Moe Issue 3 Rev 27 Full Final 2nd

MAINTENANCE ORGANISATION EXPOSITION
DK.145.0103
Approved by:
European Aviation Safety Agency (EASA) and Danish Transport Authority (DK CAA)
MOE HOLDER:
Northern Aerotech ApS
Copenhagen Airport South
Maerskvej 11, Building 273
DK-2791 Dragoer
Phone: 0045 22301022

E-mail: info@northern-aerotech.com
Homepage: www.northern-aerotech.com
MAINTENANCE ORGANIZATION EXPOSITION
ISSUE: 3 – REVISION: 27 – DATE: 04.06.2019
ISSUE 3
Preamble
This MOE is the presentation of the Quality Management System of Northern Aerotech ApS,
and is the basis for the approval in accordance with EASA Part-145 regulations.
Revision 27 reviewed and approved by NAT management 04-06-2019.
This MOE (Parts 1-5) is structured according to the EASA Part 145.A.70 regulations.
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PART 0 GENERAL ORGANISATION

0.1 List of effective Pages
0.2 Distributor
0.3 Structure of the QM-Documentation
0.4 Abbreviations and definitions
0.5 Definitions
0.6 Approvals / Certificates
PART 1 MANAGEMENT
1.1 Corporate Commitment by the Accountable Manager
1.2 Safety and Quality Policy
1.2.1 Quality Management System
1.3 Management personnel
1.4 Duties and responsibilities of the management personnel
1.4.2 Accountable Manager
1.4.3 Line Maintenance Manager
1.4.4 Quality Assurance Manager (QM)
1.4.4.1 Quality & Safety Deputy (QA)
1.5 Management organization chart
1.5.1 Organization Structure
1.6 List of certifying staff, support staff and airworthiness review staff
1.7 Manpower resources
1.8 General description of the facilities at each address intended to be approved
1.8.1 Principal Place of Business
1.8.2 Line stations
1.9 Organizations intended scope of work
1.10 Notification procedure to the Competent Authority regarding changes to the organization’s
activities/approval/locations/personnel
1.11 Exposition amendment procedures including, if applicable delegated procedures
PART 2 MAINTENANCE PROCEDURES

2.1 Supplier evaluation and subcontract control procedure.
2.2 Acceptance/inspection of aircraft components and material from outside contractors
2.3 Storage, tagging and release of aircraft components and material to aircraft maintenance
2.4 Acceptance of tools and equipment
2.5 Calibration of tools and equipment
2.6 Use of tooling and equipment by staff (including alternate tools)
2.6.1 Operator supplied tools
2.7 Cleanliness standards of maintenance facilities
2.8 Maintenance instructions and relationship to aircraft/aircraft component manufacturer's instruction
including updating and availability to staff
2.9 Repair procedures
2.10 Aircraft maintenance program compliance
2.11 Airworthiness directives procedure
2.12 Optional modification procedure
2.13 Maintenance documentation in use and it’s completion
2.14 Technical record control
2.15 Rectification of defect arising during base maintenance
2.16 Release to service procedure
2.16.1 Components Release to Service Procedure – EASA Form One issuing
2.17 Records for the operator
2.18 Reporting of defects to the competent authority/operator/manufacturer
2.19 Return of defective aircraft components to store
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2.20 Defective components to outside contractors

2.21 Control of computer maintenance record systems
2.22 Control of man-hour planning versus scheduled maintenance work
2.23 Critical maintenance tasks and error capturing methods
2.24 Reference to specific maintenance procedures such as:
Engine running procedures
Aircraft pressure run procedures
Aircraft towing procedures
Aircraft taxiing procedures
Deployable line station procedures
2.25 Procedures to detect and rectify maintenance errors
2.26 Shift/task handover procedures
2.27 Procedures for notification of maintenance data inaccuracies and ambiguities, to the type certificate
holder
2.28 Production planning procedures
2.29 Airworthiness review procedures and records of ELA1 aircraft not involved in commercial operations
2.30 Development and approval processing for maintenance programs for ELA2 aircraft not involved in
commercial operations
PART L2 ADDITIONAL MAINTENANCE PROCEDURES

L 2.0 Procedures for opening of new line stations.
L 2.1 Line maintenance control of aircraft components, tools, equipment, etc.
L 2.2 Line maintenance procedures related to servicing/fueling/de-icing including inspection for/removal of
de-icing/anti-icing fluid residues, etc.
L 2.3 Line maintenance control of defects and repetitive defects
L 2.4 Line procedure for completion of technical log
L 2.5 Line procedure for pooled parts and loan parts
L 2.6 Line procedure for return of defective parts removed from aircraft
L 2.7 Line procedure for critical maintenance tasks and error capturing methods
PART 3 QUALITY SYSTEM PROCEDURES

3.1 Quality audit of organization procedures
3.2 Quality audit of aircraft
3.3 Quality audit remedial action procedure
3.4 Certifying staff and support staff qualification and training procedures
3.4.1 Requisites for Certification Authorization
3.4.1.1 Category B1-B2
3.4.1.2 Category A
3.4.2 Rating privileges of Certifying Staff
3.4.3 Training program
3.4.4 Initial training program
3.4.4.1 Continuation training program
3.4.5 Training requirements
3.5 Certifying staff and support staff records.
3.6 Quality audit personnel
3.7 Qualifying inspectors / instructors / assessors
3.8 Qualifying mechanics
3.9 Aircraft or Aircraft component maintenance task exemption process control
3.10 Concession control for deviation from organization’s procedures
3.11 Qualification procedures for specialized activities such as NDT, Welding, etc.
3.12 Control of manufacturers and other maintenance working teams.
3.13 Human factors training procedure
3.14 Competence assessment of personnel
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3.15 Training procedures for on-the-job training

3.16 Procedure for the issue of a recommendation to the competent authority for the issue of a Part-66
license
PART 4
4.1 Contracting operators
4.2 Operator procedures and paperwork
4.3 Operator records completion
PART 5
5.1 Sample of documents
5.2 List of subcontractors as per 145.75(b)
5.3 List of Line maintenance locations as per 145.A.75(d)
5.4 List of the contracted organizations as per Part- 145.70(a)(16)
APPENDIX I
Certifying Staff List
APPENDIX II
Line Stations
APPENDIX III
Capability List
APPENDIX IV
CRS on 3rd Country registered aircrafts – (Non EASA Member States)
This appendix is not under EASA DK.145.0103 approval.
APPENDIX V
DLS Tracking List
APPENDIX VI
Occasional Line Maintenance Tracking List
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0.1 List of effective pages

NAT is using a revision system based on the applicable part, if a revision is performed, it will be shown in this section under the part in question.
Part Revision Pages

0–0 27 5 Part Revision Pages
0–1 27 1 2 – 28 27 1
0–2 27 1 2 – 29 27 1
0–3 27 1 2 – 30 27 1
0–4 27 1
0–5 27 1 L2 – 0 27 1
0–6 27 2 L2 – 1 27 1
L2 – 2 27 2
1–1 27 1 L2 – 3 27 1
1–2 27 2 L2 – 4 27 1
1–3 27 1 L2 – 5 27 1
1–4 27 6 L2 – 6 27 1
1–5 27 1 L2 – 7 27 1
1–6 27 1
1–7 27 1 3–1 27 1
1–8 27 2 3–2 27 1
1–9 27 3 3–3 27 2
1 – 10 27 2 3–4 27 5
1 – 11 27 1 3–5 27 1
3–6 27 1
2–1 27 1 3–7 27 1
2–2 27 2 3–8 27 2
2–3 27 2 3–9 27 1
2–4 27 3 3 – 10 27 1
2–5 27 1 3 – 11 27 1
2–6 27 2 3 – 12 27 1
2–7 27 1 3 – 13 27 1
2–8 27 1 3 – 14 27 1
2–9 27 2 3 – 15 27 1
2 – 10 27 1 3 – 16 27 1
2 – 11 27 1
2 – 12 27 1 4–1 27 1
2 – 13 27 1 4–2 27 1
2 – 14 27 1 4–3 27 1
2 – 15 27 1
2 – 16 27 2 5–1 27 36
2 – 17 27 1 5–2 27 1
2 – 18 27 1 5–3 27 1
2 – 19 27 1 5–4 27 1
2 – 20 27 1
2 – 21 27 1 Appendix I See appendix for current revision.
2 – 22 27 2 Appendix II See appendix for current revision.
2 – 23 27 2 Appendix III See appendix for current revision.
2 – 24 27 2 Appendix IV See appendix for current revision.
2 – 25 27 1 Appendix V See appendix for current revision.
2 – 26 27 1 Appendix VI See appendix for current revision.
2 – 27 27 1
This MOE is in compliance with Part-145.A.70.
PAGE | 6
0.2 Distributor
Distribution of the MOE is carried out electronically according to the below distribution list:
DANISH TRANSPORT AUTHORITY (DK CAA)
NAT Accountable Manager
NAT Maintenance Manager
NAT Quality Manager
NAT Maintenance System ALASKAR (For staff)
On request, additional addresses will be included in the distribution list. All the issues of this MOE, which have been
officially distributed according to the fixed distributor, are subject to NAT revision service.
0.3 Structure of the QM-Documentation

This MOE includes all the descriptions required by EASA-145. Detailed information concerning the individual processes
is described.
The instructions for extensive process will be specified in the respective procedures instructions.
0.4 Abbreviation and definitions

AAS Aircraft Acceptance Sheet LMM Line Maintenance Manager/NP Part
A/C Aircraft 145
AD Airworthiness Directive MDS Maintenance Department Supervisor
AM Accountable Manager MEL Minimum Equipment List
AMM Aircraft Maintenance Manual MMEL Master Minimum Equipment List
AOG Aircraft on ground Mod Modification
AOT All Operators Telex MJC Maintenance Job Card
AOW All Operators Wires MOE Maintenance Organization Exposition
ASM Aircraft Schematic Manual MPD Maintenance Planning Document
ATA Air Transport Association MR Material Request
CAP Corrective Action Plan MS Maintenance Schedule
CCO Component Change Order MTG Maintenance Temporary Guidance
CDL Configuration Deviation List NAT Northern Aerotech
CLB Cabin Log Book NRC Non-Routine Card
CMM Component Maintenance Manual NTO No Technical Objection
CRAS Change Repair Authorization Sheet OJT On Job Training
CRS Certificate of Release to Service PD Production Department
CS Certifying Staff PI Procedure Instruction
DDG Dispatch Deviation Guide P/N Part Number
DK CAA Danish transport, construction and QM Quality Manager
housing agency RSPL Recommended Spare Parts List
EASA European Aviation Safety Agency SB Service Bulletin
ED Engineering Department SIL Service Information Letter
EO Engineering Order SM Station Manager
FAA Federal Aviation Administration (USA) S/N Serial Number
FC Flight Cycles SRM Structural Repair Manual
FH Flight Hours TLB Technical Log Book
FIM Fault Isolation Manual TSM Troubleshooting Manual
GLB Ground Log Book TSR Technical Safety Report
GSE Ground Support Equipment WDM Wiring Diagram Manual
IPC Illustrated Parts Catalogue WO Work Order
IPM Inspection Procedures Manual WP Work Package
ISO International Standards Organization WS Workshop
JPM Joint Procedure Manual WSM Workshop Manager
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0.5 Definitions:
Accountable Manager:
Person who is in charge of the maintenance company in the sense of EASA Part-145
Certifying Staff:
Persons, who are authorized to certify inspections. Perform work and the final release to service (CRS) on behalf of the
maintenance company.
Employee:
In context of this MOE the term employee is defined as employee (male and female), working as permanent staff,
temporary workers or helpers etc. within the NAT responsible sphere.
Human Factor:
‘Human factors’ means principles which apply to aeronautical design, certification, training, operations and
maintenance and which seek safe interface between the human and other system components by proper
consideration of human performance.
Human Performance:
‘Human Performance’ means human capabilities and limitations which have an impact on the safety and efficiency of
aeronautical operations.
Senior Persons:
People reported to the aviation authority by name having key position in the maintenance company in the sense of
EASA Part-145
PAGE | 8
0.6 Approval Certificates
PAGE | 9
PAGE | 10
PART 1
1.1 Corporate commitment by the Accountable Manager

This exposition and any associated referenced manuals define the organization and the procedures upon which the DK
CAA Part-145 approval is based as required by Part 145.A.70. These procedures are approved by the undersigned and
should be complied with, as applicable, when work orders are in progress under the terms of the Part-145 approval.
It is accepted that these procedures do not override the necessity of complying with any new or amended regulation
published by the DK CAA or EASA, when these new or amended regulations are in conflict with these procedures.
It is understood that the DK CAA will approve this organization only whilst the DK CAA is satisfied that the procedures
are being followed and work standards maintained. It is further understood that the DK CAA reserves the right to
suspend, limit or revoke the approval of the organization, if the DK CAA has evidence that procedures are followed or
standards not upheld.
Accountable Manager on behalf of Northern Aerotech DK.145.0103.
1.2 Safety and Quality Policy

The objective of Northern Aerotech (NAT) is to become the undeniable solution for todays outsourced maintenance
needs in the aviation industry. Our commitment to quality, reliability and safety is our top priority when providing a
level of service that is unprecedented.
Every employee of NAT is aware of what an important role he/she has in the system to assure the customers, the
aircraft, his/her colleagues as well as him/herself a maximum of safety. Having the necessary prudence and personal
responsibility supported by training and information about safety relevant objects, every employee is able to consider
all kinds of situations.
It goes without saying that the expectations of all interested parties, internal and external ones, customers,
authorities, colleagues, shareholders, partners, etc. are taken into account for the company development.
The acceptance as approved maintenance provider according to EASA regulations is the basis for our activities in
aviation.
Our daily work is based on our customer’s expectations regarding quality, adherence to delivery dates and timelines,
efficiency and customer’s orientation.
Experiences gained from faults, deviations, complaints will be used for the continuous optimization of our company.
Every employee of NAT is integrated in the quality management system and knows his responsibilities, authorizations,
and duties. And knows when he/she is acting consciously, communicating actively and frankly as well as handling
resources conscientiously, everybody contributes essentially to our company’s success. Permanent support and
development of each employee guarantee a high standard now and in the future.
Environmental protection and recourses as well as social responsibility towards interesting parties play an important
role in our company.
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1.2.1 Quality Management System

The QM-System of NAT is structured in accordance with the EASA-145 requirements. The presentation of the QM-
System in the form of this MOE has been issued following EASA Part-145 regulation.
The QM-System is the basis for the approval as maintenance organization according to EASA Part-145.
Guarantees the translation and compliance of the requirements of EASA Part-145 and thus assures the
business basis.
Determines the responsibilities, authorizations, duties, and business processes of the entire company.
Assures compliance with the required aviation safety standards.
Requires and supports continuous optimization of the business processes with regard to quality, efficiency,
resources, customer requirements, customer satisfaction, etc. and secures thus the company’s permanent
competitiveness.
Changes to rules and regulations:
QM informs
QM monitors LMM of LMM revises LMM LMM ensures
Revised MOE is
changes to changes to be MOE, for QM implements implementation
sent to DK CAA
applicable Rules implemented, and AM changes in feedback to
for approval.
& Regulations. as well as approval. organization. QM.
deadline.
1.3 Management personnel
Position Name Deputy

Accountable Manager 145.A.30(a) Dan Lund (*) Morten Schalls Jorgensen
Line Maintenance Manager 145.A.30(b) Peter Møller Jensen (*) Pavel Opat
Quality Manager 145.A.30(c) Michael Tankmar (*) Charlotte Kiwajko
(*) EASA approved Form 4 personnel
Additional responsibilities:
All management personnel of Northern Aerotech have the responsibility to ensure, that their respective organization
fulfills its obligations according to the assigned duties and responsibilities. Ref. chapter 1.4
1.4 Duties and responsibilities of the management personnel

This section describes the basic tasks and responsibilities within NAT.
Tasks, duties, authorizations, and responsibilities of the individual departments are specified in the special section of
this MOE. Defined interfaces as well as the understanding of the internal customer-supplier-relationship are the basis
for effective and efficient business processes.
Each employee is responsible for the quality of their work, the observance of applicable regulations and the efficient
performance of their tasks within the bounds of their possibilities, ref. M.A.201(c)
The supply and maintenance of the required technical, organizational and personal prerequisites as described in the
MOE, is the organization manager’s responsibility.
A detailed description of the structural and procedural organization, tasks and responsibilities of the departments are
written into this MOE.
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1.4.2 Accountable Manager

The Accountable manager has the overall responsibility for the part 145 approved maintenance organization and to
establish a system for the duties specified in this chapter.
The Accountable Manager has the corporate authority and is responsible for:
Defining the Quality and Safety Policy of the organization and establishing a Quality System to ensure that
work is accomplished to the agreed standards laid down in this MOE and related documents;
Ensuring that all maintenance activities performed by the Maintenance Organization are performed to the
standards required by the customers, the Part-145 regulations and the DK CAA Regulation, as applicable;
Ensuring that necessary finance, manpower resources and facilities are available to enable the Maintenance
Organization to perform the maintenance to which it has committed for EASA operators, like the operator,
Partner Operators and Customer Operators;
Notifying the DK CAA of major changes to the Approved Maintenance Organization;
Ensuring any charges are paid, as prescribed by DK CAA, in respect to the Part-145 approval of the
Maintenance Organization;
Granting to the Authority Representative the right of access to the organization facilities, records and
documentation;
Approving the required authorization for Maintenance Personnel by granting the relevant “Declaration of
Competence”.
In respect to PART-145 requirements and DK CAA Regulation, the Accountable Manager has the following main duties:
Check the DK CAA web-site on a regular basis, to stay current with new advisories, regulations and provide
the information to the Quality Manager in the English language, in order to let him analyze them;
To be the main point of contact for DK CAA for general matters, relevant to the approval of the Maintenance
Organization;
To undersign the Corporate Commitment and the Declaration of Compliance with National Laws;
To undersign all applications relevant to the approval of the Maintenance Organization;
To nominate the Maintenance Organization managers acceptable to DK CAA, as per Part- 145.A30 b), c)
To Approve this MOE and any further revision, at the highest level within the organization;
To monitor the adequacy and effectiveness of the Quality System through periodic Quality Review meetings.
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1.4.3 Line Maintenance Manager (LMM)

