for Instrument flight training.
Compass also required to be calibrated:
(a) After installation or replacement.
(b) After an engine has been changed, if it affects the compass.
(c) Whenever a magnetic sensing element is changed or re-located.
(d) After any modification of the electrical system or avionics of the aircraft,
which would possibly affect the compass.
(e) After lightning strike, unless two heading checks in flight after the strike
show that no change of deviation has occurred.
(f) After any maintenance involving the addition, removal or relocation of

magnetic materials likely to influence compass deviation.
(g) After any occurrence, such as heavy turbulence or a heavy landing, likely to
affect compass deviation.
(h) After long-term storage of the aircraft.
(i) Whenever there is reason to suspect that change of deviation may have
occurred.
Part: 9
Page: 1
Date: 01/01/03
Rev.: 3
Compass Calibration Procedure
9.2.3.1 Compass Calibration Procedure
An aircraft compass shall be calibrated only on a compass base, which is level and
free from any magnetic influence other than the earth’s magnetic field. The technique
used for compass swinging shall either that prescribed by the aircraft manufacturer in
the Maintenance Manual or, if no special technique is prescribed by the aircraft
manufacturer, the techniques given in Leaflet AL/10-5 for Direct Reading
Compasses and Leaflet AL/10-6 for Remote Reading Compasses in Civil Aircraft
Inspection Procedures shall be used.
Prior to calibration, the compass shall be checked for general serviceability and, if
the aircraft has come from the southern hemisphere, it must be verified that the angle
of dip correction for the northern hemisphere has been made.
During compass calibration the aircraft shall be positioned not more than 5 deg from
the required headings and the compass be calibrated to determine the required
headings and the compass be calibrated to determine the residual deviation on at
least eight equally spaced headings which must include the cardinal headings. The
magnetic heading of the aircraft shall be established by means of a landing compass
similar instrument of or by alignment with a marked compass site or by an approved
alternative method.
During calibration, all engines shall be running, all normal operational equipment
shall be correctly stowed, the flight controls (as far as practiceable) shall be in the
cruse setting and the avionics systems shall be operating in the normal cruise
configuration. As the calibration proceeds the flight controls and the avionics
systems shall be operated, the latter being switched on and off, to verify the there are
no adverse effects on compass deviation.
When compensating during calibration, the residual deviation shall not exceed:
(a) Two degrees for the remote reading gyro compass.
(b) Three degrees for a remote reading non-gyro compass, e.g. a flux detector
unit to an inertial navigation system.
(c) Five degrees for a direct reading compass used as the primary heading
reference.
(d) Eight degrees for any other compass.
Part: 9
Page: 1
Date: 01/01/03
Rev.: 3
Compass Calibration – Recording And Certification
9.2.4.1 Recording And Certification
The residual deviation shall be recorded and displayed on a card adjacent to the
compass indicator on the aircraft and is visible to the flight crew. The correction card
shall show its expiration date.
After a compass has been calibrated full details of the correction card shall be
entered and certified in the Aircraft Flight Logbook, which shall be transferred to the
appropriate Aircraft Logbook.
A Certificate of Compliance for calibration of an aircraft compass shall be issued

only by:
(a) An aircraft maintenance technician licensed in Category ‘X’ (Instruments)

whose license is valid for compass calibration.
(b) A Pilot authorized to be Pilot in Command of the particular aircraft type.

Aircraft Reg. No.: 9N-A Reason:………………………………………
Compass S.N.: Date:…………………………………………
Base:…………………….
Signature:………………. Name:……………………… Lic. No.:……………….
APP MAG COM Res.

HDG HDG HDG Dev
N
NE
E
SE
S
SW
W
NW
APP MAG COMP DEV

HDG. HDG HDG
N
E
S
W
C=(N)–(S) = --------------------------------------------
2 MCR1
B = ( E ) – (W ) = -------------------------------------------
2 MCR2
For 000 045 090 135 180 225 270 315

Steer
Part: 9
Engineering
NOTE: 1. MAKE COMPASSManualREAD (MCR) Chapter: 9.2.4
2. REASON……………………….. Page: 2
Date: 22/02/07
-----------------------------------------------------------------------------------------------------------------------------------------------
-----
Compass
FOR
Calibration
STEER FOR
– Recording
STEER
And Certification
COMPASS SWING
DRAFT COPY
000 180 A/C REG.: 9N-A……. TYPE:………….
COMPASS WORKSHEET
COMPASS……………. S.N…………….
045 225
BASE………………………….
090 170 Signature……………… Lic. No…………
DATE:………………... DUE…………...
135 315
Part: 9
Page: 1
Date: 22/3/96
Measuring Equipment
9.3 Measuring Equipment
Weighing and measuring are two of the most important functions associated with
aircraft maintenance and maintenance management. Strengthening NAC’s measuring
equipment program will play significant role in ensuring flight safety, improving
maintenance quality, reducing energy and raw material consumption, improving
management, and raising economic efficiency.
NAC’s functional management of all measuring equipment is performed by the Dy.

Director of Quality Assurance. NAC will also accept the If the supervision,
inspection and direction of Nepal Government in the respect of technology.
9.3.2 Procedures
9.3.2.1 NAC will establish a Measuring Equipment supervision section to execute the
function of measuring equipment control.
9.3.2.2 Departments using measuring equipment tools and instruments on a continuous basis
will arrange a part-time administrative person to take charge of the equipment while
it is in their work areas.
9.3.2.3 NAC will appoint outside authorities for periodic checks of all measuring equipment
in use.
9.3.3 Responsibilities of the Measuring Equipment Section
9.3.3.1 It is the direct responsibility of the measuring equipment section to:
(a) Publish measuring equipment procedures, decrees, rules, regulations and

technological knowledge and teach the maintenance and engineering
personnel how to use and maintain the equipment.
(b) Organize a measuring equipment grading and up-grading work and lay down
a program for future development.
(c) Design and draw up network for each special kind of measuring equipment
and execute a program for allocating measuring equipment.
(d) Draw up a measuring equipment control procedure and measuring equipment
control manual.
(e) Supervise and check the original and testing records of various pieces of
measuring equipment.
Part: 9
Page: 2
Date: 22/396
Measuring Equipment
(f) Coordinate with concerned departments in drawing up a purchasing program

for measuring equipment and organizing the procedures for storing,
circulating, checking, demoting, using, and disposing of measuring
equipment.
9.3.4 Use of defective instrument on production is forbidden.

Part: 9
Page: 1
Date: 11/06/2004
Rev. 4
Calibration of Tools And Equipment
9.4 Calibration of Tools And Equipment
9.4.1 General
All test equipment and precision tools, which shall be used for aircraft maintenance,
must be checked periodically after an incoming test.
In special handbooks, all tools and test equipment with their time limits have to be
indicated. A pasted sticker (see sample below) on the tools or test equipment shows
the date of next inspection.
NEXT CHECK:
DUE:
9.4.2 Responsibility
9.4.2.1 The responsibility for the calibration of all test equipment & precision tools which
should be used for aircraft maintenance / Workshop rests with the Workshop
Division (Calibration Laboratory).
9.4.2.2 The responsibility for the replenishment of all types of tools used in aircraft
maintenance rests with the tool store.
9.4.2.3 The responsibility for the new purchase of all types of tools used in aircraft
maintenance rests with the maintenance Division.
9.4.2.4 The responsibility for the issuing of unserviceable tag of all types of tools /
equipment used in aircraft maintenance rests with the concerned AMTL / Duty
Engineer.
9.4.2.5 Quality Assurance is continuously observing strict execution of above procedure.
9.4.3 Time Limits
The periodic checks and time limits are established by:
(a) Manufacturer's requirements.
(b) Engineering Services or Quality Assurance requirements.
(c) Production experience
Part: 9
Page: 2
Date: 22/02/07
Calibration of Tools And Equipment
They are laid down in handbooks, charts, or automated systems depending on

workshop.
9.4.4 Standards
Engineering Services is responsible for the measurement standards. The standards

are checked against official government standards and /or manufacturer’s standards
as required.
Part: 10
Page: 1
Date: 11/06/1004
Rev. 4
Aircraft Towing, Taxiing, And Parking - General
10.1.1 Aircraft Towing, Taxiing, and Parking – General
It is the policy of NAC to maintain an effective and safe program for towing, taxiing,
and parking aircraft in the ramp and hangar area. It is the responsibility of
supervisors to instruct, interpret, and ensure the enforcement of the rules,
regulations, and guidelines outlined in this Engineering Manual. Supervisors must
never permit a safety regulation to be broken for the sake of expediency.
Part: 10
Page: 1
Date: 11/06/2004
Rev.: 4
Preparation for Towing
10.1.2 Preparation For Towing
10.1.2.1 General
Use extreme care when towing an aircraft. During towing operations, a

qualified individual must occupy the Captain’s seat in order to operate
the brakes when necessary. The qualified tug driver is in charge of the
towing operation until he enters a confined area. Then, a guide should
be called for, wing and tail walkers positioned, and the towing process
proceeds under the direction of the guide who is now in charge.
10.1.2.2 Towing Signals
Both oral and hand signaling procedures have been established to

prevent injury to personnel or damage to the airplane, tow tug, or other
ramp equipment. It shall be the joint responsibility of the tow tug
operator and the aircraft operator to adhere strictly to the established
signaling procedures. During towing, the airplane operator and the tow
tug operator shall remain alert for signals given by personnel assigned
to aid the movement of the aircraft.
10.1.2.3 Oral Signals
When the tow tug operator is ready to tow the aircraft, he shall call out
in a loud voice, “OFF BRAKES.” When the airplanes brakes are fully
released, the aircraft operator shall repeat, “OFF BRAKES.”
When the airplane’s brakes are to be applied, for other than emergency
conditions, the tow tug operator shall call out in a loud voice, “PARK
BRAKES.” When the brakes have been parked, the aircraft operator shall
repeat, “PARKED BRAKES.”
When an emergency arises that necessitates stopping the aircraft

immediately, the tow tug operator shall call out “BRAKES.” The airplane
operator shall apply FULL brakes immediately. The call “BRAKES,”
without including the mention of “PARKED” or “OFF,” shall always be
used to indicate emergency application of the brakes.
10.1.2.4 Tow Tug Operator Responsibilities
When towing in close quarters, the tractor operator will be assigned

adequate assistants. These individuals will position themselves so that
they may view each wing tip and nose or tail of the airplane, whichever
applies. However, they must be visible to the tractor driver at all times
to assist in maintaining proper obstacle clearance by using approved
hand signals, or illuminated wands during the hours of darkness.
Part: 10
Page: 2
Date: 11/06/2004
Rev.: 4
The person assigned to operate the tractor will be responsible for the entire operation, unless
a guide-man is used, and determine that all equipment and personnel are clear prior to
movement of the airplane. The tractor operator/guide man shall insure that all airplane
specific operations, such as disconnecting the nose gear torque links are performed prior to
towing. He will also ensure that the: nose gear shock strut is not excessively extended, main
gear is normally inflated, landing gear pins are installed, and all wheel chocks are removed.
At the completion of the towing operation, the tractor operator/guide man shall ensure that
all airplane specific operations, such as reconnecting the nose gear torque links are
performed. In addition, he shall ensure that all struts are properly inflated and wheel chocks
are installed.
Gear pins should be removed at this time if the airplane is to be dispatched for flight. If the
airplane is not scheduled for dispatch, the gear pins should be left attached. Landing gear
pins that are used on airplanes must always have standard streamers affixed. Pins without
streamers must never be used. As a final duty, the tractor operator/guide man shall visually
inspect all tires and brakes for hydraulic leaks and FOD damage.
The tow tug operator shall:
(a) Ascertain exactly where the aircraft is to be towed and positioned, and know or view
the precise route to be taken.
(b) Be familiar with existing conditions that influence the HOW, WHERE, and WHY
conditions under which the airplane will be handled by the tow tug.
(c) Undertake or continue a towing/pushing procedure only when visual contact with all
necessary guide men is possible. Obstructed vision is the “signal” to stop and re-
establish the necessary guide men contacts.
(d) Always start the tow tug moving slowly to avoid strain or damage to the aircraft
structure.
(e) Never move or tow “Bogey” landing-gear airplanes in such a manner as to cause
pivoting on or about the main landing gear. Even with the nose gear torque links
disconnected, turns should never be made sharper than the maximum steering angle.
The tow tug operator shall also note all potential clearance problems such as:
(a) Obstructions to be avoided
(b) Overhead obstacles.
Part: 10
Page: 3
Date: 11/06/2004
Rev.: 4
(c) Portable equipment and/or stands that may be positioned in the

path the towed airplane is to follow, even the airplane path or
guide may be painted on the ramp or floor.
10.1.2.5 Airplane Operator Responsibility
The airplane operator shall keep at least one cockpit window open,
depending upon airplane model and all fuselage entrances and baggage
doors closed during all towing operations.
During airplane towing, the airplane operator shall occupy the captain's
seat at all times.
The airplane operator shall:

(a) Check that the landing gear control handle is DOWN and that the
green landing gear indicating lights are ON.
(b) Ensure that the hydraulic break system pressures are up to the
minimum required for normal and emergency brake operation.
(c) Maintain radio contact with the airport control tower via VHF radio.
Part: 10
Page: 1
Date: 11/06/2004
Rev.: 4
Moving Light Aircraft
10.1.3 Moving Light Aircraft
All the provision of Paragraphs 10.1.1 and 10.1.2 of the NAC

Engineering Manual apply to the movement of light aircraft. However,
manpower rather than tow vehicles may also move light aircraft. When
manpower is used to move light aircraft, special attention must be paid
to the dangers of striking personnel with the aircraft or running landing
gear over a part of the body.
An airplane operator must also be used when moving light airplanes and
he must be in constant visual contact with a spotter. The spotter must
be in constant visual contact with all personnel as well as the airplane’s
position relative to obstacles. The airplane operator must be ready to
instantly apply the brakes when so directed by the spotter.
A light aircraft must never be moved with the engine running. In
addition, personnel moving light airplanes must never walk through the
propeller arc when the engine is not running. Hot engines can kick a
propeller over without warning, causing serious injury or death to
personnel.
Part: 10
Page: 1
Date: 11/06/2004
Rev.: 4
Aircraft Taxiing
10.1.4 Aircraft Taxiing
Only properly qualified personnel shall taxi aircraft operated by NAC. In order to qualify,
personnel must be trained on the aircraft systems, engine operation, and ground handling
procedures, as set forth in the NAC Engineering Manual, NCAR, and aircraft
manufacturer’s documentation.
The following rules must be followed at all times when taxiing an NAC airplane:
(a) Caution must be exercised when applying engine power, using only the minimum
thrust required. Jet blast noise levels increase very rapidly when engine thrust or
power is applied. Jet blasts are also capable of blowing work stands, loose equipment,
and debris into adjacent airplanes, buildings, and other equipment. The person in
charge of the taxi operation is required to ensure that this does not happen.
(b) Check brake and nose wheel steering system for normal; operation as soon as the
airplane starts to roll.
(c) Maintenance personnel shall not use reverse thrust to move an airplane in a backward
direction.
(d) Always taxi the airplane at a slow rate of speed to afford the personnel in the cockpit
as much time as possible to react to an emergency.
(e) Avoid high-speed turns from runways and taxiways. Avoid sharp turns at any speed.
(f) Steer the aircraft by use of nose wheel steering. Use the brakes only for stopping or
slowing down. Do not “drag” the brakes. Apply pedal pressure gradually to prevent
sudden stops. Taxi straight ahead for several feet after turning the aircraft and prior to
parking, when practical, to prevent strut piston binding and leakage.
(g) Sharp turns, sudden stops, and violent maneuvers shall be avoided, except in the case
of an emergency. Use extreme care when snow, ice, or flooded surfaces are present.
(h) Aircraft shall not be taxied when wing tip clearance is minimal, unless guides are
stationed at each wing tip to assist in guiding the aircraft. Guides stationed at wing
tips shall indicate to personnel in the cockpit the amount of clearance from each object
by extending their arms overhead and moving their hands closer together or farther
apart as the distance varies.
(i) At terminals or facilities where taxi areas are under the control of tower supervision,
clearances must be obtained from the tower before entering, leaving, or maneuvering
in such areas.
Part: 10
Page: 1
Date: 11/06/2004
Rev.: 4
Parking And Picketing
10.1.5 Parking and Picketing
Aircraft are only to be parked in designated parking areas. The following rules and
procedures must be followed at all times:
(a) When parked, all NAC aircraft must be properly chocked. Chocking procedures will
depend upon the aircraft model and type and are shown in the applicable maintenance
manuals If inclement weather, such as high winds, snow, or severe rain, is expected,
the main landing gear on all aircraft must be chocked fore and aft.
(b) Parking brakes must be set if required. However, brakes must be cool before applying
the parking brakes for extended periods.
(c) Flaps will be retracted unless they are required to be down for maintenance. In all
cases, the flaps shall be retracted during high winds or inclement weather.
(d) Nose tires shall be positioned straight ahead and nose gear scissors shall be connected.
Do not attempt to straighten the nose tires with the aircraft steering systems. Use an
aircraft tow bar.
(e) All flight control surfaces shall be placed in their neutral position
(f) During inclement weather, when possible, position the aircraft to utilize any natural
windbreaks. Be aware of any loose equipment and the possibility of flying debris that
might inflict damage to the aircraft.
(g) When the aircraft has been exposed to excessive wind gusts, a careful control system
check must be performed by observing the control system response while moving the
cockpit controls through full travel. The control surfaces, including the tabs, must be
observed for normal response to the controls and care exercised to note whether the
surfaces return to neutral when the controls are returned to neutral.
(h) If the control systems and the control surfaces do not respond precisely and smoothly
during the above check, a thorough inspection of the control systems involved will be
accomplished in accordance with the applicable maintenance manual.
Whenever NAC aircraft are parked in an area where the physical security of the aircraft is in
doubt, guards and pickets shall be placed around the aircraft on a 24-hour basis. They shall
be instructed to challenge and identify any personnel approaching the aircraft and maintain
surveillance of them while on or near the aircraft.
Guards and pickets shall be appropriately armed when required and have the means of
communicating with higher authority.
Part: 10
Page: 1
Date: 11/06/2004
Rev.: 4
Aircraft Marshalling
10.1.6 Aircraft Marshalling
The aircraft marshaller is the person who directs movement of the

