LAMPIRAN PERATURAN DIREKTUR JENDERAL PERHUBUNGAN UDARA

NOMOR : KP 156 Tahun 2018

TANGGAL : 22 Mei 2018

Staff Instruction
SI 8900-3.10
Organization Management and Administration
for Approved Maintenance Organization
(AMO) Holder

Edition :1
Amendment : 0
Date : 22 May 2018
REPUBLIC OF INDONESIA – MINISTRY OF TRANSPORTATION
DIRECTORATE GENERAL OF CIVIL AVIATION
JAKARTA – INDONESIA
 SI 8900-3.10
May 2018

FOREWORD

1. PURPOSE : This Staff Instruction has been prepared to guide and

assist all Directorate of Airworthiness and Aircraft
Operation personnel, Directorate General of Civil
Aviation, operators (AMO) or applicants dealing with
DGCA, in properly discharging their responsibilities and
efficiently accomplishing task.

2. REFERENCES : This Staff Instruction should be used in accordance

with the applicable regulations.

3. CANCELLATION :-

4. AMENDMENT : The amendment of this Staff Instruction shall be

approved by the Director General of Civil Aviation.

DIRECTOR GENERAL OF CIVIL AVIATION

Ttd.

Dr. Ir. AGUS SANTOSO, M.Sc.

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AMENDMENT RECORD LIST

Amendment Issue Date Reference

No.
Original issue 22 May 2018 KP 156 Year 2018, Date 22 May
(Edition 1) 2018

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TABLE OF CONTENTS
FOREWORD ..........................................................................................................i
AMENDMENT RECORD LIST ................................................................................ii
TABLE OF CONTENTS………………………………………………………………………….iii
CHAPTER 1. BACKGROUND .................................................................................1
1. OBJECTIVE ...............................................................................................1
2. APPLICABILITY ..........................................................................................1
3. DGCA RESPONSIBILITIES .........................................................................1
4. REGULATION AND GUIDANCE REFERENCES ..........................................1
5. DEFINITIONs .............................................................................................1
CHAPTER II. PERSONNEL REQUIREMENTS .........................................................4
1. OBJECTIVE ...............................................................................................4
2. ACCOUNTABLE MANAGER .......................................................................4
3. MANAGER OR SUPERVISORY ...................................................................5
4. CERTIFYING PERSONNEL TO APPROVE AN ARTICLE FOR RETURN TO
SERVICE ...................................................................................................7
5. INSPECTION PERSONNEL .........................................................................7
6. AUDITOR ...................................................................................................8
7. QUALITY ASSURANCE SYSTEM ................................................................8
8. SAFETY MANAGER ....................................................................................9
9. RECORDS OF MANAGEMENT, SUPERVISORY, INSPECTION, AND
CERTIFYING PERSONNEL .......................................................................10
CHAPTER III. PRODUCTION PLANNING ..............................................................12
1. OBJECTIVE .............................................................................................12
2. GENERAL ................................................................................................12
3. PRODUCTION PLANNING ........................................................................12
CHAPTER IV. DUTY TIME LIMITATION AND REST PERIODS ..............................15
1. OBJECTIVE AND SCOPE.........................................................................15
2. GENERAL ................................................................................................15
3. DUTY TIME LIMITATION..........................................................................16
CHAPTER V. HUMAN PERFORMANCE ...............................................................18
APPENDIX A .......................................................................................................23
Form Checklist ...................................................................................................23
DGCA Form No. 145-51 MANAGEMENT AND ADMINISTRATION ........................23

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CHAPTER 1. BACKGROUND

1. OBJECTIVE

This chapter provides guidance for the Inspection Procedure or evaluation of

Organization Management and Administration for Approved Maintenance
Organization related of CASRs Part 145 and regulations in effect to the
organizations.

2. APPLICABILITY

a. This Staff Instruction should be used by DGCA Inspectors and an

applicant as reference to develop and evaluate the company organization
structures for Approved Maintenance Organization.

b. The applicant who apply an Approved Maintenance Organization, which

are develops or amended of management personnel of company
organization structures.