The LMM is subordinate directly to the Accountable Manager.
LMM is responsible for:
The duties of the LMM of the Approved Maintenance Organization, as defined in EASA regulations;
Establishing the needs for facilities, equipment, tooling, material, maintenance data and staff, adequate to
perform the maintenance activities required by the Operator(s);
Ensuring that maintenance facilities, office accommodations, working environment and storage facilities are
suitable for the required maintenance activities and properly maintained;
Ensuring that all operations are carried out in accordance with applicable Safety standards;
Assessing the competence of the Maintenance Organization personnel and recommend authorization to QM;
Establishing, implementing and controlling the Manpower Policy for the maintenance activities under his
responsibility;
Establishing and controlling the Training Policy of the Department for initial and continuation training;
Ensuring the procurement, administration and control of equipment and tooling to support the required
maintenance activities;
Ensuring that all maintenance data, applicable to the maintenance activities within the capabilities set forth
in the PART 145 Maintenance Organization Approval, are available, up to date and used within the
department;
Ensuring timely performance and proper certification of the maintenance activities required by the
operator(s) on the operator(s) fleets (or components), within the capabilities and at the locations set forth in
the PART 145 Maintenance Organization Approval and in accordance with the standards of the Organization,
the Operator(s) and the relevant Airworthiness Authorities;
Ensuring that all maintenance works are duly recorded, transmitted to the Operator(s) and properly stored,
in accordance with the applicable procedures;
Ensuring that un-airworthy conditions, found during aircraft (or component) maintenance are duly and timely
transmitted to the Quality Manager for further processing;
Ensuring issuance, updating and implementation of standards, procedures and instructions of the
department, including this MOE;
Ensuring the procurement, logistic, custom clearance, administration, storage control and custody of spare
parts to support the Operator(s) fleets, to the extent required by the Operator(s), within pre-defined budgets
and in accordance with Airworthiness Authorities Standards;
Ensuring the logistic, administration and control of maintenance services for LRU components, excluding
Engines and APU, of the fleets of the Operators;
Ensuring the logistic, administration and control of maintenance services for consumable / expendable
materials, of the fleets of the Operators;
Procuring, managing and supervising the outstation line maintenance support from third parties for the fleets
of the Operators;
Ensuring the management of any maintenance activities, including third party, to be performed in those
airports other than the home base or line stations, where unscheduled defect rectification is needed;
Ensuring that, each time quality findings (concerning maintenance standards or deficiencies) are notified, a
prompt action is performed to restore that condition to an acceptable level, according to company and EASA
part 145 requirements.
Implementing the Organization Quality Policy within the department;
Ensuring that Health and Safety standards are met and maintained in the department;
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In respect to his responsibilities, LMM has the following duties:

Evaluating the Maintenance Organization Approval in respect to the Operator(s) program and scope of work,
and initiating changes as required;
Submitting to QM for the extension of capabilities of the Organization and of Certifying Staff for approval;
Supervising all activities relevant to procurement, maintenance and upgrading of maintenance facilities,
offices and store facilities;
Preparing and updating the Manpower Plan;
Approving the Maintenance Training Plan of the department in accordance with the department’s Training
Policy;
Approving the Organization Document for definition, management and control of equipment and tools;
Approving purchase orders for equipment and tools;
Approving the Maintenance Organization Exposition;
Approving subscription services for maintenance data manuals, if necessary;
Approving and monitoring the monthly roster of maintenance staff;
Approving and monitoring leave of all maintenance staff and of any other personnel of the department
Preparing, approving and transmitting to QM the proper form to highlight un-airworthy conditions found
during the maintenance of aircraft or component;
Maintaining a system to promptly inform the Operator(s) of any technical problem found during the
Operations that could hazard the aircraft;
Reporting technical delays of the Operator(s) fleet, if so required and in accordance with the Operator(s)
procedures;
Elaborating and approving this MOE and any further revision, ensuring that it contains all procedures and
standards necessary to perform the maintenance activities under the Maintenance Organization Approvals;
Approving the Department Secondary Procedures;
Supervising the activity of the Store & Material Service;
Proposing and controlling the Operators’ spare parts Policy, including definition of minimum stock
consumption;
Directing and monitoring the selection of suppliers for materials and repair services;
Procuring, evaluating, negotiating, approving and submitting to the Accountable Manager for final approval
agreements and contracts for component maintenance and spare parts to support for the Operators’ fleet;
Procuring, evaluating, negotiating, approving and submitting to the Accountable Manager for final approval
agreements and contracts for transportation, logistic and customs management of parts, materials and
equipment;
Approving all purchase orders for spare parts, equipment and tooling, within predefined budget;
Procuring, evaluating, negotiating and finally approving all line maintenance outstation contracts for the
Operators’ fleets;
Day-by-day supervision and management of line maintenance outstation contracts and activities;
Organizing and managing rapid recovery of AOG situations at stations other than home base or line stations;
Procuring, evaluating, negotiating and finally approving all maintenance and spare parts services to recovery
AOG situations at all destinations of the Operators’ aircraft;
Chairing the Quality Review meetings of the department and defining, planning and implementing corrective
actions for all quality findings concerning the activities of the department;
To be fully aware of any changes of rules and regulations affecting the Maintenance Organization Approvals
and to implement them, in cooperation with QM;
Issuing notices and communications to department staff, as required, to implement the Organization’s
Quality Policy;
Organizing continuation training, fuel tank safety, Human factor training, etc.
Establishing and maintaining contacts with the local Airport and Customs Authorities for the tasks assigned to
the department;
Evaluate and complete, as required by NAT applicable procedures, the working documents (i.e. tasks cards
and work packages) provided by Operators;
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1.4.4 Quality Manager (QM)

The QM directly reports to the Accountable Manager.
QM is responsible for:
Implementing the Quality Policy established by the Accountable Manager;
Establishing, maintaining and monitoring the Quality System of the Maintenance Organization;
Develop and maintain a Quality Assurance Program;
Feedback to the Accountable Manager to ensure that corrective actions are identified, addressed and
corrected and monitoring the adequacy and effectiveness of Quality System;
Promoting safety and quality awareness throughout the Organization;
In respect of his responsibilities, QM has the following main duties:
To maintain a sound knowledge of legal and legislative requirements relating the Maintenance Organization
Approvals issued by the DK CAA;
To be fully aware of any changes to rules and regulations affecting the Maintenance Organization Approvals;
To ensure validity of Maintenance Organization and related documents;
To support the Accountable Manager in dealing with DK CAA for all matters relevant to the Maintenance
Organization Approval;
To propose, as required and in cooperation with involved Department Managers, modifications or
improvements to the Organization structure, facilities and procedures;
To support the Accountable Manager in notifying DK CAA of changes to the Approved Maintenance
Organization;
To establish and maintain safety and quality standards to satisfy the Authority requirements;
To provide for issuance, approval, distribution and updating of quality standards and procedures, as well as
the acceptance and approval of maintenance standards and procedures, including this MOE;
To approve this MOE and any further revision, for consistency with Part 145 and DK CAA regulations;
To verify competence and issue Company Authorization to maintenance staff;
To establish, plan and maintain the Quality Assurance Program to monitor Organization compliance by
- Constantly monitoring, by means of quality inspections, systematic audits, product audits, that all
activities of the Maintenance Organization are performed in accordance with the requirements of
Part 145 and DK CAA regulations, and with all applicable standards and procedures laid down in this
MOE and related documents;
- Constantly monitoring the compliance of subcontracted maintenance activities to Part 145
regulations and requirements of NAT Maintenance Organization;
- Constantly monitoring that the Organization’s standards are satisfying customer needs;
- Ensuring through specific working plans that all non-conformities are investigated to the required
level:
To propose, agree and plan corrective actions, provide for monitoring and adequate follow up, as required,
and check for their accomplishment;
To maintain records of the Quality Assurance Program results;
To provide for Quality System training and for sustaining of safety and quality awareness;
To assist subcontractors and/or suppliers:
- Verifying that they have necessary approvals, facilities and manpower to undertake their tasks
- Verifying that all contracted maintenance activities will be accomplished by personnel duly trained
on Operator(s) procedures and in accordance with the contract;
To manage the Quality Assurance Department in order to fulfill all Quality System duties, including:
- Monitoring that the allocated resources are adequate to fulfill required duties;
- Administering the personnel under his jurisdiction;
To participate in personnel training and qualification process by:
- Accepting the Training Program developed by the LMM, warranting consistency to the applicable
regulations and standards;
To transmit to the Authority, manufacturer(s) and Operator(s) reporting of un-airworthy aircraft conditions,
to assure their following-up and monitor for corrective actions, if required;
To approve Exemption/Concession requests, presenting them to the Authority for final approval, when so
required.
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1.4.4.1 Quality & Safety Deputy (QA)

General
The main responsibility in the NAT QA Department lies with the Quality Manager (QM) at all times.
The role as QA & Safety Deputy is to support the QM in daily businesses and to support the organization in
the case of shorter absence of QM.
In case of a longer period of absence of QM, Accountable Manager (AM) has to produce a solution to the
approval by the Competent Authorities.
Place in the organization
The QA & Safety Deputy reports in Quality and Safety matters to the QM.
Tasks and Responsibilities
The main task is to support the QM, as needed, in the following tasks, but not limited to:
Preparation and evaluation of Annual Audit Plan
Internal Audits: Preparation, performance and closing
External Audits: Preparation, performance and closing
To prepare and issue Company Approvals
To prepare and issue Statements of validation of Personal Log Books
Monitoring of new EASA and CAA-DK regulation
Implementation of new procedures and regulation within NAT
Liaise with Customers and Competent Authorities
Monitoring of Occurrence and Safety Reporting System
Investigations in relation to Occurrence and Safety Reports
Note: The QA & Safety Deputy does not have the authority to issue approvals, nor to perform audits.
Qualifications
Knowledge of Quality Management
Knowledge of EASA Part 145, Part M, ICAO and local regulations
Knowledge of auditing principles
Knowledge of NAT Quality System
Knowledge of NAT MOE and procedures
Knowledge of Human Factor, EWIS and Fuel Tank Safety
Knowledge of Safety Management System
PAGE | 17
1.5 Management Organization
NAT Organization chart
Accountable
Manager
Quality Manager HR & Accounting
QA Deputy
Line Maintenance Recruitment Sales

Manager
LMM Deputy
Line Station
Stores & Tools
Managers
Technical Dept.
1.5.1 Organizational structures

NAT is divided in the following main areas:
Management, consisting of Accountable Manager
Quality Assurance
Aircraft Maintenance
PAGE | 18
1.6 List of Certifying Staff, support staff and airworthiness review staff
The nomination and authorization and giving of eligibility of certifying staff and other technical staff are under
responsibility of the QM. The Certifying staff list is administrated by the Quality manager.
!Please See Appendix I to this MOE, for latest revision of NAT Form 100 – Certifying Staff List.
A personal file has been created for each employee, where the qualifications are filed, includes proofed qualification
documents, authorization and entitlement and as well a resume.
The QM is responsible for the safe storage and archive of the person files. A specification to the archived documents is
described in MOE chapter 3.5.
Airworthiness review staff not applicable to NAT operations.
1.7 Manpower Resources

The following table presents the average NAT personnel distribution for the Part-145 activities at time of revision.
Significant permanent changes will result in an amendment to MOE.
Position Number of workforce

Line Maintenance Manager 1
Quality Manager 1
Aircraft Maintenance Personnel 67
TOTAL 69
NAT has a sufficient number of employees, for administration and maintenance functions.
Through foresighted coordination with the customer, the LMM of NAT creates a manpower plan. Manpower is
continuously monitored by LMM via manpower matrix as found on NAT shift report – NAT Form 143.
LMM assures qualified personnel are sufficiently available for the performance of work at the stations and adjusts the
staffing level according to permanent or seasonal changes in workload.
The manpower plan is reviewed by management at least every 3 months.
1.8 General description of the facilities at each address intended to be approved.

The facilities of NAT are designed and equipped in such a way that all the works can be carried out in compliance with
the approvals, regulations, and requirements by authorities, professional associations, and customers.
It is assured that the DTA has access to the facilities of NAT at any time.
The ability to operate and operational safety of the facilities are assured by appropriate safety and maintenance
actions.
It is assured that the facilities are only operated with the required approval according to the regulations by authorized
personnel with the required approvals and their proper use accordingly.
The heads of department are responsible for the planning, specific interpretation and care of their facilities as well as
for their proper operation.
For administrative divisions are a sufficient number of offices available. The LMM of NAT, his representative
respectively, is responsible for all facilities with respect to work safety, environment, equipment, maintenance,
operation approval, etc.
PAGE | 19
1.8.1 Principal Place of Business

The company Headquarter is located in Denmark, the address is:
Northern Aerotech
Copenhagen Airport South,
Maerskvej 11, Building 273
DK-2791 Dragoer
Phone: +45 22 30 10 22
E-mail: info@northern-aerotech.com
1st Floor
OFFICES
Office is heated. Work space with desks and computers, printer/scanner, as well as shelves for documents, fire proof
archive etc. Telephone and internet at all work stations.
Floor covering covers the office floor for comfort and to ensure better human performance standards.
Kitchen and toilets are located on the same floor as the office.
1.8.2 Line stations

!Please See Appendix II to this MOE, for complete list of NAT Line Stations, including Facility drawings.
Current status of Line Stations can be found in Appendix III - NAT Line Maintenance Capability List.
Any changes to Appendix II require submission, to the DK CAA, of MOE and associated appendices for approval.
PAGE | 20
1.9 Organization intended Scope of Work

NAT is a maintenance organization approved according to EASA Part-145.
The company was founded on October 2009 Approval No. DK145.0103
EASA approval number DK.145.0103 obtained 01.03.2011.
The Company is registered under the Danish Commercial Register, the business basis is:
Consultancy of Airlines
Establishment of Maintenance organizations
Contract evaluations
Line maintenance of customer aircraft, types:
Rating TC holder Aircraft type Limitation Base Line

A1 Boeing B737-300/400/500 (CFM56) X
A1 Boeing B737-600/700/800/900 (CFM56) X
A1 Boeing Boeing BBJ series (CFM56) X
A1 Boeing B757-200/300 (RR RB211) B1 only X
A1 Airbus A318-110 series (CFM56) X
A1 Airbus A319-110 / -130 series (CFM56) X
A1 Airbus A320-111/ -210/-230 series (CFM56) X
A1 Airbus A321-110/-210/-130/-230 series (CFM56) X
A1 Airbus A319 – 130 series (V2500) X
A1 Airbus A320 – 230 series (V2500) X
A1 Airbus A321 – 130/ -230 series (V2500) X
A1 Airbus A320-251N (CFM LEAP-1A) X
A1 Airbus A321-251N (CFM LEAP-1A) X
PAGE | 21
Limitation of Scope of work

As a general rule, all NAT Line Stations are considered B1/B2 approved with no limitations, unless otherwise specified
in the 1.9 Scope of work matrix.
In case no certifying staff or operator contract, for a certain aircraft type is available for a limited time, QM will limit
the station accordingly in Appendix III – NAT Line Maintenance Capability List.
In case no B2 certified staff is available, QM is responsible for imposing limitations on that particular station. This is
controlled by NAT Appendix III. In the absence of QM, the Quality Assistant will maintain Appendix III. Stations limited
for long term periods, must have B2 staff available at a reasonable time/distance.
QM will update Appendix III as needed and ensure an accurate overview of capabilities and limitations on all active
stations. LMM will inform QM of any changes to manpower plan immediately and QM will limit stations accordingly.
QM will inform the respective Line Station of their limitation and how to proceed while the limitation is in force. QM
will stress that no B2 work is to be carried out while station is limited, to both LS and LMM. QM will carry out random
checks, to ensure procedure is followed at all times.
For scheduled B2 work, LMM will arrange for B2 manpower to be available and inform QM, LS and Operator.
QM will adjust station limitation accordingly.
For AOG, LMM will coordinate with Operator and LS to ensure manpower and tools. LMM will inform QM
and QM will adjust station limitation accordingly.
NAT Appendix III is sent to DK CAA for info when changes to limitations, not affecting the scope, are made.
Line Maintenance should be understood as any maintenance that is carried out before flight to ensure that the
aircraft is fit for the intended flight.
a) Maintenance may include:
Trouble shooting
Defect rectification
Component replacement with use of external test equipment if required
Component replacement may include components such as engines and propellers
Scheduled maintenance and/or checks including visual inspections that will detect obvious unsatisfactory
conditions/discrepancies but do not require extensive in-depth inspection. It may also include internal
structure, systems and power items which are visible through quick opening access panels/doors
Minor repairs and modifications which do not require extensive disassembly and can be accomplished by
simple means
b) For temporary or occasional cases (AD’s SB’s) the Quality Manager may accept base maintenance tasks to be
performed by a line maintenance organization provided all requirements are fulfilled as defined by the
competent authority.
c) Maintenance tasks falling outside these criteria are considered to be Base Maintenance
d) Aircraft maintained in accordance with “progressive” type programmers should be carried out should be
determined by the assessment that all tasks within the particular check can be carried out safely to the
required standards at the designated line maintenance station.
Definition of Line Maintenance

Line maintenance is defined as scheduled maintenance work up to, but not including, C check on applicable types of
aircraft. Line maintenance also includes scheduled and unscheduled replacement of rotable components, including
engines and minor repairs to aircraft structure, as defined in AMC 1 (a+b) to part 145.A.10 Scope.
Furthermore, to AMC 1 (b) to part 145.A.10 Scope.

