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INDUSTRIAL GENERAL DIRECTORATE
EXPOSITION
Approval certificate PART 145 No. FR.145.010
Société Air France

Address: 45, rue de Paris 95747 Roissy CDG Cedex
Any unauthorized reproduction and disclosure of the whole or any part of this
document by Air France constitutes a copyright infringement.
Société Air France 1993 – All rights reserved
NAME SERVICE/TITLE VISA/DATE
AUTHOR Eric Vacarisas Maintenance Quality Assurance Signed by : Eric Vacarisas - le

25/03/2005
APPROVAL Philippe Muzelle Maintenance Quality Assurance Manager Signed by : Philippe Muzelle - le
25/03/2005
General
08 Feb 2005 Société Air France 1993 - All rights reserved
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GENERAL CONTENTS
PARTIE 0. GENERAL
0.1 INTRODUCTION
0.2 REVISION DETAILS
0.2.1 Revision record
0.2.2 Characteristic of revision 1
0.3 LIST OF EFFECTIVE PAGES
0.4 RECORD OF REVISIONS
0.5 LIST OF ADDRESSEES
PARTIE 1. ORGANISATION
1.1 CORPORATE COMMITMENT BY THE ACCOUNTABLE MANAGER

1.2 SAFETY AND QUALITY POLICY
1.3 MANAGEMENT PERSONNEL UNDER THE TERMS OF PART 145
1.4 TASKS AND RESPONSIBILITIES OF MANAGEMENT PERSONNEL
1.4.1 DG.DD - General Directorate
1.4.2 DG.BL - Industrial General Directorate
1.4.3 BL.MK - Maintenance Quality Assurance Division
1.4.4 Operational divisions
1.4.5 BL.AM - Purchasing Division
1.4.6 BL.DP - Human Resource Division
1.5 GENERAL ORGANISATION CHART
1.5.1 Maintenance Quality Assurance Division
1.5.2 Industrial General Directorate Divisions
1.6 LIST OF CERTIFYING STAFF AND CATEGORY B1 AND B2 SUPPORT STAFF
1.7 HUMAN RESOURCES
1.8 GENERAL DESCRIPTION OF THE FACILITIES TO BE APPROVED AT EACH SITE
1.8.1 Equipment resources
1.8.2 Facilities
1.9 FIELD OF ACTIVITY
1.9.1 Aircraft
1.9.2 Engines
1.9.3 Components other than complete APUs or engines
1.9.4 Specialized departments
1.9.5 Manufacturing of replacement parts
1.9.6 Activities of industrial centers
1.10 NOTIFICATION PROCEDURE TO THE AUTHORITY REGARDING CHANGES TO THE
ORGANISATION’S ACTIVITIES / APPROVAL / LOCATION / PERSONNEL
1.11 MOE REVISION PROCEDURE AND RELATED PROCEDURES
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1.11.1 MOE update
1.11.2 Revisions to related procedures
1.11.3 List of related procedures
1.11.4 List of cited procedures
PARTIE 2. MAINTENANCE PROCEDURES
2.1 SUPPLIER EVALUATION AND SUBCONTRACT CONTROL PROCEDURE

2.2 ACCEPTANCE/INSPECTION OF AIRCRAFT COMPONENTS AND MATERIAL FROM
OUTSIDE CONTRACTORS
2.2.1 Preparation of purchase orders
2.2.2 Acceptance inspection
2.2.3 Personnel authorized to carry out acceptance inspections
2.3 STORAGE, LABELING, AND SUPPLY OF AIRCRAFT COMPONENTS AND EQUIPMENT TO
AIRCRAFT MAINTENANCE TEAMS
2.3.1 Storage
2.3.2 Monitoring of engine storage limits
2.3.3 Monitoring of equipment storage limits
2.4 Acceptance of tools and instrUments
2.5 PERIODIC INSPECTION OF TOOLS AND INSTRUMENTS
2.5.1 General
2.5.2 Responsibilities
2.5.3 Approval of calibration / verification
2.5.4 Loans of tools/measuring instruments
2.5.5 Borrowing of tools/measuring instruments
2.5.6 Loss of tools
2.5.7 Archiving
2.6 Use of tools and instruments by personnel (including substitute tools)
2.6.1 Tools
2.6.2 Substitute Tools
2.6.3 Special Tools
2.6.4 Tools, test beds, measuring instruments
2.7 Cleanliness standards FOR maintenance facilities
2.8 Maintenance instructions and METHOD OF ENSURING COMPLIANCE WITH aircraft AND
component manufacturers’ instructions including updating and availability to personnel
2.8.1 Maintenance Manuals
2.8.2 Manufacturer documentation
2.8.3 Equivalence procedure
2.9 REPAIR PROCEDURE
2.9.1 Structural repairs
2.9.2 Non-structural repairs
2.9.3 Work performed outside industrial centers
2.10 aircraft maintenaNce PROGRAMME COMPLIANCE
2.10.1 Adherence to maintenance program
2.10.2 Deferred work and maintenance deviation
2.11 AIRWORTHINESS DIRECTIVE PROCEDURE
2.11.1 AD application to aircraft
2.11.2 Equipment / Engines
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2.12 Optional modification procedure
2.13 CURRENT Maintenance documentS AND Procedure FOR COMPLETION
2.13.1 Aircraft work
2.13.2 Equipment work
2.13.3 Engine work
2.14 INSPECTION and archiving of technical files
2.15 Rectification of defects FOUND during base maintenance
2.16 Release to service procedure
2.16.1 General case
2.16.2 Aircraft CRS
2.16.3 Works performed outside industrial centers
2.16.4 Equipment CRS
2.16.5 Engine CRS
2.16.6 Removal of serviceable parts
2.16.7 Components removed from crashed aircraft
2.17 Communication of Records TO the operator
2.17.1 Line Maintenance
2.17.2 Base maintenance
2.18 Reporting of defects to the authority / Operator / Manufacturer
2.18.1 Air France equipment:
2.18.2 Customer equipment
2.19 Return of defective components to store
2.19.1 Equipment
2.19.2 Engines
2.20 DISPATCH OF Defective components to outside contractors
2.21 Management of computerized work record systems
2.22 MONITORING of man-hour planning versus PROGRAMMED maintenance work
2.23 MONITORING of critical WORK
2.24 Specific maintenance procedures
2.25 PROCEDURES FOR THE DETECTION, RECTIFICATION AND PREVENTION OF
MAINTENANCE ERRORS
2.26 PROCEDURES FOR THE TRANSFER OF INSTRUCTIONS
2.26.1 Guarantee of work continuity
2.26.2 Continuity of the “production” function
2.26.3 Continuity of the “production control” function
2.26.4 Absence of supervisory or inspection personnel
2.27 Procedure for THE notification of maintenance data ERRORS and ambiguities
2.28 Maintenance planning procedure
2.28.1 Aircraft maintenance
2.28.2 Engine Maintenance
2.28.3 Equipment maintenance
PARTIE 3. QUALITY SYSTEM PROCEDURES
3.1 AUDIT OF THE ORGANISATION’S PROCEDURES BY THE QUALITY SYSTEM

3.1.1 Quality System
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3.1.2 Quality Assurance
3.1.3 Quality Control
3.2 AUDIT OF AIRCRAFT, ENGINES, AND EQUIPMENT BY THE QUALITY SYSTEM
3.2.1 Monitoring program
3.2.2 Survey program
3.3 PROCEDURES FOR THE MONITORING OF CORRECTIVE ACTION BY THE QUALITY
SYSTEM
3.3.1 General
3.3.2 CLASSIFICATION of nonconformities
3.4 QUALIFICATION AND TRAINING PROCEDURES FOR CERTIFYING STAFF AND CATEGORY
B1 AND B2 SUPPORT STAFF
3.4.1 Training
3.4.2 Qualification
3.4.3 Authorization
3.5 FILES OF CERTIFYING STAFF AND CATEGORY B1 AND B2 SUPPORT STAFF
3.5.1 File content
3.5.2 Authorization managers
3.5.3 Archiving
3.5.4 Communication to Authorities / access to files
3.6 QUALIFICATION OF MAINTENANCE QUALITY ASSURANCE AUDITORS
3.7 Qualification of INSPECTORS
3.7.1 Personnel with delegated inspection authority
3.7.2 Checker
3.8 Qualification of mechanics
3.9 MONITORING OF ONE-OFF AUTHORIZATION PROCEDURES RELATING TO AIRCRAFT OR
AIRCRAFT COMPONENT MAINTENANCE TASKS
3.9.1 Scope of application
3.9.2 Drafting of the one-off authorization request
3.10 MONITORING OF AUTHORIZATIONS FOR DEVIATION FROM THE ORGANISATION’S
PROCEDURES
3.11 Qualification procedure for specialIZED ACTIVITY such as non-destructive tests, welding,
etc.
3.12 MONITORING OF MANUFACTURER’S WORKING PARTIES AND OTHER MAINTENANCE
TEAMS
3.12.1 Manufacturer’s working parties
3.12.2 External personnel
3.13 Human factorS training procedureS
3.14 Assessment of personnel CAPABILITIES
PARTIE 4. LIST OF OPERATOR CUSTOMERS OF THE MAINTENANCE ORGANISATION
4.1 Operator under contract

4.2 Operator procedures and documentation
4.2.1 Air France operator
4.2.2 Other operators
4.3 MONITORING AND ARCHIVING OF TECHNICAL FILES FOR THE OPERATOR
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PARTIE 5. APPENDICES
5.1 SAMPLE DOCUMENTS

5.2 LIST OF SUB-CONTRACTORS (IN ACCORDANCE WITH 145.A.75 (B) AND 145.A.70(a)16)
5.3 List of line station maintenance facilities
PARTIE 6. ADDITIONAL LINE STATION MAINTENANCE PROCEDURES
6.1 MANAGEMENT OF AIRCRAFT COMPONENTS, TOOLS, INSTRUMENTS, ETC. FOR LINE

STATION MAINTENANCE
6.1.2 Personnel and logistic support
6.1.3 Aircraft from airlines other than Air France
6.2 LINE STATION MAINTENANCE PROCEDURES FOR SERVICING / REFUELING / DE-ICING,
ETC.
6.3 MONITORING OF DEFECTS AND RECURRING DEFECTS BY LINE STATION
MAINTENANCE
6.4 LINE STATION MAINTENANCE PROCEDURE FOR COMPLETING THE EQUIPMENT
REPORT
6.4.1 Aircraft on the Air France fleet
6.5 LINE STATION MAINTENANCE PROCEDURE FOR POOLED OR LEASED PARTS
6.6 LINE STATION MAINTENANCE PROCEDURE FOR RETURNING FAULTY PARTS REMOVED
FROM AIRCRAFT
6.6.1 Air France aircraft
6.6.2 Customer aircraft
6.7 MONITORING OF CRITICAL WORK DURING LINE STATION MAINTENANCE
Note: Part 6 “ADDITIONAL LINE STATION MAINTENANCE PROCEDURES” corresponds to Part L2 in

AMC 145.A.70(a).
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PARTIE 0. GENERAL
0.1 INTRODUCTION
The aim of this Maintenance Organisation Exposition (MOE) (French equivalent: Manuel de Spécifications de
l'Organisme d'Entretien (MOE)) is to enable the Official Services to authorize Air France to carry out, under its
responsibility, maintenance, repair and modification operations on aircraft and aircraft components.
The detailed content of this MOE provides basic information and instructions resulting directly from the application
of Regulation (EC) 2042/2003 - Part 145.
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0.2 REVISION DETAILS

0.2.1 Revision record
Rev. Subject
0 New Maintenance Organisation Exposition compliant with the requirements of Regulation (EC)
2042/2003 - Part 145.
1 Manchester activity deleted
Activity B767 and A310 transferred to Roissy / CDG
Line activity A330-300 integration
Line and base activity A340-200 integration
0.2.2 Characteristic of revision 1
The major changes with respect to the last edition of MOE rev 0 are as follows:
- Manchester activity deleted
- Activity B767 and A310 transferred to Roissy / CDG
- The end transfer of equipment activity toward Villeneuve le roi
- Line activity A330-300 integration
- Line and base activity A340-200 integration
Revision details
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0.3 LIST OF EFFECTIVE PAGES

Part / Section Rev Date Part / Section Rev Date Part / Section Rev Date
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GEN 1/1 1 08/02/05 1.8 17/19 0 10/09/04 2.26 1/1 0 10/09/04
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List of effective pages

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0.4 RECORD OF REVISIONS
Rev. APPROVAL REFERENCE CLASSIFICATION Date
Major Minor
0 SFACT/E EN Approval N 042813(September 10 2004) X 10 Sep 2004
1 DCS Approval N 05 006(March 21 2005) X 08 Feb 2005
Record of revisions
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0.5 LIST OF ADDRESSEES

Addressees Number
of copies
SVO.QR.AF 1
LYS.KI.AF 1
NCE.KI.AF 1
PTP.KT.AF 1
NRT.KI.AF 1
GSAC SEVRES 1
GSAC ORY 1
AIRBUS 1
FAA.IFO.FRA 1
CAA CHINA 1
CASA KOREA 1
DCA BERMUDA 1
DCA MAURITIUS 1
DCAM QATAR 1
DGAC INDONESIA 1
DGCA INDIA 1
DNA ARGENTINA 1
DOA THAILAND 1
GCAA U.A. EMIRATES 1
JAPAN CAB 1
PCA SAUDI ARABIA 1
Every manager is to update the distribution list of this document for his activity.
Every addressee of this document is responsible for updating it.
List of addressees
10 Sept 2004 Société Air France 1993 - All rights reserved
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PARTIE 1. ORGANISATION
1.1 Corporate commitment by the accountable manager

1.2 Safety and quality policy
1.3 Management personnel under the terms of Part 145
1.4 Duties and responsibilities of management personnel
1.5 General organisation chart
1.6 List of certifying staff and category B1 and B2 support staff
1.7 Human resources
1.8 General description of the facilities to be approved at each site
1.9 Field of activity
1.10 Notification procedure to the Authority regarding changes to the organisation’s
activities/approval/location/personnel
1.11 MOE revision procedure and related procedures
Contents
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1.1 CORPORATE COMMITMENT BY THE ACCOUNTABLE MANAGER
The Accountable Manager appointed by Air France affirms that this Maintenance Organisation Exposition (MOE),
and its associated Procedures, confirms compliance of Air France as an approved Part-145 organisation. He
guarantees that they will be complied with and also accepts that the above commitment does not exempt the Part-
145 approved Organisation from complying with new or amended regulations, published by the European Union,
when these regulations are inconsistent with existing Procedures.
It is understood that DGAC reserves the right to suspend, limit or withdraw Air France approval if it has proof that
procedures are not being complied with or that quality level is not being maintained.
The accountable manager also authorizes the competent services to carry out their monitoring mission within the
company.
Date: September 10, 2004
P.H. GOURGEON
Accountable Manager and Executive General Manager
Corporate commitment by the designated manager

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1.2 SAFETY AND QUALITY POLICY
The Air France Industrial General Directorate operates a policy that gives priority to flight safety over any other
consideration such as commercial or economic.
Within the framework of the implementation of this policy within its organisation, the Air France Industrial General
Directorate undertakes that its personnel:
§ recognize that any maintenance operation must be performed with safety as the predominant concern ;
§ will comply with procedures, quality and safety standards and regulatory requirements;
§ will cooperate with the Maintenance Quality Assurance auditors;
§ will report any maintenance fault or incident to its hierarchy;
For this purpose, the Air France Industrial General Directorate:
§ operates a Human Factors awareness policy;
§ encourages feedback through the “Operational Safety – Experience Feedback” charter;
§ operates a methodic analysis of events and of feedback to determine the preventive and remedial
actions required;
§ makes available to personnel the documentation, tools, and resources necessary for the proper
execution of their tasks in compliance with quality and safety requirements.
Safety and Quality Policy

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1.3 MANAGEMENT PERSONNEL UNDER THE TERMS OF PART 145
ACCOUNTABLE MANAGER
DG.DD - Executive General Manager: Mr Pierre-Henri GOURGEON:
INDUSTRIAL GENERAL DIRECTORATE *
DG.BL - Deputy General Manager: Mr Alain BASSIL
MAINTENANCE QUALITY ASSURANCE DIVISION *
BL.MK - Manager: Mr Philippe MUZELLE
MAINTENANCE DIVISION*
BL.ME - Manager: Mr Philippe WALLET
AIRCRAFT INDUSTRIAL DIVISION*
BL.MA - Manager: Mr Jacques LUMBROSO
ENGINE DIVISION*
BL.MM - Manager: Mrs Martine SELEZNEFF
EQUIPMENT & SERVICE DIVISION*
BL.MS - Manager: Mr Bruno DELILE
PURCHASING DIVISION*
BL.AM - Manager: Mr Jean-Jacques MICHEL
HUMAN RESOURCE DIVISION
BL.DP - Manager: Mr Philippe POSTIC
In the event of an absence exceeding two weeks, each manager is to appoint a person to deputize for
him/her and inform other management personnel.
* : Requires an EASA Form 4
Management Personnel
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1.4 TASKS AND RESPONSIBILITIES OF MANAGEMENT PERSONNEL

1.4.1 DG.DD - General Directorate
The Executive General Manager is the Accountable Manager under the terms of the maintenance approvals
held by the Industrial General Directorate (DG.BL).
The Executive General Manager ensures that the amount of investment and budget authorizations enable the
implementation of maintenance operations to the level required by regulations and additional requirements
defined by Air France.
The Executive General Manager, as Accountable Manager, has specific responsibility for ensuring that DG.BL
has facilities and hangars of sufficient capacity, appropriate equipment and tools, and competent, qualified and
personnel in sufficient numbers to be able to carry out all maintenance tasks in compliance with the relevant
regulations.
The Executive General Manager applies and promotes, via the relevant departments, the Security and Quality
policy within DG.BL.
The Executive General Manager is also to ensure that remedial action is taken within DG.BL, especially that
arising from observations resulting from Maintenance Quality Assurance monitoring or the supervision
undertaken by the authorities.
1.4.2 DG.BL - Industrial General Directorate

Maintenance tasks are carried out under the authority of the General Manager of the Industrial General
Directorate (DG.BL), under the commercial brand name “AIR FRANCE INDUSTRIES”.
For this, he relies on the Maintenance Division (BL.ME), the Aircraft Industrial Division (BL.MA), the Engine
Division (BL.MM), and the Equipment and Service Division (BL.MS) whose mission is to implement the
resources and resources required for carrying out their tasks in compliance with:
§ the regulatory requirements,
§ the objectives defined by the Air France General Directorate.
DG.BL has also authority over the Maintenance Quality Assurance Division (BL.MK) which has responsibility
throughout the Industrial General Directorate.
In addition, the General Manager of the Industrial General Directorate has authority over the following support
functions:
BL.AM - Purchasing
BL.ML - Marketing & Sales
BL.DP - Human Resources
BL.CI - Economization and Management Audit
BL.MJ - Strategy & Development
BL.AB - Security
BL.DX - Communication
BL.IM - Quality Security Environment
Current Air France procedures enable every DG.BL division to benefit from a management autonomy coming
within the framework of the annual objectives defined by the General Directorate, especially as regards
personnel numbers, spares and investments in ground equipment and training.
Duties and Responsibilities of Management Personnel

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1.4.3 BL.MK - Maintenance Quality Assurance Division

The Maintenance Quality Assurance Manager, under the terms of maintenance approvals held by Air France (in
particular Part 145 approval), shall ensure that policies and procedures comply with current regulations.
The Maintenance Quality Assurance Manager is to report to the General Manager of the Industrial General
Directorate (DG.BL) the results and actions carried out or requested by all Maintenance Quality Assurance
Divisions.
The Maintenance Quality Assurance Manager (BL.MK) has direct access to the Accountable Manager and also
reports these results and actions to the Quality Coordination and Development Manager (SG.QB).
The Maintenance Quality Assurance Manager:
§ ensures liaison with the French or foreign authorities in his field of competence; he is especially
responsible for preparing regulatory procedures and manuals;
§ monitors the activities of the Industrial General Directorate (DG.BL) through the implementation of
a monitoring program, to ensure that these activities are always in compliance with regulatory
requirements. Suppliers, and more particularly sub- contractors, are also monitored.
§ ensures, by delegation to CRS managers, the grant of authorizations to maintenance personnel. He
keeps the list of authorizing personnel updated and sends it to the Authorities.
§ initiates the implementation of the remedial actions necessary to eliminate the discrepancies found,
by tasking, as appropriate, the managers of the relevant activities or the Industrial General Manager.
He ensures that these actions are initiated and checks their effectiveness.
The Maintenance Quality Assurance manager informs the BL.ME, BL.MA, BL.MM and BL.MS managers of
the actions undertaken by the Maintenance Quality Assurance function and of the observations related to the
maintenance operations performed.
He is also responsible for keeping these managers informed (monitoring reports or specific information in the
case of major defects).
The managers of the various Maintenance Quality Assurance Departments prepare monitoring reports and hold
regular meetings with the managers of BL.ME, BL.MA, BL.MM, BL.MS activities and BL.AM and BL.ML
support functions to inform them of the monitoring results.