3. DGCA RESPONSIBILITIES

DGCA Inspectors make coordination with an organizations to ensures the

following:

a. DGCA Certification Program Manager (CPM) or Audit Manager (AM) to

conduct certification or audit for management personnel or organization
structure, personnel qualification, duties and responsibilities, sufficient
number of qualified personnel in accordance with AMO Capabilities.

b. The DGCA PAI make coordination with AMO holder to conduct

surveillance for management personnel or organization structure,
personnel qualification, duties and responsibilities, sufficient number of
qualified personnel in accordance with AMO Capabilities.

c. Management Key Personnel for Approved Maintenance Organization

according to CASRs Part 145 does not required DGCA fit and proper
test.

4. REGULATION AND GUIDANCE REFERENCES

- CASR Part 145;

- CASR Part 19;
- CASR Part 43;
- CASR Part 65;
- SI 8900-2.11; SI 8900-2.13; SI 8900-6.9; and others related Staff
Instructions.

5. DEFINITIONs

a. Accountable Manager means the person designated by the certificated

AMO who is responsible for and has the authority over all AMO
operations that are conducted under Part 145, including ensuring that

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AMO personnel follow the regulations and serving as the primary

contact with the DGCA.

b. Directly in Charge means having the responsibility for the work of a

certificated AMO that performs maintenance, preventive maintenance,
alterations, or other functions affecting aircraft airworthiness. A person
directly in charge does not need to physically observe and direct each
worker constantly but must be available for consultation on matters
requiring instruction or decision from higher authority.

c. Supervisor. Supervisors must oversee the work performed by any

individuals who are unfamiliar with the methods, techniques, practices,
aids, equipment, and tools used to perform the maintenance, preventive
maintenance, or alterations. Each supervisor must, if employed by an
AMO located inside the Republic of Indonesia, hold a certificate issued
under part 65.

1) The preamble to part 145 (see CASR Part 145.153) indicates a

difference between a “supervisor” and a “person directly in charge.”
A supervisor physically observes and directs a worker when needed.
A person directly in charge does not need to physically observe and
direct each worker constantly but must be available for
consultation on matters requiring instruction or a decision from a
higher authority.

NOTE: This does not preclude the AMO from assigning one
supervisor to multiple shops or areas provided the
supervisor is properly certificated and qualified. The
supervisor’s workload should allow adequate time to
oversee the work.

2) Part 145 does not dictate the ratio of supervisors to individuals

under supervision. The AMO establishes this ratio. However, CASR
Part 145.153 states in part that a certificated AMO must ensure it
has a sufficient number of supervisors to direct the work performed
under the AMO’s certificate and OpSpecs.

3) Part 43 identifies persons authorized to perform maintenance,

preventative maintenance, rebuilding, and alterations. Section
43.3(c) states in part that a person working under the supervision
of a certificate holder may perform the maintenance, preventive
maintenance, and alterations that the supervisor is authorized to
perform, if:

a) The supervisor personally observes the work being done to the

extent necessary to ensure that it is being done properly, and

b) The supervisor is readily available, in person, for consultation.

NOTE: The definition of “in person” is “in one’s bodily

presence.” An example of this is “applicants are
requested to apply in person.”

d. Certifying Personnel means personnel responsible for the release of an

Aircraft or a component after maintenance.

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e. Safety Manager means a person who is responsible for providing

guidance and direction for the operation of the organization' safety
management system

f. Sleep Inertia. Sleep inertia (also termed sleep drunkenness) refers to a

period of impaired performance and reduced vigilance following
awakening from the regular sleep episode or nap. This impairment may
be severe, last from minutes to hours, and be accompanied by micro-
sleep episodes.

g. Circadian Rhythm. The body’s internal clock, the circadian rhythm,

tells your body when to be awake and when to go to sleep. The circadian
rhythm is closely aligned with day and night and is sensitive to light
exposure. Humans are preprogrammed to be awake when it is light and
sleep when it is dark. Twice during the day, the body slows down. It
happens mid-to late afternoon, between 3:00 p.m. and 5:00 p.m., so
expect to experience drowsiness during the lull. If one is awake after
midnight and into the early morning hours between 2:00 a.m. and 6:00
a.m., which is counter to the body’s natural rhythm, then one should
also expect to experience drowsiness.