aircraft through a series of hand and arm gestures. The marshaller
takes his position in front of the aircraft so the crew in the cockpit can
see him at all times. As the aircraft moves, the marshaller moves,
maintaining his relative position in front of the aircraft.
Wing walkers must also remain in full view of the marshaller at all
times. As the aircraft moves, the wing walkers also move, maintaining
their relative position at the wings of the aircraft.
The marshaller shall use a set of internationally recognized hand and
arms signals to direct the crew’s movement of the airplane. The same
set of signals also give guidance and direction to the ground handling
crew and wing walkers.
10.1.6.1 Attention To Signal, This Gate, Or Parking Spot
During daylight, the marshaller extends both arms upward over his
head. When identifying a gate or parking spot, he will stand in line with,
and face, the nose wheel ramp marking spot on the line in which the
airplane is to park. This position is the initial target for entry before
moving to the final marshaller position.
Cockpit attention signal is to flash landing/taxi light(s) three or more
times or, if available, sound the ground crew call horn.
10.1.6.2 Turn Left Or Right
The marshaller holds one arm out horizontally in the direction of the
turn. He raises the other arm vertically over his head, with the back of
his hand toward the cockpit or wand pointing upward, and moves it
slowly fore and aft. Lowering the horizontal arm is the signal to tighten
or decrease the radius of the turn. Raising the arm is the signal to
loosen or increase the radius of the turn.
10.1.6.3 Come Straight Ahead
The Marshaller’s arms are bent, with his hands at head level on each
side, with his forearms repeatedly moving upward and backward, with a
beckoning motion.
10.1.6.4 Slow Down
The marshaller’s arms are down and out from his sides. Then, they are
moved up and down several times in parting motion.
Part: 10
Page: 2
Date: 11/06/2004
Rev.: 4
10.1.6.5 Stop
The marshaller’s wands or palms are gradually brought together
overhead as the stopping point is reached. Rates of closure should
coincide. Aircraft movement should cease when the wands are fully
crossed.
10.1.2.6 Urgent Stop
The marshaller’s arms are repeatedly crossed over his head. The
rapidity of the arm movements should be related to the urgency of the
stop.
10.1.2.7 Chocks In Or Insert Chocks
The marshaller’s arms are out to his sides. Then, he swings his arms
from the extended position inward, with his thumbs or wands pointing
inward from the fists, toward each other. The cockpit-response signal is
thumbs pointing inward from the fists, toward each other.
10.1.6.8 Cocks Out Or Remove Chocks
The marshaller’s arms are down, with his thumbs or wands pointing
outward. He swings his arms outward. The cockpit-response signal is
thumbs pointing outward from the fists.
10.1.6.9 Shut Down Engines
The marshaller’s right arm and hand are level with his shoulder. Then,
he passes his hand or wand across his throat.
10.1.6.10 Clear For Engine Start
The marshaller makes a circular motion with his right hand at head
level, with his left arm or wand pointing to the engine. The cockpit
response-signal is a circular motion of the hand and number of fingers
extended corresponding to engine number.
10.1.6.11 All Clear, Okay, Or Clear For Taxi
The marshaller’s right thumb or wand is held at head level pointing
upward. His left hand or wand is at his side, behind his body, so that
only one hand or wand is visible. The cockpit response-signal is one
thumb up or landing/taxi light on/off one cycle.
Part: 10
Page: 3
Date: 22/02/07
10.1.6.12 Transfer To Next Marshaller
The marshaller’s one hand or wand is pointing to the next marshaller.
His other hand or wand sweeps from the side, aligning with the
outstretched arm in an overhead, pitching motion.
10.1.6.13 Insert Ground Power Unit Or Ground Power Unit On
The marshaller stacks his fists or hands around the base of the wand
in front of his body. He makes an upward motion with his fists or
wand. The cockpit response-signal is to insert an index finger into
the fist of the other hand.
10.1.6.14 Disconnect Ground Power Unit Or Ground Power Unit Shut Down
The marshaller stacks his fists or hands around the base of the wand
in front of his body. He makes an downward motion with his fists or
wand. The cockpit response-signal is to withdraw an index finger into
the fist of the other hand.
10.1.6.15 Clear Or Ready For Pushback
The marshaller holds his hands over his head with the palms facing
the cockpit, or the wands over his head pointing upward. He lowers
his arms to the 45 degree position toward the rear of the aircraft.
The cockpit response-signal is hands upright with the palms facing
each other, and motion toward the rear of the aircraft.
10.1.6.16 Set Parking Brake Or Parking Brake Set
The marshaller places his palms or wands parallel and pointing

inward, in front of his body. He moves them together, towards the
middle of his body. The cockpit response-signal is a single clenched
fist.
10.1.6.17 Release Parking Brake Or Parking Brake Released
The marshaller places his palms or wands parallel and pointing

inward, in front of his body. He then pulls them apart and outward.
The cockpit response-signal is the opening of a clenched fist with the
palm toward the marshaller.
10.1.6.18 Urgent Stop During Pushback Or Connect Interphone
The cockpit signal is to flash taxi/landing light three times or more. If

available, the ground crew call horn will be sounded.
Part: 10
Page: 4
Date: 11/06/2004
Rev.: 4
10.1.6.19 Wing walker Only-Urgent Stop
When wingtip clearance is obstructed, the wing walker will point one
hand or wand downward and sweep it from side to side. This signal
is to be used by the wing walkers only.
10.1.6.20 Wing walker Only-Wingtip Cleared, Okay To Move Aircraft
When the wingtips are clear of all obstructions, the wing walker will
raise his arm vertically over his head, with the back of his hand
toward the cockpit or the wand pointing upward, and move it slowly
fore and aft.
Part: 10
Page: 1
Date: 11/06/2004
Rev.: 4
Ground Handling Of Aircraft
10.1.7 Ground Handling of Aircraft
Handling an airplane on the ground presents special challenges to the

ground handlers. The speeds, vertical dimensions of equipment and
airplanes, jet blast and prop wash, all combine to make towing, taxiing,
and parking aircraft a difficult task. In addition, the airport’s appearance
changes drastically at night and during periods of low visibility or
inclement weather. Therefore, a well planned and organized method of
performing aircraft towing, taxiing, and parking operations helps
prevent accidents. Always adhere to the following rules when handling
airplanes on the ramp or in the hangar:
(a) When signaling an aircraft Captain or brake rider, headset

communications are preferable to hand signals. When using hand
signals with an aircraft or ground support vehicle at night, or
during low-light conditions, use two illuminated wands. Non-
illuminated wands or guide-in mittens are to be used to give hand
signals during daylight operations.
(b) Aircraft wheel chocks should be installed firmly both fore and aft of
the inboard main gear on propeller aircraft, and two inches away
from the wheels on jet aircraft.
(c) When operating ground equipment around aircraft, vehicles should

not exceed a speed of five miles per hour within 50 feet of the
aircraft. Vehicle speed must not exceed a walking pace within a
buffer zone that extends 25 feet around the airplane. Vehicle
drivers should test their brakes at the edge of the buffer zone by
coming to a complete stop.
(d) A vehicle driver must use a guide person whenever: his vision is
obstructed, when backing up to an airplane, or when operating
equipment designed to touch the airplane.
Part: 10
Engineering Manual Chapter: 10.2.1.
Page: 1
Date: 11/06/2004
Rev.: 4
Ground Handling Of Aircraft
10.2.1 Aircraft Ground Running - General
This chapter describes the procedures and precautions to be followed

during aircraft-engine ground operation. Technical details of run-up
procedures are covered in Chapter 71 of the appropriate Aircraft
Maintenance Manual.
Only properly qualified personnel shall taxi aircraft operated by NAC. In

order to qualify, personnel must be trained on the aircraft systems,
engine operation, and ground handling procedures, as set forth in the
NAC Engineering Manual, NCAR, and aircraft manufacturer’s
documentation. Run-up training may only be conducted under
supervision by an authorized person.
Engine ground runs must only be performed for maintenance reasons or

training purposes. Engine operating time is to be kept as short as
possible, consistent with necessary functional checks.
Local noise-abatement restrictions must be observed during night

hours. Operation at high-power settings must be kept to the minimum.
Part: 10
Page: 1
Date: 11/06/2004
Rev.: 4
Aircraft Ground Running - Procedure
10.2.2 Procedure
Engine ground runs must be conducted with at least two people in the
cockpit. The engineer in charge must be seated in the Captain’s seat
and be in possession of a run-up license. The other person must have
received system familiarization training.
10.2.2.1 Actions Taken Prior To Engine Ground Running
Prior to the engine run, the following actions must be taken:
(a) Position the airplane in the run up area facing into the wind, if
possible. Observe wind direction and velocity.
(b) Chock the wheels as required. On slippery ground, chocks must be

firmly anchored.
(c) Install landing gear safety locks and pins in the nose and main
gear.
(d) Close all aircraft doors and access panels.
(e) Ensure the engine danger areas are clear of equipment and loose
objects.
(f) Remove all engine cowlings, paying particular attention to loose

parts and open panels.
(g) Ensure air-inlet screens are installed if work is to be performed on

operating, wing-mounted engines.
10.2.2.2 Actions Taken During Engine Ground Run
During engine ground run, the following actions must be taken:
(a) Ensure that only personnel performing duties are near the airplane
during start up and maintenance.
(b) Ensure that ear protectors are worn by the ground crew. Caps and
loose-fitting jackets must not be worn near running engines.
(c) Establish interphone communication between the cockpit and
ground crew. Maintain the contact throughout the ground run. The
interphone socket of an operating engine must not be used.
(d) Perform all Preliminary work, cockpit checks, and final work in
accordance with the applicable engine ground-run sheet.
(e) Compile an engine ground-run data sheet for engine trim and
power checks.
Part: 10
Page: 2
Date: 11/06/2004
Rev.: 4
Aircraft Ground Running - Procedure
(f) In case of an engine-fire warning, the affected engine must be shut

down immediately, in accordance with the recommended fire
procedure for the engine/aircraft type. After securing the affected
engine, shut down all other running engines.
Ensure that during a cabin pressurization test, a minimum of two

personnel is on board the aircraft. However, limit the number of
personnel to only those absolutely necessary to perform the test.
Anyone feeling physically unfit or suffering from a cold must not
participate. The person performing the test must notify all other
personnel on board of the initiation of the pressure test.
Auxiliary personnel outside the airplane must also be informed of the

initiation of the pressure test and must remain near the airplane until
the engines have been stopped. Doors must not be opened until the
airplane is depressurized. Doors must only be opened from inside the
aircraft.
During the pressure test, one person from outside the airplane must
observe the cockpit occupants. Interphone communications must be
maintained until the engines are shut down The test must be aborted if
a person on board begins to feel ill.
10.2.2.3. Actions Taken After Engine Ground Run
(a) Return all airplane systems to their normal or neutral condition.

(b) Return all ground and special equipment that was used during the
engine ground run to their original positions.
Part: 10
Page: 1
Date: 11/06/2004
Rev.: 4
Aircraft Ground Running - Precaution
10.2.3 Precautions
Dry powder fire extinguishers must be readably accessible, no more

than 40 meters away from the aircraft. The fire extinguishing equipment
must be manned and ready for immediate use near the engine, but
outside the danger area.
The anti-collision light must be ON during all engine operations as an

indication to others that at least one engine is running.
Airplanes being taxied or towed past the tail of a ground-running

airplane may only proceed after the power has been reduced to IDLE
and the ground handlers have given a CLEAR signal.
Part: 11
Page: 1
Date: 01/10/99
Rev.: 1
Certificate Of Airworthiness
11.1.1 Certificate Of Airworthiness (C Of A)
11.1.1.1 Definition
The Civil Aviation Rules of 2002 requires that no aircraft registered in Nepal shall fly
unless it is in possession of a valid Certificate of Airworthiness or a foreign
Certificate of Airworthiness rendered valid by a Nepalese Certificate of Recognition.
The Civil Aviation Rules empower the CAA of Nepal to issue, validate, or renew, a
Certificate of Airworthiness. The CAA of Nepal may make it valid for any period,
although ordinarily this shall be for one year.
Part: 11
Page: 1
Date: 01/10/99
Rev.: 1
Renewal Of The Certificate Of Airworthiness
11.1.2 Renewal Of The Certificate Of Airworthiness
11.1.2.1 Applicability
On the expiration of a Certificate of Airworthiness, NAC may apply for

the Certificate to be renewed and the CAA of Nepal may renew it, in
accordance with Section B of the NCAR, based on a Maintenance
Inspection Certificate.
11.1.2.2 Responsibility
The Dy Director of the Quality Assurance Division has the responsibility

for applying for a renewal of the Certificate of Airworthiness.
11.1.2.3 Procedure
Prior to the C of A test flight, the Dy. Director of Quality Assurance

confirms to the CAAN by signing the Maintenance Inspection Certificate
for the period concerned, that:
(a) The aircraft has been properly maintained in accordance with the
approved Maintenance Schedule and all damages and defects
have been rectified by approved procedures.
(b) All applicable Airworthiness Directives, Service Bulletins are from

being complied with.
(c) The aircraft is airworthy.
11.1.2.4 Maintenance Inspection Certificate

An example copy of the NAC Maintenance Inspection Certificate is shown
on Page 2, Chapter 11.1.2 of the NAC Engineering Manual.
Part: 11
Page: 1
Date:22/3/96
Renewal Of The Certificate Of Airworthiness
Paste copy of NAC’s Maintenance Inspection Certificate on

this page……….
Part: 11
Page: 1
Date: 22/3/96
Certificate Of Compliance
11.1.3 Certificate Of Compliance (C of C)
A Certificate of Compliance is issued for each maintenance task

completed that could affect the airworthiness of an aircraft.
11.1.3.1 A Certificate of Compliance confirms that the maintenance action taken

is in accordance with the approved Maintenance Procedure described in
the Maintenance Manual, Structural Repair Manual, Wiring Diagram
Manual, etc.
11.1.3.2 Procedure
The Certificate of Compliance is a part of the Aircraft Flight Log/ Cabin

Logbook sheet or Engine/APU/ Propeller Log Book Sheet.
The AMTL with the relevant aircraft type and category responsible for
the correct performance of the maintenance action concerned and for
the correct and complete entries in the C of C. He confirms latter by
signature and by adding his license no. The C of C shall describe the
maintenance action and identify the place where it was done and. It
shall be issued for the following work:
(a) All inspections prescribed in the approved Maintenance Schedule

except ‘Before Flight’ and ‘After Flight’ inspection.
(b) The implementation, by inspection or modification of an

Airworthiness Directive.
(c) Any repair or defect rectification performed on an aircraft or

aircraft component.
(d) Any modification or unscheduled inspection of an aircraft or
aircraft component, such as heavy landing, lightening strike etc.
(e) Any change or replacement of aircraft component or aircraft

equipment, such as cabin seats, ordinarily carried on the aircraft.
(f) The overhaul of any aircraft part or component.
(g) Weighing of aircraft.
(h) Swinging of compass.
Part: 11
Page: 1
Date: 11/06/2004
Rev.: 4
Certificate Of Release of Maintenance (CMR)
11.1.4 Maintenance Release Certificate (CMR)
11.1.4.1 The procedure outlined in this chapter describes the issue of the MRC
at times required by the approved Maintenance Schedule.
11.1.4.2 An inspector or AMTL in category A and C, or an AMT in two Avionics

category as per NCAR Chapter. C.3 Clause 5.3, can sign a Certificate of
Maintenance Release, while for B-757 shall be done as per
requirement out lined in Engineering Manual Chapter 3, para 3.10.4
page 2.
11.1.4.3 Procedure
11.1.4.3.1 The CMR has to be issued at intervals laid down in the Maintenance
Schedule.
It shall not be issued until the responsible issuing person/inspector has
ensured that the aircraft has been properly inspected and its
documents show that:
(a) All inspections due in accordance with the approved Maintenance

Schedule have been completed.
(b) All airworthiness directives or mandatory modifications due for

implementation have been completed and certified,
(c) All safety equipment and other fixed equipment required for
intended operation is installed and serviceable,
(d) All known defects affecting the airworthiness of the aircraft have
been rectified.
(e) All known defects not related to the airworthiness have been
rectified or deferred in accordance with the approved procedure.
(f) All necessary certificates of compliance have been issued.
(g) The CMR is included in the TLB Sheet.
Part: 11
Page: 1
Date: 22/3/96
Certificate Of Fitness For Flight
11.1.5 Certificate Of Fitness For Flight (C of FF)
An aircraft which is considered fit to fly for the purpose of all flight test
or with a permit to fly for return to base, but which is not released for
other operations, may fly, if a C of FF is in force. This chapter prescribes
the procedure for a C of FF.
11.1.6 Definition
FERRY FLIGHT – Is a non-revenue flight for technical reasons or to re-

position the aircraft. If the C of A remains valid, a Maintenance Release
may be issued; if permit to Flight is granted. A Certificate of Fitness for
Flight may be issued by an appropriately licensed aircraft maintenance
engineer.
C of FF – is a temporary certificate of short duration, possibly valid for

one flight to a station where the necessary repair or rectification of the
defect can be carried out.
Part: 11
Page: 1
Date: 11/06/2004
Rev.: 4
Ferry Flight Authorization
11.1.6 Ferry Flight Authorization
A Ferry Permit may be issued whenever an aircraft is damaged or
malfunctioning to the extent that it does not meet the minimum
dispatch requirements and/or does not meet the minimum
specifications required by the Maintenance Manual, and it is not
practical or possible to make the necessary repairs locally. The aircraft
must meet the applicable Airworthiness requirements in all other
respects.
In general, an aircraft shall not be ferried when an Airworthiness
Directive (AD) limits such flight. In addition, aircraft involved in an
accident or incident shall not be ferried until authorized by CAAN.
11.1.6.1 Procedure For Ferry Flight Authorization
11.1.6.1.1 Before a C of FF can be issued for an aircraft with a defect and or
damage, the AMT of the station concerned has to determine the defect
and its possible influence of the airplane operation during a ferry flight.
11.1.6.1.2 Detailed information, including a description of the defect and the
name of the pilot in command, must to be sent by the AMT to the
Maintenance Division and to Quality Assurance.
11.1.6.1.3 The airplane may not depart the station for the ferry flight without the
approval granted by the:
(a) Maintenance Division
(b) Quality Assurance (QA-Engineer)
(c) CAAN of Nepal
11.1.6.1.4 The ferry flight permission could include certain obligations for the
specific condition of that flight.
11.1.6.1.5 If one of the two divisions involved, or the CAA of Nepal could not
agree to a ferry flight, the airplane has to be repaired at the present
station.
11.1.6.1.6 The QA-Engineer coordinates the decision with the Maintenance
Division and the CAAN of Nepal. Having achieved an agreement for a
ferry flight, he fills in the Ferry Flight Authorization form and sends the
approval by Fax to the station concerned, with copy to the: CAAN of
Nepal, Maintenance Division, Quality Assurance Division, and the Flight
Movement Control.
11.1.6.1.7 An appropriate Technical Log Book entry must to be made by the AMT,
with reference to the Fax approval. A copy of this approval should be
added to the Technical Log Book.
Part: 11
Page: 2
Date: 01/10/99
Rev.: 1
Ferry Flight Authorization
11.1.6.1.8 The pilot in command in any case has the final decision to accept the
airplane. Furthermore, he has to take into account all operational
aspects resulting from the defect.
11.1.6.1.9 QA distributes copies of the form “Ferry Flight Authorization” to the

Flight Movement Control and Maintenance. One copy has to be
forwarded to the CAAN within seven days following the authorization.
The QA copy has to be retained for at least six months.
Part: 11
Page: 1
Date: 22/3/96
Certification of Maintenance Work
11.1.7 Certification of Maintenance Work
The process of certifying all maintenance work is explained in detail in