For temporary or occasional cases (AD’s, SB’s) the Quality Manager may accept “parts” of base maintenance tasks (i.e.
Repetitive Inspections, defined as “Minor” parts of an AD, who has been performed during base maintenance) to be
performed by a line maintenance organization provided all requirements are fulfilled as defined by the competent
authority.
In case of need, a Hangar will be rented on hourly basis if available.
At unfavorable weather condition (thunderstorm, wind according to AMM limitations, icing conditions and respect of
human factor) the defects rectification has to be stopped and/or to be performed in a hanger.
Maintenance task falling outside these criteria considered to be Base maintenance.
PAGE | 22
Component Maintenance should be understood as any maintenance performed on components.

a) Maintenance may include:
Trouble shooting
Defect rectification
Component replacement with use of external test equipment if required
Minor repairs which do not require extensive disassembly and can be accomplished by simple means
Inspection
Cleaning
Overhaul
Re-certification (EASA Form 1)
b) Components maintained in accordance with appropriate manufacturer manuals.
Definition of Component Maintenance

Components received according to MOE 2.2.
EASA Form 1 release in accordance with MOE 2.3.
Station Availability
!Please See Appendix III to this MOE, for NAT Line Maintenance Capability List.
Any changes to scope in Appendix III require submission, to the DK CAA, of MOE and associated appendices for
approval. Changes to limitations not affecting the scope, does not require submission of MOE.
PAGE | 23
1.10 Notification procedure to the competent authorities regarding changes to the organizations
activities/ approval /location /personnel.
This MOE is the basis for the approval of NAT as a Line Maintenance Organization.
Any changes in the company, leading to a change of the MOE content, must be approved by the DK CAA.
Personal changes in the functions specified in the MOE. (Accountable Manager/LMM/WSM/QM).
Changes in the type and scope of the approved works, aircraft types, engine types, aircraft components, etc.
Changes of processes affecting the approval of the MOE.
Changes affecting the approval, e. g. significant modifications of the equipment, tools, materials, certifying
staff.
Significant changes of the facilities, operational locations.
Change of Company address
Temporarily leaving an approved Line station unmanned

Due to seasonal activity NAT will sometimes leave a Line Station temporarily unmanned. A line station can’t be left
unmanned for more than max. 12 months.
During unmanned status the station will remain on QM Audit Plan and LMM Station Visit list. All station inventory will
be stored securely and any items needing calibration, maintenance, verification, etc, can be sent to RIX store.
When NAT is leaving a Line station temporary unmanned, the below procedure and NAT Form 147 has to be followed.
NAT LMM will inform DK CAA, in writing, that station will be temp unmanned.
All office equipment will be packed and labeled in separate boxes
All tools will be packed and labeled in separate boxes
All spares / consumables will be packed and labeled in separate boxes.
All spares / consumables from other suppliers than NAT will be packed and labeled in separate boxes.
All documentation has to be packed and labeled in separate boxes with visible customer and A/C reg. label.
Internet connection, mobile phones contracts etc. will be packed and labeled in separate boxes.
Re-opening a line station after this has been left temporary unmanned
When NAT re-opens a temporary unmanned Line station, the below procedure and NAT Form 147 has to be followed.
NAT LMM will inform DK CAA, in writing, when station resumes operation.
Check audit status with QM. Audit must be performed and any findings cleared before Line Station can be re-
opened.
Conduct a check of all office equipment. Replenish if needed.
Conduct a check of all tools. Replenish if needed.
Perform receiving inspection of all spares / consumables as per MOE 2.2 and 2.3. Replenish if needed.
Make sure all areas clearly marked, replace decals if necessary.
Re-establish IT equipment, mobile phone and internet connection as applicable.
Make sure the facilities and drawings correspond as per MOE 1.8.
Occasional Line Maintenance

Occasional line maintenance is defined as a one time or short-term maintenance operation, at a location other than
an Approved Line Station listed in MOE 1.8. Maximum duration for an Occasional Line Maintenance operation is 40
days. If the operation is to carry on beyond the 40 days, an application for opening of a Line Station must be sent to
the DK CAA 10 working days prior to the expiration of the 40 days Occasional Line Maintenance operation.
The DK CAA must be informed prior to commencing Occasional Line Maintenance. The information should include;
Start and end date of operation.
Scope of operation
Location of operation
No preapproval of an Occasional Line Maintenance operation is needed; however, the DK CAA is always granted
access and assistance in inspecting any NAT facility.
PAGE | 24
Deployable Line Station

NAT LMM will inform DK CAA when a station is deployed and/or when station crosses a border.
NAT LMM will report station activity, as per Form 144, to DK CAA upon request.
The LMM of NAT is responsible for the issue, update, and request for modifications to the DK CAA, distribution and
revision of this MOE.
1.11 Exposition amendment procedures including, if applicable, delegated procedures.

The LMM of NAT is responsible for the continuous revision of the MOE contents.
LMM is responsible for the content of the MOE will be adapted, within NAT and will be presented to the DK CAA for
approval.
If no change occurs in the MOE, the MOE will be checked annually for actuality and conformity.
After approval the revision of the MOE will be distributed according to the distribution list.
A long left-hand margin of the page opposite printed subject that was changed. All additions and changes of text will
be identified by a vertical black line.
Amendment to appendices.
Appendix I – Certifying Staff

Appendix I is a live document. The list is updated to reflect the current certifying capabilities of Northern Aerotech at
all times. When the MOE is amended the most recent list is included as Appendix I.
In between MOE revisions a current list will be provided to the DK CAA at audits or upon request.
Any change in certifying capabilities that influences NAT’s general capabilities will always result in an amendment of
the affected Parts/Procedures/Capabilities and thus require a new revision to be sent to the DK CAA for approval.
Appendix II – Line Stations

Alterations to appendix II can be made without a new revision of the MOE with only associated appendices being
submitted to the DK CAA for approval. If alteration affects content of MOE, a full revision of MOE and appendices
must be submitted for approval.
Appendix III – Capability List

Appendix III is a live document. The capability list is updated to reflect the current capabilities and limitations of
Northern Aerotech at all times. When the MOE is amended the most recent list is included as Appendix III.
In between MOE revisions a current list will be provided to the DK CAA at audits and upon changes in limitations.
If alteration affects content of MOE, such as change of scope, a full revision of MOE and appendices must be
submitted for approval.
Appendix IV - CRS 3rd Country Operators

Alterations to appendix IV can be made without a new revision of the MOE without being submitted to the DK CAA for
approval. If alteration affects content of MOE, a full revision of MOE and appendices must be submitted for approval.
Appendix V – DLS Tracking list

Alterations to appendix V can be made without a new revision of the MOE with only associated appendices being
submitted to the DK CAA for approval. If alteration affects content of MOE, a full revision of MOE and appendices
must be submitted for approval.
Appendix VI – Occasional Line Maintenance Tracking list

Alterations to appendix VI can be made without a new revision of the MOE submitted to the DK CAA for approval.
If alteration affects content of MOE, a full revision of MOE and appendices must be submitted for approval.
PAGE | 25
PART 2
According to the EASA requirements the presentation of certain procedures for maintenance of aircraft is required in
the MOE. The unanimity understanding and application of these procedures determines standards for several
branches in the EASA influence area.
The presentation of the maintenance procedures in the following chapters is limited to the general description of the
EASA requirements.
2.1 Supplier evaluation and sub contract control procedures.

Suppliers and sub-contractors must be approved by QM. An initial audit of new suppliers is performed by QM or a
person appointed by QM, ref. NAT form 136. Further audits are carried out as needed. Procedures and practices in
accordance with AMC 145.A.65(c)(1)
2.2 Acceptance/Inspection of incoming Aircraft Components and Materials from Outside Contractors
All deliveries must be delivered to goods receiving.
Upon receipt of general consumer goods, incoming inspection will verify that the actual part and delivery receipt
reflect the same information as stated in the purchase order; furthermore, the delivery note shall be x-checked in
according to actual delivered goods.
Upon receipt of goods (Components, or spare parts) which are specifically purchased for installation on aircrafts,
incoming inspection must verify that actual component/spare part receipt; reflect the same information as stated in
the purchase order.
New components must have one of the following documents:

JAA Form One, before 28 SEP 2004 (BL1-1 item 2 release certificate)
EASA Form One. (Issue 2 current, Issue 1 still valid)
FAA Form 8130-3/-4.
Canadian TCCA Form 24-0078.
On the shipping ticket, Invoice or other production documentation, there must be stated, that this
part is produced by an EASA, JAA, FAA, or Canadian approved manufacturer.
Canadian Form One, CAR 571.
Used components must have one of following:

JAA Form one, before 28 SEP 2004 (BL1-1 item 2 release certificate) **
EASA Form One. (Issue 2 current, Issue 1 still valid) *
FAA Form 8130-3/-4. **
Canadian TCCA Form 24-0078.
Canadian Form One, CAR 571. **
*) The company must be listed on an EASA approved list.

**) If part is repaired or overhauled outside EASA it must have dual sign off.
Classification of components.
1. Components which are in a satisfactory condition, released on an EASA Form 1 or equivalent and marked in
accordance with Subpart Q of the Annex (Part-21) to Regulation (EC) No 1702/2003.
2. Unserviceable components which shall be maintained in accordance with this section.
3. Unsalvageable components which are classified in accordance with 145.A.42(d).
4. Standard parts used on an aircraft, engine, propeller or other aircraft component when specified in the
manufacturer’s illustrated parts catalogue and/or the maintenance data.
5. Material both raw and consumable used in the course of maintenance when the organization is satisfied that
the material meets the required specification and has appropriate traceability. All material must be
accompanied by documentation clearly relating to the particular material and containing conformity to
specification statement plus both the manufacturing and supplier source.
6. Components referred to in point 21.A.307(c) of the Annex (Part-21) to Regulation (EC) No 1702/2003.
PAGE | 26
Spare parts.
All spare part must be of manufacturers authorized spare parts, however certain electrical and electronic parts such
as, resistors, diodes, transistors and standard integrated circuit (op. amp, standard logic., i.e.) can be used as
substituted if such parts are tested or you can demonstrate that they meet their published specifications and that they
do not adversely affect the performance of the equipment on/in which they are used. Published specifications of such
spare parts must always be equal to or better than the original spare parts. Integrated circuits such as hybrids, large
scale integrated circuits (LSIC), programmable logic devices, gate arrays, application specific integrated circuits (ASIC),
memories, CPU i.e. must always be the original manufacturers prescribed Part no. reference AC 20-62D 11b.
All parts will be identified by reference to a file in the company’s internal system, where you can document supplier
and any statements.
Check that the delivered are marked in such a way that it can’t be confused during storage,
transportation i.e.
Check that the delivered, when it comes to sharing parts with limited storage time, is clearly marked
with the manufactured date / overhauling date or date of expiry storage time.
Check and record the expire date into the stock system.
Check the receiving parts for damage during transportation, Additional check whether the parts are
correct capped off.
Receiving Inspection is carried out by trained and authorized personnel, approved by QM.
- All certifying staff is approved for receiving inspection, unless otherwise stated.
- Non-certifying staff must be issued approval from QM, after completion of training.
The inspector thereafter files the purchase order.
By receipt of goods that are not serviceable, damaged or where paper iaw. Part 2.2 is not available
at the moment, has to be transferred to quarantine area, for further processing. These parts must
be attached with a U/S tag, and further processing of the part is determined by the LMM.
Parts demanding special treatment shall be received from suppliers as describe in part 2.
2.3 Storage, tagging, and release of aircraft components and material to aircraft maintenance.
NAT will ensure with a foresight planning, the necessary required materials for their production and Line Maintenance
tasks. They must be available in sufficient quantity, of the specified quality, economically and on schedule.
The material for the aircraft and aircraft components maintenance correspond to the requirements and specifications
of the manufacturer / design organizations.
For stock parts the Control of AD, SB and modification status for delivered parts is under NAT responsibility. In case of
status doubt the operator has to be contacted for clarification.
The procurement documents include indications on product specifications and requirements, regulations and
standards to be taken into account if necessary as well as the required proofs and markings.
Prior to storage or use, each delivered material is entered in a database according to a fixed incoming goods
procedure and checked on compliance with the procurement requirements. The traceability is assured at any time.
Through appropriate identification labeling, tags, stickers, etc. the status is always recognizable. In addition, further
information concerning all stored parts and materials can be retrievable from the EDB system.
Materials and parts with a doubtful point of origin without adequate documentation will be blocked, marked clearly
and stored in a locked quarantine area until clarification.
If a resolution is not possible, the material will be sent back to the provider / customer.
If suspect of “unapproved parts” will occur, the LMM and QM must be informed.
All aircraft components and materials have to be stored in appropriate and secured rooms in accordance with the
manufacturers’ storage instructions.
Upper and lower temperature and humidity levels according to manufacture instructions.
PAGE | 27
Through an adequate control of the amenity condition, as temperature, humidity, as well as separation in special
storage places (for example Refrigerator/ Fire secured shelf’s) the storage locations are secured.
Material without sufficient documentation will be stored into the quarantine store. If the limit expired, the affected
material will be immediately blocked and if necessary destroyed.
The storage locations are secured against unauthorized access through appropriate access controls.
Material is packed in consideration of the relevant regulations so that during storage and transport, damages and
harms as well as hazards to people, property and environment are avoided.
When material is exported or forwarded, the foreign trade regulations shall be complied with.
For all the planning, procurement, storage, transport and disposal procedures that are subject to proving, records
shell be kept in a revisable manner.
The material storage is described in procedure 2.2.
When handling ESD sensitive parts, the staff at the stock area must ensure that the packing is not damaged and is
correctly labeled. ESD sensitive spare parts packing may never be broken, without use of ESD Wristband and ESD MAT.
A template of un-serviceable tag and Form one is listed in Part 5.1 of this MOE.
2.4 Acceptance of Tools and Equipment

General
The approved maintenance organization must have tools and equipment to perform the approved scope of work. To
achieve this, a review of manufactures recommended tooling must be done. If for some reason manufacturer
recommended tools have to be substituted, an approved procedure must be followed.
Personal competence
To review the need for tools, the personnel must have knowledge of the type of work to be performed and the
aircraft type.
When performing acceptance (incoming inspection), the personnel must have knowledge about registration, labeling
and general acceptance / verification principles.
Provisioning
The provisioning process starts with an identification of needs of tools and equipment. This review consists of
checking the maintenance instructions specifying the work in order to determine the tooling requirement. It also
includes consultation of the Tools and Equipment Manual for the aircraft type in question.
When the review results in a recommendation to buy tools and equipment, it shall include necessary manuals with
maintenance / repair procedures and recommendation for calibration intervals.
If recommended tools and equipment has to be substituted by alternate tooling, the procedure found later in this
MOE shall be used.
PAGE | 28
Acquisition of Alternate Tools

If the aircraft or component manufacturer specifies a particular tool, it shall be preferred. However alternate tools
may be desirable for the following 3 reasons:
Economic reasons. An alternate tool identical to the OEM tool is available
Modification of the OEM tool is required due to lack of performance
OEM tool is not available
If a tool identical to the OEM tool is required, the specifications of the OEM tool are to be acquired, and the alternate
tool is to fulfill these specifications.
If the OEM tool is to be modified, or an OEM tool is not available, the task where the tool is required is to be
scrutinized and Engineering shall give specifications of the alternate tool.
When the tool is provisioned, it is to be identified with a P/N and released to the user.
The P/N of the tool has to be unique and must not be confused with the OEM tool, even if the tool is manufactured to
the specifications of the OEM tool.
NOTE: Acquisition, Manufacturing or use of Alternate Tool, shall always be approved by the Quality Manager.
Provided the alternate tool is manufactured by NAT or its contractors according to OEM tools specifications, the P/N
allocated shall be the original P/N followed by “NAT”.
If the tool is copied or is of own design, the P/N to be allocated to the alternate tool shall be taken from NAT’s
drawing. If the tool is based upon an OEM tool, the drawing shall refer to the P/N of the OEM tool.
Acquisition of Infrequently used tools

If tools are used infrequently e.g. unexpected need comes up, Maintenance Planning shall loan from either other
Operator, from tool manufactures or from the Air frame manufactures.
Provided this is not possible, the Alternate Tools procedures apply or the maintenance work shall be done by other,
approved organizations.
Acceptance
The acceptance (incoming inspection) process includes a verification of the equipment specification.
The equipment shall be checked for obvious damages and a functional test (if possible) shall be
made.
A check of the delivered documentation must be done. This shall include necessary maintenance
manuals and parts catalogs.
Requirements for calibrations shall be checked. If the equipment shall be calibrated, a check of the
calibration certificate shall take place.
The Tools shall be registered in the tools register, which shall include required calibration intervals.
The Tool shall be marked by placarding, engraving or by similar methods.
 Clear reference to the owner of the tool.
 Marking method chosen must me durable in the environment in which the tool is used.
The Tools shall be allocated a “tool identification number”
System for registration of tool (excluding personal hand tools)

Tool and test equipment (excluding personal hand tools) shall be registered in the NAT Inventory system with all
necessary information in order to control calibration intervals, location of tools etc.
Tool calibration status can be found in Alaskar Maintenance System.
PAGE | 29
System for registration of personal hand tools

Each Technician holds a personal toolbox. The content is called personal hand tools. All personal hand tools can be
identified by a unique letter and/or number combination. All tool identification codes are on file with the Quality
Manager.
Personal hand tools are registered in a content list, controlled by the technician. The content list will be placed in the
toolbox and a copy is kept in their personal file.
Procedure deviation
Standard hand tools may be bought without adherence to this procedure provided such tool do not have calibration
requirement.
2.5 Calibration of tools and equipment