h. Window of Circadian Low (WOCL). Individuals living on a regular 24-

hour routine with sleep at night have two periods of maximum
sleepiness, also known as “WOCLs.” One occurs at night, roughly from 2
a.m. to 5 a.m., a time when physiological sleepiness is greatest and
performance capabilities are lowest. The other is in the afternoon,
roughly from 2 p.m. to 5 p.m.

i. Fatigue. Fatigue refers to a physiological state in which there is a

decreased capacity to perform cognitive tasks and an increased
variability in performance as a function of time on task. Fatigue is also
associated with tiredness, weakness, lack of energy, lethargy,
depression, lack of motivation, and sleepiness.

j. Fatigue Risk Management (FRM). A management program used to

mitigate the effects of fatigue.

k. Fatigue Risk Management System (FRMS). A nonprescriptive fatigue

mitigation system that minimizes the acute and chronic sources of
fatigue.

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CHAPTER II. PERSONNEL REQUIREMENTS

1. OBJECTIVE

This chapter describes duties and responsibility, qualification and records for
personnel requiremens of Approved Maintenance Organization

2. ACCOUNTABLE MANAGER

a. The organisation must appoint an accountable manager who has

corporate authority for ensuring that all maintenance required by the
customer can be financed and carried out to the standard required by
this CASR. The accountable manager must:

1) ensure that all necessary resources are available to accomplish

maintenance in accordance with CASR Part 145 to support the
organization approval;

2) establish and promote the safety and quality policy specified in

CASR Part 145 and Part 19;

3) demonstrate a basic understanding of CASR related to AMO.

b. The organisation must nominate a person, whose responsibilities

include ensuring that the organisation complies with this SI. Such
person(s) must ultimately be responsible to the accountable manager.

1) The person or persons nominated must represent the maintenance

management structure of the organisation and be responsible for
all functions specified in CASR Part 145.

2) The person or persons nominated shall be identified and assigned

by AMO included their credentials submitted to DGCA.

3) The person or persons nominated must be able to demonstrate

relevant knowledge, background and satisfactory experience related
to aircraft or component maintenance and demonstrate a working
knowledge of CASR Part 145.

4) Procedures must make clear who deputises for any particular

person in the case of lengthy absence of the said person.

c. The accountable manager must appoint a person with responsibility for

monitoring the quality system, including the associated feedback system
as required by CASR Part 145. The appointed person must have direct
access to the accountable manager to ensure that the accountable
manager is kept properly informed on quality and compliance matters.

d. The accountable manager must have a maintenance man-hour plan

showing that the organisation has sufficient staff to plan, perform,
supervise, inspect and quality monitor the organisation in accordance
with the approval. In addition the organisation must have a procedure to
reassess work intended to be carried out when actual staff availability is

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less than the planned staffing level for any particular work shift or
period.

e. The accountable manager must establish and control the competence of

personnel involved in any maintenance, management and/or quality
audits in accordance with a procedure and to a standard agreed by
DGCA. In addition to the necessary expertise related to the job function,
competence must include an understanding of the application of human
factors and human performance issues appropriate to that person's
function in the organisation.

f. The accountable manager must ensure that personnel who carry out
and/or control a continued airworthiness non-destructive test of aircraft
structures and/or components are appropriately qualified for the
particular non-destructive test in accordance with DGCA specified
standard or equivalent Standard recognised by DGCA. Personnel who
carry out any other specialised task must be appropriately qualified in
accordance with officially recognized Standards and CASR Part 65.

g. Any organisation maintaining aircraft, must in the case of aircraft line

maintenance, have appropriate aircraft rated certifying staff qualified as
per CASR Part 65 License Aircraft Maitenance Engineer.

h. Any organisation maintaining aircraft in the case of base maintenance,

have appropriate aircraft type rated certifying staff qualified in
accordance with DGCA licensing system and meeting the requirements
of CASR Part 65. In addition the organisation must have sufficient
aircraft type rated staff qualified as per DGCA licensing system as
appropriate and CASR Part 65 to support certifying staff.