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1.4.4 Operational divisions

§ BL.ME – Maintenance Division
§ BL.MA – Aircraft Industrial Division
§ BL.MM – Engine Division
§ BL.MS – Equipment and Service Division
Managers are responsible for all maintenance activities carried out within their subordinate organisations.
They are responsible for operating the resources required to enable these maintenance tasks to be carried out in
compliance with regulatory requirements and the objectives set by the Industrial General Directorate.
They ensure that all maintenance operations, including defect rectification, are based on approved data and
comply with organisational procedures.
They enforce the Safety and Quality policy implemented within their reporting organisations.
They ensure the availability of competent personnel, qualified for the activities they are assigned to.
They ensure the availability of the equipment and human resources required to carry out the maintenance tasks
in their field of activity.
They also ensure the implementation of remedial and preventive actions requested by the Maintenance Quality
Assurance.
1.4.5 BL.AM - Purchasing Division

The Purchasing Manager establishes purchasing policy in compliance with current procedures.
He is responsible for supplying goods and services in compliance with the regulatory requirements and
objectives laid down by the Industrial General Directorate and the Purchasing General Manager.
He also ensures implementation of remedial and preventive actions requested by the Maintenance Quality
Assurance.
1.4.6 BL.DP - Human Resource Division

The Human Resource Manager si responsible for defining and implementing the personnel recruitment,
mobility and training policy in compliance with the regulatory requirements and objectives set by the Industrial
General Directorate.
He also ensures the implementation of remedial and preventive actions requested by Maintenance Quality
Assurance.

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1.5 GENERAL ORGANISATION CHART
Chairman
General General
Other Directorates
Manager Inspection
INDUSTRIAL GENERAL MAINTENANCE

DIRECTORATE QUALITY ASSURANCE
DIVISION
DG.BL
BL.MK
MARKETING & SALES PURCHASING

DIVISION DIVISION
BL.ML BL.AM
SAVINGS & FINANCE HUMAN RESOURCE

DIVISION DIVISION
BL.CI BL.DP
SAFETY & INDUSTRIAL STRATEGY &

RISK DIVISION DEVELOPMENT DIVISION
BL.AB BL.MJ
ENVIRONMENT SAFETY COMMUNICATION

QUALITY DIVISION BL.DX
BL.AB
MAINTENANCE INDUSTRIAL AIRCRAFT ENGINE EQUIPMENT & SERVICES

DIVISION DIVISION DIVISION DIVISION
BL.ME BL.MA BL.MM BL.MS
General Organisation Chart

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1.5.1 Maintenance Quality Assurance Division

The Maintenance Quality Assurance manager has authority over:
A central department ensuring the following functions:
Methods / Regulations - BL.MR
Coordination / Monitoring - BL.CS
Two decentralized departments ensuring the Maintenance Quality Assurance and monitoring mission covering
the activities of DG.BL and its sub-contractors.
- Reporting to BL.ME:
BL.GQ: department covering BL.ME activities at CDG and ORY
- To BL.MA, BL.MM, BL.MS and support functions (BL.ML / BL.AM / BL.DP):
BL.IQ: department including 5 teams covering the following activities:
- BL.VQ - Heavy maintenance – jumbo jet
- Organisation / Training
- BL.EQ - Equipment Maintenance
- Industrial Engineering and Maintenance
- Purchasing
- Logistics
- BL.WQ - Engine Maintenance
- BL.TQ - Heavy maintenance - Commuter-liner
- BL.BQ - Special Fleet Support
- Marketing and industrial sales
At PTP, the Quality function is ensured by the Maintenance Department Manager PTP.KE, reporting to PTP.KK.
The Maintenance Quality Assurance Division is also supported by the Quality and Quality Control networks in
every entity.

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BL.MK ORGANISATION CHART
Maintenance Quality Assurance

Division
BL.MK
Methods &
Surveillance Maintenance
Maintenance Monitoring Coordination
CoordinationMonitoring
Surveillance Surveillance
Industry Monitoring
Industrie
Regulations
BL.GQ BL.MR BL.CS BL.IQ
Coordination and Operation ISO Coordination
Follow- up Training
Aircraft Industrial Division
BL.GQ/CDG BL.VQ
Long Range Heavy maintenance – jumbo jet
Central Group C 135
BL.GQ/CDG BL.BQ
Medium Range Le Bourget Center
Aircraft Modification Product
Marketing & Sales
BL.GQ/CDG
BL.TQ
Supports & Statistics BL.TQ
Heavy maintenance - Commuterliner
Toulouse Industrial Center
BL.GQ/ORY
BL.WQ
Orly Support Activities
Moteurs (& NDT)
Engines
BL.EQ
Equipment & Services, Purchasing,
Engineering & Industrial Maintenance

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1.5.2 Industrial General Directorate Divisions
• Maintenance Division-BL.ME
The mission of the Maintenance Manager is supported by the following organisation:
ME.UW - Long Range Maintenance Division:
ME.QB A330/A340
ME.QR B747
ME.NP B777
ME.UM - Medium Range Maintenance Division:
ME.QP B737
ME.QC A320
ME.CY A320/B737/B747 (ORY)
ME.CA - Method and Quality Division:
ME.GN Information and Documentation Systems
ME.GU Engineering/Airworthiness/Regulation coordination
ME.GY Cabin Accommodation and Aircraft Interior Fitting
ME.GR Maintenance Regulation/Risk Management/Safety/Security/Environment
ME.CQ Quality/Human Factors
ME.US - Maintenance Support Division:
ME.SM CDG Operation Support
ME.LK Line station maintenance:
ME.JK Customer Line station maintenance Unit at CDG (reporting to ME.LK)
ME.AM Logistics/Stores/Procurement (CDG and Orly)
ME.QG Industrial Support
ME.LI Subcontracting Unit
ME.GP - Human Resource Division:
ME.GF - Training
ME.GO - Operation Interface
ME.GC - Communication
ME.GI - Economization and Management
The managers of the above mentioned departments are responsible for implementing the remedial and preventive
actions requested by Maintenance Quality Assurance.

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§ ME.QB / ME.QC / ME.QR / ME.QP / ME.NP departments

For a given fleet, each department carries responsibility for OPS 1 sub-part M and for maintenance
operations.
- Responsibilities in the Engineering field:
For every aircraft listed on the Aircraft Operation Certificate (AOC) issued to Air France, the Aircraft
Department Manager is assigned the responsibilities and missions described in the Operator’s Maintenance
Management Specification (MME).
The departments ensure the Engineering function for all maintenance activity assigned to the production
organisations of the Maintenance Division for Air France and customer aircraft when provided for in the
contracts.
Every Aircraft Department Manager is responsible for updating, by the Engineering / Airworthiness /
Regulation coordination unit (ME.GU), the procedures defining in particular the work breakdown processes
within the Maintenance Division or the delegations assigned to the Aircraft, Engine, Equipment and
Services Industrial Divisions, as well as responsibility for initiation operations (see MME).
Each of these procedures is validated by the Maintenance Manager, the relevant Activity Manager and the
Maintenance Quality Assurance Manager, and then approved by the Deputy General Manager responsible
for the Industrial General Directorate (Appointed Maintenance Manager OPS1).
For every type of aircraft operated by Air France, an Aircraft Department Manager is appointed within the
Maintenance Division. His functional authority, for each fleet, ensures consistency of maintenance policy in
its various components (Line station maintenance, Minor Servicing, long-term grounding, Heavy
maintenance, Engines, Equipment, and Cabin).
Note: For long-term grounding, refer to MME – cabin engineering is assured by all Aircraft Departments
apart from modifications assigned to the Cabin Accommodation / Aircraft Interior Fitting department
(ME.GY or MA.PM).
- Responsibilities in the Maintenance field:
Aircraft Department Managers are to ensure that the execution of all maintenance work during maintenance
inspections, and the rectification of defects arising during these inspections, complies with the regulations
and procedures of this Manual.
For this, they are supported by an organisation including departments responsible for the following
functions:
§ Technical Preparation
§ Production
§ Quality Control
In each department, maintenance operations are divided between a “Hangar” activity and a “line station
maintenance” activity including two Line station maintenance Decision Centers (CDMP) (Long Range
C.D.M.P. and Medium Range C.D.M.P.).
These CDMP comprise production teams, technical experts responsible for the Quality Control function
under the authority of a “Chief Inspector”, and personnel carrying out operations such as: scheduling, work
initiation, file input and logistic support. The CDMPs also ensure direct contact with Air France departments
responsible for the management of operations and aircrews (frequency monitoring).
§ ME.CY Department
Within ME.CY, the ME.YC Division is responsible for light maintenance activities in Orly.
In respect of engineering matters, the ME.YC Division reports functionally to the relevant Aircraft
Departments.

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§ Method and Quality Division (ME.CA)

Within ME.CA:
- ME.CQ ensures that the Human Factors approach of the Industrial General Directorate is implemented,
- ME.GU ensures cross-disciplinary functions within the Industrial General Directorate, and some other
Divisions.
Within ME.GU:
The Methods and Procedures unit (ME.UR) ensures:
- Coherence of technical procedures and maintenance manuals between the various engineering units
- Air France representation, alongside Maintenance Quality Assurance (BL.MK), to the Official Services,
manufacturers, equipment manufacturers, customers, technical committees, etc., in the field of regulation,
design and technical standards.
The Airworthiness and Regulation Office (ME.NU) ensures:
- Communication of airworthiness information on receipt of AD.
- Publication and updating of the airworthiness information directory.
The Materials and Processes unit (ME.UR) ensures:
- Qualification of the materials, servicing materials (products) and industrial processes used.
- ME.GN is responsible for defining and implementing projects or developments of DGI information
systems.
Within ME.GN, the “Technic al Documentation” unit (ME.UG) ensures for DGI the receipt, recording and
distribution of technical documentation from manufacturers, equipment suppliers and official services, for
aircraft within the Air France fleet and those of related customers.
§ Mainte nance Support Division (ME.US)
Within ME.US:
- ME.AM is responsible for providing aircraft departments with the supplies and tools they need to carry out
their work.
- ME.LK has functional responsibility for organizing the maintenance carried out at all line stations in the
Air France route system:
- On Air France aircraft maintained with or without external technical assistance,
- On aircraft operated by customers,
- On Air France ground equipment, in collaboration with the division responsible for this equipment
Role of the Regional Line station Maintenance Coordinators (CRME):
The CRMEs ensure maintenance monitoring at all line stations (mainland France, overseas,
Pointe-à-Pitre center).
Auditors, each within a given geographical sector, are responsible for checking that maintenance
functions assigned to station technical personnel are carried out in accordance with current
standards and specifically in accordance with the instructions issued by ME.LK for Air France
fleet aircraft or these issued by customer Airlines for their own aircraft.
Role of Line station maintenance Quality Assurance:
A program for monitoring line station maintenance sites, away from main Air France network
bases, has been developed by the ME.LK division, in collaboration with the Ma intenance Quality
Assurance department (BL.GQ). Inspections are conducted by line station inspectors by
delegation and under the monitoring of Maintenance Quality Assurance.

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§ Human Resource Division (ME.GP)

The Human Resource Manager is involved in the development of the Air France social policy and
supervises its implementation within the Maintenance Division.
He recommends and implements the actions applicable to the Maintenance Division.
He is especially responsible for implementing the DGI policy regarding employment management
(execution, supervisory and managerial personnel) and training
Within ME.GP, ME.GF ensures implementation and follow-up of the Maintenance Division training
program.
• Aircraft Industrial Division - BL.MA

The Aircraft Industrial Manager is supported by the following organisation in the execution of his tasks:
Support functions:
BL.MA - Marketing - Development
MA.MZ - Methods- Processes- Information systems
MA.MY - Quality - Safety - Environment
MA.MG - Economics – Program - Personnel
MA.MP - Human Resources
MA.CX - Communication
MA.JO - Industrial Engineering & Maintenance Orly
Five entities specializing on one type of activity:
MA.VD - Jumbo Jet Heavy maintenance Orly
MA.TD- Commuter-liner Heavy maintenance Toulouse
MA.BD - Special Fleet Support Le Bourget
MA.PM - Aircraft Modification Product
MA.BK - Military Aircraft Maintenance (outside the remit of FAR 145)
The managers of the above departments are responsible for implementing the remedial and preventive actions
requested by Maintenance Quality Assurance.
§ Industrial Engineering and Maintenance (MA.JO)
MA.JO is responsible for the maintenance of facilities, test equipment and tools at the Orly and Villeneuve
le Roi centers.
It is also responsible for defining the regulations and procedures applicable to BL.ME, BL.MA, BL.MM and
BL.MS as regards tool management and control.
§ Jumbo Jet Heavy maintenance Activity (MA.VD)
MA.VD is responsible for jumbo jet heavy maintenance and also undertakes the structural modifications
that may arise on this type of aircraft. It carries out cabin modifications, including conversions related to
new Air France products.
The Activity undertakes plastic and sheet metal processes, wiring and painting for the repair of removed
aircraft components, and aircraft painting.
The Activity also undertakes special servicing tasks for Customer aircraft (surface stripping, painting, cabin
furnishings and modifications).

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§ Commuter-liner Heavy maintenance Activity (MA.TD)

MA.TD is responsible for commuter-liner heavy maintenance and carries out the structural modifications
that may arise on this type of aircraft. It carries out cabin modification programs.
MA.TD also undertakes special servicing tasks for Customer aircraft (surface stripping, painting, cabin
furnishings and modifications).
§ Special Fleet Support Activity (MA.BD)
MA.BD provides technical and logistic support for the fleets assigned to it by the French Defense Ministry,
and their maintenance. It also carries out both light and heavy maintenance operations on customer aircraft,
and the maintenance of thrust reversers and moving components.
MA.BD undertakes plastic and sheet metal processes and painting for the repair of removed aircraft
components.
Every activity manager ensures that all maintenance activity assigned to the organisations under his authority, and
the rectification of defects arising on this equipment, are carried out in compliance with the regulations and
procedures of this Manual.
Every activity manager is also directly or indirectly responsible for implementing the remedial and preventive
actions requested by the Maintenance Quality Assurance function.
Each of these Activities controls several production units, workshops and services.
The organisation of every Activity includes entities ensuring the following functions:
. Workload planning and forecasting
. Human resources and training
. Economic control
. Procurement
. Technical office
. Production
. Quality Control
. Technical and logistic preparation
§ Aircraft Modification Product (MA.PM)
The main tasks are:
To design and manufacture aircraft and system modifications, and the manufacture of new components
for the operator Air France and its customers.
Develop industrial capabilities and position itself in relation to the competition on new technological
products.
Master product configuration control (modifications).
Ensure airworthiness follow-up of MA.PM designs
• Engine Division - BL.MM

The Manager of the Engine Division is responsible for all maintenance activities carried out within its
subordinate organisations.
He is responsible for implementing the resources required to enable these maintenance tasks to be undertaken
in accordance with the regulatory requirements and the objectives set by the Industrial General Directorate.
He ensures availability of the equipment and human resources required to carry out the maintenance tasks in its
activity field.

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He is also to ensure implementation of the remedial and preventive actions requested by Maintenance Quality
Assurance.
The Engine Manager is supported by the following organisation in the execution of his tasks;
Support functions:
MM.WP - Human Resources
MM.WM - Customer development
MM.WI - Management Audit
MM.WY - Industrial Development
MM.WW - Quality Safety Environment
Each of the three entities below is focused on one type of product:
MM.WA - CDG Production
MM.WR - Orly Production
MM.WU - Engine Engineering
§ CDG Production (MM.WA)

MM.WA ensures:
. Maintenance on CF6-50, CF6-80, CFM56, GE-90 series engines, and QEC (Quick Engine Change)
changes on all these engines (refer to Procedure PAL-MI-0102-WD-006 see chapter 1.9).
. Test bed running for CF6-50, CF6-80 and CFM56 engines.
§ Orly Production (MM.WR)

MM.WR is responsible for maintenance of CF6-50, CF6-80, CFM-56, GE-90 engines:
MM.WB (Unit 2 – Engine disassembly and reassembly)
MM.WN (Unit 3 – Processing of Low Pressure and FAN modules)
MM.WG (Unit 4 – Processing of High Pressure Turbine modules)
MM.WK (Unit 5 – Processing of HP compressor and gas generator modules)
MM.WE (Unit 6 – Processing of engine equipment)
MM.WX (Unit 7 – Repair of engine parts and processing of HP compressor modules)
MM.WV (Unit 8 – Surface treatment and non destructive testing of engine parts)
MM.WT (reporting to MM.WV – Carries out non-destructive testing for BL.MM)
The MM.WT department also carries out non-destructive testing on any aircraft equipment. This service is
provided at the CDG and Le Bourget sites by a dedicated detachment located at CDG.
• Equipment & Services Division - BL.MS

The Manager of the Equipment & Services Division is responsible for all maintenance activities carried out
within its subordinate organisations.
He is responsible for implementing the resources required for the execution of these maintenance tasks in
compliance with the regulatory requirements and the objectives set by the Industrial General Directorate.
He ensures availability of the equipment and human resources required to carry out the maintenance tasks in his
field of activity.
He also ensures implementation of the remedial and preventive actions requested by Maintenance Quality
Assurance.

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The Equipment & Service Manager’s task is supported by the following organisation:
- Support functions:
MS.EB- Methods & information systems
MS.EI - Management Audit
MS.EP- Human Resources
MS.EZ- Q.S.E – Industrial resources – Villeneuve project
- Each of the four entities below is focused on one type of product:
MS.SA - Aircraft logistic chain
MS.LO - Logistic operations
MS.EK - Industrial equipment operations
MS.EM - Stock product customers
§ Aircraft logistic chain (MS.SA)
MS.SA is responsible for logistic methods , the coordination of transverse logistic projects and the general
organisation of the logistic function of the Industrial General Directorate.
§ Logistic operations (MS.LO)
MS.LO is responsible for the coordination of logistic services (personnel, resources and industrial
strategy).
§ Industrial Equipment Operations (MS.EK)
MS.EK conducts the production and coherence of product lines (personnel, resources and industrial
strategy).
These product lines are responsible for the maintenance and repair of equipment families and aircraft
components:
- Pneumatics
- Electro-mechanics
- Hydraulics
- Avionics
§ Stock Product Customers (MS.EM)
ME.EM directs BL.MS strategy and development projects in respect of products, services and commercial
and industrial partnerships.