Chapters 3.1 through 3.9 of NAC Engineering Manual.
The qualifications and privileges of the engineering maintenance

personnel who certify the performance of maintenance work is explained
in detail in Chapters 13.1.1 through 13.1.10 and Chapters 13.2.1
through 13.2.4 of the NAC Engineering Manual.
Part: 11
Page: 1
Date: 22/3/96
Certification of Maintenance Work
11.1.8 Certification of Maintenance Checks
The process of certifying all maintenance checks is explained in detail in

Chapters 3.1 through 3.9 of the NAC Engineering Manual.
The qualification and privileges of the engineering maintenance

personnel who certify the performance of all maintenance checks are
explained in detail in Chapters 13.1.1 through 13.1.10, and Chapters
13.2.1 through 13.2.4 of the NAC Engineering Manual.
Part: 11
Page: 1
Date: 01/10/99
Rev.: 1
Certification of Workshop Work
11.1.9 Certification of Workshop Work
The process of certifying workshop work is explained in Chapters 3.1

through 3.9 and Chapters 5.1.1 through 5.1.14 of the NAC Engineering
Manual.
The qualifications and privileges of the shop maintenance personnel who

certify the performance of workshop is explained in detail in Chapters
13.1 through 13.1.10 and Chapters 13.2.1 through 13.2.4 of the NAC
Engineering Manual.
Part: 11
Page: 1
Date: 01/10/99
Rev.: 1
Certification of Serviceable Tags
11.1.10 Certification Of Serviceable Tags
The process of certifying all serviceable tags is explained in Chapters 3.1

through 3.9, Chapters 5.1.1 through 5.1.13 and Chapters 6.1.1 through
6.1.11.4 of the NAC Engineering Manual.
The qualifications and privileges of engineering maintenance personnel

certifying serviceable tags, is explained in Chapter 13.1.1 through 13.
1.10, Chapters 13.2.1 through 13.2.4 of the NAC Engineering Manual.
Part: 11
Page: 1
Date: 22/3/96
Certification Inspection
11.1.11 Certification Inspections
The process of certification inspections is explained in Chapters 3.1

through 3.9 of this manual.
The qualifications and privileges of the engineering maintenance

personnel certifying the maintenance checks is explained in Chapters
13.1 through 13.1.10 and Chapters 13.2.1 through 13.2.4 of the NAC
Engineering Manual.
Part: 12
Page: 1
Date: 22/396
Safety Instruction And Precaution - General
12.1 Safety Instructions And Precautions – General
It is the policy of NAC to maintain an effective Safety program to
provide reasonable and adequate facilities, equipment, and
arrangements for the preservation of job safety for all employees.
It is every employee’s responsibility to promote safety in all phases of
Company operations. All personnel shall report nay dangerous or unsafe
conditions, practice or information to their supervisors. If an employee
unsure of the safety procedure in any situation, should ask his
supervisor.
Guard, and other safety devices have been placed on machinery for the
protection of the workers And must be in place when machines are
operated. Before starting machine, the employees should understand
how to operate it safely. Suggestions for improvement of such devices
are welcome and should be submitted to supervisors.
Additional protection equipment, such as paint mask, goggles, rubber or
plastic gloves, ear plugs, rubber aprons, and protective creams, are
available in the stores section and may be drawn from there. If the
appropriate safety equipment is not available, the supervisor should be
advised.
12.1.1 Accident Prevention
The prevention of accident and injuries is everyone’s responsibility. Your
job and life can be depend upon how carefully you comply with the
following regulations and other common sense safety procedures:
(a) NAC employees should not operate or tamper with unfamiliar
equipment that is not directly associated with their regular duties.
(b) Unauthorized removal of any machine guard of safety device is
prohibited and is cause for disciplinary action.
(c) Positive steps must be taken to prevent application of power
before oiling, adjusting, or repairing any power driven machinery
or electrical equipment.
(d) Tools must be kept in good order and repair.
(e) Report defective tools or equipment to supervisors immediately.
(f) Stationary grinders, buffers and wire wheels must have suitable,
permanently installed safety shields. Grinders must also have
suitable tool rests, maintained in proper adjustment. The top
surface of the rest should be no lower than the centerline of the
wheel shaft and 1/8 inch is the maximum clearance permitted
between the inner surface of the rest and the grinding wheel
surface.
Part: 12
Page: 1
Date: 22/3/96
Safety Instruction And Precaution - Fueling
12.2.1 Aircraft Fueling Procedures
12.2.1.1 General
The amount of the fuel required for the flight will be ordered by the
Pilot-in-Command of the aircraft. The station AMT, flight engineer on
board, or other personnel authorized by NAC, shall supervise the fueling
process and ensure adherence to the required regulations.
Local safety regulation and following rules must be observed:
(a) No smoking on ramp.
(b) No fueling to be done when there is a thunderstorm in airport
area.
(c) Freight, mail and baggage may be loaded, provided that the
loading equipment used complies with the safety regulations
regarding sparking.
(d) Spilled fuel shall be removed or cleaned up immediately, in the
presence of airport Fire Brigade, before passengers are boarded.
Refueling must be interrupted until the spilled fuel is removed.
One pint of raw fuel can produce 200 cubic feet of explosive
mixture.
Fuel vapor is three to four times heavier than air and will settle in
the lowest areas. Any equipment dragged across a concrete ramp
or floor can easily give enough sparks to ignite low-lying vapor,
even though the air above it seems relatively clear.
Any approximate mixture of one part fuel vapor to 100 parts of
air is all that is necessary for a potential explosion or fire. Fuel
vapor can be ignited by heat, fire electrically or mechanically
produced sparks, friction, or static electricity. When fuel spillage
occurs, nothing is to be done that will provide a spark to ignite
the vapors.
Fuel vapors have a tendency to drift, either by being moved by a
breeze or because of its own mass. Any equipment or personnel
downwind of the spillage area should be treated in the same
manner as if they in the immediate spillage area.
(e) After arrival of the aircraft, refueling shall not start6 until after
passenger steps, stairs or air jitters are positioned against the
aircraft, and the passengers have started disembarking.
Passengers shall be led directly away from the aircraft under the
direct supervision of station personnel keeping the maximum
possible distance away from the refueling zone.
Part: 12
Page: 2
Date: 01/10/99
Rev.: 1
(f) Embarkation of passengers during refueling/defueling is only permitted under the
direct supervision of station personnel, provided that airport fire brigade is
positioned near the aircraft, within operation distance. Passengers shall be led
directly to the aircraft, keeping the maximum possible distance. Embarkation of
passengers is only permitted, except in isolated pre-boarding requirements, after
termination of fueling/defueling. Fueling or defueling shall only be considered
terminated after all filler hoses have been disconnected from the aircraft.
Any incident that occurs during refueling operation, that comes to the attention of the ground
engineer, must be reported to the Dy. Director Quality Assurance. In addition, any
discrepancy noted on equipment used on airplanes, and not corrected immediately by the fuel
supplier, must also be reported to the Dy. Director Quality Assurance by FAX/E-MAIL or
TELEX.
12.2.1.2 Deadman Control
Safety devices associated with refueling equipment must be operated properly. The following
rules shall always be followed:
(a) The deadman control on bowsers, must be serviceable and in use. Refueling with
only one man is permissible provided the operator is well trained and is positioned
so that he is able to observe the: instruments located on the operator’s panel, fuel
hoses and couplings. If he leaves this position, refueling must be stopped.
(b) The rules for dispensers with deadman controls are the same as Paragraph 12.2.2 (a)
(c) Before a dispenser is connected to the coupling in the hydrant pit, a lanyard must be
hooked up to the quick shut off valve of the hydrant system. The lanyard must to
stay connected during the entire refueling process and remain until the hose has been
disconnected. The lanyard must be positioned in such way that it can be easily
reached in case of leakage or spill.
(d) Whenever one of the refueling safety device is inoperative, a second equipment
operator must be requested or the function of the second man must be taken over by
the ground engineer or engineer on board the flight.
(e) Ladders, which are used for refueling, must be padded where they contact the
aircraft. In addition allow no direct contact between the aircraft structure and the
fuel hose. Use mats to pad between the aircraft and the fuel hose.
(f) Observe “NO STEP” area on wings and always wear soft, slip-proof shoes.
Part: 12
Page: 3
Date: 22/3/96
12.2.1.3 Ground Equipment Positioning
When positioning mobile, refueling equipment, except especially
constructed dispensers, vehicles should not be driven in reverse near
the aircraft. And a signalman must observe any movement of equipment
when it is closer to the airplane.
Equipment must be positioned in such manner that damage to the
airplane is not possible when the equipment is moved away and escape
route from the airplane must be kept clear at all time.
Trailers, which are too heavy to be easily moved by hand, must stay
connected to the towing rig.
Refueling hoses must be laid out in the shortest route between the
aircraft and refueling equipment, but must be kept well away from
aircraft brakes and APU inlets.
Never drive vehicle over refueling hoses.
12.2.1.4 Grounding
All vehicles used for refueling or defueling an aircraft must be equipped
with at least one grounding strip, and all vehicles used for refueling or
defueling an aircraft must also be electrically connected to the aircraft.
Static electricity is a difference in electrical potential or voltage between
two non-contacting materials that is build up by friction. Static
electricity is not, in itself, a fire hazard. The hazard is when static
electricity accumulates to the extent that a spark is produced in the
presence of the flammable vapors released during refueling and
defueling operations.
Many aircraft parts are bonded together to provide an equalization of
the potential between various metallic structures. These bonding wires
must be replaced when broken or defective. Unbonded portions might
constitute a static fire hazard, when the flammable vapors exist within
confined areas or structures of the aircraft.
Static electricity may be generated over the metallic surfaces of the
aircraft on the ground under many conditions, some of which are listed
below:
(a) Air currents over the aircraft surfaces, where such currents carry
particles of dust, snow or water.
(b) Movements of air over the metallic surfaces of an aircraft
insulated from the ground, with a ground wire not attached
Part: 12
Page: 4
Date:22/3/96
(C) Certain maintenance procedures, such as refueling, spraying,

buffing, cleaning, stripping and riveting.
(d) Aircraft landing and taxiing on dry surface runways, even though
conductive rubber tires are on the aircraft.
A ground wire must be securely connected to a metal portion of the

aircraft at all times, during fueling and /or defueling operations. When
special grounding plugs are available on the ramp, they must be used.
The grounding wire or cable must be of a heavy gauge that will resist
wear and ensure a good connection. The same grounding point must be
for both aircraft and fueling equipment.
When a grounding plug is available on the ramp, the grounding must be

accomplished in the following sequence, before the fueling hose is fitted
to the fueling receptacle.
(a) First, connect a grounding strap to the aircraft and then to the
grounding plug on the ramp.
(b) Second, connect a grounding strap to the refueling equipment

then to the ground plug on the ramp.
If no external ground is available, connect the grounding strap between

the aircraft and the refueling equipment, before the fueling hose is fitted
to the fueling receptacle.
If you are not familiar with the grounding points on aircraft, refer
maintenance manual. Attachment points are marked “Ground Here”.
After refueling is completed, disconnect hoses and wires in reverse

order.
12.2.1.5 Checks
The ground engineer must perform periodic checks of the refueling

equipment.
Most hydrant systems are equipped with emergency shut-off valves that
depressurize the complete system. The ground engineer must know the
location and function of the emergency shut-off valves. The ground
engineer must witness periodic checks by an authorized company or
agency.
Part: 12
Page: 5
Date: 22/3/96
12.2.1.6 Fuel Specification
The fuel normally used by NAC aircraft is JET A-A. However, JET A, JET B
and JP-5 may be used under certain conditions.
When JET A-1 is not available and it is necessary to use one of the
alternate fuels the flight crew must be consulted prior to refueling. The
crew must be informed because the different freezing points of different
fuels may influence flight plan.
After the crew authorizes, the use of an alternate fuel, the refueling can
be commenced. The crew must make an entry into the Technical Log
Book (TLB) identifying the type and amount of alternate fuel used, and
notification must be given to the Dy. Director of Quality Assurance.
12.2.1.7 Overwing Fueling
Overwing fueling is used as an alternate refueling method if the

pressure fueling equipment or electrical power is not available. If no
electrical power is available, fuel quantity can be monitored with fuel
measuring sticks.
12.2.1.8 Fueling Limits
The fuel used in NAC aircraft must meet or exceed jet fuel specification.
Do not fuel the fuel tanks at a rate that exceeds 100 gallons per minute
(GPM). If the fuel rate is more than 100 GPM, the static discharge
caused by high fueling rate can result in a fire or explosion.
Fill the fuel tanks with equal quantities of fuel.
Fill the fuel tanks in any sequence or at the same time
12.2.1.9 Precautions
Do not position any ground equipment under the wingtips during the
fueling operation. The wings move down under the weight of the fuel
and the wing tips move down the most. In addition, the fuel tanks are
vented through the wingtip surge tanks and a dangerous and explosive
fuel/air mixture can be present around the wingtip.
Wear an effective safety harness when working on top of a wing. Injury

can occur if you do not use a safety harness.
Part: 12
Page: 6
Date: 11/06/2004
Rev.: 4
Do not remove a filer cap before grounding the fueling nozzle. The
release of static electricity, when the nozzle contacts the fill opening,
could cause a fire or an explosion.
Make sure the fueling hose does not touch a Vortex Generator, If the
fueling hose and vortex generator touch, damage could occur.
12.2.1.10 Electrical System During Refueling
During refueling or defueling, limit the use of electrical power and

switching operations to only the essential.
Transit checks may be performed, but HF transmission is not permitted.

In addition, the Weather Radar must not be operated.
12.2.2 Refueling/Defueling With Passengers on Board
Passengers may stay on board during refueling/defueling operations,

provided the following, additional safety regulations are followed:
(a) The airport fire brigade shall be positioned near the aircraft, within
operating distance. In exceptional cases, and only after prior
permission by the chief pilot, fire-extinguishing equipment
approved by RNAC may be positioned at the aircraft as a substitute
for the airport fire brigade. In addition, the airport fire brigade shall
be notified about refueling/defueling with passengers on board and
about the parking position of the aircraft.
(b) All passenger entry and exit doors shall be opened, and passenger
steps or air jetties shall be in position next to the aircraft.
(c) If only a few, special-category, transit passengers remain on board,

such as stretcher cases, handicapped passengers, or
unaccompanied minors, the Pilot-In-Command will decide whether
the airport fire brigade shall be positioned or whether notification of
the fire brigade is sufficient.
Part: 12
Page: 1
Date: 22/3/96
Oxygen And Safety Regulation
12.3 Oxygen and Safety Regulations
12.3.1 Handling Precautions
Servicing of aircraft Oxygen systems, oxygen cylinders or oxygen
ground equipment is to be accomplished by only personnel trained to
handle oxygen equipment. It is absolutely forbidden for anyone to ever
service oxygen bottles while they are in the aircraft.
It is mandatory that the following guidelines be followed at all times:
(a) Keep Oxygen cylinders and fittings away from any oil and grease.
Oil or grease in the presence of Oxygen under pressure may
ignite violently. Oily or greasy substances must be kept away
from cylinders, cylinder valves, coupling regulators, hoses and
servicing apparatus. Do not handle Oxygen cylinders or apparatus
with oily tools, hands or gloves.
(b) Do not drop Oxygen cylinders or handle them roughly. Do not
clamp in a vise without suitable protection against the vise jaws.
Cylinders must not be scratched or marred. A small indentation or
extensive rust spots on the thin walls of the cylinder may
significantly reduce its strength. Any cylinder so marred must be
removed from service and sent to the appropriate shop or agency
to determine its serviceability.
(c) The integral shut-off valve, and its wheel-type handle, are easily
damaged or loosened. Do not lift or carry a cylinder by the valve
wheel.
(d) Do not use tools to open or close Oxygen shut-off valves. If a
valve cannot be opened or closed by hand, it requires
replacement.
(e) The cylinder valve should always be opened slowly. If high
pressure is suddenly released, it is likely to damage the regulator
and pressure gauge. Open the valve fully, but do not force the
valve stem threads after the full-open position is reached. Forcing
the valve will strip the threads in the stem. Do not over-tighten in
the closed position as this may damage the valve seat.
(f) On valves using some types of plastic seats, the sudden release of
the high pressure Oxygen could create enough heat to cause the
seat to catch on fire. When this happens, there is usually no
external evidence to alert the Maintenance Personnel of a
problem. It is imperative, therefore after opening valves,
installing bottles, or charging fixed systems, that a feel test be
made of the valves for abnormal operation temperatures and a
sniff check of the Oxygen system be made in the cockpit and/ or
cabin. A plastic seat that has been burned will create a very
distinct odor.
(g) Never tamper with nor attempt to repair or remove from cylinders the
Oxygen cylinder valves or pressure gauges.
Part: 12
Page: 2
Date: 22/3/96
(h) When working in a confined space, ensure proper and adequate
ventilation by natural means, an air fan, or a blower. Never feed
Oxygen from a cylinder into a confined space.
(i) Cylinders must be securely retained in a holding fixture while
being filled.
(j) Use Oxygen for its intended purpose only. Do not under any
circumstances; use Oxygen to inflate shock struts, accumulators
or tires.
12.3.2 Oxygen Cylinder Removal and Installation
When removing and installing Oxygen cylinders, it is mandatory that the
following guidelines are followed at all times:
(a) Do not use any titanium parts or connections in any Oxygen
system as titanium is Oxygen reactive and spontaneous
combustion could result in a fire hazard.
(b) The use of plastic plugs is prohibited, because shreds of this
material, mixed with Oxygen, create fire hazard and a potential
malfunction in the system. The only exception to this rule is when
removing fixed Oxygen cylinders, the large “B” nut/nipple for
attaching to the aircraft system or Oxygen regulator to the
Oxygen system cylinder, may be capped with a plastic cap. Use
Cap plug EC-20 or equivalent.
(c) When lines are disconnected, close them immediately, using clean
metal caps to exclude air and foreign matter. Masking tape,
plastic caps, rags etc., are not permitted.
(d) Large quantity of the Oxygen shall not be discharged into a
confined area.
(e) Never tighten Oxygen system fittings with system pressure
applied.
(f) If charging panels or hoses become contaminated, refer to the
appropriate Aircraft Manual for the correct cleaning procedures.
(g) The aircraft must be outside the hangar.
(h) Smoking and naked flames are not permitted within 15 meters of
the aircraft.
(i) Only maintenance personnel and flight crew are permitted to be
within 15 meters of the aircraft. Passengers are not allowed to be
on board the aircraft. Maintenance work inside the passenger
cabin may be continued, provided that air stairs are located at
the front and rear entrance doors and that the doors are opened.
(j) Aircraft refueling is not permitted and all refueling hoses must be
disconnected from the aircraft.
Part: 12
Page: 3
Date: 22/3/96
(k) It is not permitted to replenish oil tanks within 15 meters of the
aircraft, nor within the same area, is it permitted to: deposit
oil/grease containers; carry out greasing work; loading/unloading
work; or allow any vehicle movement.
(l) The external ground-power unit may remain electrically
connected to the aircraft. However it must not be switched ON or
OFF.
(m) The galley power must be switched OFF before the start of the
Oxygen bottle change and a special warning sign must be affixed
stating that the galley power must not be switched ON for the
duration of the work on the Oxygen system.
(n) Aircraft de-icing prohibited.
(o) After completion of the Oxygen bottle change, the crew should be
sampled. If any kind of smell is detected, the container must be
removed and send for chemical analysis.
If Oxygen systems are to be checked for leaks, use one of the following
leak detectors:
(a) Leak Detector, Sherlock CG Type.
(b) Oxygen System Testing, Nitrogen Gaseous.
12.3.3 Storage of Aircraft Oxygen Cylinders
Oxygen cylinders must be stored in assigned locations where they are