i. Component certifying staff (engine, propeller, part or appliance) must

comply with the provisions of as appropriate and CASR Part 65 to
support certifying staff.

j. With regard to the accountable manager, it is normally intended to

mean the chief executive officer or other name of the approved
maintenance organisation, who by virtue of position has overall
(including in particular financial) responsibility for running the
organisation. The accountable manager must be full time basis for one
organisation and is not required to be necessarily knowledgeable on
technical matters as the maintenance organisation exposition defines
the maintenance standards. When the accountable manager is not the
chief executive officer, DGCA will need to be assured that such an
accountable manager has direct access to chief executive officer and has
a sufficiency of ‘maintenance funding’ allocation.

3. MANAGER OR SUPERVISORY

a. A certificated AMO must ensure it has a sufficient number of managers

or supervisors to manage or supervise and direct the work performed
under the AMO certificate and operations specifications. The managers
or supervisors must oversee the work performed by any individuals who
are unfamiliar with the methods, techniques, practices, aids, equipment,
and tools used to perform the maintenance, preventive maintenance, or
alterations.

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b. Each manager or supervisor must:

1) If employed by an AMO located inside the Republic of Indonesia:

a) Be licensed under CASR Part 65 when direct and/or oversee
the work performed as explained in 145.153 (a);
b) Be trained in safety management system and human factor.

2) If employed by an AMO located outside the Republic of Indonesia:

a) Have a minimum of 18 months of practical experience in the
work being performed; or
b) Be trained in or thoroughly familiar with the methods,
techniques, practices, aids, equipment, and tools used to
perform the maintenance, preventive maintenance, or
alterations.

3) A certificated AMO must ensure its managers or supervisors

understand, read, and write English.

c. Dependent upon the size of the organisation, the CASR Part 145
functions may be subdivided under individual managers or combined in
any number of ways.

d. The organisation should have, dependent upon the extent of approval, a

base maintenance manager, a line maintenance manager, a workshop
manager and a quality manager, all of whom should report to the
accountable manager except in small CASR Part 145 organisation where
any one manager may also be the accountable manager, as determined
by DGCA, he/she may also be the line maintenance manager or the
workshop manager.

e. The base maintenance manager is responsible for ensuring that all

maintenance required to be carried out in the hangar, plus any defect
rectification carried out during base maintenance, is carried out to the
design and quality standards approved by DGCA. The base maintenance
manager is also responsible for any corrective action resulting from the
quality compliance monitoring.

f. The line maintenance manager is responsible for ensuring that all

maintenance required to be carried out on the line including line defect
rectification is carried out to the standards approved by DGCA and also
responsible for any corrective action resulting from the quality
compliance monitoring.

g. The workshop manager is responsible for ensuring that all work on

aircraft components is carried out to the standards approved by DGCA
and also responsible for any corrective action resulting from the quality
compliance monitoring.

h. The quality manager’s/inspection personnel responsibility is specified in

CASR Part 145.211.

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i. the organisation may adopt any title for the foregoing managerial
positions but should identify to DGCA the titles and persons chosen to
carry out these functions.

j. Where an organisation chooses to appoint managers for all or any

combination functions because of the size of the undertaking, it is
necessary that these managers report ultimately through either the base
maintenance manager or line maintenance manager or workshop
manager or quality manager, as appropriate, to the accountable
manager.

4. CERTIFYING PERSONNEL TO APPROVE AN ARTICLE FOR RETURN TO

SERVICE

a. Certifying Personnel means personnel responsible for the release of an

Aircraft or a component after maintenance.

b. A certificated AMO must ensure each certifying personnel to approve an

article for return to service under the AMO certificate and operations
specifications are familiar with the applicable regulations in the CASRs
and proficient in the use of the various inspection methods, techniques,
practices, aids, equipment, and tools appropriate for the work being
performed and approved for return to service, and:

1) If employee by a certificated AMO located inside the Republic of

Indonesia:
a) Be licensed under CASR Part 65.
b) Be trained in safety management system and human factor.