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1.6 LIST OF CERTIFYING STAFF AND CATEGORY B1 AND B2 SUPPORT

STAFF
(See procedure MK-0205-MK-034)

Certifying staff and category B1 and B2 support staff are listed in the “qualified personnel” lists updated by the
CRS managers (“HABIL” computerized file).
HABIL is the application used by authorization managers and their assignees to update and edit the individual
authorization cards and departmental lists.
The document proving authorization is the individual hard copy card duly signed by the entitled person and the
authorization manager(s).
The HABIL system cannot be used to store a record of previous authorizations; however individual hard copy
authorization cards are archived and this enables this record to be traced.
However, if the way the card is laid out allows it, old authorizations can be kept on the card. In this case, the term
“RENEWAL” (or an abbreviation) is to be entered on the new authorization.
A copy of the HABIL card is to be issued to the entitled person who must be able to present it within a reasonable
time not exceeding 24 hours.
The system is accessed via an individual authorization for those persons required to update or consult this data.
Access authorizations are issued and managed by Maintenance Quality Assurance.
List of certifying staff and category B1 and B2 support staff

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1.7 HUMAN RESOURCES

Productive Other Total
Support functions 8 309 325
Coordination services DG 5 5
Marketing ML 51 51
Purchasing AM 98 98
Communication-QSE DX/IM 10 10
RH-Economization-Safety- DP/CI/AB/MJ CP/NK 8 145 161
Development Strategy
Maintenance Division BL.ME 2093 2311 4403

Coordination services ME/GC/GI/GP/GF/NX 203 203
Methods and Quality CA 282 282
Operation supports US (without LK/JK) 513 611 1124
Long range operations UW 817 615 1432
Medium range operations UM 674 552 1225
Line stations LK/JK 89 48 137
Aircraft Industrial Division BL.MA 1992 786 2778

Coordination services MP/CX/MZ/MG/MY/ 103 103
RH
Marketing & development MA 4 4
Engineering & Industrial JO 104 120 224
Maintenance
Aircraft Modification PM 45 16 61
Product
Jumbo Jet Heavy VD 924 170 1094
maintenance
Commuter-liner Heavy TD 421 149 570
maintenance
Special Fleet Support BD+BK 498 224 722
Engine Division BL.MM 617 407 1024
Equipment & Services Division BL.MS 487 787 1274
Maintenance Quality Assurance Division 63 63

Central services MK 11 11
Decentralized services GQ/IQ 52 52
Effective on June 1st , 2004
Human resources
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1.8 GENERAL DESCRIPTION OF THE FACILITIES TO BE APPROVED AT

EACH SITE
1.8.1 Equipment resources
The Industrial General Directorate has hangars, workshops, stores and offices designed and maintained to
protect:
- Products, materials, equipment and documents from weather hazards, dust, damage and fire
- Personnel.
MA.JO and ME.YH (at ORY), ME.QG (CDG), MA.TO (TLS), MA.BO (LBG) on industrial sites, and ME.LK
in stations, ensure the implementation of necessary supports and resources in compliance with current
procedures (established in this field by MA.JO playing the engineering role).
Air France has, in its industrial centers:
- Hangars, able to accommodate all types of aircraft undergoing maintenance,
- Secondary buildings containing offices, warehouses and stores for all equipment used and maintenance
workshops,
- Access and system resources appropriate to each aircraft type,
- Tools, test beds, common or specific measuring instruments for the various types of aircraft, engines or
equipment being serviced,
- The documentation required to carry out aircraft maintenance-related work (regulatory texts,
manufacturer’s documents, and various standards).
1.8.2 Facilities
Air France facilities are located:
- In mainland France: at ORLY airport
at ROISSY/CDG airport
at LE BOURGET airport
at the VILLENEUVE LE ROI site
at TOULOUSE-BLAGNAC airport
- Overseas: at LE RAIZET airport at Pointe-à-Pitre
General description of the facilities to be approved at each site

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• ORLY FACILITIES

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• ORLY FACILITIES (cont’d)

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• ORLY FACILITIES (cont’d)
BUILDING ACTIVITY REMARKS

3 (“C. Ader”) Equipment overhaul shop, repair unit for engine components
Life raft shop
21 Main store for Engine Activity – Maintenance Quality
Assurance (BL.WQ)
27 Compressor room
33 (“H. Farman”) Management and central departments of the Activity
34 (“H. Farman”) Engine Activity Production Units and Galvanoplastics shops
36(“A. de Saint-Xupéry”) Equipment Revision Unit of Engine Activity
44 (“D. Bernouilli”) General store
51 (“R. Badin”) Aircraft instrument repair shop, Maintenance Quality
Assurance (BL.IQ - BL.EQ)
52 Storage of bulky components
(boxes – rejected engine components awaiting defacement)
54-55-56 Industrial Engineering and Maintenance Activity
57 NDT department for Engine activ ity
59-59bis (“D.Bernouilli”) Equipment Test shops
60 (“L. Bréguet’’) Aircraft heavy maintenance and paint shop – Maintenance
Quality Assurance (BL.VQ)
61-64 (“A. Collenot”) Storeroom and storage ingredients
65 (“J. Mermoz’’) Management building
Industrial Director General’s Office
Human resources manager’s office
Financial services and Purchasing
66-67 (“H. Potez”) Aircraft heavy maintenance and sheet metal work
70-71 Miscellaneous storage
72 (“P. Latécoère”) Aircraft heavy maintenance
77-78-79 (“J. Auriol”) Aircraft heavy maintenance
454 Line station maintenance
N6 Aircraft light and heavy maintenance Outside FAR 145
Maintenance Quality Assurance (BL.GQ) perimeter
Industrial methods – Logistic support
Technical support:
Structure: Plasturgyes, Painting, Sheet metal work NDT
Workshops: Engines, Accessory overhaul, Machining,
Electronics
Ground power units and machines

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• ROISSY CDG FACILITIES

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• IMPLEMENTATION AT CDG 2

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• IMPLEMENTATION IN CDG2 CARGO AREA

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• ROISSY CDG FACILITIES (cont’d)

HANGAR H2 Maintenance of B737 aircraft all types, A318, Capacity: see diagram
(4200) A319, A320, A321
SOUTH ANNEX Ground power units and machines H2
EXTENSION ME.DA/EW/GW/WW stores
(4201)
SOUTH ANNEX Storerooms, offices (management, preparation, Ground floor stores.
(4202) engineering, administration)
SOUTH ANNEX Workshop, avionics MS.EV Technical ATEC: air-conditioned bays
(4203) Documentation Department (filtered and conditioned air)
NORTH ANNEX Offices, battery shop, oxygen bay
(4204) ME.DA/QP/Textile storerooms
HANGAR H1 B747-100/200/300/400, 400ERF and B777 Capacity: see diagram
(4400) aircraft maintenance
ME.DA/QR/NP storeroom
CDG Operation Support
Subcontracting Unit
Leather-working shop, repair of passenger seats Outside the remit of FAR 145
and their subassemblies
BUILDING Fire Safety
(4407)
ENGINE TEST Large engine testing Heat insulation and specific fire
BENCH protection
(4408)
BUILDING Aircraft washing Building automated for water discharge
(4409) with sedimentation tanks
HANGAR H3 A310, B767, DC8 aircraft maintenance Capacity: see diagram
(4420) Training
HANGAR H4 A340, A330 aircraft maintenance Capacity: see diagram
(4440) Repair bay – seat repair
Logistics/Stores/supplies
ME.DA/QB storeroom
BUILDING Engineering Airworthiness Regulation
(4490) coordination
Cabin accommodation / Management savings
WORKSHOP CF6-50, CF6-80, CFM-56, GE-90,NDT reactor Protection against water discharge
(4500) maintenance
Structures shop
BUILDING Industrial Support

(4501) ME.DA/QG store
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• ROISSY CDG FACILITIES (cont’d)
Information Systems and Documentation
BUILDING ME.DA/Materials storeroom Specific fire protection
(4502)
BUILDING Management, Maintenance Quality Assurance
(4504) (BL.GQ/Cdt),
Administrative center/Human resources
Quality/Human Factors
WORKSHOP Wheels and pneumatics
(4600)
BUILDING Fluids bay
(4601)
CDG2: Long and medium range CDMP, customer
BUILDING: aircraft line station maintenance and ready-use
stores
(1279/1280)
(1287)
CDG2 CARGO 5 Roissy Logistic Center(CLR)

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• LE BOURGET FACILITIES

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• LE BOURGET FACILITIES (cont’d)

Hangar H4 AWACS maintenance Outside the remit of Part 145 /
FAR 145
Concrete building,
Concrete floor.
Flood-lighting
Height: 15 meters
Length: 50 meters
Surface area:
3,000 m²
Capacity: 1 B707
Hangar H3 North Annex H3 Concrete building,
(Industrial resources, Metrology – air conditioned) Concrete floor.
Flood-lighting
Height: 15 meters
Length: 50 meters
Surface area:
3,000 m²
Capacity: 1 DC8
Hangar H2 Flying control bay White room
Bonded structures 2 autoclaves
Offices OAP chain
Cabin/oven
Hangar H1 Thrust reverser bay
Miscellaneous workshops
Offices
BUILDING Store
Basement
Ground floor Thrust reverser bay Clean room
Offices Cabins/oven
1st floor Offices
Store
Maintenance Quality Assurance (BL.MK)
Aircraft Modification Product (MA.PM)
2nd floor Industrial Director General Office
Center Management Office
Marketing
Maintenance Quality Assurance (BL.BQ)

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• LE BOURGET FACILITIES (cont’d)

K1 DC8, etc. aircraft maintenance Metallic construction, concrete floor.
Ground floor Storerooms Flood-lighting
Offices Height: 1 x 15-m position and 2 x 19-m
positions
Surface area: 8,100 m²
1st floor Industrial projects and Offices

2nd floor Offices (Logistics-Engineering)
A5 Transit
General Departments and Safety
Storage
A4 Composite workshop
Offices
Paint / Woodworking shop Outside the remit of FAR 145
A3 Machine-tool shop
Structure workshop
Stripping center
Offices
A2 Flight control acceptance shop
FTR disassembly and acceptant shop
Office
A1 Management Offices + Workshop Technical
Office
Material flow storeroom
B2 Line station Maintenance
Offices
B3 ASTRE Department
Appendix Equipment Product Division
Office automation training
B4 North side
MA.PM, MA.BY, MA.BM Offices
MA.BA reproduction machine bays

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• VILLENEUVE LE ROI FACILITIES

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• VILLENEUVE LE ROI FACILITIES (CONT’D)

EOLE Equipment maintenance Built-up area: 41,000 m²
Hydraulic equipment maintenance
Pneumatic equipment maintenance
Cabin maintenance
Cockpit instrument and electronic computer
maintenance
Electronic and aircraft instrument maintenance
Surface treatment shop
Quality Assurance office
Purchasing department office
Metrology shop
Quality Control office
Management office
Process planning office

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• TOULOUSE BLAGNAC FACILITIES – « CROIX DU SUD » HANGAR

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• TOULOUSE BLAGNAC FACILITIES (cont’d)
CROIX DU SUD Maintenance of aircraft B737 all types, A319, A318 A320, Capacity: A340
hangar A321
Ground floor Central storeroom
Drugstore
“Kiting” bays
Alodine bay
Sandblasting bay
Heat treatment furnace bay
Workshops (welding, sheet metal working, mechanics /
adjusting, surface treatment, plasturgying, composites /
carbon, metrology, painting)
Delivery / Commissioning area
Sheltered tool storage area
Battery load area
Industrial resources
Aircraft part wash rooms
Drying bay after painting
Sanding bay
“Mattress” wash bay
Paint storage bay
Ground floor – Area D Aircraft chain 1
On-site sheet metal shop
EIR bay
NDT bay
Aircraft work planning office
Aircraft work preparation office
Aircraft work CUP office
Aircraft work technical team office
st
1 floor – Area D Cabin workshop
nd
2 floor – Area D Technical bays
Ground floor – Area E Aircraft chain 2
Near field sheet metal shop
EIR bay
st
1 floor – Area E Cabin workshop
nd
2 floor – Area E Technical bays
Ground floor – Area F Aircraft chain 3
Supervisory office

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• TOULOUSE BLAGNAC FACILITIES (cont’d)
On-site sheet metal shop
EIR bay
st
1 floor – Area F Cabin workshop
nd
2 floor – Area F Technical bays
Ground floor – Area G Aircraft chain 4
Production personnel management office
External dock storage area
st
1 floor – Area G Trade specialization management offices
nd
2 floor – Area G Technical bays
st
1 floor – Area J Subcontractor offices
Customer offices
Technical bays
Computer technical bay
2nd floor Aircraft technical office
Aircraft planning office
Logistic preparation office
Central documentation
Social assistance
Management-Administration-Quality Assurance-Support
functions

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• POINTE-A-PITRE FACILITIES
(Outside the remit of FAR 145)
Partie 145
Rez-de-chaussée
1er Etage

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1.9 FIELD OF ACTIVITY

The Company Air France is authorized to carry out the work defined below:
Note: Within the limits of this authorization, Air France may also maintain aircraft and aircraft components
employed on tasks other than commercial air transport.
1.9.1 Aircraft
CATEGORY LIMITATION BASE LINE REMARKS
A1 B737 (- 200) X X
B737 (- 300/400/500) X X
B737 (- 600/700/800) X
B747 (- SP/200/300/400/ERF) X X
B767 (- 200/300) X X
B777 (- 200/300) X X
A310 (- 200/300) X X
A318 (- 100) X X
A319 (- 100) X X
A320 (- 100/200) X X
A321 (- 100/200) X X
A330 (- 200) X X
A330 (- 300) X
A340 (- 200/300/600) X X
DC8 (- 72) X X
Equivalence between regulatory designation / Field of Activity – Air France Terminology
Regulatory Field of Activity - Air France terminology

designation
Inspections at a level lower than Line Station Maintenance
Line Maintenance “A” inspection (note 1)
Inspections at a level lower than
or equal to “A” inspection (note Light Maintenance
2)
“C” inspections
“D” inspections or equivalent
Base Maintenance and significant reconditioning or Heavy maintenance
modification works.
Note 1: if “A” inspections are required at a line station, a specific request is to be addressed to the
Maintenance Quality Assurance division for examination with the GSAC.
Note 2: in some cases, the scale and duration of the activity included in the “A” inspection means that this
inspection has to be considered as a “C” inspection (“Base Maintenance”).
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1.9.2 Engines
CATEGORY LIMITATION REMARKS
B1 GE CF6 series Repair/RG/QEC
CFMI CFM56 series Repair/RG/QEC
GE-90 series Repair/RG except TBP /QEC
See “Approval field of engine activity” (refer to procedure PAL-MI-0102-WD-006)
1.9.3 Components other than complete APUs or engines

CATEGORY DESCRIPTION
C1 Pressurization & conditioned air
C2 Automatic pilot system
C3 Communication and navigation
C4 Doors and panels
C5 Electrical generation
C6 Cabin fittings
C7 Engine – APU
C8 Flight controls
C9 Fuel – Airframe
C12 Hydraulics
C13 Instruments
C14 Landing gear
C15 Oxygen
C17 Air bleed
C18 Ice / Rain / Fire protection
C19 Cabin windows
C20 Structure
See “Capability List” (refer to procedure PG-MK-0102-MK-023).

The detailed approval field is represented by a “capability list”, i.e. the list of equipment maintained in accordance
with a CMM monitored by the ASTRE computer system. Every technical office in the repair shop is responsible for
drawing up, updating and archiving this “capability list” and making it available to Maintenance Quality Assurance,
the relevant authorities and the departments responsible for negotiating maintenance contracts with customers,
Note: The “IDIL” requestor allows for the editing, for a given operative, of his “capability list” for equipment he
can repair in-house.
For this, the operative’s technical department (or its delegated representative) shall:
- identify the equipment to be added or removed from the list;
- check the information for any equipment to be added by ensuring that technical documentation, specific tools
and trained personnel are available.
For each equipment item, the following information is included on these lists: Part number, description, workshop
where it is maintained, responsible team and issue/revision date of the document.
GSAC has appointed Air France to manage its “capability list” in accordance with procedure PG-MK-0102-MK-
023 .
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1.9.4 Specialized departments

CATEGORY LIMITATION REMARKS
D1 NDT: See procedure
PG-MK-0101-WT-002
X-rays
Gamma rays
Eddy current
Ultrasound
Dye penetrant method
Magnetic particle examination
(See procedure PG-MK-0307-MK-051)
Within the framework of Part 145 approval, Air France may need to manufacture spare parts for use in carrying out
maintenance operations undertaken in its own facilities.
1.9.6 Activities of industrial centers

• Orly
§ Aircraft
ME.YC (reporting to ME.CY) can ensure:
- Light maintenance up to C inspection on Airbus A318 A319, A320, and A321 aircraft
- Light maintenance up to A inspection on Boeing B747-200/300/400 and B737-200/300/400/500/600/700/800
aircraft
- Heavy maintenance on Airbus A318 A319, A320, A321 aircraft
ME.YH (reporting to ME.CY) includes plasturgy, painting, sheet metal work, machining and NDT shops. The sheet
metal shop designs and carries out structural repairs.
MA.VD performs light and heavy maintenance and special programs (stripping + painting, cabin accommodation,
modifications) on A310/A330/A340/B747 and B777 aircraft and includes plasturgy, sheet metal work, wiring,
stripping and paint shops.
MA.NZ (reporting to MA.BD) ensures line station maintenance on B767-200/300 for customers.
§ Equipment
The Industrial Equipment Operations unit – MS.EK – ensures:
- The maintenance of hydraulic, pneumatic, electrical and cabin, electromechanical equipment, aircraft instruments
and electronic equipment, radio equipment, structural subcontracting.
- Machining and galvanoplastics operations.
MS.EK will be progressively transferred to Villeneuve le Roi from July 2004.
ME.YH (reporting to ME.CY) maintains wheels and tires (tire replacement, NDT, overhaul, sending out for
retreading), the overhaul of brakes and certain equipment (see “capability list”).
§ Engines
BL.MM maintains CF6, CFM-56, GE-90 series engines, repairs related parts and carries out Non Destructive
Testing (see procedure PAL-MI-0102-WD-006).
ME.YH (reporting to ME.CY) carries out maintenance and QEC changes on CFM 56 and CF6-50 engines.
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• Roissy Charles de Gaulle
§ Aircraft
ME.QR carries out light maintenance on B.747-100/200/300/400 and 400ERF.
ME.QP carries out light maintenance on B.737-200/300/400/500.
ME.NP carries out light maintenance on B.777-200/300.
ME.QB carries out light maintenance on A330-200 and A340-300/600.
ME.QC carries out light maintenance on A318, A319, A320 and A321.
ME.GY updates on board databases as part of cabin configuration management.
ME.JK (reporting to ME.LK) carries out line station maintenance for customers.
MA.BY (reporting to MA.BD) carries out light maintenance on B767-200/300, DC8-72 and A310-200/300 for
customers.
§ Equipment
MS.EV maintains aircraft instruments and electronic computers, especially using automated test rigs, and
maintains batteries and emergency exit controllers.
MS.EN fills oxygen bottles.
MS.EW coordinates subcontracting of landing gear and APUs.
MS.EX coordinates structural subcontracting
§ Engines
MM.WA, carries out maintenance on CF6, CFM56, GE-90 engines, QEC changes on all these engines and test
bed testing of CF6 and CFM56 engines (see procedure PAL-MI-0102-WD-006).
MM.WU manages engine returns (to customer).
§ Other activities
ME.SM (Operation Support) includes four units responsible respectively for:
- Structural maintenance (ME.QZ): design, execution and checking of structural repair quality (except for
DC8, where design is the responsibility of the Engineering Department in the MA.BA Division).
- Maintenance of wheels and tires (ME.QD): tire replacement, NDT, overhaul and dispatch for
retreading.
- Aircraft towing (ME.QJ): activity carried out in maintenance area, on the apron area and between the
apron and the maintenance area.
- Cabin equipment (ME.QO): cabin activities common to the various aircraft departments
ME.QG (Industrial Support) maintains ground equipment: maintenance of facilities, test resources and tools.
• Le Bourget
§ Aircraft
MA.BY (reporting to MA.BD) is responsible for aircraft light maintenance activity.
MA.BB (reporting to MA.BY) carries out light and heavy maintenance operations on DC8-72 aircraft.
§ Equipment / structure
MA.NE (reporting to MA.BD) is responsible for equipment and structural maintenance activity.
MA.BR (reporting to MA.NE) maintains thrust reversers and repairs engine pod components, flight controls and
composite material parts.
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MA.BN (reporting to MA.NE) carries out metallic (sheet metal working) and composite (plasturgy) structural
repair, and machining (machine tools).
§ Other activities
MM.WT/LBG (reporting to MM.WR) conducts Non Destructive Testing.
MA.PM (reporting to BL.MA) manages special engineering projects.
MA.BO is responsible for the maintenance of ground equipment, facilities, test resources and tools for LBG.
• Villeneuve Le Roi
§ Equipment
The Industrial Equipment Operation entity – MS.EK – ensures:
- The maintenance of hydraulic, pneumatic, electrical, cabin and electromechanical equipment, aircraft
instruments and electronic equipment, radio equipment, structural subcontracting.
- Repairs (machining and galvanoplastics).
• Toulouse-Blagnac
§ Aircraft
MA.TM (reporting to MA.TD) carries out light and heavy maintenance of B737-200/300/400/500, A319, A320
and A321 aircraft, stripping and painting and miscellaneous aircraft modifications.
§ Other activities
The Non Destructive Test activity reports to the Quality Control Department – MA.TN.
Maintenance of ground equipment, test resources and tools is the responsibility of the MA.TZ department, which
is also responsible for the routine inspection of some tools.
MA.TO is responsible for managing facilities, buildings and safety.
• Pointe-à-Pitre industrial center
The Pointe-à-Pitre industrial center - PTP- KE - (functionally reporting to BL.ME) carries out:
- Line station maintenance on B747-200/300/400/400ERF, A319, A320 and A321
- Light maintenance on A319, A320 and A321 including up to “C” inspections.
• Line station locations out of Parisian region

ME.LK ensures line station maintenance at those line stations included on a list submitted to the management of
this division (Ref.: GQLIST01) and updated regularly in accordance with IATA seasons. This list is available to
authorities on request.
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1.10 NOTIFICATION PROCEDURE TO THE AUTHORITY REGARDING