All tools, test equipment, devices, that require calibration at certain intervals, etc. are maintained and calibrated. The
LMM has the responsibility for tools and equipment.
All the tools and equipment which are used for the adjustment and testing are calibrated in regular intervals according
to manufacturer and provided with a calibration label (NAT Form 121 – Tool Calibration Label). Each calibration is
documented for traceability. The records and documentation for precision tools, working and processing tools and
equipment are kept by the relevant departments and include one of the following:
Manufacturer’s certificate
Operation approval
Calibration reports
Gauge reports
Test, release and operating records
Maintenance proofs
Determination of the test and calibration intervals
Tools and equipment with expired calibration, deviations, or damages shall be marked, removed from further use, and
handed over to the LMM.
If during a test or calibration the result is outside the tolerance, the affected tools must not be used.
2.6 Use of tooling and equipment by staff (including alternate tools)

Every employee receives the tools required for the performance of his work and is responsible for its proper use, care
and maintenance. Prior to any use, the respective employee is required to check whether the tool is still within the
calibration / test interval and whether it’s working.
Tools must only be used for the intended purpose. The specifications concerning tools in the manuals are mandatory
and therefore, no other tools may be used for the described works.
All tools and equipment shall be stored in appropriate and secured rooms in accordance with the manufacturers’
storage instructions. The storage locations must be secured against unauthorized access.
Damaged, expired, insecure tools must immediately be removed from further use. If needed, the LMM shall arrange a
replacement. All tools of NAT be clearly identified by marking (NAT 001 and on). A tool check for completeness shall
be carried out at the end of a shift and after completion of maintenance.
Lost or missing tools must be reported immediately to the LMM. LMM will initiate a search to ensure that the missing
tool is not in the aircraft.
PAGE | 30
Operating instructions and manuals shall be available and handed out by the LMM with the tools. Tools, test
equipment that require special knowledge may only be used after training and stated on the certifying staff approval
NAT form 108, see example in part 5.1.
Tools shall be used in accordance with aircraft component manufacturer’s and tool manufacturer’s instructions and at
any case in accordance with best industry practice and good workmanship.
The use of alternate tools, i.e. tools that are not exactly the ones specified in approved maintenance data, is normally
not approved. In case of need this will only come into effect after approval from LMM. The tool must comply with the
standards stipulated in the technical documentation.
All tool’s borrowed and/or leased which require calibration are the responsibility of the owner but NAT technical staff
should ensure their serviceability before use.
2.6.1 Operator supplied tools

When tools are provided by operator, a full inventory must be made upon receiving. Tools must be verified to meet
the requirements in this MOE.
Operator supplied tools are controlled in Alaskar Maintenance System, or if requested, in Operators Maintenance
System, will full NAT access and responsibility.
Any additional tools requested at a later time, by NAT or Operator, must be added to inventory/Maintenance system.
A full inventory of tools provided by operator must be done at least every 2 months, as described in L2.1.
2.7 Cleanliness standards of maintenance facilities.

A high consciousness for order and cleanliness within the company is one of the basic conditions for the
implementation of the company objectives. Besides the fulfillment of cleanliness standards in accordance with legal
requirements as to environment, health, fire protection, etc. The requirements for work on an aircraft and aircraft
components are subject to special consideration. The LMM is responsible for the compliance with order and
cleanliness standards, but NAT emphasizes the great importance of all employees contributing to a high level of order
and cleanliness.
2.8 Maintenance instructions and relationship to aircraft components manufacturer’s instructions

including updating and availability to staff.
Maintenance Data means all the documents showing the specifications for the performance of maintenance works.
The current version of the maintenance data for the specific aircraft and engine type is required for performance of
work.
The documentation is supplied by the operator or owner. The delivered documentation, in whatever form, must be
current and updated.
Every employee may only use approved data.
Documentation sourcing is the responsibility of NAT LMM. In case of doubt the operator and the manufacture will be
contacted.
In case of changes of documentation means and methods, the users must be informed and instructed before the
changes are implemented. The approval of applicable authorities, offices and other organizations involved has to be
obtained before any change. See 2.27 of this MOE.
In case of changes (revisions), the replaced documents must be excluded from further use and destroyed.
Copies being issued e.g. for training purposes must be clearly identified as such.
The documentation is kept in a way that is protected against damage, alteration and theft.
PAGE | 31
2.9 Repair Procedure

NAT carries out repairs on aircraft and/or components within the scope of their approval. If necessary works can be
contracted to sub-contractors, the subcontractor must be approved according and in compliance with regulations and
valid procedures.
Works may only be carried out and released by authorized personnel according to the “released repair procedures”. It
is assured that the documentation is up-to-date and released.
If a component needs to be removed, the component has to be tagged with all data. In addition, any work will be
recorded in the Log Book.
All the works are described on the respective documents (job cards, Work order, Engineering Order, etc.) and the
performance of the work and test steps are confirmed with an authorization stamp or the signature and personal
identification number. This maintenance and test documentation shall be archived according to the regulations and
thus assures the traceability of all works performed.
Upon completion of the works, a release to service “Certificate of Release to Service” shall be issued by the authorized
certifying staff. See part 2.16 of this MOE.
PAGE | 32
One Off procedure

If for single unforeseen cases (AOG/other special events) at locations, other than approved line stations, where there
is no appropriate certifying staff available, NAT QM can grant a One-Off authorization to foreign personnel in
individual cases for the rectification of discrepancy. Ref. 145.A.30 (j).
The person to be authorized must have at least an ICAO-License and 5 years of experience on the required
aircraft/engine type. The documentation must be available before placing of order. LMM is responsible for the
verification of the records, in agreement with the holder/operator. QM must approve issue of One Off.
In case of One Off release it is the responsibility of the operator to ensure a re-inspection is carried out as soon as
possible, at the latest within 30 flight hours or until the aircraft first returns to the main line station or main base
whichever is the soonest, ref. 145.A.50 (f)
1. Customer (CAMO / Maintrol) contacts NAT LMM by phone, for preliminary request
2. If accepted by LMM, Customer issues a request by email to NAT LMM and NAT QM containing the following information:
a. Aircraft Type, Registration and Tail No.
b. Airport in question.
c. Description of AOG situation
d. Tasks iaw. maintenance data that needs to be performed
e. List of Special tools if required.
f. Documents of technician performing the tasks, i.e. AML, passport, Company Approval from current employer.
3. NAT LMM contacts NAT QM for validation of documents.
4. If additional documentation or elaboration is needed for validation and approval, NAT QM makes a written request to
Customer.
5. When all documents are validated and accepted by NAT QM, a written “One-Off” authorization is issued by NAT QM with
reference to the specific requested tasks described in e-mail from customer.
6. All communication with “One-Off” certified technician will be handled by Customer.
7. CRS must state that the release is a “One-Off” and the task released must be re-certified upon arrival at Part 145 facility.
8. Customer is responsible for forwarding copy of CRS and Tech. Log page to NAT LMM for archiving in Alaskar Maintenance
System.
9. NAT LMM is responsible for issuing NAT work order and send to customer.
10. NAT LMM is responsible for collecting all documentation in the case and forward it to NAT QM.
11. NAT QM is responsible for reporting the issuance of “One-Off” certification to DK CAA within 7 calendar days.
12. If validation cannot be performed and” One-Off” request is rejected, NAT QM will inform Customer in writing.
NOTE: A “One-Off” certification is only a one-time release and must be evaluated, validated and accepted on a Case-
by-case basis.
2.10 Aircraft maintenance Program Compliance

The LMM is responsible for that all maintenance performed in this Part 145 approved company, is carried out
according to maintenance program delivered from Operator / Part M / Aircraft owner. He must receive the order in
writing stating the maintenance program origin and revision no.
2.11 Airworthiness Directives (AD-Notes)

The LMM will ensure all applicable AD’s, within NAT scope and capabilities, as requested by Operator / Part M /
Aircraft owner are performed. QM authorization must be obtained prior AD performance.
2.12 Optional Modification procedure
Any optional modification that may be due for any aircraft in maintenance will be decided by the Operator / Part M /
Aircraft owner.
Any modification or changes to the approved data or maintenance procedure must be approved by an authority or
EASA.
PAGE | 33
2.13 Maintenance Documentation in use and its completion

Current documents for all work on aircrafts or aircraft parts are officially approved documents from manufactures, or
an approved development plant (Part-21), or EASA which only can be provided by the operator. The consequence of
those documents shall be Job cards, Engineering Orders and/or Work orders.
Conversions of these requirements into respective job cards and the issuance of job cards are the Owner/Operators
engineering responsibility. Contents change of the forwarded documentation must be immediately inserted into the
job card. These maintenance documents either include detailed information about performance of works or refer to
the relevant documentation describing the procedures in detail, such as e.g. Maintenance Manual, Fault Isolation
Manual, etc.
In the maintenance documents (Job cards) there are references to the current documentation to be used and
indicated from maintenance schedule, maintenance manuals, EO, AD, SB. Etc. (approved data).
If agreed, NAT will use the server of the operator and additionally performs their own backups. The performance is
based on the guidelines according the contract /JPM.
The aircraft owner or operator will provide NAT with current data, AMM, CMM, AD/SB notes.
In case of IT breakdown, current data will be provided by alternate methods e.g. DVD, fax from operator to handling
agent, hotel etc. Ref. Part 5.1 of this MOE to view all NAT forms.
2.14 Technical record control

NAT shall issue, keep and file a detailed maintenance record about the maintenance performed on aircrafts and
aircraft components, including release to service.
Records affecting maintenance checks are issued on the appropriate documents of the aircraft owner/operator (TLB,
Job cards, equivalent Work Orders) on NAT documents.
The documentation will show who, when, where, on which base, which works has been done.
The maintenance works performed in the scope of maintenance on aircraft and aircraft components, defect
rectification, component changes and performed actions shall be documented.
Finally, a certificate of “Release to Service” must be signed in the maintenance documentation.
The original “certificate of Release to Service” will be handed over to the customer, together with the relevant
maintenance records. NAT saves copies of the CRS and the maintenance records for at least 3 years in accordance
with the relevant regulations. The records are protected against damage, alteration and theft.
In case records are archived for the customer, longer periods of retention might be applicable depending on the order
(National order). The LMM is responsible for the complete and safe storage of the maintenance documentation.
Other records which give proof of the quality and the fulfillment of other requirements shall be kept in accordance
with separate specifications.
2.15 Rectification of Defects arising during base maintenance

Not applicable.
PAGE | 34
2.16 Release to Service Procedure

After any maintenance event a release to service for aircrafts and components will be issued by approved Certifying
Staff. Certifying staff are only authorized to release work within the scope of their NAT Company authorization.
!For individual Operator Release to Service procedures see ALASKAR/MANUALS/OPERATOR PROCEDURES
1 Release to Service in Technical Log book
Following Data must be entered in the Operators Technical log book after performance of Maintenance:
WO number or equivalent reference.
Personnel ID stamp and Signature.
Detailed description of work - What was repaired or replaced.
Used Maintenance Data, chapter number, Revision Number and if Maintenance data is required, results
of measurements etc.
Reference to MEL, AD or SB’s if applicable.
Part number of components, Serial number from removed and installed Components, Installation
Position.
Location, Date and Time.
Approval number of NAT (DK.145.0103)
2 Enter duplicate of Release to Service in Alaskar
Make sure all information in Release to Service for Operator is entered in Alaskar with all the correct
references, (i.e. Log seq, WO no., defect no., AMM ref, etc.)
The CRS in Alaskar must be an exact duplicate of the work carried out and entered in the Technical Log
Book, as described above in point 1.
Upload all supporting docs to Alaskar. Including, but not limited to:
• Log page
• Form One
• Defect list
• Checklist
• Work Order
3 Documents to Operator
After performance of work, the completed documentation must be sent to the Operator, in accordance with
individual Operator procedures.
This includes, but is not limited to:
• Technical Log page
• Form One
• Work Order
• Checklist
Certifying Staff ensures, that prior to releasing an Aircraft, all open discrepancies are rectified or deferred according to
Operator’s approved procedures.
If a maintenance action cannot be done, but is still within the limit of the Operator, this must be entered in the
Technical Log.
If a maintenance action cannot be executed completely or deviates from the work order, then this must be clearly
stated in the Technical Log and the Operator must be informed before the next flight.
The use of the MEL is only permitted after Operator’s approval.
The certificate of release to service is issued in hard copy in the Technical log book, WO, etc.
PAGE | 35
The CRS certifies that all Maintenance has been performed acc. Approved maintenance data and in conjunction with
approved QM System and Operator requirements and that the Aircraft or Aircraft component is ready for return to
service.
A release to service can only be issued for Aircrafts and associated components listed in the approval certificate of
NAT MOE 0.6.
NAT internal work orders performed in ALASKAR are closed by electronic signature. Each certifying staff has a personal
login and password. See Part 5.1 for NAT WO template.
NAT internal work orders shall accurately reflect, and contain all details of technical log or other Release to Service.
NAT does not release aircrafts and components by electronic signature.
NAT keeps copies of all maintenance work details for a minimum of 3 years after completion of the maintenance in
accordance with EASA Part 145.A.55, ref. NAT MOE 2.14.
If maintenance work details are archived for an Operator, the requirements from the Operator apply.
It must be assured, that all work can be traced:

Who (Certifying Staff)
What approved Maintenance data was used
When (Date and time, when maintenance action was completed)
Where (Station)
2.16.1 Components Release to Service Procedure – EASA Form One issuing

The EASA Form One is an EASA form used by the Certifying Staff with relevant authorization to issue a CRS applicable
to a component.
The EASA Form One is issued for component removed from a Member State registered aircraft.
A progressive numeration is recorded by the LMM, who are allowed to update this register and to assign the EASA
Form One progressive number.
Each form is composed of one original and one copy. The original follows the applied part and the copy shall be filed
for 3 years, along with all data relevant to each released EASA Form One. The records are available to DK CAA upon
request.
Cannibalization of parts for use on other aircrafts:
The EASA Form One can then be issued if no malfunction has been reported on relevant pages of the A/C Technical log
book since installation. The Aircraft record should be researched to avoid any involvement in accident, incidents,
heavy landings or lightning strike and record must be available for any serialized components.
The Part should be tested, according to AMM, before removal or just inspected after removal. The inspection should
be generally limited to verification of absence of any physical damage (if applicable). Visual inspection should be
reported in the block 11 “Status/Work” of the Form One. The Statement “removed serviceable”, block 12.
Hours and cycles of the A/C at the installation and at the removal of the part and TLB page reference have to be
reported in the block 12 “Remarks”. A reference to the application of AMM paragraphs used respectively for
inspection and test has to be reported in the same part block 12. Date, name and stamp of the Certifying Staff
authorized and all data required must be entered in appropriate boxes as specified in the EASA Part- M Appendix 2.
2.17 Records for the operator

Handling of records for the operator, according to individual operator procedures.
PAGE | 36
2.18 Reporting of defects to the Competent Authority / Operator / Manufacturer

According to the applicable legal regulations and authority’s requirements for aviation (EASA- Part 145.A.60), NAT
shall report or notify technical malfunctions and defects on aircraft and aircraft components which could jeopardize
flight safety.
Every employee is required to report a discovered malfunction or defect. NAT Form 114 – Technical Occurrence
Report (available under forms in Alaskar) is used to report to QM.
Reporting to the authorities and to the customer should be done by QM to ensure that all parties are informed and all
necessary details included in the report, but employees can report directly to the authorities by following the
instructions on http://www.aviationreporting.eu
Notifiable are technical deficiencies on aircrafts and aircraft parts which are detected during maintenance and can
affect the flight safety of the aircraft. These technical deficiencies will be reported by QM to the DANISH TRANSPORT
AUTHORITY, ref BL8-15, by using the Technical Safety reporting form available at www.tbst.dk/indberetning
Technical Safety Reports are also sent to the authorities where the aircraft is registered and the operator within 72
hours after the fault occurs.
Findings in connections with maintenance and repair.

a) Improper assembly of parts or components of the aircraft found during an inspection or test procedure that
was not designed for this specific purpose.
b) Leakage in the Hot air system that results in structural damage.
c) Any defect which causes the substitution of a life timed component before the expiry of the lifetime.
d) Damage or deterioration (i.e. fracture, cracks, corrosion, delaminating, dissolution etc.) for any reason (such
as flutter, loss of stiffness or structural failure) arisen in:
i. The main structure, a primary structural element as defined in the manufacturer’s manual where
such damage or deterioration exceeds allowable limits in the repair manual and requires repair, or
complete or partial replacement.
ii. The secondary structure which consequently has or could have endangered the aircraft and/or
aircraft operation.
iii. Engine, propel or a rotor-driven aircrafts rotor system.
e) Any failure, malfunction or defect of any system or equipment damage or deterioration found as a result of
compliance with an airworthiness directive or other mandatory instruction issued by a regulatory authority
when:
i. Recorded first time by the reporting organization implementing the rules or:
ii. Any subsequent compliance directives as revealed overruns of tolerances as specified in the
instruction and/ or published repair/ rectification procedures are not available.
f) Failures in emergency systems or equipment incl. all exits and lightning, resulting in a non-satisfactory
performance, including use in connection with maintenance and testing.
g) Non-compliance or significant failures in compliance with required maintenance procedures.
h) Products, parts, devices and appliances and materials of unknown or suspicious origin.
i) Misleading, inaccurate or inadequate maintenance requirements or procedures which could lead to
maintenance errors.
j) Damage to aircraft caused by equipment, passenger processing (e.g. gangway), loading equipment, service
equipment (e.g. work platform) or vehicle, etc.
Findings related to supplement type certificate.