protected from being knocked over or hit by falling or passing objects.
They must be kept out of the weather and away from the direct
sunlight. Keep away from radiators and other sources of heat.
Cylinder fittings must be capped to protect them from dirt, oil, or

damage. In addition, the storage area must be located away from the
storage for oils and greases. The storage area must be kept clean and
free of waste accumulation.
Stored cylinders must have their shut-off valves closed and must have a
minimum of 50 psi Oxygen pressure to keep out moisture and other
contamination.
Cylinders must be stored in an upright position and must be secured by

a chain or cable to prevent falling. Never use the cylinders as rollers or
supports, even if is empty.
Part: 12
Page: 4
Date: 11/06/2004
Rev.: 4
12.3.4 Cylinder Charging
To ensure the highest level of safety, use safety goggles when

recharging all high-pressure oxygen cylinders. Also, when opening the
valve on oxygen cylinders to test regulator-to-cylinder connections for
leaks, or when preparing a cylinder for installation in an aircraft, rotate
the regulator so that it is on the backside of the cylinder, away from the
face and body. In addition, when charging cylinders, it is mandatory
that the following guidelines be followed at all times:
(a) Be certain that the high-pressure cylinders contain aviator’s

breathing oxygen, Aviation Grade MIL-0-27210. Refer to the
appropriate chapter in the aircraft manual.
(b) Be sure that the cylinders to be filled are breathing oxygen

cylinders.
(c) Note that the valves are free of grease and dust and the valve is
closed before placing on line.
Part: 12
Page: 1
Date: 11/06/2004
Rev. 4
Safety Precaution
12.4 Safety Precautions
The following safety precautions must be followed to help prevent
accidents on the line and in the hangar.
(a) Avoid running on the ramp or moving around slowly or aimlessly
(b) Avoid walking or climbing on aircraft if not actively engaged in
maintenance
(c) Do not board or dismount from aircraft or ground equipment while
they are still in motion.
(d) Do not carry combustible materials like matches or cigarette
lighters in your shirt or coat pocket while working on aircraft.
(e) Do not approach the engine of any aircraft when the engine is
running. Maintain a safe distance to the rear as well as to the side
and front of all running aircraft engines.
(f) Never drive under the wings of an aircraft or position your vehicle
too close to the aircraft, in case the aircraft settles during fueling or
loading.
(g) Never cross in front of a moving aircraft. Under all conditions, the
aircraft shall have the right-of-way over all vehicles. An aircraft has
priority even when under tow.
(h) Do not carry anyone on ramp equipment unless there is a proper
seat for them to sit upon.
(i) Do not position equipment onto an aircraft unless there is a guide
person and the aircraft has come to a complete stop and the
wheels have been chocked.
(j) Motorized equipment must be shut off and brakes set when
unattended.
(k) Do not drive or walk behind aircraft when the aircraft engines are
running. Be aware of jet blasts at all times.
(l) Do not drive or walk on taxiways. Under no circumstances shall a
vehicle cross an active runway unless it is escorted or directed by
an official vehicle.
(m) Vehicles with a faulty hitch must not be used. Any such vehicle
must be tagged inoperative and reported to a supervisor.
(n) Smoking on the ramp and/or near aircraft is prohibited.
Part: 12
Page: 1
Date: 22/3/96
Danger Zone
12.5 Danger Zone
When sitting in the cockpit of an aircraft, the view of the ground
immediately in front, and adjacent too, the sides of an aircraft are
extremely limited. The visibility behind the wings of an aircraft, from the
cockpit, is non-existent. Therefore anyone conducting an engine run is
not likely to see someone approaching the aircraft ‘s danger zone. The
danger zone of an aircraft is defined as that area around the aircraft
that, when engines are operating, can cause death or serious injury to a
person.
Not only is an air intake of a jet engine power full enough to suck in a
human body but the exhaust of the engine is just as hazardous. The
high temperature of the exhaust can severely burn the skin of any one
standing within the danger zone. The jet blast is capable of tumbling
vehicles as well as any person that might be in the danger zone.
The following are general safety rules to be followed when working
around an aircraft with operating engines:
(a) Be aware of jet blast or prop wash when you are behind an
aircraft.
(b) Watch for an operating rotating beacon. It should be turned on to
indicate that the engine(s) are running or are about to be started.
(c) Be aware that an aircraft that just starting to move will generate
more jet blast or prop wash than one that is idling. Consequently,
a vehicle that may be in a safe position for idle thrust could be
subjected to a misshape, when a break away thrust is applied.
Other situations to be aware of include when an aircraft is turning
or using reverse thrust to back up.
(d) Do not use the engine nacelle service interphone jack on an
engine that is to be started or is in operation. You could be
injured by the engine-inlet suction of exhaust blast.
The danger zone around an aircraft with operating engines varies with
the type of aircraft and the type of engines installed. For instance, the
danger zone behind a B747 aircraft at idle thrust extends to 425 feet,
where as that of B727 is extended out to 70 feet.
All maintenance personnel must become familiar with the danger zones
associated with all aircraft operated by NAC and approach operating
aircraft accordingly.
Part: 12
Page: 1
Date: 22/3/96
Precaution On Engine
12.6 Precaution on Engines
12.6.1 Powerplant Safety
12.6.1.1 Never approach engine inlets closer than 25 feet while engines are
running.
(a) Engine inlet airflow can literally pick a person off the ground,
remove clothing and/ or loose items from pockets, and ingest
headsets. Severe or fatal injury and /or extensive damage could
result.
(b) Never try to “guess” which engine is running, respect all engines.
12.6.1.2 Be aware of the engine exhaust when crossing or standing behind an
operating engine.
(a) Velocities at the engine exhaust reach up to 682 MPH.
(b) Engine exhaust temperatures can reach 707 Degrees Fahrenheit.
(c) Play it safe. Allow at least 800 feet safety factor behind operation
engines.
12.6.1.3 Always remember that the reason for thrust reversers installed on the
engines is to reverse the flow of air. The same is true for propeller
driven aircraft that can reverse the pitch of the propellers. During
reversal operations, do not stand in front of the engines.
12.6.1.4 Loose objects such as clothing, rags, trash, small parts, tools etc., can
cause extensive damage to engines. All excess equipment must be
removed from around the engine before starting it.
While the engines are operating, use extreme care with headset cords.
These cords are very light and, if allowed near an inlet, will be easily
drawn into the engine.
During engine runs, the ground crew should be kept to an absolute
minimum.
12.6.1.5 Fighting an engine fire requires special knowledge. The following
precautions must be followed when attempting to extinguish a fire in an
engine:
(a) Most engine cowlings have push-in doors to insert a fire
extinguisher nozzle. Before engine run-up begins, ensure that all
ground crew personnel know the location and purpose of these
doors.
(b) Halon, dry powder or C02 fire extinguisher agents are normally
adequate to extinguish engine fire.
(c) Do not spray extinguishing agents into the engine inlet or, more
importantly, into the jet exhaust. Fire extinguisher agents
directed into an engine exhaust expand mass and results in a
rocket-type exhaust blast.
Part: 12
Page: 2
Date: 22/3/96
Precaution On Engine
(d) Fire within an engine is relatively cool and motoring the engine is
a safe way to put it out.
12.6.1.6 Severe hearing loss and permanent deafness can result from working
around powerplants without effective hearing protection.
(a) Ear protection must be worn in areas of close proximity to the

aircraft.
(b) Ear plugs must be used in areas where engines are running.
(c) Keep hearing protection equipment in clean and sanitary

condition.
12.6.1.7 There are special rules that must be followed when handling Turbo Oil
(Engine Oil)
(a) The flash point of Turbo Oil is 460 degrees Fahrenheit and is
considered to be a low fire hazards.
(b) When working with Turbo Oil, extreme cleanliness is imperative.
(c) Turbo Oil is no more toxic than other petroleum products. Read
the warning level on the cans.
(d) Fumes from Turbo Oil, at high temperatures, can cause throat
irritation and coughing.
12.6.1.8 Kerosene and Jet Fuel presents just as serious as fire hazard as AV gas.
Use CO2, dry powder, and foam and water fog for fire fighting.
Part: 12
Page: 1
Date: 22/3/96
Precaution On Electrical
12.7 Precaution on Electrical
There are dangerous associated with working on aircraft electrical
systems. All maintenance personnel must be aware of them and follow
all the safety rules.
Direct current is not as great a hazard for a given voltage as alternating
current. However since direct current acrs are more persistent than
those created from alternating current, direct current arcs will burn
more severely. Voltage potentials below 180 V DC usually will not give
fatal shock, even when the skin resistance is low. Under similar
conditions, however, alternating current can be fatal if voltage potential
exceeds 35 V.
Current is the killing factor in electrical shock. Voltage is only important
in that it determines the current flow through a given body resistance.
Dry skin has a resistance of between 100,000 and 600,000 Ohms. Wet
skin, however has only approximately 1,000 Ohms resistance. Internal
body resistance is between 100 and 600 Ohms.
The amount of alternating current necessary to operate 100 Watt lamp
is eight to 10 times the amount of current necessary to kill a person.
Alternating current of more than 10 milliamperes (0.010 amperes) will
cause a shock sufficient to prevent voluntary control of the muscles and
make the victim unable to let go and free himself from the conductor.
Alternating current of 100 to 200 milliamperes can cause fatal heart
condition known as ventricular fibrillation. This condition has no known
practical remedy. However, 100 milliamperes can be fatal if the shock
lasts for one second or more.
Higher alternating currents are not necessarily fatal, unless prolonged
over one minute. Higher currents, however, results in the loss of
consciousness and sever burns on the skin. Higher currents also cause
breathing to stop. Artificial respiration must, therefore be immediately
and continued until the victim is breathing normally.
The path the current takes through the body greatly affects the severity
of any electrical shock. Any current path through the head or trunk of
the body is more likely to be fatal than through the legs or lower torso.
The following procedures are mandatory on any aircraft undergoing a
maintenance check or parked inside a hangar:
(a) If battery leads are disconnected from the battery aircraft
terminals, they must be anchored in such a way that they cannot
contact with the battery terminals.
(b) Electrical power will be removed from all unattended aircraft.
Part: 12
Page: 2
Date: 22/3/96
Precaution On Electrical
Before turning an electrical power unit “ON”, you must ensure following
that:
(a) No work is being done on the fuel system, such as transferring

fuel, removing or installing tank elements or transmitters or
removing tank access doors.
(b) If fuel tanks are opened, they have been previously drained and
vented with a blower for at least 30 minutes or longer in order to
purge all fumes.
(c) No work is being done on the control cables, suck as replacing

running cables that may come into contact with the exposed
contacts of circuit breakers, terminal strips and switches.
(d) All personnel working on aircraft are notified of such and are clear
of all electrical equipment.
(e) All wires are tapped and identified when they disconnected from
terminal strips and are to be left disconnected for any length of
time.
Used only approved vapor-proof lights or flashlights. Never turn

flashlights “ON” or “OFF” when working in an area where explosive
vapors are present. Heat lamps are to be used only where allowed and
called for in the applicable aircraft maintenance manuals.
Part: 12
Page: 1
Date: 22/3/96
Precaution On Landing Gear
12.8 Precaution on Landing Gear
12.8.1 Nose and Main Landing Gear Doors
The Main Landing Gear on airplanes maintained by NAC consists of two
main gears, which absorb landing, taxing and take-off loads and
support the airplane while on the ground. The gears are usually located
each side of the airplane and are mounted between the rear-wing spar
and the main landing gear beam. During flight, the gears retract inboard
into the wing cavities and fuselage wheel wells and are covered by
doors. The doors fair into the airplane body contour to reduce
aerodynamic drag.
The nose landing gear supports the forward end of the fuselage and
provides directional control while the airplane is on the ground. The gear
retracts into a wheel well during flight. The nose gear and wheel well are
covered by doors that fair into the body contour to reduce aerodynamic
drag.
When maintenance is performed on the landing gear, while the airplane
is on the ground or jacks, the landing gear doors must be opened to
gain access to the landing gear. The following safety precautions must
be followed at all times:
(a) Make sure there are no persons or equipment around the nose or
main landing gear before opening the doors. The doors open and
close quickly can cause injury to persons or damage to
equipment.
(b) After opening doors, and before entering the wheel wells to install
door locks, make sure the person is removed from the actuating
hydraulic system (s). Injury to personnel or damage to equipment
can occur if the system pressurizes.
(c) Use the procedures outlined in the appropriate maintenance
manual to install the landing gear door locks. The doors open and
close quickly and can cause injury to persons or damage to
equipment.
(d) When maintenance or servicing is completed, once again ensure
the pressure is removed from the actuating hydraulic system (s).
Then use the procedures outlined in the maintenance manual to
remove the landing gear door locks.
When greasing the landing gear and door fittings and assemblies, be
careful while disengaging the grease gun. The grease gun can cause
damage to the fittings.
Clear the area below the airplane’s wings before deflates a shock strut.
If you deflate one shock strut, with tip can move down and cause injury
to persons or damage to equipment.
Part: 12
Page: 2
Date: 22/3/96
When bleeding the air out of shock strut, only loosen the air valve the
minimum amount necessary to allow deflation. If it is loosen too much,
air pressure can blow the valve off and can cause injury or damage to
equipment.
A deflated or flat strut can cause damage during landing. If an airplane
landed with a flat strut, do a hard landing inspection in accordance with
the appropriate maintenance manual to make sure there is no damage.
If Methyl Ethyl Keytone (MEK) is used as a solvent, while performing
maintenance on landing gear, avoid contact with skin, mouth or eyes
and also avoid breathe if there is MEK fumes. Use protective splash
goggles and gloves when MEK is used. Keep MEK away from spark,
flames and heat. MEK is a poisonous and flammable solvent that can
cause injury to persons and damage to equipment.
Clean any hydraulic fluid leak from the tires immediately. Hydraulic fluid
can cause damage to the tires.
12.8.2 Tire Inflation
The tires on an aircraft landing gear system are extremely important.
Proper inflation is one of the most important factors in obtaining safe
and durable service from them. The applicable maintenance manual
should be checked for correct pressure to be used on varying conditions
and periods at which tire pressure is to be checked.
Over-inflation can be very harmful to tires in several ways:
(a) It reduces the contact areas of the tires on the ground, causing
increased load per square inch of tread surface. This results in
much faster wear in the center of the tire.
(b) It causes increase tension or strain on the chord. There may be
not sufficient stretch to absorb landing shocks and rupture of the
chord body is much more likely to occur.
(c) It puts the tread and sidewall rubber of the tire under tension
which makes it more susceptible to cut and faster wears. Cuts
also tend to grow in size.
Under-inflation also produces harmful effects on the tires.
(a) Under-inflated tires are most likely to slip or creep on the wheel
when landing or brakes are applied.
(b) It causes rapid, uneven wear along the tire edges or close to
edges of the tread.
Part: 12
Page: 3
Date: 22/3/96
(c) There is much opportunity for the sidewalls or shoulders of the

tire to be crushed by the wheel flange during landing. A bruise,
break or rupture of the chord body could result.
(d) Under-inflated tires may flex over the wheel flange with possible
damage to the bead area.
(e) Extreme under-inflation may results in chords being loosened and

the tire ruined because of extreme heat and the strain produced
by the flexing action.
It is imperative that all personnel follow these safety precautions, when

inflating any aircraft tire:
(a) A high-pressure nitrogen bottle must be used for tire inflation.

Shop air is never to be used for inflation aircraft tires. It is
mandatory that a low-pressure regulator, which is working
properly, be used in conjunction with the nitrogen bottle. Inflating
a tire without a regulator can be extremely dangerous to
personnel and can cause visible damage to wheel & tires.
(b) Personnel and equipment must always be laced behind or in front

of the tire, never beside it.
Part: 12
Page: 1
Date: 22/3/96
Inspection Of Safety Equipment
12.9 Inspection of Safety Equipment
In general, safety equipment is defined as that equipment which is not
usually an integral part of aircraft, but is carried in flight for the
protection of the airplane, its occupants, during normal operations or
emergency situations. Safety equipment includes:
(a) Emergency Escape Devices.
(b) Overwater Survival Equipment.
(c) Emergency Signaling Equipment.
(d) Miscellaneous Detachable Emergency Equipment.
(e) Escape Slides.
(f) Seat Belts and Safety Harness.
(g) Portable Fire Extinguishers.
(h) Portable Oxygen Bottles.
12.9.1 Emergency Escape Devices
Emergency escape hatches shall be tested for freedom of action at the
intervals specified in the approved maintenance scheduled. The
certifying technician shall ensure that each escape hatch can be
operated easily in difficult circumstances. If the locking handles are
secured by lock wire, the wire must be thin and weak, so that can be
broke without applying excessive force. At each daily and all other
periodic inspections, the certifying technician shall ensure that each
escape hatch is properly secured and can only be opened as a result of
intentional action.
Escape ropes and descent devices are provided in the flight
compartments of the larger aircraft for the crewmembers to exit the
compartment through one or more windows. The escape ropes are
usually stored in a compartment above the window and then deployed
out the window for the crewmembers to lower themselves to the
ground.
These devices are inspected by deploying them in a normal manner and
checking them for breaks, cuts, fraying or abrasions. After inspection
they are re-stowed for use. Unless otherwise specified in the approved
maintenance scheduled, all escape ropes and descent devices shall be
tested at intervals not exceeding 12 months.
Part: 12
Page: 2
Date: 01/10/99
Rev.: 1
12.9.2 Overwater Survival and Flotation Equipment
Overwater survival and flotation equipment usually consists of inflatable life jackets,
door mounted escape slides, floating baby survival cots and inflatable life rafts. Life
jackets are installed in both the flight compartment and passenger compartment of
aircraft. They are easily inspected by removing them from their storage area and
checking for holes, cuts, tears and abrasions. They are usually inspected only during
the phase checks. However all such equipment, unless otherwise approved by the
Director General, shall be inspected and tested at the intervals as mentioned in the
approved maintenance schedule.
Life rafts are installed in various areas of the airplane. They are usually inspected
only during phased checks. However, all such equipment unless otherwise approved
by the Director General shall be inspected and tested at the intervals not exceeding
12 months. The inspection procedures and schedules for life rafts are shown in the
applicable airplane maintenance manual.
Door-mounted escape life rafts are installed on each door of the airplanes. They are
usually inspected only during phase checks. The inspection procedures and schedules
for door-mounted life rafts are shown in the applicable AMM.
They must also be inflated to check for possible leaks. If the equipment
manufacturer specifies a test pressure, the pressure shall be used. If no test pressure
is specified, the equipment shall be inflated to 14 K Pa (2 Lb per sq. in.). After
inspection, they are re-stowed for use. Inspection schedules for life jackets are
shown in the AMM.
12.9.3 Emergency Signaling Equipment
Depending upon the type of aircraft, the emergency signaling equipment can include
a water-activated emergency transmitter; a crash activated emergency transmitter
and a megaphone. In the larger airplane, a water activated emergency transmitter is
stowed in the airplane until needed. In use, the transmitter is attached to an inflated
life raft. Water activates the battery to send an emergency-locating signal. The
location of the transmitter, as well as the inspection procedures and schedule, are
shown in the applicable MM.
The crash activated emergency transmitter is activated by the G-forces produced by