CHANGES TO THE ORGANISATION’S ACTIVITIES / APPROVAL /
LOCATION / PERSONNEL
Air France, through Maintenance Quality Assurance, notifies as soon as possible to the Authority any change
concerning:
The accountable manager, resulting in the submission of MOE declaration as in para 1.1 as soon as possible
The organisation name and locations, resulting in the submission of an EASA Form 2
Management personnel, resulting in the completion of an EASA Form 4 which is filed with Quality Assurance
and available to the authorities.
The organisation, activities, procedures, facilities and resources, as changes may affect the approval. If the
approval domain changes, this requires the submission of an EASA Form 2
Change of trade name resulting in the submission of an EASA Form 2.
Note: lists of authorized personnel (inspection and CRS) are not subject to any change notification to the authority.
However, they are permanently available in every affected organisation.
The list of CRS authorizing personnel is subject to notification to the authority following any changes to this
list (see procedures PG-MK-0306-MK-024 and PG-MK-0504-MK-008).
Notification procedure to the Authority regarding changes to the organisation’s

activities/approval/location/personnel
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1.11 MOE REVISION PROCEDURE AND RELATED PR OCEDURES
The Maintenance Quality Assurance Manager is responsible for keeping the MOE and related procedures updated.
1.11.1 MOE update

• Major update
Major updates concern any change related to the:
- Organisation name,
- Approval domain,
- Accountable manager and management personnel,
- Maintenance sites and facilities,
The Maintenance Quality Assurance Manager validates major changes and forwards them to the GSAC for
approval.
Approval requests are submitted by letter to which the modified document is attached. They are transmitted by fax
or mail to the local manager responsible for monitoring Part 145 maintenance.
• Minor update
Any update other than a major update is classified as minor.
The Maintenance Quality Assurance Manager directly approves minor updates.
Minor updates are transmitted to the Authority and come into force as soon as acknowledgement of receipt is
returned by the local GSAC. They are subject to a continuous evaluation by the manager responsible for the
monitoring who may submit his objections and if appropriate request that the update be upgraded to major.
• MOE distribution
After approval, the update is distributed to all MOE holders appearing on the distribution list.
Every update is identified by an update number entered at the top right hand corner of each page.
Any amended text is indicated by a vertical line in the left hand margin, adjacent to each change.
Any question or remark concerning this manual shall be addressed to Maintenance Quality Assurance (BL.MR).
1.11.2 Revisions to related procedures

MOE-related procedures are listed in paragraph 1.11.3. Maintenance Quality Assurance departments are responsible
for ensuring that they comply with regulations. Every proposal for revision to a referenced procedure or to a
procedure including a referenced procedure shall therefore be submitted for approval to the relevant Maintenance
Quality Assurance division, as the document can only be distributed once compliance has been established.
The Maintenance Quality Assurance Manager:
§ Approves MOE-related procedures suggested by Maintenance Quality Assurance,
§ Validates MOE-related procedures suggested by other divisions.
After approval, the procedure is distributed to all MOE holders on the distribution list (Air France divisions, GSAC,
DPM/SQ) using Iso target (electronic distribution) and @riane (paper distribution) documentation and management
computer systems).
Every revision is identified by an update number entered at the top right hand corner of each page.
Any amended text is indicated by a vertical line in the left hand margin, adjacent to each change.
MOE revision procedure and related procedures

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1.11.3 List of related procedures
The procedures used within the company for maintaining aircraft and aircraft components in accordance with the
Maintenance Organisation Approval - Part 145, include some that provide an essential complement to the
understanding of the Maintenance Organisation Exposition (MOE). They are not fully addressed in the MOE but are
“related” to it and are part of the system of reference.
Changes to these procedures other than those involving format or detail are transmitted to the Authority, which may
submit any objections it may have.
Procedures which do not fall into the “related” category and which simply provide information additional to the
MOE are considered as “cited”.
Reference TITLE
PG-MK-0308-MK-001 DGI monitoring by Maintenance Quality Assurance
PG-MK-0304-MK-002 Exceptional authorizations
PG-MK-0405-MK-004 Application of Airworthiness Directives
PG-MK-0309-MK-006 Archiving rules for maintenance-related documents
PG-MK-0304-MK-007 Structural repairs
PG-MK-0504-MK-008 Certificate of release to service of aircraft components
PG-MK-0404-MK-010 Sampling
PG-MK-0304-MK-011 Approval of repair procedures for non-structural parts
PG-MK-0304-MK-011 Acceptance and delivery conditions of aircraft equipment
PG-MK-0404-MK-013 Maintenance actions out of bases
PG-MK-0802-MK-014 Authorization and monitoring of suppliers
PG-MK-0102-MK-023 Regulatory capability list
PG-MK-0306-MK-024 Certificate of release to service of aircraft
PG-MK-0308-MK-025 Monitoring programs and reports
PG-MK-0305-MK-027 Inspection by reiteration
PG-MK-0102-MK-028 Air France and customer work files
PG-MK-0304-MK-029 Parts and products to be rejected for technical reasons
PG-MK-0205-MK-030 Use of external manpower
PG-MK-0304-MK-032 Information on Part 145 technical event
PG-MK-0205-MK-034 Monitoring of HABIL authorizations
PG-MK-0203-MK-036 Authorization, training, continuation training of auditors
PG-MK-0304-MK-048 Definition and management of technical inspection marks …
PG-MK-0307-MK-051 Manufacturing of replacement parts
PG-MK-0102-MK-052 Regulatory evolution sheet
PG-MK-0102-GU-004 Technical documentation processing
PG-MK-0404-GU-001 Use of CRM (ATL - ACL)
PG-MK-0405-GU-005 Implementation of ADs (airworthiness information)
PG-MK-0701-JO-001 Confirmation of measurement resources
PG-MK-0203-WT-001 Non Destructive Testing training and certification
PG-MK-0101-WT-002 NDT Specs listing

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Reference TITLE
PG-M-0402-CI-001 Management of man-hour planning
PG-M-0401-GU-035 Maintenance or installation/removal of identical components on a single aircraft
PG-M-0102-GU-013 Procedures for notification of maintenance data errors and ambiguities
PG-M-0102-GU-014 Task handover procedure
1.11.4 List of cited procedures
Reference TITLE
PAG-ME-0311-GU-002 Maintenance human factors program – Principles and organisation

PAG-ME-0311-GU-003 Maintenance human factors program – Training aspects
PAG-ME-0311-GU-004 Maintenance human factors program – Investigation aspects
PAG-ME-0311-GU-005 Maintenance human factors program – Experience feedback aspects
PG-G-3.3-DQ.QB-02 Management review
PAL-MI-0102-WD-006 Approval field of engine activity
PG-M-0802-AM-030 Measuring Suppliers’ Overall Performance
PG-MK-0102-GU-023 Decision technical document: AEO
PG-M-0901-LD-008 Specific processing of the carriage of hazardous goods by aircraft
PG-M-0205-LD-003 Authorizations for level 1 and 2 acceptance inspections
PG-M-0804-LD-011 Collection and delivery by shuttle

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PARTIE 2. MAINTENANCE PROCEDUR ES

2.1 Supplier evaluation and subcontract control procedure
2.2 Acceptance/inspection of bought-in aircraft components and material
2.3 Storage, labeling, and supply of aircraft components and material to aircraft maintenance
teams
2.4 Acceptance of tools and equipment
2.5 Periodic checking of tools and equipment
2.6 Use of tooling and equipment by personnel (including substitute tools)
2.7 Cleanliness standards for maintenance facilities
2.8 Maintenance instructions and relationship to aircraft/aircraft component manufacturers’ instructions
including updating and availability to personnel
2.9 Repair procedure
2.10 Aircraft maintenance program compliance
2.11 Procedures for Airworthiness Directives
2.12 Procedures for Optional modifications
2.13 Maintenance documents in use and completion procedure
2.14 Technical record control
2.15 Rectification of defects arising during base maintenance
2.16 Return-to-service procedure
2.17 Transmission of records to the operator
2.18 Reporting of defects to the authority, operator and manufacturer
2.19 Return of defective components to store
2.20 Shipment of defective components to outside contractors
2.21 Management of computerized maintenance record systems
2.22 Monitoring of man-hour planning with respect to scheduled maintenance work
2.23 Control of critical tasks
2.24 Specific maintenance procedures
2.25 Procedures for the detection, rectification and prevention of maintenance errors
2.26 Task handover procedure
2.27 Procedures for notification of maintenance data inaccuracies and ambiguities
2.28 Maintenance planning procedure
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2.1 SUPPLIER EVALUATION AND SUBCONTRACT CONTROL PROCEDURE

(See procedure PG-M-0802-AM-030)
Suppliers of goods and services are selected by the Purchasing division. Approval (type of supplier, domain and
duration) for suppliers of aircraft equipment and services is undertaken in accordance with procedure PG-MK-
0802-MK-014. A supplier’s approval gives access to his code in the supply-chain management system
(ASTRE), which is an essential pre -requisite for order placement.
Approval is monitored in a database (STEF) managed by the Maintenance Quality Assurance division.
Approval is awarded subject to various criteria: sales domain, criticality of products or service provided with respect
to safety and Air France activity, supplier’s commitment to meet DGI quality requirements, past performance for a
renewal, existence of a quality system certified (by an independent body) as compatible with the DGI system or the
possibility of being able to take account of the supplier’s operations under the DGI’s quality system, etc.
For subcontracted activities that are subject to a production or maintenance approval, suppliers are to hold the
corresponding approval covering the field. If approval is not held in the case of maintenance activities, the
subcontractor is to operate under the DGI quality system.
In certain situations, the authorization decision is subject to a satisfactory audit result.
Supplier performance is monitored by the Purchasing division, depending on criticality, in accordance with
procedure PG-M-0802-AM-030.
Supplier evaluation and subcontract control procedure

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2.2 ACCEPTANCE/INSPECTION OF AIRCRAFT COMPON ENTS AND

MATERIAL FROM OUTSID E CONTRACTORS
2.2.1 Preparation of purchase orders
• Purchase of spare parts

Every part installed on aircraft, engine or equipment must come from an approved source.
Orders are processed using the ASTRE computerized system.
They are placed, depending on the supplier:
- In accordance with SPEC 2000
- By telex or fax
- By letter
Orders refer to the General Purchasing Conditions set by BL.AM specifying, amongst others, the documents
required depending on the country of origin, supplier, type of equipment ordered.
• Purchase of services
The Repair Order is forwarded to the subcontractor by the requesting AF organisation. It clearly defines the
tasks requested and the applicable standards and documents.
The subcontractor also receives, where necessary, the drawings and raw material required to repair or
manufacture the product along with specific working documents.
For any regular subcontracting, a contract, approved by the Maintenance Quality Assurance division in
respect of regulatory aspects, is drawn up to specify the relationship between Air France and the
subcontractor:
§ Definition of the activity
§ Working procedures with respective responsibilities
§ Acceptance conditions (required compliance or airworthiness documents, qualitative control,...)
§ Assurance - Guaranties- Transport - Etc.
Orders for external services on Air France sites are accompanied by a protocol signed by both parties defining
the roles and responsibilities of Air France and the subcontractor.
2.2.2 Acceptance inspection

The aim of the acceptance inspection is to ensure that an item of equipment, received from outside subcontractors,
has no visible defect, complies with the order specifications and comes from an approved source.
Every item of equipment received shall be accompanied by documentation certifying this compliance (EASA Form
1 or equivalent for all aircraft components: see procedure PG-MK-0307-MK-012) and this traceability.
A technical inspection (qualitative, operating test) may be carried out in addition to the appearance and
documentation inspections in the following cases:
express request from the prescriber,
defect observed during appearance inspection (defect observed in packaging or equipment, non compliant or
inappropriate packaging, etc.)
Satisfactory acceptances are recorded under a unique reference number, the “RRN”, that links the order and the
acceptance documents which are archived by the organisation responsible for the acceptance inspection. This RRN
Acceptance/inspection of aircraft components and material from outside contractors

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is physically associated with the equipment: either on the back of the Airworthiness Release Certificate (or its
copy), or on the component or material or on the package or a related support. For some consumable materials, the
batch number indicated on the package is used as an RRN.
The PG-MK-0307-MK-012 procedure also specifies acceptance conditions for some specific equipment: large
volume, equipment sensitive to radiation, including heat and cold, and to electrostatic discharges (ESD), dangerous
goods (see procedure PG-M-0901-LD-008).
Substandard acceptances are declared “disputed” and equipment isolated (quarantined) pending settlement.
Suspect parts (SUP’s – Suspected Unapproved Parts) are subject to particular processing with a view to ensuring
that they are identified (label), isolated (quarantine) and notified to the authority (AC131 form).
2.2.3 Personnel authorized to carry out acceptance inspections

Within the framework of the order acceptance process, personnel are authorized in accordance with
procedure PG-M-0205-LD-003.
Acceptance/inspection of aircraft components and material from outside contractors

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2.3 STORAGE, LABELING, AND SUPPLY OF AIRCRAFT COMPONENTS AND

EQUIPMENT TO AIRCRAFT MAINTENANCE TEAMS
2.3.1 Storage
• General rules
Storage areas are closed and maintained at the highest possible standards of cleanliness.
These areas are separated from production or maintenance workshops, to prevent serviceable equipment or
accessories from mixing with those to be repaired. They are used only for storage.
Aviation-specific materials and equipment are separated from those assigned to other uses.
Storage conditions take account of any special storage recommendations from each manufacturer and
requirements defined in current regulations.
Access to storage areas is reserved for authorized personnel.
Equipment is stored, stowed and arranged on shelves and racks; it is identified, and fully protected against
dust, moisture, light, shocks and falls. Account is taken, where appropriate, of its location to prevent
damage to any equipment to be maintained in an airworthy condition caused by stacking, or permanent
distortion due to spending lengthy periods on excessively small or insubstantial surfaces.
“Serviceable” or “unserviceable” items are stowed on independent, identified, separated shelves.
Non-recoverable items are clearly identified with a red label and locked in a separated room or an appropriate
cabinet. The procedure for non-recoverable items is defined in Procedure PG-MK-0304-MK-029.
In some cases, because of local conditions, storerooms are climate-controlled and maintained at a constant
temperature and humidity level.
Such areas are also equipped with appropriate fire protection.
The management of self-service dispensers for expendable items (hardware and routine parts) installed in
hangars or workshops is the sole responsibility of the distributing stores that ensure batch traceability
for these items.
To ensure permanent traceability and identification of consumable items, distribution is only authorized by
the distributing stores and this means that they cannot be held by maintenance personnel.
• Identification of storage mode
§ Repairable equipment
These items are identified so that their “Serviceable” condition and specia l characteristics is clearly shown
(overhaul date, etc...).
Their storage entails, as required, the use of special resources (appropriate containers, climate-controlled
space, etc...).
Storage, labeling, and supply of aircraft components and material to aircraft maintenance teams
10 Sept 2004 Société Air France 1993 – All rights reserved
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§ Consumable items
These items are stowed in accordance with their special storage conditions (see “Special rules” below). Any
time-limited equipment is stored in such a way as to ensure that the item whose storage date is the oldest
date is used first.
Any out-of-date equipment is discarded.
It is strictly forbidden to store “unserviceable” and “serviceable” items in the same shelf.
• Special rules
§ Flammable materials
Segregation requirements are applied to flammable materials such as volatile ingredients (separate room
away from the storeroom).
§ Raw materials
Raw materials for aircraft application are stored separately from those intended for non-aircraft use.
§ Ingredients
Ingredients are stored in a room apart from other stores or workshops in accordance with rigorous safety and
fire protection standards. Some ingredients are to be stored at a temperature recommended by the
manufacturer.
§ Elastomeric materials
In addition to the requirements laid down in the general storage rules, these materials are to be stored in a
room protected against heat, light, and with a satisfactory humidity level. Elastomeric materials, sealants,
etc., are to be stored separately from materials emitting carbon dioxide (CO2 bottles, carbonated products).
Every product mentioned above shall be identified by its SMI Number and by its batch Number, as
appropriate. Every manager identifies any equipment before shipment to a warehouse or a workshop.
§
§ Time-limited equipment
Expendable items are subject to physical inspection; items that can be overhauled are subject to a computer
check.
(see MOE - Paragraph - “equipment storage limits”)
Some materials or expendable products (sealants, greases and paints) have a use-by date defined by the
product manufacturer. Every time-limited item shall be identified by its use-by date
The manufacturer can enter the date on the label in various forms: usually this entry is carried out by the
manufacturer, but if this information is not provided by the manufacturer, the storekeeper is responsible for
adding an AF label stating the use-by date.
Life limits for all time-limited equipment are entered into a centralized data processing system (FITS). The
Materials and Processes Department (ME.UX) is responsible for updating this computer file.
Storage times are those recommended by the manufacturer or amended by ME.UX in agreement with the
manufacturer in accordance with procedure PG-M-0401-GU-002.
As a minimum, a monthly check is carried out in every distribution store or workshop so that life-expired
products may be removed.
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Life-expired products are stored in a quarantine zone by storekeepers; these products are then sent to MA.JO
or ME.QG (responsible for waste treatment or disposal) and they determine the most appropriate method of
destruction.
The rule is to issue the oldest products first (first in / first out).
Under no circumstances can a life-expired product be issued by the storeroom.
Users are also to check the use-by date before use, and are only to use unexpired products.
§ Equipment subject to ESD damages

Equipment liable to be damaged by Electrostatic Discharges (ESD) are packaged and handled in accordance
with the appropriate recommendations included in the manufacturer’s documentation (CMM, AMM) for
this equipment type. Handling personnel are to be trained in the appropriate methods and precautions.
• Store check-in procedure

Any equipment transferred serviceable, entering a store or transferred from one store to another, is to be
accompanied by its RRN that may be used to locate the acceptance documents.
• Store check-out procedure
§ Procedure for issuing to overhaul shops or aircraft hangar
Equipment is issued against a correctly completed and signed delivery order. These issues are computer-
processed.
Every part being issued has its RRN to ensure component traceability in case it is returned to store.
§ Procedure for issuing to line station destinations or external centers
The procedure is the same; the equipment is then sent to the Dispatch Department responsible for carriage.
• Delivery and transport procedure
Equipment is carried in accordance with the preservation requirements included in procedure PG-M-0804-
LD-011.
2.3.2 Monitoring of engine storage limits
Engines are stored in accordance with the instructions included in manufacturer’s manuals.
If an engine reaches its storage limit, it is assigned to the appropriate Scheduling Program Department which, in
collaboration with the corresponding (Brand) Engineering Department, decides on the operations to be carried out
in order to overhaul and re-life the engine for further storage.
2.3.3 Monitoring of equipment storage limits

All equipment subject to a storage limit is monitored in the ASTRE system.
Equipment storage limits are defined by the engineering department of the Equipment Maintenance Manager
(REE). For each family involved, these limits are contained in and managed by the “ASTRE” computerized system.
Each month, a computer listing is distributed to all equipment stores. Each store manager is responsible for
returning affected equipment to the repair shop so that the appropriate tasks as defined in the Component
Maintenance Manual or Overhaul Manual can be carried out. In addition, the logistic label attached to each item of
equipment (ASTRE label) enables the storage time limit to be determined.
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Within the framework of the Part 145 approval, Air France may need to manufacture replacement parts to be used
during maintenance operations. In these cases, the following requirements shall be observed:
- the use of parts manufactured under the terms of Part 145, is strictly limited to maintenance operations
carried out by Air France in its own facilities;
- under no circumstances may these parts be sold: the manufacture of parts, modification kits, etc..., for
shipping and/or sale purpose can only be carried out as part of an appropriate Production Approval
(Production Approval Part 21 G);
- Manufactured parts are not eligible for the issue of an EASA Form 1 and are to be stored separately from
other parts.
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2.4 ACCEPTANCE OF TOOLS AND INSTRUMENTS
(See procedure PG-MK-0701-JO-001)

Air France has all the necessary tools and instruments specified in the documentation that are used to carry out the
maintenance defined by our approval field.
These tools and instruments are subject to an acceptance process as defined below, under the control of the technical
manager:
§ Pre-acceptance by the technical manager at the supplier’s facility.
§ Supplier takes responsibility for items not approved.
§ Delivery.
§ Pre-acceptance on Air France site by the technical manager.
§ Suppliers take responsibility for items not approved.
§ Final acceptance approved by the technical manager.
These acceptance and monitoring procedures apply to all measuring devices as defined in procedure PG-MK-0701-
JO-001 whether the tools or instruments are:
§ Bought new
§ Maintained
§ Modified
§ Checked or calibrated
§ Loaned or rented
The tools and instruments concerned are managed by a single organisation responsible for each function: technical,
logistic or purchasing:
The technical manager is responsible for:
§ approval of standard tools
§ definition of tool box content
§ consideration of metrology requirements
§ consideration of work regulation requirements
§ user information
§ relationships with suppliers
The logistic manager is responsible for:
§ marking of tools
§ centralization of supplies
§ making up tool boxes and additional tool sets
§ administrative monitoring of acceptance compliance
The purchasing manager is responsible for:
§ management of suppliers
§ management of contracts (prices and deadlines)
§ treatment of nonconformities with suppliers
Acceptance of Tools and Instruments