a. Deficiencies in drawings materials
b. Failures in technical reports
c. Inadequate or faulty maintenance requirements.
d. Failures in AFM (Airplane Flight manual) and related materials.
e. Service problems when installing.
PAGE | 37
2.19 Return of defective aircraft components to store

1. Defective components and parts that are received back, or components and parts which suffered transport
damage or other defects, is provided with an unserviceable tag, with information about the nature of the
misconduct and what more must be made with component/part.
2. The components or the parts are placed in the U/S designated area, which are available on the approved Line
station. The designated area is clearly marked with U/S parts.
3. Large U/S components such as engines, transmissions, and propeller etc. must be placed on a pallet and must
be clearly marked with an unserviceable tag. Such U/S parts are to be forwarded to the next recipient as
quickly as possible.
4. Scrap parts must either be destroyed or identified with an unserviceable tag and placed in the designated U/S
area.
2.20 Defective components to outside contractors

1. When shipping the product, it must be done in a suitable and safe packaging. Components must be
prepackaged in plastic bags to prevent dust. In addition, precaution should be taken against corrosion or the
like, possible by using silica gel or similar moisture absorbing agent.
2. All parts must clearly be marked with P/N and S/N.
3. Unserviceable parts shall be clearly marked with an unserviceable tag, and description of the nature of the
defect and if possible, the work to be performed. (Purchase order / requisition).
NOTE: Damaged parts should be handled in acc with manufacturers instructions. Nature of damage must be
stated on accompanying unserviceable tag.
4. Parts for repair/overhaul, are shipped only to workshops approved in acc with EASA Part 145 (or equivalent)
or TC.
5. Upon receipt of parts from repair, incoming inspection must be carried out in accordance with Part 2.2 and
2.19, and satisfactory documentation must be present.
6. When transporting components labeled “static sensitive”, the manufacturer’s specifications must be
followed.
2.21 Control of Computer Maintenance Record System

NAT uses ALASKAR Maintenance System for recording of all maintenance activities, including, but not limited to;
Work orders
Materials management and control
Incoming goods
Outgoing goods
Archive
Technical documentation
The following is provided by operator maintenance systems, including but not limited to;
Maintenance planning
Trouble shooting history
Deferred defect Open/Closed
HIL list
A backup of the ALASKAR Maintenance System is done every 12 hours and the system is protected against damage,
alteration and theft.
2.22 Control of man-hour planning versus scheduled maintenance work

In the planning process the appointed works are prepared under allowance of capacity, material needs, ground time,
assignment company furnishings, hangar space, documentation using, etc., under all point of view to assure an
optimal and within the time limit performance of the jobs. A short and long-term planning in conjunction with the
actual aircraft operational data implements an actualization and transparent adaptation of the resources.
PAGE | 38
In case of larger changes in personnel planning the Accountable Manager and the Quality Manager has to be involved.
To perform the ordered tasks a shift plan will be issued (flexible working model) which will be adapted to the actual
flight schedule.
The shift plan will be issued from the LMM under the allowance of the work load and vacation plan.
In case of one or several personnel falling out through circumstances which NAT cannot foresee, the shift plan will be
reworked and adequate personnel will be planned, under allowance of the legal regulations.
NAT shall inform the operator immediately if it is not able to perform the appointed works due to lack of staff or other
unforeseeable reason (industrial injury).
If agreed, NAT will use, for its scope of work planning, the data and information system of the operator. The
performance is based on the guidelines according the contract/JPM.
2.23 Critical maintenance tasks and error capturing methods

To avoid human factor related failure generated during maintenance when disassembly/reassembly in critical aircraft
systems, certain processes must be in place to ensure the tasks are handled correctly.
After maintenance a general verification is carried out to ensure the aircraft is clear of tools, equipment or any other
items not belonging, and that all access panels removed have been refitted.
The LMM is responsible to ensure all critical task items are handled as such and that adequate personnel are trained
and available.
Performance of planned Critical Maintenance tasks requires an independent inspection of the task to be carried out.
Planned Critical Maintenance task means critical maintenance tasks scheduled for performance, including MEL items.
If an item is deferred to the MEL, it is no longer considered unforeseen.
Unforeseen Critical Maintenance task means a suddenly arisen and unanticipated task for immediate rectification;
Including, but not limited to
AOG
Sudden schedule changes
Force majeure
To minimize the possibility of errors on two or more critical systems, arrangements shall be made by the LMM or
Certifying Staff to use different technicians to perform maintenance on dual systems.
Certifying Staff are responsible for identifying critical maintenance tasks during maintenance and shall ensure
inspections are carried out according to the work card or additional inspections as deemed necessary.
Critical maintenance tasks can include, but are not limited to:
Tasks that can affect control of the aircraft flight path and attitude, such as installation, rigging and
adjustments of flight controls
Aircraft stability control systems, such as autopilot and fuel transfer
Tasks that can affect propulsive force of the aircraft, including installation of aircraft engines, propellers and
rotors
Overhaul, calibration or rigging of engines, propellers, transmissions and gearboxes
Critical maintenance tasks are identified by use of various sources:

Maintenance data from TC holder
Accident/Incident reports
Occurrence reporting
Reliability data / Flight data
Feedback from operation/SMS
Quality audits
PAGE | 39
Steps to identify Critical maintenance tasks:

Local
Listed as Critical by Listed as Critical by Listed as Critical by
conditions/ETOPS/
TC holder? Operator? NAT LMM?
HF affecting task?
Note 1: Specific attention shall be given to Critical design configuration control limitations (CDCCL) items as to ensure
the Critical Design Configuration Control Limitations are not compromised. CDCCL items are identified as specified
according to the TC holder in the AMM.
CDCCL are airworthiness limitations of which all technical staff is required to be aware. Special attention is to be given
to airworthiness data and customer procedures where such limitations may be stipulated. CDCCL may be encountered
not just upon entry to fuel tanks but also to associated components. It should be noted that as well as unscheduled
repairs CDCCL may encompass scheduled maintenance tasks and modifications. Before a release to service is issued all
such tasks should be recorded as “CDCCL tasks”.
Whenever work is carried out it is essential to ensure that CDCCL is not compromised.
Error Capturing Methods

Procedure training from both NAT and operator
Assess ability to identify critical maintenance tasks
General verification
Independent inspection for critical maintenance tasks
No dual maintenance in critical systems
Re-inspection after non-critical servicing/inspection
All tasks are signed off only after completion
Responsibility
The LMM is responsible for maintaining this procedure current and up to date.
It is the responsibility of the certifying staff that carried out or administered the initial task to ensure that an
independent inspection is carried out and documented iaw this procedure.
2.24 Reference to specific maintenance procedures

NAT has described all other than herein mentioned procedures with special demands on employees, tools, facilities,
etc. in individual agreements with operators.
Engine Run
Engine run privileges in acc with qualifications stated on individuals Company Authorization – NAT Form 108.
During performance of engine run, crew will assist with radio communication to tower, if required by airport
regulations.
Aircraft Pressure Run

Will be performed according to AMM and operator procedures.
Aircraft Towing
NAT does not perform aircraft towing, but can provide brakeman if requested by operator.
Aircraft Taxiing
NAT does not perform aircraft taxiing.
PAGE | 40
Deployable Line Station

A Deployable Line Station is a kit containing the essential tools and equipment for line maintenance. Content of kits in
accordance with NAT Form 145 – Deployable Line Station Tool Checklist.
Operating procedures for NAT Deployable Line Station are largely the same as that of a regular Line Station, deviations
are listed in this part;
When DLS is in use ESD precautions will be secured in accordance with NAT MOE 2.3.
All Release to Service made from DLS will be clearly marked with DLS in addition to Station in the aircraft
technical log, as well as on all related WO’s.
All work performed at DLS is registered in Alaskar and marked DLS.
All special tools required for a job will be provided by operator and supplied on a case by case basis.
All DLS tools are controlled in Alaskar.
DLS will not hold spares and consumables, except those needed for current job provided by operator on a
case by case basis. (In case operator requests NAT to hold consumables, operator will provide store and
quarantine facilities. Facilities will we described in Appendix II.)
DLS will be deployed IAW checklist NAT Form 140.
DLS will be returned IAW checklist NAT Form 140B.
Once deployed – DLS is added to NAT Form 144 – DLS Tracking List.
If any part of NAT Form 140 cannot be performed, QM is notified immediately. QM imposes any limitations necessary
and QM & LMM evaluates how to proceed. LMM notifies customer of potential delay. Ref. Appendix III to this MOE -
NAT Line Maintenance Capability List.
In case of missing tool or delay on tool replacement during station operation, QM is notified immediately and station
is limited accordingly until tool is replaced.
Occasional Line Maintenance

Occasional line maintenance can be used for operations with an expectation of a maximum duration of 40 days.
NAT Form 148 - Occasional Line Maintenance Checklist, is used to ensure correct start up.
If the operation is to carry on beyond the 40 days, an application for opening of a Line Station, in accordance with NAT
Form 137, must be sent to the DK CAA for approval.
Prior to commencing an Occasional Line Maintenance Operation;
Quality Department performs audit of setup and facilities;

Audit must be closed and all findings rectified prior to operation start.
With an operation duration of 1-10 days, QM can decide to carry out as Desktop audit.
With an operation duration of 11-40 days, onsite audit must be performed.
The DTA must be informed prior to commencing Occasional Line Maintenance. The information should include;
Start and end date of operation.
Scope of operation
Location of operation
The LMM evaluates and subsequently accepts:

The maintenance requested to ensure it is within the scope of approval,
The facilities, tools, equipment and manpower available to ensure MOE procedures will be followed.
Access to all airworthiness data and documents necessary to carry out the intended scope.
In addition, the LMM will arrange for local support concerning facility access, special tools and ground
equipment as required.
CRS for Occasional Line Maintenance is performed in accordance with NAT established procedures, specifically NAT
MOE 2.16.
PAGE | 41
2.25 Procedures to detect and rectify maintenance errors

Several established procedures have been installed in this respect:
Maintenance notification: Maintenance notifications are used to give information on identified problems
and/or instructions for especially risky activities in short term. This information’s are provided by the
customer.
Anonymous Reporting System: Every employee of NAT can report occurrences anonymously in order to
forward experiences to colleagues. This can be done formless.
Training Letters: Training letters contain information on changes in flows, procedures, documentation, etc.
Maintenance Reports: Every employee of NAT can report any sort of inadequacy.
Continuation training; will capture changes in flows, procedures, documentation, technology etc., including
sharing experiences gained during the course of the operation since last training.
Duplicate Inspection: Is also a tool to identify and prevent maintenance in performing critical task described
in 2.23.
The Quality Manager records the maintenance reports, evaluates them and publishes the contained information in
the continuation training or through the maintenance information memo.
2.26 Shift/task handover procedures

For every shift change, whether daily or otherwise, there is a period of time set aside for the transfer of job
status/works during shift change, in which the following shift may be informed about all the occurrences without
being disturbed. A written overview of the individual works is issued for each complex event. The list is continuously
updated and handed over to the following shift that gets a detailed list of all works that are open or done.
Shift handover to be done according to NAT form 143 – Shift handover report, found under Manuals in ALASKAR.
Completed Form 143 or equivalent must be sent to LMM (pmj@northern-aerotech.com) after each shift.
If operator requests to use their own handover form, an evaluation of the forms similarity and adequacy must be
made by LMM and QM. If approved by QM, operators form can be used instead of Form 143, to avoid double
workload.
2.27 Procedure for notification of maintenance data inaccuracies and ambiguities, to the TC holder.
1.All repairs, alternations, replacement, adjustment and other maintenance on aircraft or aircraft components
must be carried out iaw. approved maintenance data.
2. If maintenance personal discovers inaccurate, incomplete or ambiguous maintenance instructions, they must
report it to the relevant maintenance manager.
3. The relevant Maintenance Manager will evaluate the instruction and inform the STC/TC holder, for
clarification or alteration of the instruction. A copy of alteration for instruction from the STC / TC holder must
be attached to the Work card as proof of approved maintenance data.
4. The LMM will also provide a feedback to the maintenance personal.
A report form no. 116 can be found in Part 5.1 of this MOE.
2.28 Production planning procedures

LMM is responsible of planning the work on the line stations.
The planning of work using a computerized planning system, which easily and simply indicates the current
and incoming work.
Planning of work to be done with regard to ongoing work.
Planning should wherever possible include logistic around spare parts and tools.
Planning must be done in respect to human factor.
Planning of delivery “deadlines” should expect any overtime and wherever possible to minimize this.
Such planning should consider available indoor facilities and possible assessment of work performed in “line
maintenance” relationship.
The planning must consider the possible need for another authorized person to perform known duplicate
inspections, when planning for one-man stations.
PAGE | 42
2.29 Airworthiness review procedures and records for ELA1 aircraft not involved in commercial
operations
Not relevant.
2.30 Development and approval processing for maintenance programs for ELA2aircraft not involved in
commercial operations
Not relevant.
PAGE | 43
L 2.0 Opening of New Line Station.

Before start-up of a new line station the LMM, QM or a suitable delegate will visit the line station to ensure
compliance with EASA and NAT procedures and to identify tooling, support, facilities and material is available to carry
out the intended operation of the line station.
LMM ensures physical setup of station and initiates approval process ref. NAT Form 137.
L 2.1 Line maintenance control of aircraft components, tool, equipment etc. Control of tooling on NAT
line stations.
It is the user’s responsibility to use only tools that are clean, in serviceable condition, and within time limits.
Tools in/out of store, for any reason other than transfer to a different store, must be registered on NAT Form 118 –
Tool Planning list (i.e. kept for job in service van). Form 118 must be visible and accessible at tool storage entry.
Form 118 must be updated continuously and monitored by maintenance staff.
All tools, measuring devices, test equipment, including torque wrenches and tire gauges, must be visually inspected
for serviceability and calibration due date, prior to use on aircraft, by the individual using the equipment. Any tool of
suspect serviceability or past its due date must immediately be marked with a Do Not Use marking and LMM shall be
notified.
At the beginning of every month the tool store, under LMM’s responsibility, will print a list of tools due for calibration
through the end of the month. Referring to the list, he will order replacement tools and then ship due tools to the
shop for calibration.
Every 2 months, all tools at the line station must be physically verified for proper tagging and registration in the
computer system. Physical items are checked off as per computer printout of tools assigned to the station. All
discrepancies must be corrected. Upon completion, the computer printout with corrections must be signed, dated and
filed at line station until next physical check has been performed.
Control of components on Line stations

Certifying Staff are responsible, before installation of components/aircraft material, to check that it has appropriate
tag/form attached, and has correct part number and no visual damage is found. When part or component has been
replaced, the documentation must be forwarded to Operator. Part removed must be properly tagged with
unserviceable tag and returned to the u/s shelf.
No aircraft parts or material shall be accepted for installation on aircraft by any maintenance personnel unless having
being tagged as serviceable.
Components/consumables must be segregated and clearly identified by customer/ownership. Additionally,

segregation between components/consumables Serviceable, Unserviceable and Quarantine will be maintained and
areas clearly identified.
Unsalvageable components must be treated and kept separately from other components/material ref Part 2.6 of this
MOE.
L2.2 Line maintenance procedures related to servicing / Fueling / De-icing including inspection for /
Removal of de-anti / anti-icing fluids residues.
At all NAT Line Maintenance Stations, the same procedures are valid as described in the previous chapters. Particularly
customized requirements/procedures count as customer requirements, or requirements which are necessary because
of local requirements.
Special regulations shall be described into the stipulated customer documentation or working instruction of NAT.
Every employee will receive fact training.
PAGE | 44
According to special procedures etc. company logbook, AD / SB, ETOPS, CRS and repair which demands double
inspections, fuel tank safety and CDCCL handling.
L 2.3 Line Maintenance control of defects and repetitive defects.

The same descriptions, as described in chapter 2.16, are valid for defect rectifications. In any case a defect repair or
monitoring has to be agreed with the customer MOC (Maintenance Operation Centre) or equivalent.
All jobs excluded from the contractual agreement must be ordered by the customer in written form (Fax, Email).
Defect follow up will be performed by the operator in cooperation with NAT LMM. Every day a report will be printed
from the operator’s maintenance data system to monitor the defect status on all aircrafts.
L 2.4 Line procedure for completion of Technical Log.

The same description as described into chapter 2.13 is valid for maintenance records.
The aircraft technical log system is a system for recording defects and malfunctions discovered during operation and
to record details of all maintenance carried out on particular aircrafts to which the technical log applies, whilst the
airplane is operated between scheduled visits to a maintenance facility.
In addition, it is used to record operating information relevant to flight safety and contains maintenance data that the
operating crew needs to know.
The cabin crew records and reports all defects in the airplane passenger cabin according to operator procedures.
Procedures for completion of technical log and cabin defect reporting, varies between operators and are contained in
the applicable operator’s manual system. These procedures must be followed by NAT.
L 2.5 Line Procedure for pooled Parts and loaned parts.

Loan of parts on stations shall be done only with a customer approval or according the contract/JPM.
For loan parts the same regulations as described in chapter 2.2 receiving/inspection of aircraft components and
material is applicable.
L 2.6 Line procedure for return of defective parts removed from aircraft
The same conditions apply to the return shipments of components as described in chapter 2.19.
L 2.7 Line procedure for critical maintenance tasks and error capturing methods
The conditions apply to the performance of critical maintenance tasks according to NAT Part 2.23.
Planned contracting of critical maintenance tasks to stations is only carried out in exceptional cases after precedent
investigation whether the requirements can be met.
PAGE | 45
PART 3
3.1 Quality Audit of Organization Procedures
The QM will issue an audit plan which reflects all required elements of the MOE and Part- 145. A cross reference list of
Part- 145 to the MOE is available.
All EASA Part 145 requirements will be audited every year by the QM or person appointed by QM.
Every chapter of the MOE will be audited every year personally through the QM.
If needed, independent auditors from an external company can be assigned to perform an audit. The results of the
audit report will be documented.
The audit reports shall be available to the DK CAA. Discrepancies are immediately rectified through appropriate
actions and are used as improvement potential.
Scheduled audits of Temporary Unmanned Line Stations are performed as desktop audits, with physical audit
performed upon re-opening of the station ref. MOE 1.10.
The Authorities must be notified by e-mail if an audit is postponed.
Audits and findings are controlled in Aeroplan IT system.