2) If employee by a certificated AMO located outside the Republic of

Indonesia must be licensed and meet the requirements of ICAO
Annex 1.

c. A certificated AMO must ensure each person authorized to approve an

article for return to service understands, reads, and writes English.

d. A certificated AMO maintaining aircraft, must in the case of aircraft line

maintenance, have appropriate aircraft rated certifying staff qualified as
per CASR Part 65 License Aircraft Maintenance Engineer.

e. A certificated AMO maintaining aircraft in the case of base maintenance,

have appropriate aircraft type rated certifying staff qualified in
accordance with DGCA licensing system and meeting the requirements
of CASR Part 65. In addition the organization must have sufficient
aircraft type rated staff qualified as per DGCA licensing system as
appropriate and CASR Part 65 to support certifying staff.

5. INSPECTION PERSONNEL

a. A certificated AMO must ensure that persons performing inspections

under the AMO certificate and operations specifications are familiar with
the applicable regulations in the CASRs and with the inspection
methods, techniques, practices, aids, equipment, and tools used to
determine the airworthiness of the article on which maintenance,

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preventive maintenance, or alterations are being performed; and

proficient in using the various types of inspection equipment and visual
inspection aids appropriate for the article being inspected; and

b. Each inspection personnel must:

1) Be trained in inspection techniques and procedures.
2) Be trained in safety management system and human factor.

c. A certificated AMO must ensure its inspectors understand, read, and

write English.

6. AUDITOR

A certificated AMO must ensure that persons performing audit:

a. meet the qualification of 145.155 Inspection Personnel Requirements;
b. be trained in audit techniques and procedures.

7. QUALITY ASSURANCE SYSTEM

a. A certificated AMO must establish and maintain a quality control system

acceptable to the DGCA that ensures the airworthiness of the articles on
which the AMO or any of its contractors performs maintenance,
preventive maintenance, or alterations.

b. A certificated AMO must designate a person to establish and to monitor

compliance with, and adequacy of, procedures required to ensure safe
maintenance practices and airworthy aircraft. Compliance monitoring
must include a feedback system to the accountable manager to ensure
corrective action as necessary.

c. A certificated AMO must establish a quality assurance system that

includes the following:

1) an independent internal audits in order to monitor compliance with

required aircraft/aircraft component standards and adequacy of
the procedures to ensure that such procedures invoke good
maintenance practices and airworthy aircraft/aircraft components;

2) a quality feedback reporting system to the accountable manager

that ensures proper and timely corrective action is taken in
response to reports resulting from the internal independent audits
established;

3) Quality Assurance Program (QAP)

Quality Assurance Program (QAP) cover the following areas:

a) Quality assurance organization and management;

b) Audit Program (Internal audit process including the
contractors);
c) Auditors training and qualification program;

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d) Process for addressing Findings;

e) Quality and audit record.

8. SAFETY MANAGER

a. A certificated AMO shall identify a Safety Manager to be the member of

management who shall be the responsible individual and focal point for
the development and maintenance of an effective SMS.

b. The Safety Manager responsibility are:

1) The development and maintenance of an effective SMS and also;

2) Advises the accountable manager and line managers on safety

management matters and

3) Is responsible for coordinating and communicating safety issues

within the organization, as well as with external stakeholders.

c. The selection criteria for a safety manager should include, but not be
limited to, the following:

1) Safety/quality management experience;

2) Operational experience;

3) Technical background to understand the systems that support

operations;

4) People skills;

5) Analytical and problem-solving skills;

6) Project management skills; and

7) Oral and written communications skills.

d. A certificated AMO must establish a safety management system that

includes the following:

1) Safety management system (SMS) manual;

2) SMS Implementation (hazard identification and risk management);

3) SMS Reporting System.

e. The Safety Manager’s functions include, but are not necessarily limited
to:

1) Managing the SMS implementation plan on behalf of the

accountable manager;

2) Performing/facilitating hazard identification and safety risk

analysis;

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3) Monitoring corrective actions and evaluating their results;

4) Providing periodic reports on the organization’s safety performance;

5) Maintaining records and safety documentation;

6) Planning and facilitating staff safety training;

7) Providing independent advice on safety matters;

8) Monitoring safety concerns in the aviation industry and their

perceived impact on the organization’s operations aimed at service
delivery;

9) Coordinating and communicating (on behalf of the accountable

executive) with the State’s oversight authority and other State
agencies as necessary on issues relating to safety; and

10) Coordinating and communicating (on behalf of the accountable

executive) with international organizations on issues relating to
safety.