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2.5 PERIODIC INSPECTION OF TOOLS AND INSTRUMENTS

(See procedure PG-MK-0701-JO-001)
2.5.1 General
All equipment used to carry out checks (weights, voltages, pressures, temperatures, electrical measurements,
dimensional measurements, etc…) is subject to periodical inspection to guarantee its accuracy. There is an
exception for instruments used for ambiguity resolution during troubleshooting procedure (without accurate
measurement reading), and identified with a self-adhesive label stating: “NOT SUBJECT TO CONFIRMATION
OF MEASURING DEVICES”.
The only tools and measuring instruments to be considered are those available for users; equipment belonging to Air
France or manufacturers, but placed under the responsibility of Air France.
All information related to measuring instruments and tools subject to calibration is developed in Procedure PG-
MK-0701-JO-001.
2.5.2 Responsibilities
The MA.JO Department is responsible for defining the policy for tools and instruments used by Air France.
It therefore controls the choice of resources to be used, the organisation of technical monitoring of measuring
instruments and tools subject to calibration, the definition of verification standards and the grant of possible
exemptions. This Department is guarantor for the validity of procedures and is the point of contact with the BMM
(National Metrology Office).
The user unit is responsible for the monitoring of measuring instruments and tools subject to confirmation that it is
holder, for their correct use (observance of calibration limits) and their sending to verification before the due date.
2.5.3 Approval of calibration / verification

After verification and/or calibration, and before the release to service of the equipment, a label with indelible
markings is attached, indicating the date when the next verification is due.
day/month/year or week No / year.
2.5.4 Loans of tools/measuring instruments

When Air France loans tools subject to periodic calibration to another company or to a subcontractor, it is stated in
writing to the borrower that he is responsible for monitoring this equipment and, thus, for observing calibration
periodicities and possible verifications to be carried out in accordance with current Air France rules.
Upon return of a tool subject to confirmation, it is taken back on charge by the relevant workshop and, if there are
any doubts about its usage or transport, it is then inspected, checked, tested and recalibrated and labeled before
being accepted.
2.5.5 Borrowing of tools/measuring instruments

When Air France borrows tools subject to periodic confirmation from an external organisation, a check of
compliance of these tools with the principles described in procedure PG-MK-0701-JO-001 is carried out by the
borrowing department.
If, upon completion of this check, there are any doubts about a tool’s compliance, it is not to be used.
Periodic Verification of Tools and Instruments

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2.5.6 Loss of tools

In case of loss or disappearance of tools or measuring instruments, the instrument record card is completed once the
instrument’s holder department is sure about its loss. A loss certificate is then sent to MA.JO together with a request
for a replacement and for calibration of the replacement tools.
2.5.7 Archiving
Verification and calibration test certificates and the documents used to manage tools and measuring instruments are
archived in accordance with annex 4 of procedure PG-MK-0701-JO-001 by the user workshop or laboratory
depending on the type of document.
Periodic Verification of Tools and Instruments

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2.6 USE OF TOOLS AND INSTRUMENTS BY PERSONNEL (INCLUDING

SUBSTITUTE TOOLS)
2.6.1 Tools
The only tools and measuring instruments to be considered are those available to users; equipment belonging to Air
France or to manufacturers, but being under Air France responsibility.
Using of personal tools is not authorized
2.6.2 Substitute Tools

Substitute tools (test beds, special tools, and standard tools) can be used where they have characteristics equivalent
to those recommended by the manufacturer and meet the test requirements. They are not to generate changes in
equipment performance or test results.
These changes are to be approved by the Technical Office Manager of the relevant workshop. Manufacturer’s
advice will be requested, where appropriate.
2.6.3 Special Tools

All special tools belonging to Air France are listed in catalogues peculiar to each supported aircraft type.
For each type of equipment, MA.JO develops a procedure describing Air France policy for procurement,
compliance and maintenance.
2.6.4 Tools, test beds, measuring instruments

Air France has the tools, test beds and measuring instruments required for the work carried out within the scope of
its approvals.
Use of tools and instruments by personnel (including substitute tools)

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2.7 CLEANLINESS STANDARDS FOR MAINTENANCE FACILITIES

Air France ensures that the facilities listed in chapter 1.8 are fully protected against dust and any airborne
contamination. Suitable protection resources are used depending on the type of facility involved. Cleaning of
hangars, workshops, offices and storage facilities is carried out, depending on the geographical site, by external
cleaning companies under contract. Job specifications are defined for each site and type of facilities to be cleaned to
determine the cleaning frequency depending on the category of facility, type of cleaning to be carried out etc...
• Workshops and offices
Workshops and offices as defined in chapter 1.8 are protected against any contamination by doors and partitions.
They are equipped with safety, heating and lighting devices depending on activities specified in our agreement.
• Storage facilities
Storage facilities are fitted out in accordance with the type of equipment stored (see chapter 2.3).
• Hangars
A suitable heating system, related to hangar size, enables an appropriate temperature to be maintained depending on
the task to be carried out and ensures that personnel efficiency is maintained.
Natural lighting is retained as far as possible by using translucent material and supplemented by electric lighting.
Hangars are equipped with appropriate safety systems for the protection of personnel and property.
Cleanliness standards for maintenance facilities

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2.8 MAINTENANCE INSTRUCTIONS AND METHOD OF E NSURING

COMPLIANCE WITH AIRCRAFT AND COMPONENT MANUFACTURERS’
INSTRUCTIONS INCLUDIN G UPDATING AND AVAIL ABILITY TO
PERSONNEL
2.8.1 Maintenance Manuals

(See procedure PG-MK-0102-GU-004)
The departments issuing maintenance manuals are responsible for checking their compliance with reference
documentation (manufacturer documentation, regulations, approved specific documents, etc...).
If manufacturer’s documentation is translated by an external company, this documentation is subject to assessment

by ME.UG, the relevant Engineering Department or the Maintenance Quality Assurance Department. Surveys can
be carried out by the relevant engineering department to check that translation quality is maintained.
Under Part 145 when the manufacturer ceases to exist, the maintenance data created is to meet certified industrial
standards and be approved by EASA. This procedure does not apply to simple equipment, except for safety
equipment and equipment whose failure would have a direct impact on airworthiness.
2.8.2 Manufacturer documentation

The documentation supplied by manufacturers (aircraft, engine or equipment manufacturers) forms the basis for
maintenance information for work carried out by Air France.
This documentation is used directly, or through the internal documentation of the maintenance organisation.
The following paragraphs describe the principal manufacturer documents used by Air France.
• Aircraft maintenance documentation
- Aircraft Maintenance Manual (AMM)
- Illustrated Parts Catalog (IPC)
- Wiring Diagram Manual (WDM)
- Structural Repair Manual (SRM)
- Non- Destructive Testing Manual (NDT Manual)
- Etc...
• Equipment and engine maintenance documentation
Equipment:
- Component Maintenance Manual (CMM)
- Overhaul Manual (OHM)
Engines:
- Engine Manual
- Engine Shop Manual
- Power Plant Build up Manual (PPBM)
These manuals bring together data previously included in the Maintenance and Overhaul Manuals, the
Illustrated Parts Catalog remaining a separated document.
Maintenance instructions and method of ensuring compliance with aircraft and component
manufacturers’ instructions including updating and availability to personnel
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• Modification documentation
Service Bulletins (SB) provide modification instructions and priorities or recommendations for special
maintenance actions. In case of urgent or priority action, an “Alert Service Bulletin” is issued and is
given priority treatment by the relevant department.
• Miscellaneous documents
- Process Standards / Manufacturer Standards (DPS, BAC, PMS,...)
- Engineering / Manufacturing Drawings (Aperture Cards,...).
- Service Letters (AOT, SIL, MEMORANDUM, TELEX,...) including information about problems met in
operation, manufacturer’s research activities, etc...
• Documentation management
The acceptance and distribution of documentation is carried out by the Documentation Department (ME UG).
This Department accepts all regularly issued external documents, except for documentation related to
line station maintenance of customer aircraft which, depending on the contract, is directly managed by
the Line station maintenance Division (ME.LK, ME.JK,).
The “Ariane” computerized system enables the list and the last revision to be known for all documents issued
by ME.UG.
This Department ensures the reproduction and distribution of documents. The user is responsible for
amending the documentation (see Procedure PG- MK- 0102- GU- 004).
2.8.3 Equivalence procedure

The Technical Offices are responsible for drafting internal documentation in compliance with maintenance data.
These documents are to be an accurate translation of the original documents.
Additional information can be included to incorporate clarification or advice.
Under no circumstances can AF modify methods or tolerances given in original documents.
Minor changes may be introduced provided the following equivalence procedure is observed:
The Technical Office identifies the minor change to be introduced and shows that the selected solution is
equivalent to the initial solution. This demonstration is formalized and archived.
These changes are not to generate changes in technical definition, equipment performance or test results.
These changes are to be approved by the Technical Office Manager and the Maintenance Quality Assurance
Manager of the relevant workshop. The manufacturer’s advice will be sought, as appropriate.
For each workshop affected, a list of equivalence procedures implemented is to be prepared; this list is to be
available in the workshop and also in the local Maintenance Quality Assurance office.
Maintenance instructions and method of ensuring compliance with aircraft and component
manufacturers’ instructions including updating and availability to personnel
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2.9 REPAIR PROCEDURE

2.9.1 Structural repairs
The Procedure describes the procedures related to structural repairs in accordance with the various situations
encountered:
- Repairs resulting from the strict application of manufacturer’s manuals or a previously approved solution.
- Repairs resulting from the adaptation of an approved solution.
- New repairs.
The provisions related to the classification of the type of repair, its definition, its initial and final approvals and its
recording are described in the procedure cited.
2.9.2 Non-structural repairs

Repairs to non-structural parts are carried out in accordance with the repair procedures established by the relevant
Engineering departments in compliance with manufacturer’s documents. If this is not the case, the repair procedure
(PR) is to be submitted for approval in accordance with Procedure PG-MK-0304-MK-011.
2.9.3 Work performed outside industrial centers

(See Procedure PG-MK-0404-MK-013)
This work covers such maintenance activity as: repairs following a significant incident, special checks, etc..,
performed outside industrial centers, to meet Company requirements or at the request of the customer.
These maintenance activities are carried out within the compass of our approval field;
The workshop may be required to deploy a team of qualified personnel and to provide (or to check that they are
available) equipment, tools, documentation and materials required to perform this work.
The work is recorded on the operating documents.
Repair procedure
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2.10 AIRCRAF T MAINTENANCE PROGRAMME COMPLIANCE

2.10.1 Adherence to maintenance program
For aircraft in the Air France fleet and some customer aircraft, adherence to the maintenance program is
assured by use of the computer system (SIGMA); for the other customers, refer to procedure PG-MK-0102-
MK-028.
2.10.2 Deferred work and maintenance deviation
• Air France aircraft

The operating requirements and/or the nature of the work may result in some work being deferred. Such
deferred work, which is to remain as limited and as infrequent as possible, requires the application of one of
the following two procedures.
§ Deferred work procedure

This deferred remedial action, called “DEFERRED WORK PROCEDURE”, involves validation by the
application of a stamp (inspection stamp or “RPNP” stamp (deferral before start) or “RPTX” stamp
(deferral during production) and the signature of the authorizing person, or the name and the signature of
the authorizing person.
Where allowed for in the reference documents (MEL, CDL, MM, SRM,...), the correction of defects not
affecting airworthiness can be deferred during aircraft maintenance at the main base, if the downtime is
not sufficient or if the equipment is not available.
- The DEFERRED WORK PROCEDURE is a TECHNICAL COMMITMENT on the acceptable time to
correct the defect. The deadline for correcting the defect (or exceptionally , deferred again) is always to
be stated.
- For any defect involving the implementation of a technical tolerance (MEL or CDL item), this must
always be sta ted by recording on ATL and on “MEL/CDL items records”
In all cases of deferred works, the monitoring computer systems are to be updated (SIGMA).
AD or Maintenance Manual Items that could not be carried out during an inspection must be rescheduled
before the regulatory limits. This tolerance is to be used sparingly, and in accordance with the approved
Maintenance Manual, airworthiness requirements, operating requirements, and in the light of the program
for planned downtimes in maintenance operations.
Items that have satisfied this initial analysis are submitted to the Technical Support Department for
decision and, if accepted, are then subject to the deferred work procedure for which a deadline is set for
their implementation. Each deferred item is signed by the requester and validated by a person having the
“deferred works” authorization.
The Production Planning Department is then responsible for initiating operations at the scheduled times.
An item may be deferred many times, if the cumulated deferred items do not exceed regulatory limits and
do not affect airworthiness.
§ Maintenance deviation (see procedure PG-MK-0304-MK-002)
If the deferred work falls outside the limits of the approved Maintenance Manual or an airworthiness
requirement, it is to be processed as a MAINTENANCE DEVIATION.
Aaircraft maintenance programme compliance

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• Customer Aircraft
All requests for deferred works are to be transmitted to the customer for approval in accordance with the regulations
defined by its own Authority.
Aaircraft maintenance programme compliance

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2.11 AIRWORTHINESS DIRECTIVE PROCEDURE

(See procedures PG-MK-0405-MK-004 and PG-MK-0405-GU-005)
2.11.1 AD application to aircraft

All ADs involve the preparation, by the appropriate Engineering Department, of an AEO (Air France Engineering
Order), that specifies, in particular, the procedures for application to aircraft and are to be marked “AD”.
§ Air France aircraft
The AD monitoring procedure is included in procedures PG-MK-0405-MK-004 and PG-MK-0405-GU-
005.
§ Customer aircraft
ADs are not to be monitored for customer aircraft, unless special contractual provision exists; only their
application is to be carried out if the customer so requests. However, the issue of a new AD, when known,
whose effective date falls within an inspection period, is to be notified to the customer; the indication of its
non-application, if applicable, is included in the inspection file and the Certificate of Release to service
(CRS) is signed with reservations after checking that the customer concerned has indeed received clearance
from his authority for deferring application.
2.11.2 Equipment / Engines

• Equipment AD
All ADs are subject to the preparation of an application AEO by the Engineering Department of the
Equipment Maintenance Manager (REE) and are marked “AD”. The initiation and monitoring of ADs
is provided through the ASTRE equipment management computerized system.
• Engine AD
All ADs are subject to the preparation of an AEO decision document issued by the Engineering Department
(“Brand”) and divided into application documents prepared by the Department responsible for its
instigation. These application documents (AEO) are marked “AD”.
• Air France and customer Engines / Equipment having access to the pool.
The AD monitoring procedure is included in procedure PG-MK-0405-MK-004.
• Customer equipment (not pooled)
Except in the case of contracts or specia l agreements, AD monitoring is not provided for customer equipment,
only their application, on customer request, shall be carried out. However, the issuing of a new AD
which we are aware of during processing, is indicated to the customer; a statement of its non-
application, if applicable, is included on the release certificate. If the AD is due, the release certificate
cannot be signed.
Airworthiness directive procedure

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2.12 OPTIONAL MODIFICATION PROCEDURE

Any major or minor modification must be approved. The operator is responsible for obtaining this approval.
• Air France equipment:
Non-compulsory information relating to airworthiness such as Service Bulletins, Service Letters and other
information about aircraft and its components from the design, manufacturer or airworthiness authorities, are
systematically analyzed by the relevant Engineering Departments. The choice whether or not to apply an optional
modification is made following a study that takes account of technical and economical aspects. The decision
document is the AEO.
• Customer equipment
A check should be made to ensure that modification approval has been requested by the customer and obtained from
the relevant Authorities
Optional modification procedure

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2.13 CURRENT MAINTENANCE DOCUMENTS AND PROCEDURE FOR

COMPLETION
2.13.1 Aircraft work
• Routine work
After completion of work, the operator enters his name and signs the appropriate document.
When some operations require a check, once the check is complete, the authorized person adds his stamp or
name, and signature, in the appropriate box.
• Additional work (special work, statutory work)
After completion of this work and, where applicable, any checks required, the appropriate documents are
signed as for routine work.
• Routine replacement
After completion of equipme nt removal / installation (for routine replacement, modification or repair), the
Aircraft Production Department:
- completes the label from the installed equipment and attaches it to the removed equipment before sending
it off.
- completes the inspection file.
• Inspection file (Air France aircraft)
For Light Maintenance operations, the inspection file is issued from the SIGMA system (Information and
Management System of Aeronautical Maintenance).
Note: When a “Transit” type inspection is carried out, a “manual” file is compiled based on the ATL and the
SIGMA history report (work initiation on Supplementary Work Sheet).
For major inspections, the inspection file forms are identical to those used for customer aircraft (see
procedure PG-MK-0102-MK-028).
Upon completion of the inspection, the last supervisor, who is the CRS signatory, collects all the inspection
file documents, checks that they have been duly signed and that deferred work has been validated.
The monitoring function checks inspection files by samp ling.
The inspection file is transferred to the Technical/Control Support Department for review and re-
parameterizing of deferred work, as well as for the document check.
The inspection file is then transmitted to the relevant departments for updating of the data in the computerized
initiation system and all the monitoring data.
• Customer Aircraft Inspection Report
Upon completion of the inspection, the last supervisor, who is the CRS signatory, collects all the inspection
file documents, checks that they have been duly signed and that deferred work has been validated and
accepted by the customer.
The inspection file is transferred to the Technical/Control Support Department for document check.
The inspection file is sent to the customer; a copy of the inspection file is kept by the appropriate workshop
(see Procedure PG-MK-0102-MK-028).
Current maintenance documents and procedure for completion

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2.13.2 Equipment work

For all work initiated, the repair shop confirms progress being made on the equipment file or other appropriate
document.
The equipment file that is opened every time an item of equipment enters the workshop enables:
- The collection of all information related to work carried out on this equipment and ensures technical monitoring of
the equipment.
- Certification that all the work has been completed in accordance with the documents related to this equipment.
- Retention of evidence and authentication.
Every operation which is defined is certified by the operator identified by name and signature or trigram and
signature (see procedure PG-MK-0304-MK-048).
Equipment being highly varied, the repair shops created specific documents for some equipment (electronic
equipment, survival equipment, wheels, etc…) as individual monitoring forms for which the repair shop is
responsible, and which are supplements to the equipment file.
For Air France and related customers, maintenance actions carried out in workshop (repairs, modifications,
components replaced as appropriate, AD, etc…) related to their release to service are coded and entered into the
ASTRE system from the equipment file. This system provides a detailed technical history for each item of
equipment and enables reliability studies to be carried out.
In addition, after application of an AD, the equipment file is transmitted within the REE organisation to the
Department responsible for recording and monitoring airworthiness requirements.
Requests for acceptance of workshop non-compliances (non-observance of an instruction or tolerance included in
manufacturer’s documentation) are recorded on the “INDUSTRIAL EXCEPTIONAL AUTHORIZATION” form
by the repair shop and submitted to the designated Department in accordance with procedure PG-MK-0304-MK-
002.
The equipment file (definition and content of work file, inspection procedures, list of documents sent to the
customer and/or kept by the repair shop) is subject to Procedure PG-MK-0102-MK-028.
2.13.3 Engine work

For engine work, the workshop confirms work completion in the engine modular files (PROSPER labels, operation
forms, workshop data sheets) and enters data in PROSPER. Every operation defined in the file is signed by the
operator identified by name, stamp and signature.
Note: For some subcontracted engines, the “PROSPER” computer system is replaced by computer monitoring
provided by MM.WW.
The engine file (definition and content of work file, inspection procedures, list of documents sent to the customer
and/or kept by the repair shop) is subject to Procedure PG-MK-0102-MK-028.
Requests for acceptance of workshop non-compliances (non-observance of an instruction or tolerance included in
manufacturer’s documentation) are recorded on the “INDUSTRIAL EXCEPTIONAL AUTHORIZATION” form
by the repair shop and submitted to the designated Department in accordance with procedure PG-MK-0304-MK-
002.
Current maintenance documents and procedure for completion

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2.14 INSPECTION AND ARCHIVING OF TECHNICAL F ILES

Maintenance records are held by the workshop in accordance with procedure PG-MK-0309-MK-006. In all cases,
the duration for archiving cannot be less than 2 years from the date of release to service.
Control and archiving of technical files

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2.15 RECTIFICATION OF DEFECTS FOUND DURIN G BASE MAINTENANCE
Actions resulting from defects recorded on the ATL or ACL and those found during inspection are entered on the
ATL/ACL and/or inspection file.
The work is carried out in accordance with the reference documentation. The operator appends name and signature
on the operating document, mentioning the location, date and time, as also references and revision indexes of used
documents.
When the work must be inspected, when this is complete the authorized person appends stamp or name facing the
corresponding operation, as well as his signature.
When detected defects require work in the workshop, an ASTRE type label for equipment that can be overhauled or
a PURS label for repairable equipment is attached to the component to be repaired. After return from workshops
and installation of the component on the aircraft, initiation and execution documents are completed as detailed
above.
When a team of specialists detached from a workshop is to operate on an aircraft, an Execution Order (OE) is
prepared. The OE is only an accounting document; the operator is to certify completion of the works requested on
the initiation and execution document.
Rectification of defects found during base maintenance