The findings will be presented to the Accountable manager minimum 2 times per year; minutes of meeting will be
performed.
3.2 Quality Audit of Aircraft

For each customer a Maintenance Event will be audited at least once a year (Product Audit).
3.3 Quality audit remedial action procedure

When an Audit discloses a defect, the Quality department will record the findings and report to the audited instance,
LMM and AM.
Deviation from the procedure used must be analyzed, assessed and subsequently a corrective action will be made on
the non-compliance with a deadline for a last date of closing. Root cause analysis must be used in determining the
origin of the deviation.
The following steps must be done:

1 Define problem → 2 Collect data → 3 Identify causal factors → 4 Identify the root cause → 4 Recommend and
implement solutions.
The corrective actions must be reflected in the report.
Distribution of the report:

AM
LMM
Quality department.
The findings will be classified into either level 1 or level 2 depending on the below stated.
Level 1 finding. Is defined as, any significant non-compliance with Part 145 requirements which lowers the safety
standard and put flight safety at risk. At Level 1 findings, all work is terminated within the Audited field until a
corrective action has been performed to a satisfactory level.
A Level 1 finding requires an immediate response from the responsible manager. QM evaluates the immediate
response implementation for successful corrective action.
Level 2 finding. Any non-compliance within Part 145 requirements, which can reduce and possibly place flight safety
at risk.
A Level 2 finding requires QM and LMM to set a response and implementation time equivalent to the seriousness of
the individual finding. If Implementation deadline cannot be met, LMM produces a CAP for QM’s approval.
PAGE | 46
Extension of findings.
If a finding cannot be closed within the allotted timeframe, LMM must submit an extension request to QM in writing,
prior to the original finding deadline. Request must include reason for extension and new proposed deadline.
1st extension: QM evaluates and extends if permissible.
2nd extension: As above, with further approval from AM.
Accountable manager to be kept informed of any deficiencies are found during the audit.
The quality department will continue monitoring and perform audit on the finding in order to examine the value of
the corrective action taken, with in the correction date.
If the same problem is repeatedly found:
Level 1: The Accountable Manager and the competent authority are informed.
Level2: Accountable Manager must be informed.
If there are no more reoccurrences of the problem later, the case will be completed and the report closed by QM.
3.4 Certifying and category B1/ B2 support staff qualification and training procedures
For all CS, the main prerequisite to issue a Company Authorization is holding a valid AML with proper category and
A/C type rating.
All other requisites are defined here below:
Minimum Age: 21 years.
Work Continuity: Involved at least six months of actual relevant aircraft or component maintenance experience
in any consecutive two-year period. Involved in actual relevant component maintenance environment and has
either exercised the privileges of the certification authorization and/or has actually carried out maintenance
on at least some of the aircraft type systems specified in the particular certification authorization.
Internal training: Carry out the courses as specified in training syllabus.
Continuation training: The candidate shall demonstrate valid continuation training on A/C and systems related
to the certification authorization, through an assessment performed by the LMM.
Valid human factor, fuel tank safety and EWIS course.
Current on NAT MOE procedures
3.4.1 Certifying staff and company authorization

To be authorized to Release to Service an aircraft or a component on behalf of the company, personnel holding a valid
AML (Aircraft Maintenance License), must also hold a Certification Authorization issued by NAT, Ref. Training Syllabus
for NAT part 145 Personnel.
Certification Authorization of company personnel must meet the requirements established by the aviation regulation.
The authorization for CS to sign CRS documents is granted by QM. This document contains the name, the
identification number, the scope of work and limitations. The authorization is valid for two years unless surrendered,
superseded, suspended or revoked.
Assessment is ongoing throughout authorization period and includes, but is not limited to practical skills,
documentation handling, attitude, etc.
Before renewal of Company Authorization, QM verifies that all requirements of MOE 3.4 are still met and that a
written assessment is performed. If assessment is unsatisfactory or any course or knowledge requirements are not
current, Company Authorization will not be issued until full compliance can be demonstrated.
3.4.1.1 Category B1 – B2
Eligibility requisites for issue of CA Cat B1/B2 holding AML category B1 and/or B2 with relevant A/C type:
Medical fitness: Physical and mental condition fit to exercise his/her privileges.
Experience: Holding AML in course of validity.
Theory Training: See NAT Training syllabus.
Practical Training: Evidence of initial Practical Experience reported in an OJT log book.
Assessment: Practical Assessment performed by the LMM and/or QM, to evaluate his capability.
Current human factor, EWIS and fuel tank safety course.
PAGE | 47
3.4.1.2 Category A
Eligibility requisites for issue of CA Cat A holding AML:
Minimum Age: 21 years.
Medical fitness: Physical and mental condition fit to exercise his/her privileges.
Experience: Holding valid AML.
Theory Training: See NAT Training syllabus.
Practical Training: OJT ref. NAT Form 142.
Valid human factor, fuel tank safety and EWIS course.
Work Continuity: Involved at least six months of actual relevant aircraft or component maintenance experience
in any consecutive two-year period.
Current on NAT MOE procedures
Completed operator procedures training
3.4.2 RATING PRIVILEGES OF CERTIFYING STAFF
3.4.2.2 Cat B1 Certifying Staff

Staff with relevant qualification and experience may apply to the QM, through the LMM, to obtain the Company
Authorization as “Certifying Staff – Cat B1”.
Rating Privileges
B1 certifying staff can issue CRS in respect to the tasks related to aircraft structure, power plant and mechanical and
electrical systems. Also, replacement of avionic Line Replaceable Units (LRUs) requiring simple tests to prove their
serviceability, with the limitations, if any, which are clearly specified in his CA that he is NOT rated to issue any CRS for
an Avionic task.
Category B1 certification authorizations allow the holder to issue Certificates of Release to Service, as well as duplicate
inspection, under Part 145.A.50 for the line maintenance on aircraft which are endorsed as individual types on the
license and the corresponding authorization.
Category B1 licenses include scope to allow the issuing of a certification authorization covering work on a combination
of the following aircraft systems:
Airframe and their related systems.
Engines and their related systems (including Auxiliary Power Units).
Electrical power generation and distribution systems (power distribution in respect of airframe and/or engine
systems) including lighting systems.
Avionic line replaceable units (LRU).
In respect of avionic LRUs, the work is limited to cases where the serviceability of the system can be established by a
simple self-test facility (BITE) or by using simple test equipment.
NOTE:
A B1 sub-category entitles the holder to be granted Category A certification Authorization in the same sub-
category, e.g. Airplanes Turbine.
An unrestricted B1 can issue a CRS for the release of the A-checks.
3.4.2.3 Cat B2 Certifying Staff

Authorization as “Certifying Staff – Line Technician B2”.
Rating Privileges
B2 certifying staff can issue CRS in respect to the tasks related to Electric/ Avionic Systems only, with the limitations, if
any, which are clearly specified in his/ her CA. He is NOT rated to issue any CRS for an Airframe/ Power Plant task, if
not holding and B1 also.
Category B2 certification authorization allow the holder to issue Certificates of Release to Service under Part 145.A.50
for the line maintenance on aircraft which are endorsed as individual types on the license and the corresponding
authorization.
PAGE | 48
Unrestricted Cat B2 AML includes scope for authorization in respect of work on electrical power distribution systems
or electrical/avionic components in the following systems:
Equipment and furnishing.
Flight Controls.
Engine accessory.
Engine and Fuel controls.
Engine Indication.
Including work on or a combination of the following aircraft systems:
Instruments.
Automatic pilots and auto land systems.
Radio communication/ navigation/ radar.
Electrical power generation and distribution systems (power distribution in respect of avionic systems)
including lighting systems.
3.4.2.4 Cat A Certifying Staff

Authorization as “Certifying Staff – Line Technician Cat A”.
Before an authorization can be granted, NAT will provide the applicant with Theoretical and OJT training according to
NAT Form 142. The LMM is responsible for the OJT, but can delegate supervision of tasks and assessment of OJT to
Certifying Staff appropriately qualified and approved by QM.
Rating Privileges
CAT A certifying staff can issue CRS in respect to the tasks listed in EASA Part 145.A.30(g), provided they have
undergone training for each task in accordance with NAT Form 142 – Category A training form.
Category A certification authorization allow the holder to issue Certificates of Release to Service under Part
145.A.30(g) for the line maintenance on aircraft which are endorsed as individual types on the corresponding
authorization.
Category A authorizations can cover the following tasks:
(a) Replacement of wheel assemblies
(b) Replacement of wheel brake units
(c) Replacement of emergency equipment
(d) Replacement of oven, boilers and beverage makers
(e) Replacement of internal and external lights, filaments and flash tubes
(f) Replacement of windscreen wiper blades
(g) Replacement of passenger and cabin crew seats, seat belts and harnesses
(h) Closing of cowlings and refitting of quick access inspection panels
(i) Replacement of toilet system components, but excluding gate valves
(j) Simple repairs and replacement of internal compartment doors and placards, but excluding doors forming
part of a pressure structure
(k) Simple repairs and replacement of overhead storage compartment doors and cabin furnishing items
(l) Replacement of static wicks
(m) Replacement of aircraft main and APU aircraft batteries
(n) Replacement of in-flight entertainment system components other than public address
(o) Routine lubrication and replenishment of all system fluids and gases
(p) The de-activation only of sub-systems and aircraft components as permitted by the operator’s minimum
equipment list where such de-activation is agreed by the competent authority as a simple task
(q) Inspection for and removal of de-icing/anti-icing fluid residues, including removal/closure of panels, cowls
or covers or the use of special tools
(r) Any other task agreed by the competent authority as a simple task for a particular aircraft type. This may
include defect deferment when all the following conditions are met:
o There is no need for troubleshooting; and
o The task is in the MEL; and
o The maintenance action required by the MEL is agreed by the competent authority to be simple
PAGE | 49
3.4.3 Training Program

Purpose: To establish initial and continues training requirements for all staff involved with Part-145 activities. The
Administrative Coordinator/Accountable Manager is responsible for establishing training standards and monitoring
that the Training Program is followed and that all necessary training is done in accordance with the Training Program.
The initial training program is intended to qualify maintenance employees for the respective tasks they are hired for.
Training and qualifications assessments are done for all new employees. Certifying rights are not granted until all
requirements for the respective tasks are met. Initial courses for certifying staff, such as Human Factors, EWIS and
FTS, are not provided by NAT.
Continuation courses, such as Human Factors, EWIS and FTS, are primarily provided in-house by NAT, though they can
be contracted to outside approved training organizations.
In the case of training courses not specific to NAT, such as, but not limited to type training and rules and Regulations
need not be completed if such training has been provided by previous employer and is still current.
Policy
In order that all company personnel involved in the maintenance and related handling of aircraft can be thoroughly
familiar with company procedures and policy in relation to their duties, a training program will be maintained. All
training will be conducted in accordance with NAT policies and procedures and will be under the supervision of the
Line Maintenance Manager.
3.4.4 Initial Training Program

EASA / Rules and Regulations
EWIS (Group as Applicable)
Fuel Tank Safety Level 1

Aircraft Type Training
Initial Human Factors

MOE Training
Maintenance
Management Personnel N/A X X X X N/A X
Quality Personnel N/A X X X N/A X X
Certifying Staff X X X X N/A X X
Mechanics (non-CRS) N/A X X X N/A X N/A
Stores N/A X X X X N/A X
All required training must be completed within the first 6 months of employment.
PAGE | 50
3.4.4.1 Continuation Training Program
Human Factors Continuation
Company procedures / EASA

EWIS (Group as Applicable)
Aircraft Type Continuation

MOE Training
Training TDC
Maintenance On
Management Personnel N/A revision N/A 24M N/A 24M
On
Quality Personnel N/A revision 24M 24M 24M 24M
On
Certifying Staff 24M revision 24M 24M 24M 24M
On
Mechanics (non-CRS) N/A revision 24M 24M 24M 24M
On
Stores N/A revision N/A 24M N/A 24M
The method of continuous training is flexible and may include:

Computer Based Training
Classroom Instruction
On the Job Training (OJT)
Manufactures courses
Internal short duration courses
Seminars etc.
Review of Changes in company procedures
Review of Changes in Part 145 regulations
3.4.5 Training Requirements

General
All training material and a Training Syllabus for each topic are maintained by The Line Maintenance Manager. Each
syllabus shall be revised at least ones per year to correctly reflect regulatory changes and procedure changes within
NAT.
PAGE | 51
3.5 Certifying staff and category B1 / B2 support staff records.

The Quality Manager of NAT keeps a database where the qualifications and authorizations of the certifying staff are
registered.
Following data must be registered:
Name
Birthday
Basic training
Type training
Continuation training
Experience
Relevant qualifications according the approval
Range of approval
Date of first issue of the approval
If applicable – Expire date of approval
Identification number of approval
Personal ID (stamp number)
In addition, the QM is responsible to create a personal file for each employee where the qualifications and
authorizations are filed.
The LMM is responsible for the issuing of the files. In addition, every personal file contains curriculum vitae.
The access of the data and database is exclusive restricted to the assigned post holder of NAT.
Every employee has the right to view his data upon request.
The data of the certifying staff shall be kept 3 years after termination of his / her contract.
3.6 Quality Audits personnel.

Performed in accordance with NAT assessment form 104.B and NAT Training Syllabus.
3.7 Qualifying Inspector / Instructor / Assessor

NAT personnel must be educated and qualified according to the EASA part-66 requirements.
Inspectors/Inspection personnel are integrated in the qualification system for certifying staff. Special requirements,
qualifications, authorizations are also included here.
See chapter 3.4 qualifications and training of certifying staff.
Instructors/Assessors used for NAT internal training must be approved by QM. Applicants must submit qualification
and experience documentation relevant for approval for the intended training. Qualification requirements vary and
are subject to QM evaluation, however the instructor/assessor must always be qualified as a minimum to the level of
training carried out and hold a company authorization for the task/privileges.
QM will keep a list of approved instructors/Assessors – List of Approved Instructors i028. Qualification records for
approved instructor/assessor will be kept in their personal file.
3.8 Qualifying mechanics.

NAT employ a sufficient number of qualified personnel for each individual job according to the requirements. A
sufficient number of personnel are held up for each specific approval.
Technical personnel of NAT are qualified and authorized according to EASA part-66 requirements in connection with
national regulations or those applicable in the past.
The required qualification is assured through the fulfillment of the prerequisites defined in the workplace description
of the respective workplace as well as through task-oriented theoretical and practical education and continuation
training.
The training, administration, supervision and assessment of technical personnel lie with the LMM.
PAGE | 52
The Personnel get the following introductions:

Task-specific introduction
Aviation-specific regulations
Operational flows
Requirements according to EASA
Environmental protection/work safety rules
Part of the qualification system is regular continuation training and the support of further education.
The performance of the initial training, continuation training and human factor training is described in TRAINING
SYLLABUS FOR NAT PART 145 PERSONNEL.
3.9 Aircraft or aircraft component maintenance tasks exemption process control

NAT performs the maintenance of aircraft and components in compliance with the applicable, released Maintenance
Program. If for compelling reasons, a deviation from the fixed program is necessary, the aircraft operator shall be
informed by NAT about such a necessity immediately.
The aircraft operator is responsible for obtaining the approvals from the relevant aviation authority. A deviation from
the Maintenance Program is only affected on the part of NAT if the approval by the aviation authority and the
operator is available. The QM shall be informed from the LMM concerning the event.
The documentation of the differences and proof shall be stored together with the maintenance records.
3.10 Concession control for deviation from organizational procedure

In exceptional cases and for compelling reasons, a deviation from the applicable QM regulations may be necessary. A
deviation will be applied, examined and decided by the QM. In exceptional cases, if an instantaneous action is
necessary, to avoid a commercial disadvantage or a flight safety risk, a decision can be made by the LMM.
3.11 Qualification procedures for specialized activities such as NDT, Welding etc.
NAT does not carry out any special processes.
3.12 Control of manufacturers and other maintenance working teams

All suppliers and contractors who work for NAT must be approved by the QM prior to begin carrying out his/her
duties.
Check of suppliers and contractors are determined through quality supplier checks. Approved suppliers are recorded
in the databank under the responsibility of the QM; this approval is valid for two-year.
For extension of approval, the customer shall be consulted and shown the results of incoming goods, audits and
complaints. In case of repeated unreliability, the supplier/contractor shall be informed.
3.13 Human Factors Training procedure

Human Factors Training is intended to reduce possible errors in the complex environment of aircraft maintenance that
are by human factors. The training ensures that all NAT’s employees, including senior management, are aware of
personal, as well as general human limitations and capabilities.
Every partial process includes a certain error potential. Even if aviation systems are dimensioned in a way that errors
which arise individually are generally no immediate danger to the flight safety, the interconnections of individual
contributing factors can cause a serious danger. Therefore, it is important to minimize the error potential of each
individual partial process.
QM delivers input to the human factors training curriculum, based on documented trends, to ensure the relevance of
the training and the training responsible ensures that feedback on the training is delivered back to QM.
The training performance is under responsibility of the Accountable Manager.
The content of the training is based on EASA Part-145.A.30 and CAP 716.
PAGE | 53
3.14 Competence assessment of personnel.