9. RECORDS OF MANAGEMENT, SUPERVISORY, INSPECTION, AND

CERTIFYING PERSONNEL

a. A certificated AMO must maintain and make available in a format

acceptable to the DGCA the following:

1) A roster of management and supervisory personnel that includes

the names of the AMO officials who are responsible for its
management and / other names of its supervisors who oversee
maintenance functions.

2) A roster with the names of all inspection personnel.

3) A roster of certifying personnel authorized to sign a maintenance

release for approving a maintained or altered article for return to
service.

4) A summary of the employment of each individual whose name is on

the personnel rosters required by paragraphs a) through c) of this
section. The summary must contain enough information on each
individual listed on the roster to show compliance with the
experience requirements of this part and must include the
following:

a) Present title,

b) Total years of experience and the type of maintenance work

performed,

c) Past relevant employment with names of employers and

periods of employment,

d) Scope of present employment, and

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e) The type of license held and the ratings on that license, if

applicable.

b. Within 5 business days of the change, the rosters required by this

section must reflect changes caused by termination, reassignment,
change in duties or scope of assignment, or addition of personnel.

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CHAPTER III. PRODUCTION PLANNING

1. OBJECTIVE

This chapter describes procedures develop production planning for Approved

Maintenance Organization as required by CASR Part 145.151

2. GENERAL

a. A certificated AMO must have a system appropriate to the amount and

complexity of work to plan the availability of all necessary personnel,
tools, equipment, material, maintenance data and facilities in order to
ensure the safe completion of the maintenance work.

b. The planning of maintenance tasks, and the organising of shifts,

shall take into account human performance limitations.

c. When it is required to hand over the continuation or completion of

maintenance tasks for reasons of a shift or personnel changeover,
relevant information shall be adequately communicated between
outgoing and incoming personnel.

3. PRODUCTION PLANNING

a. Depending on the amount and complexity of work generally performed

by the maintenance organisation, the planning system may range from a
very simple procedure to a complex organisational set-up including a
dedicated planning function in support of the production function.

b. For the purpose of CASR Part 145, the production planning function
includes two complementary elements:

1) scheduling the maintenance work ahead, to ensure that it will not

adversely interfere with other work as regards the availability of all
necessary personnel, tools, equipment, material, maintenance data
and facilities.

2) during maintenance work, organising maintenance teams and

shifts and provide all necessary support to ensure the completion of
maintenance without undue time pressure.

c. When establishing the production planning procedure, consideration

should be given to the following:

1) logistics,

2) inventory control,

3) square meters of accommodation,

4) man-hours estimation,

5) man-hours availability,

6) preparation of work,

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7) hangar availability,

8) environmental conditions (access, lighting standards and

cleanliness),

9) co-ordination with internal and external suppliers, etc.

10) scheduling of safety-critical tasks during periods when staff are

likely to be most alert.

d. Limitations of human performance, in the context of planning safety

related tasks, refers to the upper and lower limits, and variations, of
certain aspects of human performance (Circadian rhythm / 24 hours
body cycle) which personnel should be aware of when planning work
and shifts.

e. The primary objective of the changeover / handover information is to

ensure effective communication at the point of handing over the
continuation or completion of maintenance actions. Effective task and
shift handover depends on three basic elements:

1) The outgoing person’s ability to understand and communicate the

important elements of the job or task being passed over to the
incoming person.

2) The incoming person’s ability to understand and assimilate the

information being provided by the outgoing person.