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2.16 RELEASE TO SERVICE P ROCEDURE

2.16.1 General case
Certificate of Release to Service (CRS) certifies that the work ordered for the aircraft, equipment or engines was
correctly and fully completed in accordance with appropriate maintenance data, with due account taken of
operations that may be deferred. Deferred work corresponding to work ordered by a customer operator is to be
subject to the agreement of this customer. A CRS certificate including these deferred works can then be issued.
The CRS does not give constitute a formal statement that the work ordered was sufficient to ensure airworthiness;
determination of work to be carried out is the responsibility of the relevant Engineering Departments for the aircraft,
equipment and engines belonging to Air France or the customer operator.
The CRS applies upon completion of one or a series of maintenance operations. It is issued on completion of the last
maintenance operation before release to service (see procedures PG-MK-0504-MK-008 and PG-MK-0306-MK-
024).
The CRS signature means, in particular, that the authorized person has confirmed using appropriate resources that:
All operations requested from the maintenance organisation by the operator (main base or line station
maintenance operations, modifications, equipment routine replacements, rectification of defects found on
ground or in flight, etc...) as well as all resulting remedial actions were completed and/or checked, in
accordance with the signed declarations.
There is no further deferred work except those that were justified (technical tolerances, exceptional
authorizations, other work that may be deferred) where this is allowed by the reference documents.
The corresponding documents were correctly completed and signed.
The file is complete (in particular, all airworthiness labels for accessories installed during the inspection, and
all documents used, when they have been annotated)
There are no visible or known defects, detectable within the limits of checks carried out, which can affect
airworthiness.
All maintenance operation affecting aircraft operation (use of Minimum Equipment List, modification, etc...)
or introducing a change in operational procedures have been notified to the operator so that the aircraft
operating documentation can be updated (Flight Manual, labels in cockpit, etc...)
(Also see the Operator's Maintenance Management Specification (MME).
2.16.2 Aircraft CRS

The Certificate of Release to service (CRS) is issued, in accordance with the principles defined in the
procedure:
On the light or heavy maintenance inspection file, which groups together all the operations carried out.
And for Air France aircraft, on the ATL
The CRS includes:
- Reference to the approval used (FR.145.010)
- Type of inspection carried out.
- Name (or identification number of the authorized person) and signature
- Date, location and GMT time for approval
Release to service procedure

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- File reference (issuing date or number) when the CRS is issued on the ATL
2.16.3 Works performed outside industrial centers

THE CERTIFICATE OF RELEASE TO SERVICE is issued by the Mission Manager authorized by the
“CRS Manager” of the Aircraft Department or by the Inspection Manager of the relevant workshop (or
their representative).
2.16.4 Equipment CRS
(See procedure PG-MK-0504-MK-008 )
A component overhauled and declared “Serviceable” shall be provided with an Authorized Release
Certificate (CLA):
- an EASA Form 1 for customers within the European Union or JAA countries or customers whose
Authority recognizes PART 145.
- an EASA/FAA maintenance release for customers having aircraft registered in the U.S.A. or
maintaining equipment coming under FAA authority (see MOE Part 7)
In all cases, the CRS for the equipment needs the following to be added to the Authorized Release Certificate:
- Date.
- Name, signature, and reference of the personal authorization for the CRS certifying agent.
- Reference of the approval being used (FR.145.010)
- Type of work carried out and reference to maintenance data.
2.16.5 Engine CRS

On any engine or module, distinction must be made between the logistic label and the CRS support.
Any engine or module must carry a label enabling it to be identified immediately (PN, SN, state: “serviceable” or
“unserviceable”).
An engine or module overhauled and declared “Serviceable” shall be provided with:
An EASA Form 1 for customers within the European Union or JAA countries or customers whose Authority
recognizes PART 145.
An EASA/FAA maintenance release for customers having aircraft registered in the U.S.A. or maintaining
equipment coming under FAA authority (see Procedure PG-MK-0504-MK-008)
An engine or module declared “Unserviceable” must carry an ASTRE type label with the “UNSERVICEABLE”
section completed.
2.16.6 Removal of serviceable parts

A “serviceable” component removed from an aircraft can be returned to service only if it meets the following
requirements:
§ No defect has occurred during its operation, or when the system of which it is one of the components
was operating, during the last round trip (since the last departure from the main base) carried out with
this aircraft component installed.
§ The removed component is to be checked for visible damage,
§ The application of the maintenance protocol relating to the removed component or to its environment
must be taken into account, for the purposes of programming or performing the tasks to be carried out.
Particular attention is to be paid to:

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§ Tasks approaching their time limits, or close to the time limit, and inconsistent with operation of the
aircraft on which the removed component will be installed.
§ The compatibility of the component with the aircraft for which it is intended.
A detailed analysis of components containing components subject to limitations, life-limited parts, etc…, is to be
undertaken, because these limitations may be inconsistent with the operation of the aircraft on which the removed
component will be installed.
Any airworthiness data (AD) relating to the removed component is to be considered.
2.16.7 Components removed from crashed aircraft

A component removed from a crashed aircraft can be returned to service only if it meets the following
requirements:
§ the removed component is to be checked to identify any visible or concealed damage, and to define any
work required prior to release to service,
§ the inspection content is defined as a function of the known circumstances of the crash, removal and
storage conditions as well as any identified or presumed damage to adjacent components; if these
details are not known, the advice of the component manufacturer may be required to define the
appropriate inspection level,
§ The application of the maintenance protocol relating to the removed component or to its environment
must be taken into account, for the purposes of programming or performing the tasks to be carried out.
A detailed analysis of components containing parts subject to limitations, life-limited parts, etc…, is to be
undertaken, because these limitations may be inconsistent with the operation of the aircraft on which the removed
component will be installed.
Any airworthiness data (AD) relating to the removed component is to be considered.

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2.17 COMMUNICATION OF REC ORDS TO THE OPERATOR

The maintenance records are communicated to the customer operator in accordance with procedure PG-MK-0102-
MK-028.
2.17.1 Line Maintenance
The work file given to the operator includes:
§ A copy of most recent entries in the customer aircraft logbook with responses to aircrew comments, a
description of the work carried out and the CRS specifying the type of inspection carried out.
§ The airworthiness document in the case of component replacement
2.17.2 Base maintenance
The work file given to the operator includes:
§ Cover page (including all required information relating to the inspection)

§ List of works requested by the customer
§ List of routine works
§ List of non routine works
§ List of special inspections
§ List of Service Bulletins (S.B.)
§ List of ADs
§ Summary of additional work sheets
§ List of replaced equipment
§ List of customer additional works during inspection.
§ List of deferred works with formal customer agreement
§ List of S.D.R. (structural defect report)
§ List of exceptional authorizations accepted by the customer
§ Original additional work sheets
§ Copy of S.D.R. (structural defect reports)
§ Exceptional authorizations
§ Job cards signed (AD filed separately)
§ Original Certificates of authorization for Entry to Service (EASA Form 1, JAA Form One, FAA 8130-3,
TCA Form 24-0078, or other)
§ Original Certificate of Certificate of Release to Service (CRS)
§ Copy of last pages of aircraft and cabin Log Book(s), as appropriate, etc…
Communication of records to the operator

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2.18 REPORTING OF DEFECTS TO THE AUTHORITY / OPERATOR /

MANUFACTURER
2.18.1 Air France equipment:

Any defect or discrepancy in an aircraft or aircraft components (significant cracks, permanent distortion, significant
burning or corrosion in the structure, failure of an emergency system) jeopardizing the affected aircraft, and found
during a line inspection or maintenance inspection, is subject to a report which is transmitted immediately to the
Maintenance Quality Department, as information copy. (See procedure PG-MK-0304-MK-032 for details and form
to be used).
2.18.2 Customer equipment

For an aircraft or aircraft component of an operator under contract, the same actions are carried out and the operator
and the Authority of the Registration State are informed of the defect and remedial actions, within the same
timescale.
Reporting of defects to the authority / operator / manufacturer

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2.19 RETURN OF DEFECTIVE COMPONENTS TO STORE

2.19.1 Equipment
During an equipment movement on aircraft, the “UNSERVICEABLE” section of the ASTRE logistic label for the
installed equipment is completed by the Production Department, stating the reason for removal, and this is attached
to the removed equipment.
On sight of this label attached to the removed equipment, the equipment maintenance manager requests the issuing
of an equipment file from the ASTRE system.
Identification and repair monitoring of repairable equipment not monitored by the ASTRE system can also be
carried out by means of a PURS label.
The PURS label has different functions:
- Identifying the equipment
- Initiating the work
- Monitoring of equipment during its repair cycle
2.19.2 Engines
An engine or module declared “Unserviceable” shall be provided with an ASTRE type label with the
“UNSERVICEABLE” section completed.
Return of defective components to store

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2.20 DISPATCH OF DEFECTIV E COMPONENTS TO OUTS IDE CONTRACTORS
Air France may need to subcontract some work for the following reasons:
Temporary overloading of workshops (capacity subcontracting)
Absence of specific resources to carry out part of the work (skill subcontracting)
Absence of resources specific to Air France in a given location (case of line technical assistance
subcontracted to another maintenance organisation)
Cost and timescale gains,
Observance of bilateral agreements within the Air France Group or outside,
Reliability improvement during the standard guarantee period.
For all subcontracting, a work order or a contract is to be prepared to specify procedures and/or sharing of
responsibility. In all cases, the work order shall specify:
Work to be carried out.
Applicable reference documents.
These subcontractors are selected and authorized and are on the lists of subcontractors, issued from the STEF
data base.
Dispatch of defective components to outside contractors

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2.21 MANAGEMENT OF COMPUTERIZED WORK RECORD S YSTEMS
The computerized work record systems meet the following minimum requirements:
• Backup
A full backup of databases is carried out once a week, as also a daily incremental backup (backup of changed data
since the last backup)
In addition, every updating is saved in real time.
• Storage location of saved data
Every backup is copied and every copy is stored in a different computer room inside every computer site.
The daily backup is stored outside the site.
• Data archiving
Work record data is kept for at least two years following completion
• System safety
Only authorized personnel have access to the systems during modific ation. These personnel obtain access using a
personal identifier and a password.
• Standby system
In case of system failure, manual processing is carried out. A system update is then carried out as soon as the
computer is operating.
Management of computorized work record systems

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2.22 MONITORING OF MAN -H OUR PLANNING VERSUS PROGRAMMED

MAINTENANCE WORK
(See procedure PG-M-0402-CI-001)

The production plans, prepared for each activity, include forecasts for workload and the associated personnel. These
production plans are defined on the following basis:
work loads scheduled for Air France equipment or for customers
man-hours required to perform the various work phases (planning, preparation, control operations, issuing of
CRS...)
availability of appropriate facilities for the type of work planned (hangars, workshops)
At least half of the personnel involved shall be considered as being permanently employed. Compliance with this
criterion is ensured not only by belonging directly to the Air France Part 145 approved organisation but also by
using selected, approved subcontractors either Part 145 authorized, or working regularly within the Air France
Quality system (see procedure PG-MK-0802-MK-014).
Different types of personnel meet this criterion which is intended to provide organisational stability, in particular:
Air France employees
Employees in subcontractor’s Part-145 workshops operating within the scope of the approval field for their
workshop.
Employees in subcontractor’s Part-145 workshops having A1, B, C or D ratings for their own maintenance
sites and operating in Air France facilities for partial activity as part of a full maintenance operation.
Employees of non-Part 145 subcontractor organisations or Part-145 workshops without an appropriate
approval field, working regularly under the Air France Quality system.
This rule applies overall to all employees operating during various phases of a specified activity and not formally to
each of the specialties involved in this program.
Temporary employees are not considered as meeting the above stability requirements. They cannot therefore be
taken into account as part of the 50% of permanent employees (see procedure PG-MK-0205-MK-030). Production
plans are reassessed to react to changes in workload on behalf of Air France aircraft or equipment or its customers,
and actual personnel availability. This reassessment is performed at least every 3 months.
If a man-hour shortage of more than 25% with respect to actual workloads occurs over a one-calendar month period,
a report is prepared by the Manager of the relevant Department. This is submitted to the Industrial General Manager
and Maintenance Quality Manager. The Executive General Manager - Accountable Manager is informed of this
situation and remedia l actions which have been taken. The provisions identified to ensure the management of man-
hour planning are specified in procedure PG-M-0402-CI-001.
Monitoring of man-hour planning versus programmed maintenance work

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2.23 MONITORING OF CRITIC AL WORK
(See procedures PG-MK-0305-MK-027 and PG-M-0401-GU-035)

This work corresponds to:
§ maintenance operations liable to jeopardize personnel or aircraft safety,

§ maintenance operations which may mask possible defects liable to cause further significant later component
removals or severe equipment damage during tests.
§ removal/installa tion tasks and associated inspections, carried out on aircraft during a given maintenance
inspection, involving many components of the same type fitted to several systems of the same aircraft,
when these tasks are performed by the same person (example: removal / installation of oil filling plugs on
all the engines of the same aircraft).
- For the first two points, these maintenance operations are to be subject to cross checking by technicians
different from those who carried out the work. (See PG-MK-0305-MK-027 Control procedure by cross
checking)
- For the third point, particular attention is to be paid during initiation operations to avoid an error occurring
on several identical systems. These operations are carried out by different technicians on each system
(with cross checking if required). Nevertheless, this type of maintenance action may be carried out by the
same technician when it is uncomplicated work (e.g. engine oil plug): upon completion of this work, the
technician is to carry out an additional fina l inspection, recorded on the operating document. (See PG-M-
0401-GU-035 : Maintenance action or removal / installation of identical components on the same aircraft)
All cross checking operations shall be entered in the execution documents
Monitoring of critical works

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2.24 SPECIFIC MAINTENANCE PROCEDURES
Specific maintenance procedures such as engine ground run, aircraft pressurization, and aircraft jacking procedures,
etc., are subject to technical instructions developed in accordance with paragraph 2.8.
In the specific case of jet engine start-up and ground run, special clearance is required (PFIX authorization).
§ The qualification rules for the relevant personnel are defined in the Training Manuals.
§ This authorization is computer-processed and stored in HABIL. This authorization is valid only when the
authorization sheet is signed by the authorized person and the chief inspector.
Specific maintenance procedures

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2.25 PROCEDURES FOR THE DETECTION, RECTIFICATION AND

PREVENTION OF MAINTENANCE ERRORS
(See procedure PAG-ME-0311-GU-005)
Systems for the detection and rectification of maintenance errors such as inspection reports, surveys,
analysis of technical events via GET, classified incidents, monitoring of Maintenance Quality Assurance
via AMQ, are supplemented by an analysis system addressing the human factors aspects of maintenance
events.
This system, derived from MEDA methodology (Maintenance Error Decision Aid), is based on the
following:
The “Operational safety – Experience feedback” charter of Air France, which aims to encourage
spontaneous feedback of information.
Analysis methodology derived from MEDA, called FAIRI (Identified Incident or Risk Analysis
Sheet), enabling determination, through feedback analysis, of event contributory factors and the
identification of appropriate remedial actions.
Data base enabling recording of the FAIRI sheets and analysis of the events in accordance with their
typology, identification of recurrences and precursors and initiation of the required preventive actions.
This system is supplied from on-site coordinators, training initiatives and the raising of human factor awareness
adapted to the various populations within the Industrial Directorate.
The whole system is therefore used to activate several feedback loops, providing information through quality
“newsflashes” in a range of media, team meetings for problem solving through the monitoring of actions derived
from FAIRI, and for prevention through the incorporation of REX FH (Human Factor Experience Feedback) in
continuation training and type qualifications
Periodical reports are prepared for Management and incorporated in management section reviews.
Procedures for the defection, rectification and prevention of maintenance errors

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2.26 PROCEDURES FOR THE TRANSFER OF INSTRUCTIONS
(See procedure PG-M-0102-GU-014)
2.26.1 Guarantee of work continuity

When the duration of the work or inspection operations imply that they need to be allocated to personnel that will be
replaced during the operation, an overlap of work teams, management and inspection personnel and/or a handover
of instructions in writing is to be arranged.
2.26.2 Continuity of the “production” function

This is provided for by overlapping the supervisory working times within the Production Department and/or a
transfer of instructions, carried out as follows:
- orally during the overlapping period,
- and/or using instruction folders indicating work carried out, work to be done, problems experienced.
- and/or directly on the working document, by clearly identifying the work already completed.
2.26.3 Continuity of the “production control” function

This function is provided by:
- overlapping of working hours for inspectors / technical experts,
- and/or a transfer of instructions, carried out using an instruction folder indicating current or completed
inspection operations
- and/or directly on the work document, by clearly identifying the work already completed.
2.26.4 Absence of supervisory or inspection personnel
The Production Department Manager and the Chief Inspector are responsible for ensuring continuity of supervisory
and inspection functions (planned workloads, monitoring of absences…..)
In case of absence of the Production Department Manager or Chief Inspector, a designated person (deputy or other
person) is to perform these functions.
For a duration of more than one month, this interim period is formalized by a memorandum distributed to the
personnel affected, specifying the period of absence of the designated manager and the name of the person
nominated to replace the manager.
Procedures fo r the transfer of instructions

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2.27 PROCEDURE FOR THE NOTIFICATION OF MAINTENANCE DATA

ERRORS AND AMBIGUITIES
(See procedure PG-M-0102-GU-013)

When, during the execution of a maintenance task or the development of a technical document, an error or
ambiguity is detected in the Maintenance Documentation, the appropriate Engineering Manager is to be informed.
After analysis, if the error or ambiguity arises from the original documentation (aircraft, engine or equipment
manufacturer, STC holder), the Engineering Manager is to inform the data author and is to record this notification.
The Engineering Manager is to monitor notifications until their effective incorporation in the affected
documentation.
Procedure for the notification of maintenance data errors and ambiguities

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2.28 MAINTENANCE PLANNING PROCEDURE

2.28.1 Aircraft maintenance
• Activity planning
§ Air France fleet aircraft
The Program / Scheduling Department of the Maintenance Division (ME GR), in cooperation with the relevant
maintenance organisations, is responsible for pla nning and scheduling aircraft downtimes for maintenance
operations, repairs, modifications and major work.
For aircraft based at ORLY, except B747 aircraft, these functions are assured by the ME YC Department in close
cooperation with ME GR.
Criteria sele cted for the downtime planning are as follows:
- Deadlines for next inspections determined from approved maintenance manuals
- Limits on all major operations, scheduled or not
- Operating forecasts for aircraft in terms of cycles and flight hours, or calendar time limits.
- Production load smoothing
- Operational requirements
In parallel to the assimilation of quantity and type availability of the resources needed for carrying out the work, the
personnel responsible for planning this work and organizing work teams benefit from an awareness of human
factors that enables them to take account of human performance aspects in the decisions for which they are
responsible. On the basis of allocated limits and time slots, a program is developed, taking into account the
requirements of the Production Departments. When prepared, the downtime program is distributed to the relevant
departments as an inspection schedule.
§ Customer aircraft
Downtimes are scheduled in accordance with customers’ requests, depending on hangar and production resource
availability.
• Work preparation / initiation
§ Preparation
All maintenance inspections at “weekly” or longer than “weekly” frequency, performed at Main Base as well as
major work are subject to an inspection file compiled by the Preparation Departments involved before the aircraft
inspection starts.
For the types of inspection with a level shorter than “weekly” level, an inspection file may be prepared as required.
For each inspection requiring an inspection file, the preparation phase covers:
- Routine work (application of maintenance manuals),
- Additional work:
- Routine replacements
Maintenance planning procedure

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§ Routine work preparation

The type of inspection having been defined by the Program / Scheduling Department (ME.GR), the Preparation
Unit of every Aircraft Department involved uses the computer system available to it, SIGMA (Information and
Management System for Aeronautical Maintenance) or AMASIS (LBG), that shows the operations planned for
inspection file compilation.
§ Additional work preparation
The preparation Department carries out, for these additional works, a survey of the following:
- Deferred work
- Specific work, (ex: Structural Defect Report)
- Modifications to be carried out on the aircraft
- ADs to be applied
- Special inspections having the ir own maintenance intervals
- Defects recorded on ATL and ACL

§ Routine replacement preparation
The Equipment Maintenance Managers (REE) prepare the data processing reports for P/N and S/N that are subject
to a routine replacement (depending on their respective operating limits), or P/N and S/N subject to modification.
These reports are transmitted, before deadlines, to the Preparation Departments for workload assessment (with the
Production Departments), and for initiation of the corresponding removals.
§ Initiation
Works provided for in the inspection file.
All the working documents identified as having to be made available to the Production Departments are
gathered in an “Inspection file” whose summary indicates the type of inspection to be carried out,
deriving from the approved Maintenance Manual. In addition, this file includes:
Routine work defined from Maintenance Manuals by means of job cards or checklists.
List of additional work with their time limits.
List of routine replacements to be carried out.
Works not provided for in the inspection file.
The defects recorded on the ATL and ACL and those found during maintenance, or the associated work,
are recorded (for each skill area) on Exceptional Work Orders for heavy maintenance, or on Additional
Work Sheets for light and heavy maintenance.
BEs and FTS must carry the reference of the support document used (AMM).
The different documents, derived from SIGMA, dealing with work not provided for in the inspection file,
have an identification system for connection with this file (Work Order No. in SIGMA).