For every working place at NAT a job description shall be defined. Every employee must submit his qualification
certificate as well as references from his previous employer. The selection procedure will be done through the
Accountable Manager or LMM.
A final employment will follow after the employee has shown his knowledge and competence during his probationary
period.
A periodical assessment of the employees will be done every two years, as well as continues updates and monitoring
of qualifications and recorded in a personal file.
3.15 Training procedures for on-the-job training.
OJT Program, ref. 66.A.45(c), Appendix III section 6 and AMC to Section 6 of Appendix III to Part 66.
For Part 66 AML applicants, applying for the first type rating in a (sub)category, on-the-job training (OJT) is
mandatory.
The OJT program is intended to ensure overall competence when performing maintenance and give the
applicant the experience needed to do so safely.
The OJT program should be initially and finally approved by the Competent Authority, who has issued the
license.
The OJT program must be started and completed within 3 years of the type rating application date.
OJT completion
The OJT list is comprised of all relevant tasks, for the particular aircraft type, ref. AMC to Part 66: Appendix II
Minimum 50% of the tasks must be completed.
If some of the relevant tasks cannot be provided by NAT, NAT can contract these tasks to another EASA Part
145 organization with an appropriate procedure for OJT (MOE 3.15) if the competent authority for the license
can approve this.
The completed tasks must cover a representative selection of aircraft systems and maintenance tasks.
All tasks must have a reference to a WO, task card or similar.
All tasks must be signed for by both applicant and supervisor.
Up to 50% of the OJT can be completed prior to the theoretical type training course, staying within the 3-year
time limit.
The OJT list is completed by the applicant under one-to-one supervision. All NAT certifying staff with type rating
on the relevant type can act as supervisor, unless otherwise stated by QM.
Assessment
Assessment of completed OJT is done by NAT QM.
NAT QM will verify;
- that minimum 50% of tasks relevant for the type are completed.
- that completed tasks, sufficiently covers aircraft systems and maintenance tasks in diversity and
covers all subjects in complexity and in quantity.
- that all tasks are signed by both applicant and supervisor, and that supervisors are identifiable.
- that OJT was completed within the time limits and in accordance with AMC to Section 6 of Appendix
III to Part 66.
3.16 Procedure for the issue of a recommendation to the competent authority for the issue of a Part-66
license.
Not relevant.
PAGE | 54
PART 4
4.1 Contracting operators

This procedure is to ensure that if there are operators NAT provides maintenance services to, it is controlled and
listed.
The LMM is responsible for executing contracts with Operators and maintain a list of Contracted Operators and
notifying the Quality Manager of new, terminated or changed contracts and as necessary, seeking DTA approval.
SCOPE OF WORK CONTRACT TYPE CONTRACTED OPERATOR

Line Maintenance A320 SGHA Line SmartLynx Airlines Ltd.
(CFM56) Maintenance “Mazrudas”, Marupe settlement, Riga district, LV-2167,
Latvia
Telephone: +371 67207392
e-mail: info@smart-lynx.com
Line Maintenance B737 NG SGHA Line RYANAIR Ltd.
Maintenance Corporate Head Office, Dublin Airport,
Co. Dublin, Ireland.
Telephone: 003531-812-1265
Email: obrienj@ryanair.com
Line Maintenance Airbus SGHA Line EasyJet Airline Company Ltd
A320 Maintenance Hangar 89, London Luton Airport
Bedfordshire LU2 9PF, United Kingdom
Telephone: +44(0)1582 525 535
Email: brendan.mcconnellogue@easyjet.com
Line Maintenance Airbus SGHA Line IBERIA EXPRESS
A320 Maintenance Calle Alcañiz 23, 28042 Madrid, Spain
Telephone: +34 917 438 430
Email: maintenance@iberiaexpress.com
Line Maintenance B737 NG SGHA Line Travel Service a.s.
Maintenance K Letisti 1068/30, 160 08 Prague 6, Czech Republic
Phone: +420724177881
Mail: mcc@travelservice.aero
Line Maintenance Airbus SGHA Line WIZZ AIR Hungary Kft.
A320 Maintenance Laurus Offices Building B, Köér street 2/A
H-1103 Budapest, Hungary
Phone: +36 707779362
Mail: wilfried.gueraud@wizzair.com
Line Maintenance Airbus SGHA Line Orange2fly
A320 Maintenance 64 Kifissias Avenue, 15125 Marousi, Athens, Greece
Phone: +30 2163000800
Mail: info@orange2fly.com
Line Maintenance Airbus SGHA Line Smartlynx Airlines Malta LTD
A320 Maintenance Nu Bis Centre, Triq Il-Mosta,
Hal Lija, LJA 9012 – Malta
Phone: +37125659007
Mail: Malcolm.Fitzsimons@smartlynx.aero
The list shall include contact number, name of Operator and location, maintenance provided, scope of work, validity
and be made available on NAT’s computer system to those who need access to it.
PAGE | 55
4.2 Operator procedure and paperwork

The maintenance procedure and paperwork routines can be found in the maintenance contract between NAT and the
operator.
A copy of the maintenance contract and the AMP can be found in the operators planning office.
4.3 Operator record completion

The procedures regarding exchange of information and data can be found in the maintenance contract between NAT
and the operator.
A copy of the maintenance contract and the AMP can be found in the operators planning office.
PAGE | 56
PART 5
5.1 Sample of documents

Forms and documents that are listed in part 5.1.
Current rev.
No. Form description Web based Issue no. Rev. No. date
100 Certifying Staff list X See Appendix I
104A Qualification Form 1 3 19-06-2018
104B Assessment Form X 2 1 14-05-2013
105 Audit Plan X 1 0 21-12-2017
106.1 Audit checklist X See Aeroplan system
108 Company Authorization 1 9 28-08-2018
110 Unserviceable Tag X 1 2 17-12-2012
113 Capability list X See Appendix III
114 Technical Occurrence Report X 2 01-07-2018
117 EASA Form One X 2 2 17-12-2012
118 Tool Planning List X 1 2 26-04-2019
119 Work Order X 1 3 17-12-2012
120 List of Contracted Operators X 1 11 03-11-2017
121 Tool Calibration Label X 1 2 14-11-2017
123 Samples of Stamps 1 1 10-02-2011
126 Audit Report X See Aeroplan system
127 Deleted – See Aeroplan system 1 3 27-11-2017
135 Temperature and Humidity Registration Form X 1 2 01-08-2018
136 Supplier Evaluation X 1 3 01-08-2018
137 Line station opening checklist X 1 3 25-04-2014
140 Deployable Line Station Checklist X 1 6 29-05-2019
140B Deployable Line Station Return Checklist X 1 3 29-05-2019
141 Deleted
142 CAT A Training Form 1 1 08-06-2016
143 Shift Handover Report X 1 5 27-03-2019
144 DLS Tracking Form X 1 9 01-07-2018
145 Line Station Tool Checklist 1 2 12-10-2017
146 Corrective Action Plan 1 1 14-11-2017
147 Line Station Temp Unmanned Checklist X 1 1 21-11-2018
148 Occasional Line Maintenance Checklist X 0 1 31-05-2019
! Forms in MOE for reference only – Use forms in ALASKAR https://cwc.alaskartech.com/
PAGE | 57
Form 100 – CERTIFYING STAFF LIST (APPENDIX I)
AUTH NAME LICENSE LICENSE LICENSE STAMP COMPANY DATE DATE

NO. CAT. NO. LIMIT. NO. AUTHORIZATION OF CA OF
EXPIRY FIRST
ISSUED
CA
PAGE | 58
Form 104.A – QUALIFICATION CHECKLIST FOR COMPANY APPROVAL
Copies of documentation according to this checklist are stored with QM.
PAGE | 59
Form 104.B – COMPETENCE ASSESSMENT Certifying Staff

Name of Assessed employee: Date:
Name of Assessor: Sign of Assessor:
Check that employee has sufficient knowledge and abilities to perform his/her duties as per AMC 2 145.A.30(e).
Human Factors, CDCCL & EWIS

 Knowledge of human factors, human performance and limitations
 Understanding of his/her own human performance and limitations
 Ability to consider human performance and limitations
 Knowledge of CDCCL when relevant
 Knowledge of EWIS when relevant
Regulations & Procedures
 Knowledge of organization capabilities, privileges and limitations
 Knowledge of Part-M, Part 145 and any other relevant regulations
 Knowledge of relevant parts of the maintenance organization exposition and procedures
 Understanding of personnel authorizations and limitations
Safety & Reporting
 Knowledge of safety risks linked to the working environment
 Understanding of professional integrity, behavior and attitude towards safety
 Ability to identify and rectify existing and potential unsafe conditions
 Knowledge of occurrence reporting system and understanding of the importance of reporting occurrences,
incorrect maintenance data and existing or potential defects
 Adequate communication and literacy skills
Tasks & Parts
 Understanding of conditions for ensuring continuing airworthiness of aircraft and components
 Understanding of critical task
 Ability to identify and properly plan performance of critical task
 Ability to process the work requested by the operator
 Ability to use information systems
 Ability to understand work orders, work cards and refer to and use applicable maintenance data
 Ability to determine required qualifications for task performance
 Ability to use, control and be familiar with required tooling and/or equipment
 Ability to recognize the acceptability of parts to be installed prior to fitment
 Ability to prioritize tasks and report discrepancies
 Ability to properly process removed, uninstalled and rejected parts
 Ability to compile and control completed work cards
 Ability to confirm proper accomplishment of maintenance tasks
 Ability to properly record and sign for work accomplished
PAGE | 60
Form 105 – AUDIT PLAN
Example – Full audit schedule on request.
PAGE | 61
Form 106.1 – AUDIT CHECKLIST
! Audit checklists generated by Aeroplan Quality Management System.
PAGE | 62
Form 108 – CERTIFYING STAFF APPROVAL
COMPANY AUTHORIZATION EASA PART 145 APPROVAL NO. DK.145.0103

NAME
Ms Mr
STAFF NO. 3 LETTER CODE
NAT 000 XXX
TITLE DEPARTMENT
ENGINEER TECHNICAL
CATEGORIES LICENSE NO.
B1 XX.66.0000
ISSUE DATE: DATE OF FIRST ISSUE:
DD-MM-YYYY DD-MM-YYYY
EXPIRE DATE: AML EXPIRE DATE:
DD-MM-YYYY DD-MM-YYYY
APPROVALS *For CAT A, see page 2 privileges and limitations
RELEASE TO SERVICE: Airbus A318/A319/A320/A321 (CFM56)

Airbus A319/A320/A321 (IAE V2500)
Boeing 737-600/700/800/900 (CFM56)
ENG IDLE RUN UP: Airbus A318/A319/A320/A321 (CFM56)

Airbus A319/A320/A321 (IAE V2500)
Boeing 737-600/700/800/900 (CFM56)
DUPLICATE INSP: YES RECEIVING INSP: YES

ADDITIONAL
AUTHORIZATIONS:
A= Line Maintenance Certifying Technician – Limited B1/B2 = B1/B2 = Line Maintenance Certifying Technician
B1 = Line Maintenance Certifying Technician – Mechanical C= Base Maintenance Certifying Engineer
B2 = B2 = Line Maintenance Certifying Technician - Avionic MECH = Non-Certifying Mechanic
NOTE:
This authorization is issued by Northern Aerotech to Certifying Staff holding an EASA Part-66 AML license with Category B1, B2 or C, performing
release to service under NAT EASA Part 145 approval DK.145.0103.
A limited authorization is issued to all staff performing aircraft maintenance for NAT, but only those authorized in Category B1, B2 or C are
authorized to sign a certificate of release to service on behalf of NAT.
An EASA Part-66 AML B1 + B2 license, covers the entire aircraft avionics and engine run-up. An EASA Part-66 AML B1 license covers the entire
aircraft end engine run-up, excluding avionics.
The training and experience records to support this authorization is controlled by NAT Quality Department.
SIGNATURES
NAT QUALITY MANAGER AUTHORIZATION HOLDER
PAGE | 63
NAME:
STAFF NO: 3 LETTER CODE:
TASK APPROVED (Y/N)

(A) REPLACEMENT OF WHEEL ASSEMBLIES
(B) REPLACEMENT OF WHEEL BRAKE UNITS
(C) REPLACEMENT OF EMERGENCY EQUIPMENT
(D) REPLACEMENT OF OVEN, BOILERS AND BEVERAGE MAKERS
(E) REPLACEMENT OF INTERNAL AND EXTERNAL LIGHTS, FILAMENTS AND FLASH

TUBES
(F) REPLACEMENT OF WINDSCREEN WIPER BLADES
(G) REPLACEMENT OF PASSENGER AND CABIN CREW SEATS, SEAT BELTS AND
HARNESSES
(H) CLOSING OF COWLINGS AND REFITMENT OF QUICK ACCESS INSPECTION
PANELS
(I) REPLACEMENT OF TOILET SYSTEM COMPONENTS, BUT EXCLUDING GATE
VALVES
(J) SIMPLE REPAIRS AND REPLACEMENT OF INTERNAL COMPARTMENT DOORS
AND PLACARDS, BUT EXCLUDING DOORS FORMING PART OF A PRESSURE
STRUCTURE
(K) SIMPLE REPAIRS AND REPLACEMENT OF OVERHEAD STORAGE
COMPARTMENT DOORS AND CABIN FURNISHING ITEMS
(L) REPLACEMENT OF STATIC WICKS
(M) REPLACEMENT OF AIRCRAFT MAIN AND APU AIRCRAFT BATTERIES
(N) REPLACEMENT OF IN-FLIGHT ENTERTAINMENT SYSTEM COMPONENTS OTHER

THAN PUBLIC ADDRESS
(O) ROUTINE LUBRICATION AND REPLENISHMENT OF ALL SYSTEM FLUIDS AND
GASES
(P) THE DE-ACTIVATION ONLY OF SUB-SYSTEMS AND AIRCRAFT COMPONENTS AS
PERMITTED BY THE OPERATOR’S MINIMUM EQUIPMENT LIST WHERE SUCH DE-
ACTIVATION IS AGREED BY THE COMPETENT AUTHORITY AS A SIMPLE TASK
(Q) INSPECTION FOR AND REMOVAL OF DE-ICING/ANTI-ICING FLUID RESIDUES,
INCLUDING REMOVAL/CLOSURE OF PANELS, COWLS OR COVERS OR THE USE OF
SPECIAL TOOLS
(1) SERVICE / RAMP 1 CHECK
PAGE | 64
Form 110 – UNSERVICEABLE TAG
Form to be scanned and sent to tags@northern-aerotech.com
PAGE | 65
Form 113 – CAPABILITY LIST
Station
Aircraft Serie Engine

Type s Type
NAT-AOG 0045 pmj@northern-aerotech.com *) B1 only ISSUE

DESK: 21 47 : XX
05 97
NAT 0045 pmj@northern-aerotech.com **) Deployable Line REV:
CUSTOME 21 47 Station XX
R 05 97
DATE:
PAGE | 66
Form 114 – TECHNICAL OCCURRENCE REPORT
Technical Occurrence Report
NAT Form 114, Issued 01.07.2018 E-mail: safety@northern-aerotech.com
1. REFERENCE INFORMATION
1.1 Reporting Organization 1.2 Date of the finding (d/m/y) 1.3 Internal Ref. no.
Name:
Country/Site:
Approval Ref.:
1.4 Name of submitter 1.5 Telephone no. 1.6 E-mail address
Signature …………….
2. REPORT TYPE
 2.1 Initial finding notification only (follow-up report required).
 2.2 Notification of finding with complete investigation results.
 2.3 Follow-up report on earlier notification, specify Ref. no.: …………………
Date: …………………
3 DETECTION PHASE AND NOTIFICATION

3.1 Detection Phase Maintenance 3.2 Detection Phase Operations
 Scheduled  Taxi  Descent  Ground Handling
 Non-Scheduled  Take-off  Approach  Unknown
 Climb  Landing  Other, specify:
 En-Route  Hovering …..…………………..
3.3 Parties informed  State of Registry  Type Certificate/Approval Holder  Owner  Operator  CAMO
4 AIRCRAFT INFORMATION
4.1 Aircraft Manufacturer and Type/Model 4.2 Aircraft Serial Number
4.3 Operator / Owner 4.4 Aircraft Registration
PAGE | 67
4.5 Aircraft Usage Details Aircraft total time (h) Aircraft total cycles
Since new
Since overhaul
Since inspection or defect found
5 DEFECTIVE COMPONENT
5.1 Manufacturer + Address 5.2 IPC (Illustrated Part 5.3 Type no.
Catalogue) Name
5.4 Part number 5.5 Serial number 5.6 ATA no. 5.7 (E)TSO no.
5.8 Time since new (h) 5.9 Cycles since new 5.10 Date of manufacture
5.11 Time since overhaul (h) 5.12 Cycles since overhaul 5.13 Date of overhaul
5.14 Time since repair/inspection (h) 5.15 Cycles since repair/ 5.16 Date of repair/inspection
inspection
6 CAUSE OF DEFECT / DEFECTIVE PART CONDITION (if applicable, multiple entry possible)
 Design  Production  Inadequate maintenance  Operational
 Fatigue  Corrosion  Unapproved parts  Human factor
 Other, specify: ……………..
 Part condition, specify: ………………..
7 SYSTEM MONITORING
For any occurrence involving a system or component, which is monitored or protected by a warning and/or protection system, state whether
such system(s) functioned properly:
 Yes  No  Not applicable
PAGE | 68
8 DETAILS
Description of Occurrence / Results of occurrence investigation:
9 ATTACHMENTS
 Sketch(es):  Report(s):  Nameplate photo  Other, specify:
 Photo(s), specify
…………… …………… ……………….. ………………..
PAGE | 69
Form 117 – EASA FORM ONE
USER / INSTALLER RESPONSIBILITIES