3) A formalised process for exchanging information between outgoing

and incoming persons and a planned shift overlap and a place for
such exchanges to take place.

f. Has sufficient staff means that the organisation employs or contracts

such staff of which at least half the staff that perform maintenance in
each workshop, hangar or flight line on any shift should be employed to
ensure organisational stability. Contract staff, being part time or full
time should be made aware that when working for the organisation they
are subjected to compliance with the organisation’s procedures specified
in the AMO's manual relevant to their duties.

• Employed means the person is directly employed as an individual

by the maintenance organisation approved under CASR 145.

• Contracted means the person is employed by another organisation

and contracted by that organisation to the maintenance
organisation approved under CASR 145.

g. The maintenance man-hour plan should take into account all

maintenance activities carried out outside the scope of the CASR 145
approval. The planned absence (for training, vacations, etc.) should be
considered when developing the man-hour plan.

h. The maintenance man-hour plan should relate to the anticipated

maintenance work load except that when the organisation cannot
predict such workload, due to the short term nature of its contracts,

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then such plan should be based upon the minimum maintenance

workload needed for commercial viability. Maintenance work load
includes all necessary work such as, but not limited to, planning,
maintenance record checks, production of worksheets/cards in paper or
electronic form, accomplishment of maintenance, inspection and the
completion of maintenance records.

i. In the case of aircraft base maintenance, the maintenance man-hour

plan should relate to the aircraft hangar visit plan.

j. In the case of aircraft component maintenance, the maintenance man-

hour plan should relate to the aircraft component (product or article)
planned maintenance.

k. The quality monitoring compliance function man-hours should be

sufficient by consider the independence internal audit must be
established by always ensuring that audits are carried out by personnel
not responsible for the function, procedure or products being checked.

l. The maintenance man-hour plan should be reviewed at least every 3

months and updated when necessary.

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CHAPTER IV. DUTY TIME LIMITATION AND REST PERIODS

1. OBJECTIVE AND SCOPE

a. This chapter describes duty time limitation for Approved Maintenance

Organization as required by CASR Part 145.

b. To enhance safety, as related to fatigue, within the international aviation

industry by providing guidance for maintenance organizations and
individuals involved in maintenance and certification of airworthiness.

c. To encourage these maintenance organizations to achieve the elements

of this staff instruction, within their approved Safety Management
Systems (SMS).

2. GENERAL

a. CASR Require duty time limitation for maintenance personnel within

Indonesia, each certificate holder (or person performing maintenance or
preventive maintenance functions for it) shall relieve each person
performing maintenance or preventive maintenance from duty for a
period of at least 24 consecutive hours during any seven consecutive
days, or the equivalent thereof within any one calendar month.

b. A maintenance organization must ensure that:

1) Duty time and rest schemes are established and detailed in their
SMS documentation, which comply with the parameters and intent
of this staff instruction.

2) Their published duty and rest scheme protocols comply with the
applicable national laws and/or policy and procedures.

3) Duty rosters are prepared and published, optimally within 21 days

of the scheduled start of the on-duty requirement, with a minimum
period, in advance, of 14 days.

c. When published and approved, normal rest schemes may have to be

altered for unusual situations. The maintenance organization should
establish alternative procedures that provide an equivalent level of
safety to the maximum extent possible in these circumstances. In
addition, alterations or waivers are to be reviewed annually and should
be part of the approved Safety Management Systems Manual.

d. A statement such as: “The Certifying Personnel to approve an article for

return to service shall not participate in or accomplish airworthiness
tasks if suffering from fatigue or feels unfit to the extent that the
performance of their assigned duties could/might compromise
airworthiness and/or establish levels of safety.” should be published in
the documents as part of Safety Management System Manual.

e. The Aircraft Maintenance Engineer or Maintenance Personnel

Responsibility for the establishment and control of certifying personnel

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to approve an article for return to service employees’ duty hours and

rest times does not solely rest with the company/employer. Individuals
have a responsibility to make use of the opportunities and facilities for
rest periods provided. They are also responsible for planning and using
their rest periods properly in order to minimize incurring fatigue. They
should not act in their duties if they know or suspect that their physical
or mental condition renders them unfit to function safely. Furthermore,
they have the responsibility not to work if they know they are or are
likely to be in breach of the company or other approved safety
procedures.