an impact with the ground. They have a battery that must be periodically checked
and recharged. The location of the transmitter as well as the inspection procedures
and schedule, are shown in the applicable MM.
Megaphones are installed for use by flight attendants during an emergency. They are
usually stowed in overhead compartments near an exit door. They have batteries
Part: 12
Page: 3
Date: 22/3/96
that must be periodically checked, recharged or replaced. The location of the

megaphones, as well as the Inspection procedures and schedule are shown in the
applicable Maintenance Manual.
12.9.4 Detachable Emergency Equipment
First aid kits, survival kits and flashlights are defined as detachable emergency
equipment. Flashlights are stowed in various places in-accordance with the airplanes
type. They must be inspected for proper operation and condition of the batteries.
The locations of the flashlights, as well as the inspection procedures and schedule
are shown in the MM.
Survival kits are used in emergency situations. The kits contain medical supplies,
signaling equipment and other survival devices. The kits can be used for both
overland and overwater emergency survival kits contain life-limited items that are
packaged together. These items usually include: burn ointment, ammonia swabs,
antiseptic swabs, and water purification tablets. The location of these life-limited
items, as well as the inspection procedures and schedule are shown in the applicable
Maintenance Manual.
Door mounted escape slide systems are installed on all doors of B757 aircraft. They
are complex devices that require periodic servicing and inspections. They are usually
inspected only during major, phased inspections. The location as well as the
inspection procedures and schedule inspections are shown in the applicable
Maintenance Manual.
Part: 12
Page: 1
Date: 22/3/96
First Aid Kit In Aircraft
12.10 First Aid Kit in Aircraft
All aircraft must carry First Aid Kit, located through out the passenger
cabin and cockpit. Their location and number depends upon the type of
aircraft and number of passengers it carries. The first aid kits are
usually sealed units that must be inspected for integrity and life-limited
items.
The location of first aid kits, as well as the inspection procedures and
schedule, are shown in the applicable maintenance manual. In addition,
because of the non-standard nature of first aid kits, addition data must
be obtained from the vendor.
Part: 12
Page: 1
Date: 22/3/96
Safety Procedures
12.11 Safety Procedures
Each NAC employee, working or visiting hangar and ramp area is charged with the
responsibility for fully understanding and the total compliance with the following
safety procedures:
(a) All aircraft being towed in or out of the hangar will have nose, wing and tail
walkers assigned. Wing walkers will be in a position to observe wing tips
clearance. Nose walkers and wing walkers will relay signals from tail walkers
to tug operator.
(b) Prior to disconnecting tow bar, the aircraft will be chocked fore and aft of
the nose and main wheel.
(c) In order to guard against the danger of static electricity, the airplane will be
electrically grounded during all hangar operations.
(d) Serious damage to airplane and injury to personnel can occur when controls
are operated without due caution. Maintenance personnel will make certain
that all equipment and personnel are clear of moving surfaces and gear
before operating such controls. When systems are undergoing maintenance,
operators will install a “WARNING DON’T TOUCH” tag NAC-A1 form on
applicable controls or switches. Maintenance personnel shall fill out the tag,
describing in detail the system or unit that is being tagged.
After an extended work break or shift change, the maintenance supervisor in
charge must reaffirm proper tagging of units and systems before work
continues. The maintenance planning division shall advise the necessity of
tagging through job cards. The maintenance person who initially tagged the
unit or system is responsible for removing the tag after completion of work.
Warning horn shall be used when operating flaps, spoilers or gear, after
ensuring that these areas are clear of personnel, stands or ladders.
(e) Oil, grease and other slippery substances spilled on work stands or hangar
floor is immediately cleaned and/ or covered with absorbent material.
Appropriate containers or drip pans shall be used when draining oil or fluids
from the engines or other areas of the airplane.
(f) Unsafe use of hand tools and power tools has resulted in numerous
accidents. Maintenance personnel shall ensure that tools are not left in
airplane or placed on control surfaces. This especial safety procedure is
important with regard to jet engine intake ducts. Tools shall be kept in metal
or fabric containers.
(g) If fuel must be drained in the hangar, additional cautions must be observed.
In case of fuel leak or spill, shut off fuel flow immediately, stop all
maintenance and shut down electrical, air or gas powered
Part: 12
Page: 2
Date: 22/3/96
Safety Procedures
equipment. Notify fire brigade if the spill exceeds ten feet in any
direction. Electrical or automotive equipment must not enter or
operate in the area until clean up is completed and the area
thoroughly flushed. Do not use metal-backed mops or brooms to
clean up the spill.
(h) In the event of fuel spillage on personnel, remove all wet clothing,
wash the spill area of body thoroughly with soap and water, avoid
smoking, heat or open flames until contaminated clothing has
removed. Contaminated clothing cannot be worn until is cleaned.
(i) High flash point or non-flammable substances or liquids shall be
used for cleaning aircraft and equipment. Under no circumstances
will gasoline be used for cleaning purposes.
(j) The highest standard of cleanliness and order shall be observed in
all hangar work areas. Progressive clean up shall be accomplished
during all maintenance.
(k) Power cords and air hoses shall be strengthened, coiled and
stored on racks when not in use.
(l) Electrical devices and power equipment used for hangar
maintenance shall be approved explosion proof type. Turn-off
electrical power whenever the aircraft is left unattended.
Whenever possible, turn-off power when working with electrical
systems, open wires and connections. When taking portable lights
or electrically operated equipment inside the airplane, connections
should be made outside the airplane and the junction boxes
should remain outside the door.
(m) Hangar maintenance stands shall be kept free from grease, oil or
any substance or objects that could cause injury through slips or
falls. Personnel using stands shall determine by visual
examination that stands are serviceable. Stands shall be
effectively secured to prevent collision with the airplane or other
equipment. A guide shall be used when positioning stands near
the airplane. When moving a stand, keep your leg and feet clear
of the structure and the wheels. If the stand is too heavy to be
removed by one person, ask for assistance.
(n) When maneuvering fork lifts near airplane, it is mandatory that a
guide be used to assist the driver in determining safe clearances.
Bumper chocks shall be placed on the hangar floor as an extra
precaution. Fork lifts and other mobile equipment shall not be
driven under any portion of the aircraft. When left unattended, all
vehicles shall have the parking brake set and ignition switched off,
with the blades of the forklift touching the floor.
(o) Personnel object to contact with Skydrol and other irritating fluids
shall use appropriate protective equipment like goggles,
facemasks and rubber gloves.
Part: 12
Page: 3
Date: 22/3/96
Safety Procedures
(p) Cowling racks shall be used for storing and transporting cowlings.
(q) Personnel operating power drills, grinders and buffers shall utilize
goggles or other adequate eye protection.
Part: 13
Page: 1
Date: 11/06/2004
Rev.: 4
Director Engineering
13.1.1 Director of Engineering
13.1.2.1 Qualifications
The Director of Engineering must have:
(a) A relevant professional qualification and a number of years

experience in the engineering department of a commercial airline.
(b) A sound knowledge of the aircraft manufacturing industry,

commercial aviation, maintenance planning and control.
(c) Detailed knowledge of aviation legislative requirements of an

approved organization.
(d) The ability to control and motivate a group of professional and

highly skilled personnel to meet targets continuously.
(e) A deep understanding of Aircraft, Maintenance, and Workshop

scheduling and engineering systems in relation to commercial
airline operations.
(f) The ability to negotiate on behalf of the airline with outside

agencies, specialists, and consultants, at the highest level.
(g) A knowledge of budgetary and cost control.
(h) A knowledge of information systems, both manual and computer

assisted, and how they are applied to maintenance planning and
control.
(i) A comprehensive knowledge of rotable component and inventory

control systems.
(j) The ability to organize and maintain aircraft and component

record systems.
(k) Good negotiating and organizing ability.

Part: 13
Page: 1
Date: 11/06/2004
Rev.: 4
Director Engineering

Part: 13
Page: 1
Date: 01/10/99
Rev.: 1
Maintenance Personnel
13.1.3 Maintenance Personnel
NAC maintain high standards of training, testing, certifying and re-

certifying maintenance personnel involved in performing critical and
specialized maintenance, production, inspection and repair functions.
To ensure the quality and reliability of all aircraft and/ or equipment

serviced and maintained by NAC employees and to ensure safe working
practices in the performance of certain specified skills, all NAC
maintenance personnel must fulfill the following professional
requirements. Deviations from these standards are allowed only in rare
exceptions and require the explicit permission of Engineering Director
and Quality Assurance & Flight Safety Director.
NAC Aircraft Maintenance personnel shall consist of the following

categories:
(a) Aircraft Maintenance Training Technician (Trainee Technician)
(b) Aircraft Maintenance Technician (Senior Technician)
(c) Aircraft Maintenance Technician (Technical Officer)
(d) Aircraft Maintenance Engineer (Graduate Engineer or Amt license

holder)
13.1.3.1 Aircraft Maintenance Personnel
The title of Aircraft Maintenance Engineer (AME) is granted for the

following categories or any combination thereof. Graduate Engineer shall
enter directly as AME and subsequently acquire AMT License from CAAN.
License has no privileges unless rated for particular types of aircraft
components or systems.
(a) Category “A” – Airframe
(b) Category “C” – Engine
(c) Category “X” – Electrical (E)
(d) Category “X” –Instruments (I)
(e) Category “R” – Radio

Part: 13
Page: 1
Date: 01/10/99
Rev.: 1
Workshop Personnel
13.1.4 Workshop Personnel
Workshop personnel shall consist of following categories:
(a) Workshop Trainee Technician (Trainee Technician)
(b) Workshop Technician (Senior Technician)
(c) Workshop Technician (Technical Officer)
(d) Overhaul License Engineer (AMT Category “B” License

Holder/CAAN Approval or authorization)
13.1.4.1 Workshop Trainee Technician (Trainee Technician)
The Trainee Technician will be assigned by workshop In-charge/Charge

hand of the concerned workshop. The minimum levels of qualifications
are:
(a) Certificate/Diploma level engineering course from recognized

Technical Training Institute after SLC.
(b) Not less than 18 years of age.
(c) Must be citizen of Nepal.
13.1.4.2 Workshop Technician (Senior Technician)
The Dy. Director of Workshop Division shall assign the Senior Technician.
The minimum levels of qualifications are:
(a) Must fulfill the requirement of Trainee Technician.
(b) Practical experience of 1.5 years as Trainee Technician.
(c) Must have successfully completed Aircraft Maintenance Basic

Course.
Part: 13
Page: 2
Date: 01/10/99
Rev.: 1
Workshop Personnel
13.1.4.3 Workshop Technician (Technical Officer)
The Dy. Director of the Workshop Division will assign Technical Officer.
The minimum levels of qualifications are:
(a) Must fulfill the requirement of Senior Technician.
(b) Practical experience for a number of years (as defined by NAC

Service Rule) as a Senior Technician for eligibility.
(c) Must have successfully completed one aircraft type course

(Technician Level)
13.1.4.4 Workshop Engineer
The AMT Category “B” License/Approval/Authorization is granted by

CAAN to the candidates recommended by the Dy. Director of Workshop,
then by Dy. Director of QA upon successful fulfillment of the
requirements shown in NCAR. The minimum levels of the qualifications
are:
(a) Must have fulfilled the requirement for Technical Officer.
(b) Practical experience for a number of years (defined by NAC

Service Rule) as Technical Officer.
(c) Has 18 months practical current overhaul experience for the

particular component or equipment to be confirmed by the
schedule of work in the personal logbook.
(d) Should have overhaul license or approval granted by CAAN.
Graduate Engineers may enter directly as Workshop Engineer and

subsequently acquire Overhaul License/Approval/Authorization
from CAAN.
13.1.4.5 Requirements for Component Overhaul License
To be approved for the overhaul, modification, and repair of

components, on a component by component and/or related equipment
basis, an individual must possess the following qualifications:
(a) Have at least three years practical experience on

overhaul/repair/maintenance of aircraft or components out of
which at least 18 months should be in the relevant shop.
Part: 13
Page: 3
Date: 01/10/99
Rev.: 1
Workshop Personnel
(b) Have successfully completed an approved course on the

components and systems for which approval is sought and have
adequate/extensive on the job training experience under the
control/guidance of an approved person in the category for which
approval is sought.
(c) Have passed an examination approved by CAAN on completion of

the course.
(d) Be recommended by the Dy. Director who is responsible for

ensuring that the applicant has been suitably trained and is
competent to use the approval.
(e) Have passed an examination conducted by the approvals Board

or/and CAAN.
13.1.4.5 Approvals Board
The approvals Board is set up for recommending the

license/approval/authorization of personnel to CAAN and consists of a
Chairman and four, voting members.
The Chairman shall be the Superintendent of Airworthiness of the

Department of Civil Aviation, or his designee.
The four voting members shall consist of the:
(a) NAC Dy. Director of Quality Assurance, or his appointed

representative.
(b) NAC Dy. Director of Workshops, or his appointed representative.
(c) Maintenance Contractor (if applicable), or his appointed

representative.
(d) Senior Workshop Inspector for the applicable shop, or his

appointed representative.
Note: The appointed representatives must be authorized to sign a

recommendation on behalf of the appointing Board member.
To be recommended for approval to CAAN, an individual must be found

qualified by three of the five members.
Part: 13
Page: 4
Date: 01/10/99
Rev.: 1
Workshop Personnel
13.1.4.6 Application for License/ Approval/ Authorization
Application for License/Approval/Authorization will be submitted to the

Director QA&FS for processing to CAAN, on the appropriate form.
13.1.4.7 Candidates for License/ Approval/ Authorization
Candidates for License/Approval/Authorization must present to the

CAAN, to be eligible, a Technical Experience Log fully completed and
certified by the Incharge or higher grade.
13.4.8 License/ Approval/ Authorization
Approval shall remain valid at discretion of the CAAN who reserve the
right to withdraw individual License/ Approval/ Authorization if, in its
opinion, the holder does not maintain the standards set by CAAN when
the License/Approval/Authorization was granted. Authorization
personnel will be expected to maintain competency by exercising
License/Approval/Authorization in the categories for which they are
authorized or approve.
Part: 13
Page: 1
Date: 01/10/99
Rev.: 1
AME/AMT Personnel
13.1.5 Aircraft Maintenance Personnel
The following paragraphs show the qualifications and privileges for each
level of aircraft maintenance personnel.
13.1.5.1 Aircraft Maintenance Trainee Technician (Trainee Technician)
Trainee Technician will be assigned by the duty engineer/chargehand of

the Maintenance Division. The minimum levels of qualifications are:
(a) Certificate/Diploma level engineering course from recognized

technical training institute after SLC.
(b) Must be a citizen of Nepal
(c) Must not be less than 18 years old.
13.1.5.2 Aircraft Maintenance Technician (Senior Technician)
Senior Technician will be assigned by the duty engineer/chargehand of

(a) Must fulfill the requirements of Trainee Technician.
(b) Must have at least 18 months of practical experience as Trainee

Technician.
(c) Must have successfully completed Aircraft Maintenance Basic

Course in related trade.
The Senior Technician will be responsible for:

(a) Carrying out aircraft maintenance work as allocated under the
supervision of the concerned AME.
(b) Departure/Arrival handling of NAC and out side party aircraft.
(c) Following fire and safety regulations/warning/precaution strictly
during work and in the working area.
(d) Assisting Seniors/Subordinated all the time.
(e) Establishing and maintaining high standards of maintenance
practice and procedures.
(f) Preparing and inventory list of all tools issued and submitting it to
the Cost Control Section every year.
(g) Ensuring that strict discipline is maintained among subordinates

and seniors at all times.
Part: 13
Page: 2
Date: 01/10/99
Rev.: 1
AME/AMT Personnel
13.1.5.3 Aircraft Maintenance Technician (Technical Officer)
Technical Officer will be assigned by the duty engineer/chargehand of

(a) Must fulfill the requirements of Senior Technician
(b) Number of years of practical experience (as defined by NA Service

Rule) as Senior Technician for eligibility.
(c) Must have successfully completed one aircraft type course

(technician level)
Technical Officer will be responsible for:
(a) Carrying out aircraft maintenance as allocated under Supervision

of AME.
(b) Assisting technicians to gain practical knowledge and skill on

maintenance.
(c) Take over the functions of Charge Hand as and when the need
arises.
(d) Departure/arrival handling of NAC and out side party aircraft.
(e) Following fire and safety regulations/warning/precaution strictly

during work and in the working area.
(f) Assisting Seniors/Subordinated all the time.
(g) Establishing and maintaining high standards of maintenance

(h) Preparing and inventory list of all tools issued and submitting it to
the Cost Control Section every year.
(i) Ensuring that strict discipline is maintained among subordinates

and seniors at all times.
Part: 13
Page: 3
Date: 01/10/99
Rev.: 1
AME/AMT Personnel
13.1.5.4 Aircraft Maintenance Engineer
AMT license is granted by CAAN to the candidates, recommended by the

Dy. Director Maintenance Division and Dy. Director of Quality Assurance,
upon successful fulfillment of the requirements in NCAR. Privileges are
limited for particular categories as described in NCAR. The minimum
levels of qualifications for an AME are:
(a) Must fulfill the requirement of Technical Officer
(b) AMT License from CAAN according to NCAR F.2 for related
categories.
(c) Number of years of practical experience (as defined by NA Service

Rule) as Technical Officer.
(d) Is not suffering from any disability likely to have adverse effect on
his technical skills or judgment.
Graduate Engineer may enter directly as AME and subsequently acquire

AMT License from CAAN.
13.1.5.5 Approvals Board
After completing all the requirements for a license, a candidate must

pass an oral examination conducted by the Approvals Board. The
Approvals Board is set up for recommending the approval of personnel
to CAAN and consists of a Chairman and four voting members.
The Chairman shall be the Superintendent of Airworthiness of the Civil

Aviation Authority of Nepal, or his appointed representative.
The four voting members shall consist of the:
(a) NAC Dy Director of Quality Assurance, or his appointed

representative.
(b) NAC Superintendent of Training, or his appointed representative.
(c) Maintenance Contractor (if applicable), or his appointed

representative.
(d) NAC Dy. Director of Maintenance Division, or his appointed

representative.
Note: The appointed representative must be authorized to sign a

recommendation on behalf of the appointing board member.
Part: 13
Page: 4
Date: 01/10/99
Rev.: 1
AME/AMT Personnel
To be recommended for approval to CAAN, an individual must be found
qualified by three of the five members.
13.1.5.6 Application for License/Approval
Application for license/approval will be submitted to Director of QA&FS,

for processing to CAAN, on the appropriate form.
13.1.5.7 Candidates for License/Approval
Candidates for License/Approval must present to CAAN, to be eligible, a