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2.28.2 Engine Maintenance

• Work planning
§ Air France and related customer engines
For each engine, each Aircraft Department assigns a BL.MM unit as RSP (Responsible for Propulsion Systems).
This BL.ME delegation to BL.MM is formalized for each aircraft type in accordance with PG-M-0301-GU-003
procedure.
Three removal categories are defined:
- Scheduled removal (lifetime, required modifications, AD, etc...)
- Removal not scheduled (incident, engine monitoring, result from wing scheduled inspection, AD, etc...)
- Removal for expediency

Engine maintenance planning therefore entails knowing engine history and status, and having engine parameter
records for trend analysis.
The “PROSPER” computer system offers, for each engine:
- a display of its status: (on aircraft, in workshop or serviceable).
Number of hours and cycles since last installation on aircraft, since last off-aircraft servicing, since build, etc....
- the ability to enter set restrictions (hours remaining) or maintenance events (ADs, modifications) which may apply
to any lifed equipment.
- an association between these restrictions/events with its hours/cycle status.

Using the “PROSPER” system, the Program / Scheduling Departments of engine maintenance organisations
distribute regular removal forecasts.
§ Customer engines:
Except when covered by contracts or special agreements, it is not Air France but the customer that is responsible for
planning engine maintenance.
• Initiation of work
The engine file listing the work to be carried out (preliminary work) is compiled by the relevant Engineering
Department (also called “Brand”), in accordance with the approved maintenance policy, based on the following
data:
- Reason for removal
- Status of PVL (life-limited parts)
- ADs applied and to be applied
- Hours / cycles since build and last overhaul
- Special requirements (SB application...)
This data is also used to initialize or update engine data in the “PROSPER” computer system.

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The modular work files are prepared in accordance with the engine file; they change depending on the results of
preliminary inspections.
The work files are passed to workshop planning offices for action.
Life-limited parts are identified during the preliminary inspection in accordance with the data approved by the
customer. All information (life remaining, scrap items, etc...) concerning these parts are included in the work file
(see procedure PG-MK-0102-MK-028).
• Work recording
For the work defined above, the workshop confirms work completion in the engine modular files (PROSPER
labels, operation orders, workshop data sheets) etc... and enters data in PROSPER. Every operation defined in
the file is signed off by the operator identified by name, stamp and signature.
Note: For some subcontracted engines, the “PROSPER” computer system is replaced by information
monitoring provided by MM.WW.
The engine file (definition and content of work file, inspection procedures, list of documents sent to the
customer and/or retained by the workshop) is subject to Procedure PG-MK-0102-MK-028.
2.28.3 Equipment maintenance
• Work planning
§ Air France equipment and that of customers having access to the pool
Equipment maintenance planning requires knowledge of the history, availability and status of each equipment item
within Air France, as well as access to statistical data for reliability studies, inventory management etc...
This is achieved using the ASTRE equipment management computer system, which, for each monitored item of
equipment, offers:
- information on:
- its status: on aircraft, in workshop or in store,
- number of hours and cycles and (calendar) aging since last installation on aircraft, since manufacture,
since last maintenance action, etc.
- any storage limit,
- the option of entering any operating limits defined by the maintenance policy or resulting from a modification
decision or an AD, which may affect the equipment,
- comparisons between these operating limits and flight hour and/or cycle and/or calendar status for the initiation of
removals and returns to workshop,
- data output for the calculation of removal rates and failure rates, downtimes, etc....
For customers having access to the pool, contracts define the task breakdown between Air France and the customer.
Customer equipment (not pooled)
Except when covered by contracts or special agreements, it is not Air France but the customer that is
responsible for planning engine maintenance.
• Initiation of work
§ Air France equipment and customer equipment, having access to the pool.
(see procedure PG-MK-0102-MK-028)
Equipment maintenance activity is divided into four categories:
Category 1 – Scheduled work directly related to the approved maintenance policy,
(Type of action to be carried out in workshop in accordance with that defined in CMM, OHM...)
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Category 2 – Work resulting from a malfunction occurring during operation or detected during overhaul or
preliminary inspection,
Category 3 – Incorporation of a modification,
Category 4 – Application of an AD
Each Aircraft Maintenance Department determines activity under categories 1, 3 and 4 for the equipment for which
it is responsible and ME.NO initiates category 1 work in ASTRE.
The Engineering Department of REE enters category 3 and 4 maintenance activity in ASTRE.
The Production Departments defines category 2 activities in cooperation with the Engineering or Control
Departments, as appropriate and initiates this directly through the equipment file.
Work under categories 1, 3 and 4 is instigated by the Scheduling / Initiation Department to the designated repair
shop (or subcontractor) in order to maintain equipment operational availability and airworthiness (operating limits,
ADs, modifications, etc....).
The ASTRE system automatically generates notifications for the removal for monitored equipment and its return to
the repair shop.
For customers having access to the pool, the initiation fucntion is defined in the contract.
§ Equipment (not pooled)
Work in categories 1, 3 and 4 is initiated as a function of customer requirements.
Category 2 work is initia ted in accordance with the preceding paragraph, following advice from the customer if
required.
Any life-limited components are identified during the preliminary inspection in accordance with data approved by
the customer. All information (life remaining, scrap items, etc.) relating to these components is contained in the
work file (see procedure PG-MK-0102-MK-028).

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PARTIE 3. QUALITY SYSTEM PROCE DURES
3.1 Audit of the organisation’s procedures by the quality system

3.2 Audit of aircraft, engines, and equipment by the quality system
3.3 Procedures for the monitoring of corrective action by the quality system
3.4 Qualification and training procedures for certifying staff and category B1 and B2 support
staff
3.5 Files of Certifying staff and category B1 and B2 support staff
3.6 Qualification of Maintenance Quality Assurance auditors
3.7 Qualification of inspectors
3.8 Qualification of mechanics
3.9 Monitoring of one-off authorization procedures relating to aircraft or aircraft component
maintenance tasks
3.10 Monitoring of authorizations for deviation from the organisation’s procedures
3.11 Qualification procedure for specialized activity such as non-destructive testing, welding,
etc.
3.12 Monitoring of manufacturer’s working parties and other maintenance teams
3.13 Human factors training procedures
3.14 Assessment of personnel capabilities.
Contents
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3.1 AUDIT OF THE ORGANISATION’S PROCEDURES BY THE QUALITY

SYSTEM

3.1.1 Quality System

The Quality System is based on:
- The QUALITY ASSURANCE function, exercised out by the Maintenance Quality Assurance Division, which
implements a monitoring program
- The QUALITY CONTROL function, exercised primarily by the Inspection or Technical Support Sections within
the Production Departments
3.1.2 Quality Assurance

• Monitoring program
The monitoring program and reports are prepared in accordance with procedure PG-MK-0308-MK-025
The monitoring program is planned over a two-year period.
Consisting of audits and surveys, the program covers maintenance procedures, quality system procedures and line
station maintenance procedures.
This monitoring program may be modified during implementation if the Maintenance Quality Assurance Manager
considers this necessary.
Upon request from the Maintenance Quality Assurance Manager, or at the initiative of a local Quality Assurance
Manager, following an incident or a non-quality, an investigation may be initiated.
The program is monitored by Quality Assurance Division Managers.
This monitoring is consolidated every six months by the Quality Assurance Manager.
The Management review process is described in procedure PG-G-3.3-DQ.QB-02.
• Audit
The audit is intended to highlight deviations from a reference consisting of the MOE and associated procedures
(within the scope of Part 145).
The audit represents an essential process for quality monitoring and improvement.
§ Scope of application
The audit may apply to:
- Procedures
- Processes
- Products
- Organisations
§ Audit process
An audit process involves the following phases:
• Preparation:
During the preparation phase, the auditor reviews the applicable reference documents, and then defines
his intervention plan.
Audit of organisation’s procedures by the quality system

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The audit plan thus defined is presented in advance to the managers of audited Divisions, so that the time
schedule can be determined and the individuals to be consulted can be identified.
• Conduct
The audit process involves:
Collection of information from the audited managers or from the individuals consulted,
Identification and analysis of deviations.
• Audit report drafting
Each audit generates a report. The audit report identifies the subjects checked and states any deviations
identified. Prior to release, the preliminary conclusions are read by and discussed with the audited
managers. During this phase, the auditor and audited managers jointly determine recommended remedial
actions required and the associated timescale.
• Audit report release
Audit reports are transmitted to the managers of the audited divisions, with a copy to the headquarters of
the Quality Assurance Department.
• Monitoring
Each remedial action requested is specifically monitored by Maintenance Quality Assurance; this enables
achievement of the deadline to be checked. A specific IT tool is available to support the implementation
of the monitoring program and the monitoring and measurement of results (AMQ: Quality improvement).
• Archiving
Audit reports are archived for at least two years after the completion of all associated remedial actions.
• Investigations
Each investigation generates a report and may, like audits, result in requests for remedial action.
• Surveys
Activity-specific surveys are carried out during the monitoring program. These generate “Quality Reports” that may
result in remedial actions.
3.1.3 Quality Control

The Quality Control function is applied to all maintained equipment. This function includes:
- Preliminary inspections
- Inspections for concealed damage
- Inspections during work process
- Surveys for checking the application and observance of procedures and state-of-the-art work performance. These
surveys are performed during survey programs defined by the Technical Supports or Control Sections, or outside
the program.
• Aircraft Quality Control
Control is exercised by qualified personnel, appointed by the Chief Inspector of the organisation concerned. They
report to the manager of the Technical Function or Control Unit, who in turn reports to the Manager of the
Department concerned.
• Workshop Quality Control
Control is exercised by qualified personnel, proposed by the production manager, and appointed by the manager of
the control department concerned.
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• Implementation
The QUALITY CONTROL function is involved:
- When direct control is required by the work documents
- When the controllers consider that an action should be taken
- During any surveys.
Actions associated with the control function result in the application of inspection stamps and signatures, or names
and signatures, on the equipment and/or associated documents.
An individual performing a maintenance task cannot carry out the associated control function required by the work
documents, except in cases explicitly specified in paragraph 2.23.
• Inspection marks/stamps
Procedure “PG-MK-0304-MK-048” specifies the design and management of technical and qualified operator
inspection marks/stamps.

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3.2 AUDIT OF AIRCRAFT, ENGINES, AND EQUIPMENT BY THE QUALITY

SYSTEM
3.2.1 Monitoring program

The monitoring program, as defined in procedure PG-MK-0308-MK-025 is matrix based, so as to cover
simultaneously all topics in Part 145 and all product lines.
3.2.2 Survey program

Aircraft compliance with the requirements of Part 145 is also ensured via the implementation of survey programs by
the Quality Control function.
Audit of aircraft, engines, and equipment by the quality system

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3.3 PROCEDURES FOR THE MONITORING OF CORRECTIVE ACTION B Y

THE QUALITY SYSTEM
3.3.1 GENERAL
Each remedial action requested is specifically monitored by Maintenance Quality Assurance; this enables
achievement of the deadline to be checked. The remedial action is only closed when the auditor considers the action
as satisfactory and fully implemented. The AMQ (Quality improvement) IT system supports the implementation of
the monitoring program and the monitoring and measurement of results.
Every year the Accountable Manager organizes an accident prevention/flight safety meeting; attendance includes
the Industrial General Manager and the Maintenance Quality Assurance Manager.
A Maintenance Quality Assurance monitoring report is also submitted every four months to the Industrial General
Manager during the Management Review.
3.3.2 CLASSIFICATION OF NONCONFORMITIES

The classification of a nonconformity is specified in the FAC (Corrective Action Sheet) and entered in our remedial
action monitoring IT database.
Four classification levels are defined:

Critical, if the deviation concerns:
§ the safety of individuals, aircraft, equipment, any non-compliance with current regulations that affect or
may impact on maintenance standards and/or the airworthiness of the aircraft or aircraft component.
APPLICABILITY: immediate.
Major:
§ any non-compliance with current regulations that may impact on maintenance standards and/or the
airworthiness of the aircraft or aircraft component.
APPLICABILITY: defined by the auditor after negotiation with the audited entity(*).
Minor:
§ any nonconformity not classified as major but requiring a correction.
APPLICABILITY: defined by the auditor after negotiation with the audited entity(*).
Recommendation: source of improvement to the Quality System.

APPLICABILITY: to be defined by the audited entity.
(*) This applicability shall not exceed 90 days. Exceptionally, this may be exceeded under specific conditions
(financial, workload, etc.) or in case of difficulties in application; the audited entity is then to re-negotiate the
applicability with the auditor.
Procedures for the monitoring of corrective action by the quality system

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3.4 QUALIFICATION AND TRAINING PROCEDURES FOR CERTIFYING

STAFF AND CATEGORY B1 AND B2 SUPPORT STAFF
3.4.1 Training
The general rules of paragraph 3.8 apply.
3.4.2 Qualification
CRS personnel and B1 and B2 support personnel are qualif ied in accordance with procedures PG-MK-0306-MK-
024 (aircraft activity) and PG-MK-0504-MK-008 (equipment and engine activities).
Certifying staff shall meet the following criteria:
- Appropriate knowledge of the equipment concerned and applicable procedures within the organisation and/or
Division.
- Knowledge of languages used within the Maintenance Organisation, including the usual aeronautical vocabulary,
enabling them to:
Read and understand the instructions and technical manuals used
Complete in writing all maintenance documents, in an understandable manner
Read and understand Air France procedures
Communicate orally at a level that enables the avoidance of any misunderstanding within the scope of their
authorization; the level of understanding should be compatible with the field of activity (AF or customer,
station or main base) and the type of authorization
3.4.3 Authorization
• Award and renewal of authorizations
CRS personnel and category B1 and B2 support staff are authorized by “CRS Managers”, by delegation from the
Maintenance Quality Assurance Manager, in compliance with procedure PG-MK-0205-MK-034.
Prior to any award or renewal of an authorization for issuing CRS, the “CRS Managers” assess the competence of
the applicants for carrying out the desired authorization activity. This assessment, specific to each authorization
proposal, covers primarily background experience, CRS authorizations held, if any, training programs attended and
the ability to perform the tasks included in this new authorization. Also, on renewal of an authorization, the “CRS
Manager” should check the recent experience of the authorized personnel (6-month/2-year rule), as well as the
attendance at in-service training. See PG-MK-0306-MK-024 and PG-MK-0504-MK-008
§ For aircraft activities: (see procedure PG-MK-0306-MK-024).
Various types of CRS authorizations are granted depending on the qualification level and experience of the
applicants:
- for light maintenance activities, CRS is signed off by type A and type B certifying personnel, and
- for heavy maintenance, by type C certifying personnel, supported by personnel with a qualification level
equivalent to categories B1 and B2 (whether or not they are cleared to issue CRS), personnel specialized in
“aircraft structure” activities and personnel specialized in “aircraft cabin” activities.
Personnel authorized to issue CRS hold:
- either an aircraft maintenance license JAR 66 or Part 66,
- or grandfather rights in accordance with procedure PG-MK-0306-MK-024.
§ For workshop activities: (see procedure PG-MK-0504-MK-008).
Personnel authorized to issue CRS are selected from amongst operatives with a qualification level matching the
selected authorization activities.
Qualification and training procedures for certifying staff and category B1 and B2 support staff
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• One-off CRS authorization

In a situation where an aircraft is grounded en route where there are no personnel authorised to issue CRS for this
type of aircraft, a one-off CRS authorization may be granted:
- to a technician already authorised to issue CRS under FR.145.010 on an aircraft of the same technology,
construction or systems, or
- to any individual with at least 5 years of experience in maintenance, holding a qualification that meets at least
ICAO requirements, and qualified on the type of aircraft concerned. For simple tasks (e.g. breaker to be pulled in
cargo compartment), in the absence of an aircraft type qualification, the Chief Inspector or his delegate should
check that the person is qualified in a similar technology.
All cases of one-off CRS authorization are to be reported to Quality Assurance and the Authority within seven days
of the grant of such authorization.
Where the maintenance performed may affect the flight safety, its correct execution is checked at the next station by
an approved organisation, in accordance with the appropriate method.
(see PG-MK-0306-MK-024)
• CRS Managers
“CRS Managers” are selected from amongst the Technical Department Managers, Chief Inspectors, Control
Department, “Methods – Training” Department (ME.LK) and BL.GQ, for individual line station maintenance
authorizations.
The list of “CRS Managers” is available in the “HABIL” IT file that, for each Division or Organisation, specifies
the manager cleared to authorize CRS in the Department or Organisation concerned. This list is also communicated
to the authority by the Quality Assurance Department.
“CRS Managers” formalize and keep up to date the personnel authorization field, via the “HABIL” IT file. A hard
copy of the authorization is held by the “CRS Managers”.
Personnel authorised to issue CRS receive a copy of their individual authorization card. They do not have to keep
this card with them, although they may need to present it on request, within 24 hours.
• Withdrawal of authorization
“CRS Managers” are to monitor CRS issued within the context of authorizations granted within the Division or
Organisation for which they are appointed. Any anomaly is the subject of systematic analysis that may result in the
withdrawal of one or more CRS authorizations, associated with additional training, where applicable.
Qualification and training procedures for certifying staff and category B1 and B2 support staff
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3.5 FILES OF CERTIFYING STAFF AND CATEGORY B1 AND B2 SUPPORT

STAFF
3.5.1 File content

Authorization managers and their assignees update and edit individual authorization cards and department lists via
the HABIL application.
The document proving authorization is the hard copy individual card duly signed by the entitled person and the
authorization manager(s). (see PG-MK-0205-MK-034 procedure).
3.5.2 Authorization managers

CRS Part 145 authorizations are awarded and managed by “CRS Part 145 Managers”, by delegation from the
Maintenance Quality Assurance Manager. The list of “CRS Part 145 Managers” is published periodically by
BL.MK and communicated to the Authorities. CRS Part 145 authorizations are delivered by “CRS Part 145
Managers”, following a formal proposal by the Production Department Manager of the organisations concerned (see
procedure PG-MK-0306-MK-024).
3.5.3 Archiving
The HABIL system cannot be used to store details of previous authorizations. This record can however be traced by
archiving the individual hard copy authorization cards (see PG-MK-0309-MK-006).
However, if the card format allows this, old authorizations can be retained on the card. In this case, the term
“RENEWAL” (or an abbreviation) shall be entered on the new authorization.
3.5.4 Communication to Authorities / access to files

Access authorizations are issued and managed by Maintenance Quality Assurance (BL.GQ/CDG).
HABIL is also accessible to the supervisors designated by authorization managers and to Quality Assurance
personnel for audits, surveys, investigations, and communications to the Authorities.
A copy of the HABIL card is issued to the entitled person who must be able to present it within 24 hours.
Files of personnel authorized to sign CRS and category B1 and B2 support personnel
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3.6 QUALIFICATION OF MAINTENANCE QUALITY ASSURANCE AUDITORS

Quality Assurance auditors are recruited from amongst personnel who meet the following criteria:
- Good aeronautical experience or ability to understand aeronautical maintenance activities
- Ability to read and understand technical documentation
- Ability to carry out quality monitoring program audits
- Knowledge of current regulations, manuals and procedures
Qualification of maintenance quality assurance auditors

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3.7 QUALIFICATION OF INSPECTORS
3.7.1 Personnel with delegated inspection authority

Personnel with delegated inspection authority are recruited from amongst Technicians, Supervisors or Executives
that meet the following criteria:
- Good aeronautical experience
- Ability to read and understand technical documentation
- Knowledge of current manuals and procedures, complying with regulations
- Ability to operate the necessary tools and test benches
- Be technically trained on the equipment and operations under their responsibility
Personnel holding delegated inspection authority have a minimum of 7 years aeronautical experience (6 years by
dispensation for operatives who obtained the best results in the internal AF Technician examination).
For personnel recruited with a BTS or a DUT, the aeronautical experience may be reduced to not less than 3 years.
The extent of responsibilities (authorized limits) is determined for each authorized individual by the Chief
Inspector, who is in turn authorized by the Maintenance Quality Assurance Manager or his delegate.
This authorized limit is explained and described to the personnel concerned by the Chief Inspector at the time of
issue of delegated inspection authority (or whenever the authorized limit changes).
This information is entered by the Chief Inspector into the “HABIL” IT monitoring system. A hard copy of the
authorization is held by the Chief Inspector.
3.7.2 Checker
In certain industrial organisations, scrutiny operations – basically checks for condition and dimensional checks on
parts - leading to a certificate of conformity with a specification or a work document - are carried out by
“Production” agents, who may perform this type of task on a part-time basis.
These agents are called “Checkers”
They undergo training appropriate to the tasks they are assigned.
They are authorized and registered in accordance with the procedure described in the previous paragraph.
They are provided with a personal control mark/stamp that differs from the stamp of agents with delegated
inspection authority.
Qualification of inspectors
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3.8 QUALIFICATION OF MECHANICS
Training for maintenance personnel is provided by:

- Air France Training Departments DF.EK and DF.ER (certified Part 147, P/N FR.147.0001) covering basic training
and aircraft type training.
- Manufacturers
- Other airlines
- Dedicated training centers (welding, non destructive tests, etc.)
- ME.LK for line technicians
- Internal training department
Training contents and procedures are defined by ME.GF (for BL.ME) and BL.DP (for BL.MA, BL.MM, BL.MS)
and validated by Quality Assurance with regard to regulatory aspects. They are listed in a Training Manual (one for
BL.ME, and one for BL.MA, BL.MM and BL.MS) that specifies the initial level of knowledge required.
These training manuals are periodically reviewed, in order to introduce essential improvements (depending on new
activities, new technologies, and assessments of training results).
These manuals cover:
- The training program for each category of personnel performing production and control tasks:
§ Theoretical courses (topic and duration)
§ Practical courses and/or professional training on the work site
§ Continuation training for each 2-year period for certifying staff and B1/B2 support staff. This
training takes account of significant technical changes, procedural changes and feed-back of HF
(human factor) experience.
- The method of assessing training results
Training requirements are expressed by the various Organisation Managers and this leads to a yearly program
prepared by BL.ME, BL.MA, BL.MM, BL.MS, the implementation of which is monitored by the training contact
within each organisation. The ME.GF and BL.DP Training Departments define the various training sessions
required for the courses delivered within Air France by the manufacturers or by other airlines.
Training sessions are recorded in the GIPENS and GOLF (Operational Training Management) IT systems, which
allow individual monitoring of personnel training status.
The Training Departments (ME.GF for BL.ME, and BL.DP for BL.MA, BL.MM, BL.MS) store lists of the various
courses, their duration and the name of the organisations that deliver them.
For production personnel, training is monitored throughout each course. Some courses are validated by the line
manager of the personnel, after checking their theoretical and practical training offered, and their ability to perform
the tasks they are assigned.
Qualification of mechanics
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3.9 MONITORING OF ONE- OFF AUTHORIZATION PROCEDURES RELATING

TO AIRCRAFT OR AIRCRAFT COMPONENT MAINTENANCE TASKS

Airworthiness retention relies on the completion (before the due date) of all work defined in the approved
maintenance manual, inspections, and mandatory modifications (AD).
However, in order to provide the necessary flexibility in cases not specifically mentioned in regulations, it is
possible, under certain conditions, to obtain special one-off authorization to enable continued operation. (See
procedure PG-MK-0304-MK-002)
Such special authorizations only apply to aircraft, engines or aircraft equipment of the Air France fleet, and to
certain customers under specific contracts.
In all cases, it is necessary:
To keep the number of one-off authorization as low as possible.
To check that cumulated deferments do not affect the safety of the aircraft or equipment concerned.

A one-off authorization may be requested if the inspection periodicity and equipment lives defined in the approved
maintenance manual are exceeded; it can be considered only very exceptionally as a means of postponing the
implementation of an airworthiness requirement (AD, CN, life-limited parts, etc.).
The acceptance of a one-off authorization to exceed an inspection that is due, implies the corresponding
postponement of servicing operations for equipment whose maintenance is associated with this inspection;
consequently, it is not necessary to request specific authorizations for this equipment.
A one-off industrial authorization may also be requested for an item of equipment processed outside the aircraft
cycle, in case of deviation from standards specified in an approved repair or overhaul document.
3.9.2 Drafting of the one-off authorization request

One-off authorization requests are processed in accordance with procedure PG-MK-0304-MK-002.
Procedures differ depending on whether the request concerns Air France or aircraft or equipment processed for
customers.
Monitoring of one-off authorization procedures relating to aircraft or aircraft component maintenance

tasks
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3.10 MONITORING OF AUTHOR IZATIONS FOR DEVIATION FROM THE

ORGANISATION’S PROCEDURES
Two cases may arise:

Permanent changes, in all or part of a procedure described in a regulatory Manual, suggested by the organisations
and/or derived from remedial actions from the audit program, are to comply with regulatory requirements and be
approved by the relevant Quality Assurance Division; they will then result in a revision to the manual concerned.
Temporary and exceptional deviations from procedures (e.g. temporary changes to the organisation and/or
procedures) are transmitted for assessment and decision to the relevant Quality Assurance Division, which provides
liaison with the Authority, if applicable. Any such exchanges with the Authority, are formalized in writing, with the
applicant checking for approval and ensuring implementation of the additional requirements, if any, required by the
Authority.
When a regulatory change requires immediate action, a “Regulatory change sheet” may be issued by Quality
Assurance to inform addressees of the MOE or associated procedures of the impact of the regulatory change on the
use of the document concerned, while awaiting its revision (see procedure PG-MK-0102-MK-052).
Monitoring of authorizations for deviation from the organisation’s procedures

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3.11 QUALIFICATION PROCEDURE FOR SPECIALIZED ACTIVITY SUCH AS

NON -DESTRUCTIVE TESTS, WELDING, ETC.
(See PG-MK-0203-WT-01 and PG-MK-0101-WT-02 procedures)

For production personnel, training is monitored throughout each course. Some courses are validated by the line
manager of the personnel, after checking their theoretical and practical training, and their ability to perform the
tasks they are assigned.
Certain specializations involve a periodic check to retain their qualification:
- Welders hold a qualification obtained from an approved organisation (Welding Institute); this qualification is
renewed every year, either following new tests at the Welding Institute, or through a qualification check in
accordance with the Welding Quality Plan meeting the requirements of the French Welding Institute.
- Non-destructive test specialists (X-rays, Gamma rays, eddy currents, ultrasonic tests, dye check, magnetic
particle inspection) undergo basic training in house or via specialized organisations. These personnel are
certified in accordance with European standard EN 4179.
Certain specialists hold a COFREND-COSAC diploma, renewed every 5 years.
Category B1 certifying staff and category B support staff may carry out or verify color dye checks, without
requiring compliance with the EN 4179 standard.
Qualification procedure for specialized activity such as non-destructive tests, welding, etc.
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3.12 MONITORING OF MANUFACTURER’S WORKING PAR TIES AND OTHER

MAINTENANCE TEAMS

3.12.1 Manufacturer’s working parties

Where they arise, any intervention by a manufacturer’s working party on aircraft, engine, or equipment is subject to
the general rules applicable to sub-contractors (protocols, agreements, etc.). Attention is drawn to the fact that
manufacturers do not always hold the appropriate maintenance approvals.
The exact conditions for the sub-contracting of repairs are defined in procedure PG-MK-0802-MK-014.
3.12.2 External personnel

In some cases, external personnel may be requested. These personnel are distributed amongst the teams so that they
are supervised by Air France personnel. If they are to work in an aeronautical specialty, they must hold an
aeronautical qualification.
Monitoring of manufacturer’s working parties and other maintenance teams

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3.13 HUMAN FACTORS T RAINING PROCEDURES
The “Human Factors” approach initiated by the Maintenance Division includes:

§ initial human factor training and awareness modules, corresponding to the different populations of the
Maintenance division,
§ an aspect involving “feed-back from experience”, which enables lessons to be learnt from events and the
delivery to personnel of an ongoing update to their knowledge of identified risks, good practices, and state-
of-the-art.
This approach, described in procedures PAG-ME-0311-002 to -005, is progressively being extended and adapted to
the whole DGI before the target regulatory date on 28/09/06.
Human factors training procedures

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3.14 ASSESSMENT OF PERSON NEL CAPABILITIES
Each post is described in a “Job description”. The job description defines the task and the capabilities required.
Personnel capabilities are permanently assessed by line management and are subject to an annual report that follows
annual interviews. These interviews are formalized in the Annual Assessment Forms.
Assessment of personnel capabilities

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PARTIE 4. LIST OF OPERATOR CUSTOMERS OF THE

4.1 Operator under contract

4.2 Operator procedures and documentation
4.3 Monitoring and archiving of technical files for the operator
List of operator customers for the maintenance organisation

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4.1 OPERATOR UNDER CONTR ACT
Line station maintenance contracts are managed by ME.LK.

Other maintenance contracts are managed by BL.ML.
Operator under contract

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4.2 OPERATOR PROCEDURES AND DOCUMENTATION
4.2.1 Air France operator

All arrangements made by Air France for the maintenance of the aircraft it operates are summarized in the
document entitled “Operator Maintenance Manual (MME)”.
The operator documentation covering the maintenance consists mainly of:
A maintenance manual, specifying the periodicity and contents of maintenance inspections.
An ATL (Aircraft Technical Log) to record defects found and incidents that occur during flight or en-route stop, as
well as repairs carried out.
An ACL (Aircraft Cabin Log) specific to the cabin, used in a similar way as the ATL.
These documents, used by the maintenance organisation, are described in procedure PG-MK-0404-GU-001.
4.2.2 Other operators

They are responsible for ensuring that maintenance tasks are carried out by approved organisations; these tasks
should be performed in accordance with the contents of their Maintenance Manual approved by their own
Authority.
Depending on the contracts signed with them, the technical operation documents of certain customers may be
prepared and managed by Air France, or be covered by joint manuals.
The document approval process remains the responsibility of the operator customer.
Operator procedures and documentation

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4.3 MONITORING AND ARCHIVING OF TECHNICAL FILES FOR THE

OPERATOR
Maintenance records are retained by the workshop in accordance with procedure PG-MK-0309-MK-006. In all
cases, they are to be retained for at least 2 years after the date of release to service.
Monitoring and archiving of technical files pour l’exploitant

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PARTIE 5. APPENDICES
5.1 Sample documents

5.2 List of sub-contractors (in accordance with 145.A.75 (b) and 145.A.70(a)16)
5.3 List of line station maintenance facilities
Appendices
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5.1 SAMPLE DOCUMENTS
Facsimiles of documents used during maintenance operations are included in the procedures associated with the
MOE.
Sample documents
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5.2 LIST OF SUB-CONTRACT ORS (IN ACCORDANCE W ITH 145.A.75 (B) AND
145.A.70(A)16)

All sub-contractors working for Air France is to be authorized by Quality Assurance.
These sub-contractors are subject to computerized STEF monitoring.
This STEF monitoring, kept up to date by the Quality Assurance Departments, is to be consulted before calling on a
sub-contractor.
Before working with a new sub-contractor, the requesting workshop is to consult the STEF list to check whether
another sub-contractor is listed that is already authorized to perform the work.
List of sub-contractors
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5.3 LIST OF LINE STATION MAINTENANCE FACILIT IES
The ME.LK Division provides line station maintenance at the line station airports contained in a list transmitted to
the management of this division (Ref.: GQLIST01) and regularly updated in accordance with IATA seasons. This
list is available to authorities on request.
List of line station maintenance facilities

6- Line Station
MAINTENANCE ORGANISATION Maintenance
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PARTIE 6. ADDITIONAL LINE STAT ION MAINTENANCE

PROCEDURES
6.1 Management of aircraft components, tools, instruments, etc. for line station maintenance
6.2 Line station maintenance procedures for servicing / refueling / de-icing, etc.
6.3 Monitoring of defects and recurring defects by line station maintenance
6.4 Line station maintenance procedure for completing the equipment report
6.5 Line station maintenance procedure for pooled or leased parts
6.6 Line station maintenance procedure for returning faulty parts removed from aircraft
6.7 Monitoring of critical work during line station maintenance
Contents
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6.1 MANAGEMENT OF AIRCRAFT COMPONENTS, TOOLS, INSTRUMENTS,

ETC. FOR LINE STATION MAINTENANCE
Line station maintenance tasks include turnaround, daily and weekly inspections and other work compatible with
downtime and the resources available during at a line station location.
Line station maintenance involves:
- Aircraft operated by Air France and for which line station maintenance is chargeable to this airline.
- Aircraft from customer airlines.
6.1.2 Personnel and logistic support

In all its line stations, Air France installs or ensures availability of the facilities required to perform line station
maintenance, in terms of:
- Qualified personnel
- Technical documentation corresponding to the type(s) of aircraft supported by the station
- Stocks of aircraft spares
- Ground facilities and tools

Depending on the airline, support contracts are:
- Defined in accordance with IATA rules, in a Ground Handling Agreement
- Specific (Special Deal) in accordance with IATP recommendations
Services thus provided are listed in Appendix A to an IATA agreement, also repeated in the IATP manual. Annex F.
In all cases:
- With regard to airworthiness, the relevant regulations are those of the aircraft’s country of registration.
When the operating country differs from the country of registration, the operational requirements of the operating
country apply; the airworthiness requirements of the aircraft country of registration apply with in addition, the
regulations of the operating country, if applicable.
- Maintenance is performed in accordance with a schedule and technical documentation provided directly by the
department responsible for the maintenance (ME.LK, ME.JK, ME.YC), except when otherwise specified in the
contract; these departments are therefore responsible for the availability and validity of the documentation.
Management of aircraft components, tools, instruments, etc. for line station maintenance
6- Line Station
EXPOSITION Rév.0
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6.2 LINE STATION MAINTENANCE PROCEDURES FOR SERVICING /

REFUELING / DE- ICING, ETC.
Line servicing is performed in accordance with the procedures of Part 2 of this MOE.
Line station maintenance procedures that fall outside Part 145 coverage (refueling, de-icing, water replenishment,
etc.) follow the procedures in Air France’s General Operations Manual (GEN OPS).
Line station maintenance procedures for servicing / refueling / de- icing, etc.
6- Line Station
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6.3 MONITORING OF D EFECTS AND RECURRING DEFECTS BY LINE

STATION MAINTENANCE
(See PG-MK-0404-GU-001 procedure)

Functional defects entered in the CRM are taken on charge by the station technician. Throughout the repair process,
the technician operates, whenever necessary, under the functional authority of Technical Support in the relevant
Aircraft Department within Maintenance Management or, for customer aircraft, in accordance with the
specifications mentioned in the support contracts.
Operational technical monitoring of defect processing (actions taken following crew remarks, proposal for technical
tolerances, etc.) is ensured via the CRM for both Air France aircraft and customer aircraft.
For Air France aircraft, the ATL (Aircraft Technical log) and ACL (Aircraft Cabin Log) are also used, at a main
base, by the Aircraft Departments concerned, which enter the information required for monitoring the maintenance
actions into the SIGMA IT application.
Depending on the contracts, defect monitoring may also be provided by the Aircraft Departments for customer
aircraft.
Monitoring of defects and recurring defects by line station maintenance

6- Line Station
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6.4 LINE STATION MAINTENANCE PROCEDURE FOR COMPLETING THE

EQUIPMENT REPORT
6.4.1 Aircraft on the Air France fleet
During an en-route stop, the technical actions are of various types:
- Inspections of a level lower than inspection A
- Maintenance for aircraft airworthiness
- Maintenance in response to specific requests from Engineering Departments for each fleet
Work and inspections are recorded on the CRM (ATL or ACL).
- ATL or ACL boxes provided for this purpose include the place, date, time, operator’s name and signature, as well
as the reference of the technical document used
- The response to any uncompleted work includes all the reasons that generated deferment of action
Any postponed work should be duly justified (one-off authorizations, works not affecting airworthiness, item from
the Minimum Equipment List).
For a daily or weekly inspection, an entry stating that the inspection has been completed must appear in a blank
CRM box.
Any maintenance operation or set of operations is followed up by an Certificate of Release to service (CRS) by
certifying staff (see PG-MK-0306-MK-024).
For ETOPS Aircraft, it is also advisable to specify “CRS ETOPS” or “CRS Non ETOPS ” depending on the
aircraft’s ability to carry out ETOPS flights.

Training in the procedures of the airline is provided for the technicians who will be responsible for aircraft line
station maintenance.
Work completion is recorded and confirmed by the Air France personnel in the operator’s documents.
Line station maintenance procedure for completing the equipment report

6- Line Station
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6.5 LINE STATION MAINTENANCE PROCEDURE FOR POOLED OR LEASED

PARTS

Line station maintenance contracts require that pooled parts comply with Part 145 requirements.
Leased components should normally meet the requirements of Part 145; if it does not (part not released to service
under JAR/Part 145), it should be replaced with a part complying with Part 145 within 30 flying hours maximum, or
upon the first return to main base.
Line station maintenance procedure for pooled or leased parts

6- Line Station
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6.6 LINE STATION MAINTENANCE PROCEDURE FOR RETURNING FAULTY

PARTS REMOVED FROM AIRCRAFT
6.6.1 Air France aircraft

Parts removed from an aircraft must be recovered and returned to the managing Division.
The procedures given in paragraph 2.19 apply (using the ASTRE label).
6.6.2 Customer aircraft

The provisions of specific line station maintenance contracts apply.
Line station maintenance procedure for returning faulty parts removed from aircraft
6- Line Station
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6.7 MONITORING OF CRITICAL WORK DURING LINE STATION

MAINTENANCE
(See procedures PG-MK-0305-MK-027 and PG-M-0401-GU-035)

Refer to paragraph 2.23 “Monitoring of critical work”.
Monitoring of critical work during line station maintenance


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0 - General

INDUSTRIAL GENERAL DIRECTORATE

Approval certificate PART 145 No. FR.145.010

Société Air France

NAME SERVICE/TITLE VISA/DATE

AUTHOR Eric Vacarisas Maintenance Quality Assurance Signed by : Eric Vacarisas - le

1.1 CORPORATE COMMITMENT BY THE ACCOUNTABLE MANAGER

PARTIE 2. MAINTENANCE PROCEDURES

2.1 SUPPLIER EVALUATION AND SUBCONTRACT CONTROL PROCEDURE

PARTIE 3. QUALITY SYSTEM PROCEDURES

3.1 AUDIT OF THE ORGANISATION’S PROCEDURES BY THE QUALITY SYSTEM

PARTIE 4. LIST OF OPERATOR CUSTOMERS OF THE MAINTENANCE ORGANISATION

4.1 Operator under contract

5.1 SAMPLE DOCUMENTS

PARTIE 6. ADDITIONAL LINE STATION MAINTENANCE PROCEDURES

6.1 MANAGEMENT OF AIRCRAFT COMPONENTS, TOOLS, INSTRUMENTS, ETC. FOR LINE

Note: Part 6 “ADDITIONAL LINE STATION MAINTENANCE PROCEDURES” corresponds to Part L2 in

0.2 REVISION DETAILS

0.2.2 Characteristic of revision 1

0.3 LIST OF EFFECTIVE PAGES

List of effective pages

0.4 RECORD OF REVISIONS

Rev. APPROVAL REFERENCE CLASSIFICATION Date

0.5 LIST OF ADDRESSEES

1.1 Corporate commitment by the accountable manager

1.1 CORPORATE COMMITMENT BY THE ACCOUNTABLE MANAGER

Date: September 10, 2004

Corporate commitment by the designated manager

1.2 SAFETY AND QUALITY POLICY

Safety and Quality Policy

1.3 MANAGEMENT PERSONNEL UNDER THE TERMS OF PART 145

* : Requires an EASA Form 4

1.4 TASKS AND RESPONSIBILITIES OF MANAGEMENT PERSONNEL

1.4.2 DG.BL - Industrial General Directorate

Duties and Responsibilities of Management Personnel

1.4.3 BL.MK - Maintenance Quality Assurance Division

Duties and Responsibilities of Management Personnel

1.4.4 Operational divisions

1.4.5 BL.AM - Purchasing Division

1.4.6 BL.DP - Human Resource Division

Duties and Responsibilities of Management Personnel

1.5 GENERAL ORGANISATION CHART

INDUSTRIAL GENERAL MAINTENANCE

MARKETING & SALES PURCHASING

SAVINGS & FINANCE HUMAN RESOURCE

SAFETY & INDUSTRIAL STRATEGY &

ENVIRONMENT SAFETY COMMUNICATION

MAINTENANCE INDUSTRIAL AIRCRAFT ENGINE EQUIPMENT & SERVICES

General Organisation Chart

1.5.1 Maintenance Quality Assurance Division

General Organisation Chart

BL.MK ORGANISATION CHART

Maintenance Quality Assurance

General Organisation Chart

1.5.2 Industrial General Directorate Divisions

General Organisation Chart

§ ME.QB / ME.QC / ME.QR / ME.QP / ME.NP departments

General Organisation Chart

§ Method and Quality Division (ME.CA)

General Organisation Chart

§ Human Resource Division (ME.GP)

• Aircraft Industrial Division - BL.MA

General Organisation Chart

§ Commuter-liner Heavy maintenance Activity (MA.TD)