This certificate does not automatically constitute authority to install the item
Where the user / installer performs work in accordance with regulations of an airworthiness authority different than
the airworthiness authority specified in block 1, it is essential the user / installer ensures that his / her airworthiness
authority accepts items from the airworthiness authority specified in block 1.
Statements 13a and 14a do not constitute installation certification. In all cases aircraft maintenance records must
contain an installation certification issued in accordance with the national regulations by the user / installer before the
aircraft may be flown.
PAGE | 70
Form 118 – TOOL PLANNING LIST

STATION:____________________
TOOLS CHECK OUT CHECK IN
Part
Description:
Taken for:
Returned
Staff no.:
Staff no.:
Number:
Item No.
from:
Date:
Date:
1 NAT
10
11
12
13
14
15
16
17
18
19
20
PAGE | 71
Form 119 – WORK ORDER
PAGE | 72
Form 120 – LIST OF CONTRACTED OPERATORS

SCOPE OF WORK CONTRACT TYPE CONTRACTED OPERATOR
PAGE | 73
Form 121 – TOOL CALIBRATION LABEL
TOOL NO. P/N
CAL. DATE NEXT DUE
PAGE | 74
Form 123 – SAMPLE OF STAMPS
PAGE | 75
Form 126 – QUALITY ASSURANCE AUDIT REPORT
PAGE | 76
Form 135 – TEMPERATURE AND HUMIDITY REGISTRATION FORM
MONTH: STATION:
DATE TEMPERATURE (C) HUMIDITY SIGN/STAMP
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
To be filled out every day. At the end of the month, scan and send to QM mt@northern-aerotech.com
PAGE | 77
Form 136 – SUPPLIER EVALUATION
COMPANY NAME:
EASA APP. NO:

(IF ANY)
ADDRESS:
CONTACT PERSON:
PHONE:
MAIL:
DESCRIPTION OF SERVICES PROVIDED:
REQUIRED CERTIFICATES AND APPROVALS:
CONFIRM AVAILABILITY OF TOOLS AND EQUIPMENT:
CONFIRM REQUIRED TRAINING OF PERSONNEL:
CONFIRM COMPANY COMPLIES WITH ALL RELEVANT SAFETY, ENVIRONMENTAL AND SOCIAL/LABOUR LAWS:
CHECK INTERNAL AUDIT PROGRAM:
FURTHER AUDITING REQUIRED:

YES NO
AUDIT DATE:
PERFORMED BY:
APPROVED BY QM:
PAGE | 78
Form 137 – LINE STATION OPENING CHECKLIST
When agreement with operator is reached, QM initiates the Line Station opening process.
STATION: LOCATION:
REQUIRED PROCEDURES AND RESPONSIBILITY DATE SIGN:
COMPLETED:
1. LMM ensures physical setup of station
2. LMM ensures spares and consumables availability
3. LMM provides Quality Assistant with Scope of work
4. LMM provides Quality Assistant with the following facility info:
a. Facility location map
b. Facility drawings
c. Facility address
d. Facility contact details
5. LMM provides Quality Assistant with Manpower plan
6. LMM provides Quality Assistant with List of tools (LMM assures all tests
and calibration in order)
7. Quality Assistant revises NAT MOE
8. Quality Manager provides Quality Assistant with Initial Audit Report (All
findings must be closed)
9. Accountable Manager provides Quality Assistant with signed EASA Form
2
10. Quality Assistant gathers all documentation for approval from Quality
Manager
a. EASA Form 2 application
b. MOE draft revision
c. Photo documentation of facilities (Office, store, etc.)
d. Manpower plan
e. Certificate data and Company approval for Certifying Staff
f. Assessment form for new staff
g. Tool lists (Specialized and personal tools)
h. Facility / rental agreement
i. Internal Audit Report (With corrective action and root cause analysis
to close any findings)
11. Quality Assistant forwards EASA Form 2 and all documentation to DCAA
for approval of Line Station (Incl. NAT Form 137)
All procedures completed and documents accounted for:
Date: Sign:
PAGE | 79
Form 140 –DEPLOYABLE LINE STATION CHECKLIST
LOCATION: START DATE:

DLS NO.:
A320 B737 B757

COMPLETED:
1. LMM provides Quality Department with Scope of work and Quality
Manager limits station according to NAT MOE 1.9
2. LMM provides Quality Department with Manpower plan
3. LMM provides Quality Department with NAT Form 145 and Alaskar list
of tools (LMM assures all tests and calibration in order)
4. Quality Department performs audit. All findings must be closed before
commencing operation. (Only parts applicable for DLS)
5. Quality Department gathers all documentation for internal approval of
station.
a) Manpower plan
b) Certificate data and Company approval for Certifying Staff

CA, AML, IHF, HF, FTS, EWIS, CT & tool list
c) Assessment Form 104.B for new staff
d) Audit Report (With corrective action and root cause analysis to

close any findings)
6. LMM assures access to local airport is secured
7. LMM assures that van is in operational state (if applicable)
8. LMM assures computer/phone is functioning and provides Quality

Department with phone number: +45_______________________
9. LMM verifies internet access to manuals
10. LMM checks for hangar availability & ground support (if needed)
Setup checked by:

Date: Sign:
REQUIRED PROCEDURES AND RESPONSIBILITIES – STATION ENGINEER DATE SIGN:

COMPLETED:
1. Confirm delivery of Deployment kit
2. Check Deployable Line Station inventory, acc to NAT Form 145 and
Alaskar Tool Management System
3. Confirm Maintenance data – up to date
4. Confirm Tools - Specialized & personal (Test & calibration)
5. Confirm setup complete (Report any discrepancies to QM immediately)
Setup verified and station updated in Appendix III – Capability List & Appendix V – DLS Tracking by:
Date: Sign:
PAGE | 80
Form 140B –DEPLOYABLE LINE STATION RETURN CHECKLIST
LOCATION: END DATE:

DLS NO.:
A320 B737 B757

COMPLETED:
1. LMM informs Quality Department, Tool department and Station
Engineers of expected end date and destination of DLS
2. Tool Department makes arrangements for shipping of DLS
3. Station engineer confirms tools according to Form 145 and Alaskar Tool
Management System
4. When closing up the station, Station Engineer ensures;
a) All relevant documents uploaded to Alaskar
b) All tools packed safely in DLS kit
c) Computer and phones returned with DLS
d) All original documents are sent to operator
e)All parts, consumables and tools belonging to operator

returned
5. LMM makes arrangements for van (if applicable)
6. Station Engineer ensures DLS is returned/picked up by courier
DLS returned by:

Date: Sign:
REQUIRED PROCEDURES AND RESPONSIBILITIES – STATION ENGINEER DATE SIGN:

COMPLETED:
1. Confirm return of Deployment kit
2. Check DLS inventory, acc to NAT Form 145 and Alaskar Tool
Management System
3. Confirm correct station registration in Alaskar
4. Check test & calibration of tools
5. Inform QA of phone number to remove from contact list
6. Confirm return complete (Report any discrepancies to LMM

immediately)
Return verified and station updated in Appendix III – Capability List & Appendix V – DLS Tracking by:
Date: Sign:
PAGE | 81
Form 142 – CAT A TRAINING FORM
In accordance with EASA requirements described in Part 66.A.20(a) & Part 145.A.30(g)
NAME:
3 LETTER CODE: AML EXPIRE DATE:
EASA LICENSE NO:
AIRCRAFT TYPE: ENGINE TYPE:
TYPE RATINGS IN AML: ENGINE TYPE: B1 B2
PREVIOUS A-RATINGS HELD:
TYPE: ISSUEING COMPANY:
NOTES:
PAGE | 82
DATE SUPERVISOR
OJT TASK PERFORMED TRAINEE SIGN SIGN
(a) Replacement of wheel assemblies 32-00-00
(b) Replacement of wheel brake units 32-00-00
(c) Replacement of emergency equipment 25-00-00

(d) Replacement of oven, boilers and beverage
makers 25-00-00
(e) Replacement of internal and external lights,
filaments and flash tubes 33-00-00
(f) Replacement of windscreen wiper blades 30-00-
00
(g) Replacement of passenger and cabin crew seats,
seat belts and harnesses 25-00-00
(h) Closing of cowlings and refitment of quick access
inspection panels 12-00-00
(i) Replacement of toilet system components, but
excluding gate valves 38-00-00
(j) Simple repairs and replacement of internal
compartment doors and placards, but excluding
doors forming part of a pressure structure 25-00-00
(k) Simple repairs and replacement of overhead
storage compartment doors and cabin furnishing
items 25-00-00
(l) Replacement of static wicks 12-00-00

(m) Replacement of aircraft main and APU aircraft
batteries 49-00-00
(n) Replacement of in-flight entertainment system
components other than public address 44-00-00
(o) Routine lubrication and replenishment of all
system fluids and gases 12-00-00
(p) The de-activation only of sub-systems and
aircraft components as permitted by the operator’s
minimum equipment list where such de-activation is
agreed by the competent authority as a simple task
Add AMM ref for task:
(q) Inspection for and removal of de-icing/anti-icing
fluid residues, including removal/closure of panels,
cowls or covers or the use of special tools 30-00-00
Service / Ramp 1 check 05-00-00
PAGE | 83
LIST OF SUPERVISORS
NAME: SIGN:
LICENSE
NO:
POSITION: NAT
APPROVAL NO:
NAME: SIGN:
LICENSE
NO:
POSITION: NAT
APPROVAL NO:
NAME: SIGN:
LICENSE
NO:
POSITION: NAT
APPROVAL NO:
ASSESSMENT PERFORMED BY
NAME: SIGN:
LICENSE NO:
POSITION:
NAT APPROVAL DATE:

NO:
THEORETICAL TRAINING PERFORMED BY

NAME: SIGN:
LICENSE NO:
POSITION:
NAT APPROVAL DATE:

NO:
CAT A APPROVAL BY
NAME: SIGN:
POSITION:
DATE:
PAGE | 84
Form 143 – SHIFT HANDOVER REPORT

STATION: DATE:
STAFF ON DUTY SHIFT FROM TO

(Category B1/B2)
MAINTENANCE HANDOVER
A/C REG TEXT
DAILY ROUTINES
MANPOWER
Number of based aircrafts
Number of people on shift
Total man hours available
Man hours used for maintenance
Man hours used for daily routines
Total man hours used
Man hour balance (+/-)
Handover given by: Handover received by:
PAGE | 85
Form 144 – DLS TRACKING FORM
DLS LOCATION: SCOPE: LIMITATION: START END COMMENTS: DTA

NO: DATE: DATE: APPROVAL
STATUS:
Page 2 – Historical Data

DLS LOCATION: SCOPE LIMITED START END COMMENTS: LAST DTA
NO: OF KIT: TO: DATE: DATE: PERFORMED APPROVAL
AUDIT: STATUS:
PAGE | 86
Form 145 – LINE STATION TOOL CHECKLIST
LINE STATION TOOL CHECKLIST

A/C TYPE: _________________ Deployable LS Fixed LS
Description: Supplier PN: Serial No: Store Expire Date:
Checked by: Station:

Date:
PAGE | 87
Form 146 – CORRECTIVE ACTION PLAN
AUDIT DETAILS
Audit Report no.:
Auditing Entity:
Audit Date:
Internal External
CAP DETAILS:
Author:
Date:
LIST OF FINDINGS
Corrective
Finding CAP due
# Description: Action due
level: date:
date:
1
PAGE | 88
FINDING 1
Reference:
Responsible Manager:
Description:
Root cause:
Corrective Action:
Preventive Action:
Corrective Action
Deadline:
PAGE | 89
Form 147 – LINE STATION TEMP UNMANNED CHECKLIST
STATION: LOCATION:
REQUIRED PROCEDURES AND RESPONSIBILITY - CLOSING DATE SIGN:

COMPLETED:
1. NAT LMM provides checklist and informs station of temp unmanned date
2. Office equipment packed and labeled in separate boxes
3. Tools packed and labeled in separate boxes
4. NAT spares and consumables packed and labeled in separate boxes
5. Customer spares and consumables packed and labeled in separate boxes
6. All A/C documentation packed and labeled in separate boxes with visible
customer name and A/C reg.
7. Internet connection, mobile phones contracts etc. packed and labeled in
separate boxes
8. NAT LMM informs NAT QM when station is temp unmanned
9. NAT LMM informs DK CAA, in writing, when station is temp unmanned
All procedures completed and boxes safely stored:

Date: Sign:
REQUIRED PROCEDURES AND RESPONSIBILITY - OPENING DATE SIGN:

COMPLETED:
1. NAT LMM informs station and NAT QM of re-opening date
2. NAT QM checks for postponed audits ref. MOE 3.1.
3. Re-establish IT equipment, mobile phone and internet connection as

applicable
4. Office equipment unpacked and checked for missing or damaged items
5. Tools unpacked, inspected, checked against Station tool list and stored
appropriately
6. NAT spares and consumables unpacked and receiving inspection
performed in acc. with MOE 2.2 and 2.3
7. Customer spares and consumables unpacked and receiving inspection
performed in acc. with MOE 2.2 and 2.3
8. All A/C documentation packed and labeled in separate boxes with visible
customer name and A/C reg.
9. Ensure all areas are clearly marked, replace decals if necessary
10. Ensure facilities and drawings correspond to MOE 1.8
11. NAT QM performs audit and ensures any findings cleared before Line
Station can be re-opened
12. NAT LMM informs DK CAA, in writing, when station is re-opened
All procedures completed and station ready for operation:

Date: Sign:
PAGE | 90
Form 148 – OCCASIONAL LINE MAINTENANCE CHECKLIST
LOCATION: START DATE:

A/C TYPE: END DATE:
COMPLETED:
1. LMM ensures access to airport and physical setup of station, including access to
manuals
2. LMM ensures spares and consumables availability
3. LMM provides Quality Department with Scope of work and Quality Manager
limits operation in accordance with NAT MOE 1.9
4. LMM provides Quality Department with the following facility info:
e. Facility location map
f. Facility drawings
g. Facility address
h. Facility contact details
5. LMM provides Quality Department with Manpower plan
6. LMM provides Quality Department with List of tools (LMM assures all tests and
calibration in order)
7. LMM revises NAT MOE Appendix VI
8. LMM assures that van is available and in operational state (if applicable)
9. Quality Manager provides Quality Department with Initial Audit Report (All
findings must be closed)
10. Quality Department gathers all documentation for approval from Quality
Manager
j. MOE Appendix VI
k. Photo documentation of facilities (Office, store, etc.)
l. Manpower plan
m. Certificate data and Company approval for Certifying Staff
(CA, AML, IHF, HF, FTS, EWIS, CT & tool list)
n. Assessment form for new staff
o. Tool lists (Type specific and general)
p. Facility / rental agreement
q.Internal Audit Report (With corrective action and root cause analysis to
close any findings)
11. LMM informs DK CAA of Occasional Line Maintenance:
 Location
 Start date/End date
 Scope
All procedures completed and documents accounted for:
Date: Sign:
PAGE | 91
Forms and official documents which the customer will deliver to NAT are not mentioned in the appendixes.
The handling of those documents is detailed in the SGHA, JPM or equivalent.
5.2 List of subcontractors as per Part-145.75 (b)

No subcontractor will be assigned by NAT.
5.3 List of Line Maintenance locations as per Part 145.75 (d)

NAT Line stations are listed in Part 1.8 of this MOE
5.4 List of contracted Organizations as per Part 145.70

No organizations are contracted by NAT.
PAGE | 92

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MAINTENANCE ORGANISATION EXPOSITION

Phone: 0045 22301022

PART 0 GENERAL ORGANISATION

PART 2 MAINTENANCE PROCEDURES

2.20 Defective components to outside contractors

PART L2 ADDITIONAL MAINTENANCE PROCEDURES

PART 3 QUALITY SYSTEM PROCEDURES

3.15 Training procedures for on-the-job training

0.1 List of effective pages

Part Revision Pages

This MOE is in compliance with Part-145.A.70.

0.3 Structure of the QM-Documentation

0.4 Abbreviation and definitions

0.6 Approval Certificates

1.1 Corporate commitment by the Accountable Manager

Accountable Manager on behalf of Northern Aerotech DK.145.0103.

1.2 Safety and Quality Policy

1.2.1 Quality Management System

Changes to rules and regulations:

1.3 Management personnel

Position Name Deputy

(*) EASA approved Form 4 personnel

1.4 Duties and responsibilities of the management personnel

1.4.2 Accountable Manager

1.4.3 Line Maintenance Manager (LMM)

In respect to his responsibilities, LMM has the following duties:

1.4.4 Quality Manager (QM)

1.4.4.1 Quality & Safety Deputy (QA)

1.5 Management Organization

NAT Organization chart

Quality Manager HR & Accounting

Line Maintenance Recruitment Sales

1.5.1 Organizational structures

1.7 Manpower Resources

Position Number of workforce

1.8 General description of the facilities at each address intended to be approved.

1.8.1 Principal Place of Business

1.8.2 Line stations

1.9 Organization intended Scope of Work

Rating TC holder Aircraft type Limitation Base Line

Limitation of Scope of work

Definition of Line Maintenance

Furthermore, to AMC 1 (b) to part 145.A.10 Scope.

Component Maintenance should be understood as any maintenance performed on components.

Definition of Component Maintenance

EASA Form 1 release in accordance with MOE 2.3.

Temporarily leaving an approved Line station unmanned

Occasional Line Maintenance

Deployable Line Station

1.11 Exposition amendment procedures including, if applicable, delegated procedures.

Appendix I – Certifying Staff

Appendix II – Line Stations

Appendix III – Capability List

Appendix IV - CRS 3rd Country Operators

Appendix V – DLS Tracking list

Appendix VI – Occasional Line Maintenance Tracking list

2.1 Supplier evaluation and sub contract control procedures.

New components must have one of the following documents:

Used components must have one of following:

*) The company must be listed on an EASA approved list.

2.4 Acceptance of Tools and Equipment

Acquisition of Alternate Tools

Acquisition of Infrequently used tools

System for registration of tool (excluding personal hand tools)