Technical Experience Log fully completed and certified by Dy. Director,
Maintenance Division and Dy. Director of QA.
13.1.5.8 License/Approval
License/Approval shall remain valid at the discretion of CAAN, who

reserve the right to withdraw individual approval, if in its opinion, the
holder does not maintain the standards set by CAAN when the
license/approval was granted. Authorized personnel will be expected to
maintain competency by exercising their license/approval in the
categories for which they are authorized.
13.1.5.9 Privileges
In general, the privileges granted to each level of license/approval are
shown in the following paragraphs.
13.1.5.10 License in Category “A” - Airframe
A license holder in Category “A” authorizes the holder to certify minor
maintenance for the airplane or rotorcraft for which his license is rated:
(a) The aircraft structure. Including all transparencies.
(b) The flying control systems, except auto-flight systems.
(c) The landing gear.
(d) Airframe systems except those defined as avionics systems or
powerplant systems.
(e) Fuel and Oil tanks which are not an integral part of the
powerplant.
(f) Rotorcraft clutches, transmissions and rotors, including balancing
of rotors.
(g) Safety equipment, e.g. life jackets, dinghies, and first aid kits.
Part: 13
Page: 5
Date: 01/10/99
Rev.: 1
AME/AMT Personnel
(h) Control cabin and passenger cabin furnishings, galley, toilet and
cargo compartment equipment and systems.
(i) Equipment used for aerial work, parachute dropping etc.
(j) Placards and markings.
The holder of license in category “A” may issue certificates of compliance

relating to replacement of airframe, electrical or instrument components
provided the subsequent serviceability of the electrical or instrument
installations can be function checked without using avionics test
equipment and if no appropriately licensed engineer is available.
The holder of license in Category “A” may weigh an airplane or rotorcraft

for which his license is rated and calculate the Empty Weight center-of-
gravity position.
Unless approved to do so by CAAN, the holder of a license in Category

“A” is not authorized to certify major maintenance that includes:
(a) Re-assembly of structural joints requiring special techniques.
(b) Complete riveted, glued or bonded joints in structures.
(c) Welded and brazed joints.
(d) Fabric covering of a complete fuselage or airfoil.
13.1.5.10 License in Category “C” – Powerplant
A license in Category “C” authorizes the holder to certify for the engines
for which his license is rated, minor maintenance of:
(a) Installed propulsion of APU engines and the work involved in

changing an engine.
(b) Installed propellers and the work involved in changing a propeller.
(c) Powerplant control systems, including thrust reverser controls,

from control cabin to powerplant.
(d) Powerplant supply system, i.e. fuel, oil, water/methanol.
(e) Powerplant protection systems, i.e. anti-icing, de-icing, fire

detection and fire extinguishing systems.
(f) Components driven by or associated with, the engine, such as

gear boxes coolers turbo-chargers, etc.
Part: 13
Page: 6
Date: 01/10/99
Rev.: 1
AME/AMT Personnel
(g) Powerplant cowling, firewalls, shrouds, thrust reversers, pylons,
engine mounting etc.
(h) Engine placards and markings.
Holder of a license in Category “C” may issue Certificate of Compliance

relating to replacement only of engine, electrical or instrument
components provided subsequent serviceability of electrical or
instrument installations can be function checked without using avionics
test equipment, and if no appropriately licensed engineer is available.
Holder of license in Category “C” may ground test the engines for which
his license is rated provided he is familiar with the aircraft in which they
are installed.
Unless approved to do so by CAAN, the holder of a license in Category

“C” is not authorized to certify major engine maintenance that includes:
(a) Any dismantling of the piston engine to a greater extent than is

necessary to perform top overhaul of the cylinders.
(b) Any dismantling of a gas-turbine engine to a greater extend than

is necessary to perform work specified as “line maintenance”
modular unit change.
(c) Balancing of propellers of rotating assemblies.
(d) Welded or brazed joints.
13.1.5.12 License in Category “X” - Electrical
A license in Category “X” Electrical authorizes holder to certify minor

maintenance of electrical systems of airplanes or rotorcrafts for which
license is rated, including:
(a) The electrical power generation and control system, including

constant speed drives, transformers, rectifiers and voltage
regulators.
(b) The electrical power distribution and consuming systems,

including bus-bars, cables, switches, relays and motors.
(c) Engine starting and ignition systems.
(d) Electrical systems for sensing, controlling, lighting or heating.
(e) Re-charging aircraft batteries.
(f) Testing aircraft bonding.

Part: 13
Page: 7
Date: 01/10/99
Rev.: 1
AME/AMT Personnel
13.1.5.13 License in Category “X” - Instruments
License in Instruments authorizes holder to certify minor maintenance of

instrument systems of airplane or rotorcraft for which license is rated,
including:
(a) Sensors and indicators including bench tests of standards flight

and engine indicating instruments for serviceability.
(b) Flight Director and automatic flight systems.
(c) Air data systems.
(d) Inertial navigation systems.
(e) Flight recorders.
13.1.5.14 License in Category “R” – Radio
License in Category “R” Radio authorizes to certify minor maintenance of

the radio systems for which the license is rated, including:
(a) Radio and Radar receiving and transmitting equipment.
(b) Radio stations power supplies, selectors, feeders and antennas.
(c) Headsets and microphones.
(d) Aircraft intercommunication and passenger entertainment

systems.
(e) Electronic alerting systems.
Holder of a license in Category “R” who is rated for ADF systems may
certify the calibration of ratable ADF loop antenna after a ground of air
check calibration, which he has witnessed.
Part: 13
Page: 1
Date: 01/10/99
Rev.: 1
Workshop Inspector
13.1.6 Workshop Inspector
Under the license/approval/authorization granted by CAAN suitably qualify
personnel may carry out the inspection and certification functions in the repair,
modification, test and overhaul of components.
Only approved personnel are authorized to return to service products for which the
shops are rated. Quality Assurance will maintain a list with each approved persons
name, signature and number.
The Workshop Inspector will be assigned by the Dy. Director of Quality Assurance.
The Workshop Inspector working as an AMT Category “B” license holder in the
Workshop Division but in the function of Workshop Inspector, he will report to
Quality Assurance.
There may be different Workshop Inspectors for different shops.
13.1.6.1 Certificate of Competency
Under approval authorized by CAAN qualified personnel will carry out the
inspection and certification function in repair, modification, test and overhaul of
components.
13.1.6.2 Requirements for Workshop Inspector Approval
To be approved as Workshop Inspector for components and /or related equipment,
an individual must possess the following qualifications:
(a) Have at least three years practical experience in the overhaul/repair of
aircraft components out of which at least 18 months should be in the relevant
shop.
(b) Have successfully completed an approved course on components/systems for
which approval is sought and have adequate job experience under
control/guidance of an approved person in the category for which approval is
sought.
(c) Have passed examination approved by CAAN on completion of the course.
This examination will then meet the requirements for application to the
approvals Board for specific components approval.
(d) Have passed an oral examination conducted by the approvals Board.
(e) Be recommended by the Dy. Director who is responsible for ensuring that the
applicant has suitably trained and is competent to use the approval.
(f) Have passed a course in basic knowledge related to quality assurance.
(g) Be skilled in NDT methods, if required.
(h) Have knowledge of governmental and internal regulations.
Part: 13
Page: 2
Date: 01/10/99
Rev.: 1
Workshop Inspector
In addition, a person who is authorized and can be assigned to carry out
inspection functions is required to familiarize themselves with CAAN
Regulations, BCAR and FAA regulations applicable to such operations
with emphasis on the followings:
(a) NCAR issue 2, 1983.
(b) CAP 360, Air Operations Certificate arrangement for engineering

support.
(c) BCAR sub section A8, Chapter A8-3, Overhaulers Group B1.
(d) FAR Part 21 Certification Procedures and Parts.
(e) FAR Part 23, Airworthiness Standards Transport Category Aircraft.
(f) FAR Part 39 Airworthiness Directives.
Approved personnel with inspection authority are required to be

thoroughly familiar with all inspection methods, techniques and
equipment used in their area of responsibility to determine the quality
airworthiness of any particle undergoing maintenance, repair or
modification.
All personnel with inspection authority most also maintain proficiency in

the use of the various types of inspection aids to be used for the
inspection of the particular items undergoing inspection. Available to all
inspection personnel are current specifications, inspection tolerances
and limits and procedures as set forth by airworthiness directives,
manufacturer’s bulletins, etc. A file of maintenance manuals,
Engineering letters, Service Letters, CAAN Regulations, etc., are also
available to the inspection personnel.
13.1.6.3 Privileges
Qualified Workshop Inspectors have the following privileges
(a) Second certification of routine work.
(b) Certifying the aeronautical component/equipment as being

airworthy.
(c) Inspections based on AD notes.
(d) Supervising the first execution of a modification.
(e) Inspections with respect to quality assurance.
(f) NDT inspection (if required)

Part: 13
Page: 1
Date: 01/10/99
Rev.: 1
Material Inspector
13.1.7 Material Inspector
Material quality inspector is responsible to the Dy. Director of Quality

Assurance for ensuring that all incoming materials, hardware parts,
components, equipment and other products produced for use by NAC,
are subject to a receiving inspection that includes:
(a) Technical conformity with purchase orders and release note or

equivalent documents such as a Certificate of Conformity or
Airworthiness Approval Tag.
(b) Checking for the correct part number and manufacturer.
(c) Checking for conformity with manufacturer’s mandatory service

bulletins, airworthiness directives etc.
(d) Routine equipment through workshops, laboratory, etc., for

especial incoming tests, if required.
(e) Checking for transport damages.
(f) Attaching and signing the “ Serviceable Tag”.
If the material is not serviceable, a report has to be written and

submitted to Dy. Director, QA. The unserviceable material will be
deposited in a quarantine area, which is open to authorized persons
only.
Part: 13
Page: 1
Date: 01/10/99
Rev.: 1
Charge Hand
13.1.8 Charge Hand
The Charge Hand reports to the Duty Engineer and is responsible for:
(a) Allocating the available manpower to various tasks.

(b) Availing the manpower as requested by AME on duty.
(c) Ensuring that all tools and equipment are made available and
returned to the concerned in clean and serviceable state.
(d) Ensuring that all engineering staff is present at all arrival,
departure and refueling operations of aircraft handled by NAC.
(e) Reporting to MCC on any breach of discipline, irregular
attendance, non-attendance of duty by technicians and cleaners.
(f) Coordinating with Charge Hands of the same shift, or other shifts,
for optimum utilization of available manpower.
(g) Recommend technician for short term posting and relief flight.
(h) Liaison with operations and marketing regarding aircraft
requirement in coordinating with concerned duty engineer/AMT
(i) Assisting seniors and subordinates all the time.
(j) Establishing and maintaining high standards of maintenance
(k) Preparing and submitting a list of all tools issued to him to Cost
Control Section every year.
(l) Maintaining the short absence record of all personnel working

under him.
(m) Managing to keep the hangar clean tidy and good looking and
ensure that all handling equipment are kept in proper place.
(n) Ensuring that strict discipline should be maintained among

subordinates and seniors at all times.
The Workshop Charge Hand is nominated from amongst Technical

Officers on the following basis:
(a) At least three years experience in relevant Workshop for eligibility.
(b) Should have leadership quality and familiar with the respective
workshop.
Part: 13
Page: 1
Date: 01/10/99
Rev.: 1
Line Maintenance Duty Engineer
13.1.9 Line Maintenance Duty Engineer
The Line Maintenance Duty Engineer will report to the Deputy Director of
Maintenance Division. The Duty Engineer is responsible for:
(a) Utilization of facilities, maintain discipline and control of

manpower to ensure that aircraft scheduled for flight are
serviceable and made available to meet the operational
commitment.
(b) Liaison with Operations and Marketing regarding aircraft

requirement and availability.
(c) Ensuring all documentation is dully completed and high standard

of airworthiness is maintained at all times.
(d) Ensuring that the Line Officer is manned at all times during duty
hours.
(e) At the start of each shift will go through the inert-shift register. All
information to be passed on regarding flight delays, pending
work, etc., will be recorded in the Inert-Shift Register.
(f) The designated Duty Engineer shall allocate work as necessary for
the Line Maintenance Operation of his shift.
(g) Filling up to Duty Allocation Form of AMEs every day including

report on any breach of discipline, irregular attendance, and not
attending duty as per roster. Also, appreciable effort of any staff
to be reported.
(h) Arranging for relief flights for snag rectification at outstations.

Part: 13
Page: 1
Date: 22/3/96
Aircraft Helper
13.1.10 Aircraft Helper
It is the Aircraft Helper’s responsibility to:
(a) Keep neat and clean all equipment, test benches, working tables,
components and spare parts.
(b) Move spare parts from the store room to the workshop and from
the aircraft to workshop and vice-versa.
(c) Keep the workshop clean and tidy all the time.
(d) Work under the direct control of the seniors.
(e) Work on a pool basis as and when required by seniors and other
shops.
(f) Beware of and comply with fire and safety precautions.
(g) Understands that the assessment of his job performance is done

by his seniors.
(h) Assist his seniors at all times.

Part: 13
Page: 1
Date: 01/01/03
Rev. 3
Technical Training - General
13.2.1 Introduction
NAC has the responsibility to ensure that all maintenance performed on

its airplanes is performed in an airworthy manner and is in accordance
with the NAC Engineering Manual and pertinent CAAN Regulations
NAC recognizes that technical training is an integral part of the

maintenance process. The training process must be continuously up
graded and expanded to reflect new equipment and procedures, and to
accommodate additional training requirements identified through
Continuous Analysis and Surveillance, and the NAC Reliability Programs.
The objectives of the Technical Training section are to establish and

maintain an adequate program of training and to establish and maintain
adequate records of such training.
The Director of Quality Assurance & Flight Safety or Director of

Engineering, or their designees are responsible for establishing general
training guidelines and policies, approving the contents of the training
programs, and assuring that it is adequate and properly recorded.
The Dy. Director of Technical Records, Library & Training under QA&FS,
or his designee, is responsible for ensuring the adequacy of the training
curriculum, instructor qualifications, and for providing overall of
surveillance of Technical Training.
Technical Training Instructors will prepare and perform actual training of

the courses approved by NAC and will provide records of such training.
Technical Training instructors will be qualified by subject knowledge and
teaching ability and Dy. Director of Technical Records, Library & Training
will be current in the courses they instruct.
13.2.1.2 Equivalent Training
The Technical Training section recognizes properly verified and

appropriate training or work experience as being equivalent to NAC
standards Training. The details of such training or experience are
recorded on NAC Training Records.
Part: 13
Page: 2
Date: 01/01/03
Rev.: 3
13.2.1.3 Training Categories
Formal training is defined as that training where, for a specific period of

time, all of the students effort is directed to specific training and
qualification by a qualified instructor.
On-the-job Training is defined as that training, where a student

performs meaningful work under the close supervision of a qualified
person in order to become proficient in a certain task.
13.2.1.4 Indoctrination Training
The Indoctrination Training Program is designed to familiarize

maintenance personnel with NAC, its operations and procedures, and to
maintain that knowledge current.
When maintenance personnel join NAC, they will receive NAC orientation
training and a technical basic training covering the aircraft and the
engine system familiarization and use of tools & materials.
13.2.1.5 Initial Training
NAC maintenance personnel will receive a course of formal training on

each airplane type they are to maintain. The training will be based on
manufacturer and factory training programs and will be customized to
the needs of NAC.
13.2.1.6 Recurrent Training
As directed by the Director of QA&FS of Dy. Director of Technical

Records, Library & Training, a Recurrent Training Program will be used to
advise maintenance personnel of pertinent changes to NAC organization,
equipment, policies, and manuals, and to offer refresher training on
seasonal topics.
Recurrent training will also serve as targeted training to deficiencies

found by the continuous analysis and surveillance program and the
reliability program.
Recurrent training provided to NAC personnel will be periodically

reviewed and upgraded to incorporate new information.
Part: 13
Page: 3
Date: 01/01/03
Rev.: 3
13.2.1.7 Basic Inspector Training
A Basic Inspector Training Course will be given to all Quality Assurance

Inspectors, Quality Assurance Auditors, delegated Inspectors, and
supervisory personnel as part of qualifying personnel for their assigned
duties
The course will cover the following topics:
(a) Responsibilities of an inspector.
(b) Inspection procedures and techniques.
(c) Corrosion and detection
(d) Nepal Civil Aviation Regulations.
13.2.1.8 Qualifying Training
The NAC Technical Training section recognizes the importance of

development of personnel knowledge, competence, and ability in
maintaining the airworthiness of airplanes, and in maintaining an
acceptable level of product quality. Qualifying training will be developed
in-house or contracted to out side parties at the direction of the Dy.
Director of Technical Records, Library & Training, that will enable an
individual to accomplish specific maintenance tasks requiring more
training than can be provided in the basic training program.
Authorization to perform tasks requiring Qualifying Training will be

granted upon successful completion of an approved training program.
The approval to perform these tasks will be at the discretion of the
Director of Quality Assurance Flight Safety and Civil Aviation Authority of
Nepal (CAAN).
Tasks which require Qualifying Training are:
(a) Maintenance and Workshop Inspector Authorization.
(b) Engine Operation.
(c) Taxi and Run-Up.
(d) Engine Boroscope.

(e) Wheel and Brake repair.
(f) Component Overhaul and Repair.
(g) Calibration Techniques.

Part: 13
Page: 4
Date: 01/01/03
Rev.: 3
13.2.1.9 Specialist Training
NAC recognizes the importance of developing personnel knowledge,

competence, and ability in certain specialized fields. Specialist Training
will be given developed in-house or contracted to out side parties at the
direction of the Dy. Director of Technical Records, Library & Training.
This Training will enable qualified individuals to accomplish specific tasks
requiring more than can be provided in the basic training program.
Specialist Training Courses include:
(a) Non-Destructive Testing
(b) Shop Personnel Training.
(c) Composite Repair.
(d) Structural Repair.
13.2.1.10 Contract Organization Training
NAC contracts outside, third-party providers of maintenance training for

supplemental maintenance training, both formal and OJT.
When it becomes necessary for NAC to contract for routine or non-

routine maintenance training with individual or organizations, it is the
responsibility of the Dy. Detector of Technical Records, Library & Training
to determine the need and degree of training required for the specific
functions that are performed. Such specific programs have to be
approved by Director of QA&FS.
13.2.1.11 Training Records
Training records will be used to record training and qualification status of

personnel performing maintenance tasks for NAC, and to forecast needs
for additional and recurrent training programs.
Training records for NAC maintenance personnel and contract

maintenance personnel will be maintained and kept in the NAC Technical
Training Section. Training Section, besides a copy of concerned
personnel being maintained in respective divisions/units.
The NAC training records will contain personnel information, list of

training courses completed and qualifications based on training
completed.
Part: 13
Page: 5
Date: 01/01/03
Rev.: 3
Training reports will be used by instructors to document all NAC

maintenance training. Completed training reports are submitted to the
Superintendent of Technical Training for transfer to individual training
records. If the Training report documents training administered by a
third-party vendor, a copy of the report will be furnished to Dy. Director
Technical Records, Library & Training. Approved reports will be filled by
Technical Training.
Upon successful completion of a NAC maintenance course, the student

will receive a Certificate of Completion. A copy of the Certificate will be
placed in the individual’s training record or, if the individual is employed
by a contract agency, a copy of the certificate will be supplied to the
agency.
Part: 13
Page: 1
Date: 01/01/03
Rev.: 3
Technical Training For AME/AMT
13.2.2 Technical Training for Aircraft Maintenance Technicians and Engineers
The following courses are required for Aircraft Maintenance Technicians

and Engineers:
(a) Basic Courses for Trainee Technicians
(b) Type Courses (Technician Level) for Senior Technicians.
(c) Type Courses for AMT License (AME Level) for Technical Officers.
Type Courses will consist of following categories:
1. Category A – Airframe.
2. Category C – Engine.
3. Category X – Electrical.
4. Category X – Instruments.
5. Category R – Radio.
13.2.2.1 Refresher Courses for Aircraft Maintenance Technicians and Engineers
Refresher Courses should be conducted for the following categories

every two years by company internally or externally through a third-
party contractor.
1. Category A – Airframe.
2. Category C – Engine.
3. Category X – Electrical.
4. Category X – Instruments.
5. Category R – Radio.
These courses should be fixed and approved by Technical Records,

Library & Training under Quality Assurance & Flight Safety.
Part: 13
Page: 2
Date: 01/01/99
Rev.: 1
Technical Training For AME/AMT
Training Program for AMT/AME

Part: 13
Page: 1
Date: 01/10/99
Rev.: 1
Other Training – Shop Personnel
13.2.3 General
In addition to being licensed as outlined in Chapter 13.2.2 of the NAC

Engineering Manual, shop personnel must complete a separate training
syllabus, coupled with “hands on” experience, before they cab become
workshop approved.
13.2.3.1 Workshop General
All workshop personnel must complete courses that teach beasic

workshop skills that include:
(a) Engineering drawing, types of drawings, and ATA 100 systems.
(b) Crew threads and thread inserts.
(c) Fastening devices.
(d) Locking devices.
(e) Rigid and flexible pipes.
(f) Lubricants.
(g) Gasses.
(h) Bearings.
(i) Materials, heat treatments, and hardness testing.
(j) Corrosion and corrosion control.
(k) Non-Destructive testing.
(l) Fire systems and portable fire extinguishers.
(m) Hydrostatic testing.

132.3.2 Tires, Wheels, and Brakes
Maintenance personnel working in the tire, wheel, and brake shop must
be trained on and have experience with:
(a) The function, maintenance, and inspection of aircraft tires.
(b) Fitting both tube and tubeless tires.
(c) Checking tire pressure.
(d) The procedures for fitting re-molded tires as per the vendor
manual and the NAC system.
Part: 13
Page: 2
Date: 22/3/96
(e) The assembly, removal, installation, and torqueing procedures for
tires and wheels.
(f) Types of brakes and brake system.
(g) Bleeding brakes.
(h) Anti-skid systems.
(i) Brake temperature systems.
(j) Precaution and safety features.
(k) Nital-etch inspection process.
13.2.3.3 Landing Gear
Maintenance personnel working in the landing gear shop must be

trained on and have experience with:
(a) The function, maintenance, and inspection of various types of

landing gears.
(b) The operation an oleo, pneumatic strut, walking beam and drag
strut.
(c) Retracting mechanisms and systems, up locks, down locks,

position indicators, emergency extensions, and retraction test.
(d) Compensating rods.
(e) Truck leveling cylinders.
(f) Shimmy and shimmy dampers.
(g) Powered steering systems.
(h) Safety features and precautions.
13.2.3.4 Maintenance personnel working in the hydraulics shops must be trained

on and have experience with:
(a) The function, maintenance, and inspection of hydraulic systems.
(b) Hydraulic fluids, reservoirs, filters, and bypass valves, hand

pumps, auxiliary pumps, and engine driven pumps.
(c) Pressure regulating valves, thermal relief valves, non-return

valves, sequence valves, shuttle valves, and modulating valves.
Part: 13
Page: 3
Date: 22/3/96
(d) Actuators.
(e) Hydraulic motors.
(f) Routine maintenance, removal, and installation of components.
(g) Flow rate checks.
(h) HYST.
(i) Contamination of systems, sampling, flushing, draining and filling.
(j) Depressurizing hydraulic tanks and systems.
(k) Charging accumulators.
(l) Storage of seals, and components.
(m) Safety procedures and precautions.
13.2.3.5 Pneumatics and Pneumatic Systems
Maintenance personnel working in the pneumatics shop must be trained

on and have experience with:
(a) The function, maintenance, and inspection of high-pressure
pneumatic systems.
(b) Compressors, dehydrators, and oil and water pumps.
(c) Storage bottles.
(d) Pressure reducing valves, some types of control valves.
(e) Actuators.
(f) Removal and installation of components.
(g) Procedures and precautions.
13.2.3.6 Safety Equipment
Maintenance personnel working in the safety equipment shop must be
trained on and have experience with:
(a) Oxygen masks.
(b) Life vests.
(c) Escape Slides and Ropes.
(d) Life rafts.

(e) Safety restraint systems.
Part: 13
Page: 4
Date: 01/10/99
Rev.: 1
Training Program for Workshop Technician/Engineer

Part: 14
Page: 1
Date: 11/06/2004
Rev.: 4
Procedure For Control Of Special Processes
14.1 Procedure For Control Of Special Processes
14.1.1 General Interdivisional Coordination
Any new job is initiated by the Quality Assurance Division (QA) with instructions
as required to Maintenance Planning Division. The Maintenance Planning Division
carries out a study on it and, according to the requirement, it co-ordinates with
Engineering Stores & Supply Division (ESSD) and the Maintenance Division for the
required spare parts and man-power respectively to accomplish the given job.
Once the Maintenance Planning Division fixes its target and schedules with all the
necessary requirements fulfilled, the job is then passed on to Maintenance Division
for it's execution. After the job is accomplished, all related documents & records are
routed back to Technical Record Section of Quality Assurance Division.
As far as the scheduled jobs are concerned, The Maintenance Planning Division
coordinates with Quality Assurance Division, Maintenance Division & Engineering
Purchase Division, for necessary record verification, manpower availability, spare
parts availability respectively and schedules for its execution by forwarding it to the
Maintenance Division. After accomplishment of the scheduled jobs by the
Maintenance routed back to Technical Record Section of Quality Assurance
Division.
Part: 14
Page: 1
Date: 11/06/2004
Rev.: 4
Fire Precautions
14.2 Fire Precautions
The Fire Safety Officer has to make sure that safety regulations issued by the
authorities and directed at the development and presentation of safety on the job are
being adhered to in all branches and activities of the Engineering Department. To the
extent necessary, he must specify and enforce additional injunctions to protect
human life, facilities and equipment. This includes the following specific tasks:
(a) Implementation of safety regulations issued by the authorities.
(b) Definition and implementations of additional requirements to improve the
general safety in the Engineering Department.
(c) Monitoring the strict observance of safety regulations through routine and spot
checks.
(d) Investigation of work accidents.
(e) Reporting of breakdowns and analysis of accidents to the management as well
as to staff.
(f) Regular staff training for Engineering Department, Cabin Crew, Security staffs,
& outstation personnel.
(g) Refilling & maintenance of different type of fire extinguishers at the Hangar &
RNAC Head Office.
(h) Outstation fire extinguishers are replaced on a yearly basis along with the
demonstration.
(i) Time to time fly during cargo flights as fire fighter if required.
(j) Install fire equipment in the vehicles of ground equipment as & when required.
(k) Forecasting for the needs of manpower, qualification, facilities & equipment.
14.2.1 General Fire Extinguishing Procedure
The Fire Safety Officers are assigned to supervise the various type of fire
extinguishers installed in different locations. In order to put out the fire, the
Engineering Department has taken a number of precautionary measures such as
installation of various types of fire extinguishers at the hangar area, workshop area,
office area as well as at the domestic and international bay.
Part: 14
Page: 1
Date: 11/06/2004
Rev.: 4
Component Robbery
14.3 Component Robbery
Parts robbery (cannibalization) is authorized under certain circumstances, such as to

avoid a flight delay or cancellation. After exhausting normal sources of supply, it is
also permitted in order to produce an aircraft with a higher level of operational
capability.
14.3.1 The robbed unit must be interchangeable, serviceable, and, if applicable, not “out of
time.” Serviceable is defined as “no known condition exists that would make the
robbed part unserviceable” In addition, the robbed unit must have been operating
satisfactorily and not have a history of problems or Deferred Maintenance Items
relating to its performance.
14.3.2 If a part is required to make an airplane or next higher assembly serviceable, and the
part is not available in stock, the part may have to be robbed from another airplane
or higher assembly. Under such circumstances, the responsible maintenance or shop
personnel will perform the following:
(a) Select a candidate unit on another airplane, or next higher assembly, which has
an adequate time remaining, to permit unrestricted operation until at least the
next scheduled maintenance check, using time remaining data from Technical
records.
(b) Perform the unit rob on the airplane, or next higher assembly, and fill out the
ROB Parts section of a Rob Parts Tag.
(c) “CAUTION - DO NOT OPERATE” tags must be used whenever a component
or part is removed from an aircraft, engine, or APU.
(d) When robbing from an aircraft, the mechanic must prepare two “CAUTION -
DO NOT OPERATE” tags; attaching one to the robbed area and the other top
the applicable control in the cockpit. If robbing from a spare engine or APU, a
single tag attached to the robbed area is sufficient.
(e) After an item is robbed from an approved source, it is mandatory that the
robbed area correctly blanked and protected to prevent contamination. Where
applicable, safety precautions, such as the following, must be observed: system
circuit breakers pulled, controls locked, and additional “caution” tags applied
as necessary.
(f) Secure inspection approval on the tags.
(g) Replace the unit on the airplane, or next higher assembly, with the robbed unit.
Part: 14
Page: 2
Date: 11/06/2004
Rev.: 4
Component Robbery
14.3.3 Inspection will record robbing of a part with a non-routine write-up against the
airplane, or next higher assembly. Parts robbing from airplanes in line operation will
be recorded in the airplane’s maintenance log book by Maintenance or Inspection.
14.3.4 Stores will route the removed unit to the responsible shop for evaluation and
disposition.
14.3.5 Because of the possibly adverse impact upon the record and control systems,
robbing is to be held to the lowest practical minimum.
Part: 14
Page: 1
Date: 11/06/2004
Rev.: 4
Cold Weather Operation
14.4 Introduction
Safe aircraft operation in cold weather conditions causes special problems. These
problems occur because of the effects of the ice, snow, slush, frost, and low
temperatures.
Maintenance personnel must know the effect of cold weather on operations to keep
the costs and the time to a minimum. There are specific procedures for protection
against or removal of ice, snow, slush, and frost from the airplane. RNAC
maintenance personnel must always use the correct procedures for the weather
conditions that occur.
14.4.1 Deicing
Deicing is a procedure to remove frost, ice, and/or snow from the aircraft. Hot
water, or a mixture of water and deicing/anti-icing fluid is applied to the affect areas
of the aircraft.
14.4.2 Anti-icing
Anti-icing is a procedure to make sure that ice, snow, and/or frost does not collect
and become attached to the aircraft surfaces. Anti-icing fluid, or a mixture of anti-
icing fluid and water, is applied to the airplane prior to encountering icing
conditions.
14.4.3 One-Step Ice Removal/Anti-icing
One-step ice removal/anti-icing applies a hot deicing/anti-icing fluid or mixture of

fluid and water. The following conditions are considered when making a decision on
how hot to make the fluid or the fluid and water mixture:
(a) The ambient temperature
(b) The weather conditions
14.4.4 Two-Step Ice Removal/Anti-icing
The two-step Ice Removal/Anti-icing process has the following steps:
(a) Apply hot water or a mixture of deicing/anti-icing fluid and water to remove
the ice.
Part: 14
Page: 2
Date: 11/06/2004
Rev.: 4
(b) Immediately follow with a spray of a deicing/anti-icing fluid or a mixture of
deicing/anti-icing fluid and water, for anti-icing. This step must be done less
than three minutes after you started the first step. If it is necessary, do the
procedure area by area.
14.4.5 Holdover Time
Holdover time is the approximate time anti-icing fluid will keep the frost, ice, or
snow, off the aircraft surfaces that have protection. However, you cannot calculate
the level of protection or holdover time with precision. The weather conditions and
the fluid/fluid mixture will have an effect on the holdover time.
The maintenance personnel who do the procedure must use experience to make an
estimate of the protection time. When there is precipitation, remove the ice from the
aircraft as near to departure time as possible.
14.4.6 General
14.4.6.1 Type I (not thickened) deicing/anti-icing fluids usually have a minimum of 80 percent
Glycol. The temperature makes the viscosity change but the shear stress does not.
These fluids give anti-icing protection for only a short time.
14.4.6.2 Type II (thickened) deicing/anti-icing fluids usually have a minimum of 50 percent

Glycol. There is also 45 to 50 percent water plus thickeners and inhibitors. The
temperature and the sheer stress that are applied can make the viscosity of these
fluids change. There are usually very viscous at low levels of sheer stress. When the
sheer stress increases, their viscosity decreases very quickly. Type II fluids give
longer holdover times than Type I deicing/anti-icing fluids.
14.4.6.3 Slush is ice and/or snow that is not fully melted. Thus, the ice removal/anti-icing
procedures for ice and snow removal apply to slush. A special procedure for slush is
not necessary.
14.4.6.4 Start electronic equipment in cold weather conditions the same as in the usual
conditions. A special procedure is not necessary.
14.4.7 Engine Starting Procedures
Engine starting procedures will vary according to the engine/airframe combination.

Refer to Chapter 71 of the applicable Aircraft Maintenance Manual for applicable,
cold-weather, engine starting procedures.
Part: 14
Page: 3
Date: 11/06/2004
Rev.: 4
14.4.8 APU Starting Procedures
APU starting procedures will vary according to the APU/airframe combination.

Refer to Chapter 49 of the applicable Aircraft Maintenance Manual for applicable,
cold-weather, APU starting procedures.
14.4.9 Summary of Guidelines
14.4.9.1 APU
Persons must stay clear of the danger areas in front of the APU inlet and in back of
the APU exhaust when it operates. The danger zones outlined in Chapter 10 of the
applicable maintenance manual must be observed.
The APU can operate during deicing but all precautions must be observed.
14.4.9.2 Engines
Persons must stay clear of the danger areas in front of the engine inlet and in back of
the engine exhaust when it operates. The danger zones outlined in Chapter 10 of the
applicable maintenance manual must be observed.
Do not operate the engines during deicing, if possible. If the engines must operate
while deicing, obey all precautions.
14.4.9.3 Precautions
14.4.9.3.1 Do not release the airplane for takeoff with ice, snow, or frost on the control
surfaces or surface of the wing or horizontal tail surfaces. Aircraft release is
permitted with a minimal amount of frost on the lower wing surface between the
spars. For exact amounts of allowable frost, refer to Chapter 12 of the applicable
Aircraft Maintenance Manual.
14.4.9.3.2 The fuselage and vertical tail surfaces must be free from ice and snow. Thin Hoar
Frost is permitted on the top of the fuselage. For exact amounts of allowable Hoar
Frost, refer to Chapter 12 of the applicable Aircraft Maintenance Manual.
14.4.9.3.3 Do not point the spray of deicing/anti-icing fluid directly into the engine or APU
inlets, exhausts, engine thrust reversers, probe inlets, scoops vents, and drains.
14.4.9.3.4 Do not point the spray of hot fluid directly on the windows when they are cold.
Part: 14
Page: 4
Date: 11/06/2004
Rev.: 4
14.4.9.3.5 Do not push ice or snow into the openings around the flight control surfaces during
the removal procedure.
14.4.9.3.6 Do not close a door until you remove all the ice and/or snow with deicing fluid.
14.4.9.3.7 Close the valves for the air conditioning packs and bleed valves if the engine or APU
will operate.
14.4.9.4 Inspection For Operation
Operate all of the control surfaces through their full cycle. Use a person on the
ground to make sure that the control surfaces move full travel. If you think that seals
are frozen or there are blockages, then move the control surfaces manually before
you apply power.
14.4.9.4.1 Make sure the Pitot and static openings are free of blockages at least four feet away.
14.4.9.4.2 Make sure there is no ice, snow, or slush collected on the landing gear or in the
wheel well area.
14.4.9.4.3 Make sure that all the inlets and exhausts are not blocked.
14.4.9.4.4 Make sure that all the drains are clear and not blocked.
14.4.9.4.5 Make sure the angle-of-airflow/attack sensors are clear of ice and/or snow and that
sensors move freely
NOTE: Before checking Pitot static openings and angle of air flow/attack sensors,
read the applicable Aircraft Maintenance Manual for a discussion on probe heat.
Some models of aircraft use probe heat on the ground, under certain conditions. In
these configurations, the probes and sensors become hot enough to cause serious
burns to skin and clothing.
Part: 14
Page: 1
Date: 22/3/96
Carriage Of Dangerous Goods On Company Aircraft
14.5 Carriage of Dangerous Goods On Company Aircraft
The NAC Maintenance and Engineering Department have no role in the procedures
for carriage of dangerous goods on company aircraft. Therefore, this chapter on the
carriage of dangerous goods is not applicable to the NAC Engineering Manual.
Part: 15
Page: 1
Date: 11/06/2004
Rev.: 4
Cabin Log Book
15.1 Cabin Log Book
All passenger-cabin related snags shall be noted in the cabin logbook by the cabin-
crew or purser.
15.1.1 Refer to Chapter 8.3.9 of the NAC Engineering Manual, for a description of the use
of the Cabin Log Book.
15.1.2 Refer to Page 2, Chapter 15.1, of the NAC Engineering Manual for an example of
the RNAC Cabin Log Book.
Part: 15
Page: 1
Date: 11/06/2004
Rev.: 4
Cabin Log Book
Cabin Log Book
NEPAL AIRLINES AC-Reg. FLT NO. Date CLB-REF

CABIN LOG BOOK B……..
CABIN CREW REPORT
MAINTENANCE ACTION
SAFETY ITEM DEFERRED REASON

YES/NO
1. Original - White Maintenance MECH A.M.E.

2. Copy - Green Quality Control Certificate of Compliance
3. Copy - Pink Remain in Log
Part: 15
Page: 1
Date: 11/06/2004
Rev.: 4
Aircraft Technical Status Report – Deferred Defect Rectification
15.2 Aircraft Technical Status Report - Deferred Defects Rectification
This form is to be carried on board the aircraft at the end of the Technical Log Book
to transmit all information about valid deferred defects to the flight crew. This form
is also used to show the status of deferred defects to Quality Assurance and
Maintenance personnel.
the NAC Aircraft Technical Status Report - Deferred Defects Rectification form.
Part: 15
Page: 2
Date: 11/06/2004
Rev.: 4
Aircraft Technical Status Report – Deferred Defect Rectification
Paste a copy of NAC’s Aircraft Technical Status Report -

Deferred Defects Rectification form on this page…..
Part: 15
Page: 1
Date: 11/06/2004
Rev.: 4
Deferred Defects Form
15.3 Deferred Defects Form
The Deferred Defects form is to be carried on board the aircraft in the Cockpit-
Information Folder. The yellow copy is used to transmit technical details of deferred
items to the flight crew.
This form is also used to initiate required advance planning by using the following
distribution:
(a) Original white copy is kept in a folder in TP-C and then to the Record Section.
(b) Green copy used for material order by ESSD.
(c) Green copy is used for QA information
(d) Yellow copy is used for required planning at MPD.
the NAC Deferred Defects form.
Part: 15
Page: 2
Date: 11/06/2004
Rev.: 4
Deferred Defects Form
See
Paste a copy of NAC’s Deferred Defects form on
Engineering Manual Chapter 3.4.5, page 2
Part: 15
Page: 1
Date: 11/06/2004
Rev.: 4
Maintenance Job Order (MJO) Form
15.4 Maintenance Job Order (MJO)
The Maintenance Job Order (MJO) is used to transmit all required information from
the Maintenance Planning Division concerning incorporation of:
(a) Service Bulletins
(b) Airworthiness Directives
(c) Service Letters
(d) Special Inspections on Engineering Services Request
15.4.1 The Maintenance Job Order (MJO) is also used for:

(a) Aircraft or components affected.
(b) Incorporation schedule.
(c) Cost calculation for materials and man-hours.
(d) Ordering of material.
15.4.2 The Maintenance Job Order (MJO) - Additional Information form is used for
additional information such as pictures or additional information which may be
required for incorporation of the Maintenance Job Order (MJO).
15.4.3 Refer to Chapter 3.8.3 of the NAC Engineering Manual, for a description of the use
of the Maintenance Job Order (MJO).
the NAC Maintenance Job Order (MJO).
Part: 15
Page: 2
Date: 11/06/2004
Rev.: 4
Maintenance Job Order (MJO) Form
See
Paste a copy of NAC’s Maintenance Job Order (MJO) in
Part: 15
Page: 1
Date: 11/06/2004
Rev.: 4
Maintenance Job Order (MJO) – Work Accomplishment Record
15.5 Maintenance Job Order (MJO) Accomplishment Record
The Maintenance Job Order (MJO) - Work Order Accomplishment Record is used to
record all required information at MJO to supply Engineering Orders with the
following information:
(a) Inspection Periods
(b) Originated Work Card
(c) Required references
(d) Accomplishment Schedule
(e) Incorporation Section
(f) Termination Schedule
(g) Affected Aircraft
(h) Affected Engine Serial Numbers
(i) Affected Component Serial Number
(j) Airworthiness Directives
15.5.1 The Maintenance Job Order (MJO) - work order accomplishment record is to be
kept on file by MJO, along with all required work orders and information for reasons
of aircraft record history.
Part: 15
Page: 1
Date: 11/06/2004
Rev.: 4
Defects And Rectification List – Ground Finding Sheet
15.6 Defects And Rectification List - Ground Finding Sheet
This form is used to log all defects found during aircraft ground times. Also,
rectification actions, as well as required information on component changes, must be
recorded and signed with each name and license number.
15.6.1 The man-hours required to repair each item must be recorded in the column marked
“Man-hours.”
15.6.2 The responsible AMT must sign in the “Defect” column to indicate that inspection
and rectification is required.
15.6.3 The form is to be used by Maintenance Division and prepared in advance by MPD
prior to layover.
15.6.4 Refer to Chapters 3.3.1 and 3.3.7, of the NAC Engineering Manual, for a
description of the use of the Defects And Rectification List - Ground Finding Sheet.
15.6.5 Refer to Page 3, Chapter 3.3.7, of the NAC Engineering Manual for an example of
the NAC Defects And Rectification List - Ground Finding Sheet.
Part: 15
Page: 1
Date: 11/06/2004
Rev.: 4
Maintenance Job Order
15.7 Maintenance Job Order
The Maintenance Job Order Form is used by the Maintenance Planning Division for
presentation of non-routine maintenance orders to TP. Based on inspections.
Engineering Orders for aircraft and/or engine inspection or modification or other
required maintenance work.
15.7.1 The Maintenance Job Order Form must include the following information in detail in
the following columns marked:
(a) Order - A short highlight
(b) Remarks - All required cross-reference numbers such as; SB #, EO #, AD #,
and Affected aircraft tail #.
(c) Cost Center/MH - Required section with crew size and calculated Man-Hours
and needed layover time.
(d) Lat. End Date - For each aircraft latest termination
In the column marked “Job Description,” all required detailed accomplishment

instructions must be written, such as:
(a) Required special tools.
(b) Required material (Also in case of findings).
(c) Required Maintenance Manual references.
(d) Job description in detail, such as continuous workflow as well as required
work-steps, with sign-off of each work-step.
(e) Required qualification symbol.
(f) Required maintenance task code.
15.7.2 The certification of compliance is given by signature in the lower column with the
Date/Supervisor on the edge of each form, according to the NAC Engin4eering
Manual.
15.7.3 The Maintenance Job Order is kept in file at the Maintenance Planning Division for
aircraft history reasons.
the NAC Maintenance Job Order form.
Part: 15
Page: 2
Date: 11/06/2004
Rev.: 4
Maintenance Job Order
Maintenance Job Order Form

Engineering Manual chapter 3.2.1, page 4
Part: 15
Page: 1
Date: 11/06/2004
Rev.: 4
Aircraft Maintenance Hardtime Controller Item Record
15.8 Aircraft Maintenance Hardtime Controlled Item Card
The Aircraft Maintenance Hardtime Controlled Item Card is used by Maintenance

Production Planning and Control to record and control any hardtime maintenance
inspection items with a repetitive nature based on Flight Hours/Cycles or calendar
dates. This form also helps regulate Service Bulletins, Engineering Orders, or
maintenance schedule requirements.
the NAC Aircraft Maintenance Hardtime Controlled Item Card.
15.8.2 To document historical data on each individual inspection, one card is used for each
aircraft registration and for each hardtime controlled item. Cards are kept and
updated continuously in a file box by MPD.
15.8.3 The form used by Record section, QA&FS, for control and monitoring of hard time
items, as well as schedule inspections, is shown on Page 3, Chapter 15.8, of the
Part: 15
Page: 2
Date: 11/06/2004
Rev.: 4
See
Paste a copy of NAC’s Repetitive SB/AD/SSID/Special Inspection Card in
Part: 15
Page: 3
Date: 11/06/2004
Rev.: 4

Quality Assurance & Flight Safety
Major Item Card
TBO
Serial No.:- TTSN Hrs. TCSN Cycles DBO
Aircraft InPos Date Aircraft TSO CSO DSO To Be Out At Reason Remark
for
In Hrs. Ldgs Hrs Ldgs removal
/ Date
Out
Part No. Part Name Code
Part: 15
Page: 1
Date: 11/06/2004
Rev.: 4
Printing Form minimum Stock
15.9 Printing Form Minimum Stock
The Printing Form Minimum Stock is used by E-S and by any Division storing pre-
printed quantities of maintenance forms to allow “in-time” orders of reprinting forms
as required.
The form is used as an alert form and must be in bright colors. The division that
keeps these forms is responsible for timely order or reprint of forms according to
given NAC regulations.
15.9.1 Refer to Page 2, Chapter 15.9 of the NAC Engineering Manual for an example of the
NAC Printing Form Minimum Stock Form.
Part: 15
Page: 2
Date: 11/06/2004
Rev.: 4
Printing Form minimum Stock
Paste a copy of NAC’s Printing Form Minimum Stock form on this page.....
Part: 15
Page: 1
Date: 11/06/2004
Rev.: 4
Component Input Pre-Selected Report
15.10 Component Input Pre-Selected Report
The Component Input Pre-Selected Report is used by MPD for control and
monitoring of the job being sent to Maintenance Division. The stock level to meet
the requirement is done before the job is being issued to Maintenance Division.
the NAC Component Input Pre-Selected Report form.
Part: 15
Page: 2
Date: 11/06/2004
Rev.: 4
Component Input Pre-Selected Report
Paste a copy of NAC’s Component Input Pre-Selected Report form on this page.....
Part: 15
Page: 1
Date: 11/06/2004
Rev.: 4
Maintenance Job Card
15.11 Maintenance Job Card

The Maintenance Job Card form is used for all routine maintenance inspection tasks,
based on the maintenance schedule, and is used by MPD
The self-explanatory top of the job card is to be filled in completely. In the column
headed “Job Description,” all required detailed accomplishments must be written in
logistical sequence, as follows:
(a) Required special tools
(b) Required material, if any
(c) Required Aircraft Maintenance Manual reference
(d) Required IPC reference, if any
(e) Job description in detail with the continuous workflow as well as required
work-steps with required sign-off for each individual work-step
(f) Required qualification symbol
(g) Required maintenance task code
15.11.1 The Maintenance Job Card is kept in a plastic coating to avoid high printing costs.
the NAC Maintenance Job Card form.
Part: 15
Page: 2
Date: 11/06/2004
Rev.: 4
Maintenance Job Card
Paste a copy of NAC’s Maintenance Job Card form on this page.....

Part: 15
Page: 1
Date: 11/06/2004
Rev.: 4
Spares Requirement Status Form
15.12 Spares Requirement Status Form
The Spares Requirement Status form is used by MPD-1 and forwarded to EPD for
the stock confirmation for rotable spares for the loaded date.
the NAC Spares Requirement Status form.
Part: 15
Page: 2
Date: 11/06/2004
Rev.: 4
Spares Requirement Status Form
Paste a copy of NAC’s Spares Requirement Status form on this page.....

Part: 15
Page: 1
Date: 11/06/2004
Rev.: 4
Rotable Movement Form
15.13 Rotable Movement Form
The Rotable Movement Form is used by Stores for the issue or receipt of rotable
components to or from the aircraft.
the NAC Rotable Movement Form.
Part: 15
Page: 2
Date: 11/06/2004
Rev.: 4
Paste a copy of NAC’s Rotable Movement form on this page.....

Part: 15
Page: 1
Date: 11/06/2004
Rev.: 4
15.14 Requisition Form
The Requisition Form is used by Stores for consumable and commercial items
required for aircraft, as requested by the responsible AMT.
the NAC Requisition Form.
Part: 15
Page: 2
Date: 11/06/2004
Rev.: 4
For Requisition Form, see Engineering Manual Chapter

6.9.6, page 4
Part: 15
Page: 1
Date: 11/06/2004
Rev.: 4
Material Replenishment Note
15.15 Material Replenishment Note
The Material Replenishment Note form is used by Stores to order consumable and
commercial items in order to maintain the existing level of stock.
15.15.1 Refer to Page 2, Chapter 15.15, of the NAC Engineering Manual, for an example of
the NAC Material Replenishment Note form.
Part: 15
Page: 2
Date: 22/02/07
Material Replenishment Note
Paste copy of the Material Replenishment Note

Part: 15
Page: 1
Date: 22/02/07
Stores Chalan
15.16 Stores Chalan
The Stores Chalan form is used by Tool Stores for tools and equipment that are
issued to technical personnel for use in their maintenance work on the aircraft.
the NAC Stores Chalan form.
Part: 15
Page: 2
Date: 22/02/07
Stores Chalan
Paste copy of store chalan

Part: 15
Page: 1
Date: 11/06/2004
Rev.: 4
Stores Credit Note
15.17 Stores Credit Note
The Stores Credit Note form is used by Tool Stores for tools and equipment
received from technical personnel after use on an aircraft, either in serviceable or
condemned condition.
the NAC Stores Credit Note form.
Part: 15
Page: 2
Date: 11/06/2004
Rev.: 4
Stores Credit Note
Paste copy of Store Credit Note

Part: 15
Page: 1
Date: 11/06/2004
Rev.: 4
Stores Issue Slip
15.18 Stores Issue Slip
The Stores Issue Slip is used in both the aircraft stores and the tool stores to keep
track of their respective, daily transactions.
15.18 Refer to Page 2, Chapter 15.18, of the NAC Engineering Manual, for an example of
the NAC Stores Issue Slip.
Part: 15
Page: 2
Date: 11/06/2004
Rev.: 4
Stores Issue Slip
A Paste of Stores Issue Slip in this page……..

Part: 15
Page: 1
Date: 22/02/07
BER/SCRAP/Disposal Of Component Application Form
15.19 Beyond Economical Repair/Scrap/Disposal Of Component Application
The Beyond Economical Repair/Scrap/Disposal Of Component Application is used

by Material Planning in order to give information to higher authority for substitution
of the same.
15.19 Refer to Page 2, Chapter 15.19, of the NAC Engineering Manual, for an example of
the NAC Beyond Economical Repair/Scrap/Disposal Of Component Application.
Part: 15
Page: 2
Date: 11/06/2004
Rev.: 4
BER/SCRAP/Disposal Of Component Application Form
A Paste copy of BER/SCRAP/DISPOSAL of Component

Application Form in this page……..
Part: 15
Page: 1
Date: 11/06/2004
Rev.: 4
Cost Approval Of Components Form
15.20 Cost Approval Of Components Form
The Cost Approval Of Components Form is used by Material Planning in order to

obtain approval from higher authority against the cost of repair and/or overhaul of
components.
the NAC Cost Approval Of Components Form.
Part: 15
Page: 2
Date: 11/06/2004
Rev.: 4
Cost Approval Of Components Form
Paste copy of cost approval form

Part: 15
Page: 1
Date: 11/06/2004
Rev.: 4
Requisition For Stock Replacement Form
15.21 Requisition For Stock Replacement Form
The Requisition For Stock Replacement Form is used by Material Planning in order
to purchase new units from engineering purchase against BER/Scrap components.
the NAC Requisition For Stock Replacement Form.
Part: 15
Page: 2
Date: 11/06/2004
Rev.: 4
Requisition For Stock Replacement Form
A Paste copy of stock Replenishment Form

Part: 15
Page: 1
Date: 11/06/2004
Rev.: 4
R & D Advice Note
15.22 R & D Advice Note
The R & D Advice Note form is used by Material Planning to advise the R & D
Section of outgoing unserviceable components for repair or overhaul, as well as
calibration to parties.
the NAC R & D Advice Note form.
Part: 15
Page: 2
Date: 11/06/2004
Rev.: 4
R & D Advice Note
A Paste copy of R & D Advice Note

Part: 15
Page: 1
Date: 11/06/2004
Rev.: 4
Purchase Request Form
15.23 Purchase Request Form
The Purchase Request Form is used by the Purchase Section to purchase necessary
aircraft items requested by technical personnel in a normal or AOG situation.
the NAC Purchase Request Form.
Part: 15
Page: 2
Date: 11/06/2004
Rev.: 4
Purchase Request Form
A Paste copy of Purchase request Form

Part: 15
Page: 1
Date: 11/06/2004
Rev.: 4
Shipping Advice Form
15.24 Shipping Advice Form
The Shipping Advice Form is used by the R & D Section in order to send
unserviceable components to outside parties for Repair, Overhaul, or Calibration on
the advice of the Material Planning Section.
the NAC Shipping Advice Form.
Part: 15
Page: 2
Date: 11/06/2004
Rev.: 4
Shipping Advice Form
A Paste copy of Shipping Advice Form

Part: 15
Page: 1
Date: 11/06/2004
Rev.: 4
Receiving Report Of Purchase Form
15.25 Receiving Report Of Purchase Form
The Receiving Report Of Purchase Form is used by the R & D Section when the
goods are cleared through Customs against new purchase orders of consumable and
rotable items
the NAC Receiving Report Of Purchase Form.
Part: 15
Page: 2
Date: 11/06/2004
Rev.: 4
A Paste copy of Receiving report of Purchase Form

Part: 15
Page: 1
Date: 11/06/2004
Rev.: 4
15.26 Receiving Report Of Overhaul Form
The Receiving Report Of Overhaul Form is used by the R & D Section when goods
are cleared through customs against repair, overhaul, and/or calibration of
components.
the NAC Receiving Report Of Overhaul Form.
Part: 15
Page: 2
Date: 11/06/2004
Rev.: 4
A Paste copy of Receiving report of Overhaul Form

Engineering Manual

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Engineering Manual

Uploaded by

Copyright:

Available Formats

Part: 1

Engineering Manual Chapter: 1.1.1

The NAC Maintenance Publications System is designed to provide

1.1.1.1 Responsibility of Personnel

NAC maintenance personnel are expected to be thoroughly familiar with

This Engineering Manual has been prepared in accordance with current

This Engineering Manual explains all aspect of NAC’s maintenance

1.1.2 Manual and Publication

This Engineering Manual is the functional responsibility of and is

1.1.3 Publication Authorization

This Engineering Manual defines the NAC organization and procedures,

To maintain the authority of this publication, NAC shall ensure, prior to

Engineering Manual revisions shall be made as required under following

i) Amendments in NCAR or other regulatory documents affecting

Also all concerned personnel/sections/divisions are encouraged to

Changes, additions, or deletions, must be approved by C.A.A.N. Copies

1.1.4.1 Record of Revisions

Each manual is provided with a Record of Revisions page for recording

1.1.4.2 Revision Identification

Each revision shall be identified by chapter and page number. The

REV ISSUE DATE BY REV ISSUE DATE BY REV ISSUE DATE BY

Each Dy. Director in the NAC Engineering Department shall have a

Two copies of this manual shall be submitted to Civil Aviation Authority

One copy of this manual shall be submitted to each third-party

This glossary of abbreviations provides definitions of the acronyms most

“A” = “A” Check

DT = Downtime (Elapsed Time)

ETD = Estimated Time of Departure

E-S = Engineering Services

ESSD = Engineering Spares & Supply Division

FCC = Flight Control Check

FTS = Flight Test Schedule

GRENG = Ground Engineer

GFS = Ground Finding Sheet

GSE = Ground Support Equipment

ICAO = International Civil Aviation Organization

IPC = Illustrated Parts Catalogue

LRU = Line Replaceable Unit

MPD = Maintenance Planning Document

MRC = Maintenance Release Certificate

1.1.6 Abbreviations (Cont.)

NCAR = Nepalese Civil Airworthiness Requirements

OHM = Overhaul Manual

SRM = Structural Repair Manual

SL = Special (Aircraft) Layover

SN (S/N) = Serial Number

THP = Technical Handling Procedure

TLB/AFL = Technical Log Book / Aircraft Flight Log

WDM = Wiring Diagram Manual

1.1.7 Amendment Approval

All amendments to this manual require approval by the CAAN before

Amendments include all major revisions such as a modification of

For further guidance, refer to Section E, Paragraphs 1.4. and 3.3. of

1.2.1 Company Profile

Nepal Airlines Corporation (NAC) was established in July 1958, as an

1.2.2 Premises and Facilities

(a) A/C Battery Shop

(i) Sheet Metal Shop

(a) Engineering Director's office: Top floor of building West of hangar

(b) Quality Assurance & Flight Safety Director's office:

(c) Dy. Director, ESSD: Top floor of building South of hangar

(h) Dy. Director, Maintenance: First floor of building West of hangar

(i) Administration: Top floor of building West of hangar