3. DUTY TIME LIMITATION

a. Duty Period: This is the period when a maintenance person reports for
duty until that duty period ceases and the place of duty is vacated. The
following are guidelines but are considered a reasonable base for a
published procedure by Maintenance Organizations:

1) A scheduled shift should not normally exceed 12 hours.

2) A shift should not be extended beyond a total of 16 hours,

including overtime.

3) Scheduled duty work, including break time(s), standby and

overtime, should not exceed a maximum of 72 hours in any
successive 7 day period.

4) The period of work before a scheduled break should be a maximum

of 4 hours.

5) Minimum break period(s) of 10 minutes, plus 5 minutes for each

hour worked, to a maximum of 30 minutes should be scheduled
and utilized. The process begins after every 30 minute break is
taken.

6) Scheduled night shifts should be limited to no more than 6 days in

each 7 calendar days of 8 hour durations, or 4 days in each 7
calendar days of 12 hour durations, including overtime.

7) Night shifts involving 12 hours duty, including breaks and

overtime, should allow a minimum of 9 hours opportunity of
uninterrupted rest prior to reporting to the next scheduled shift
start time.

8) Normal shifts of 8 hours duty, 5 days in each 7 calendar days

should allow a minimum of 9 hours of uninterrupted opportunity
for rest prior to the reporting to the next scheduled shift start time.

b. Rest Period (s): A Rest Period should be an uninterrupted and defined

period of time during which an individual is free of all work and/or
standby duties.

• After duties in six days, maintenance personnel have rest periods 24

hours.

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• At work locations away from home base, duty time can use 20
working days with 10 rest days in one month or other equivalent
accepted by DGCA.

c. Window of Circadian Low (WOCL) Where possible, the Window of

Circadian Low (WOCL) should be taken into account in the preparation
of the SMS material covering duty time and rest periods.

This is the period between 02:00 hours and 05:00 hours, local time.

At other work locations away from home base, where it is necessary to

position employees for duty periods, due note should be taken of time
zone changes and proper allowance made for the proven effect such
changes have on alertness and physical ability. The published
procedures should take account of such changes when determining
additional rest periods which may be necessary.

d. Unforeseen Circumstances in Operations In the event of unforeseen

circumstances occurring, during daily scheduled operations which had
arisen after shift reporting time, the limits for the published duty time
and rest periods may be modified. Any such modifications should be
reviewed and approved by the responsible supervisor/manager
individual on duty at the working location and with due consultations
with labor representatives, or the senior individual at the working
location, and should be in accordance with the published SMS
procedures.

e. Duty Time and Rest Periods - Documentation and Records. The

approved organization should ensure that sufficiently detailed records,
for both certifying and contract personnel who carry out Return to
Service/airworthiness work, are maintained for, at least, the preceding
12 months’ time periods. These records should provide substantiation of
the adherence to the company published procedures, as detailed under
the certificate holder’s approved Safety Management System
documentation.

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CHAPTER V. HUMAN PERFORMANCE

1. OBJECTIVE

This chapter describes human performance for Approved Maintenance

Organization as required by CASR Part 145.

2. GENERAL

a. The organisation must establish and control the competence of

personnel involved in any maintenance, management and/or quality
audits in accordance with a procedure and to a standard agreed by
DGCA. In addition to the necessary expertise related to the job function,
competence must include an understanding of the application of human
factors and human performance issues appropriate to that person's
function in the organisation.

‘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 humanperformance.

‘Human performance’ means human capabilities and limitations which

have an impact on the safety and efficiency of aeronautical operations.

b. In respect to the understanding of the application of human factors and

human

performance issues, maintenance, management, and quality audit

personnel should be assessed for the need to receive initial human
factors training, but in any case all maintenance, management, and
quality audit personnel should receive human factors continuation
training. This should concern to a minimum:

1) Managers and supervisors;

2) Certifying staff, engineers, and maintenance personnel;

3) Technical support personnel such as, planners, engineers,

technical record staff;

4) Quality control/assurance staff;

5) Specialised services staff;

6) Human factors staff/ human factors trainers;

7) Store department staff;

8) Ground equipment operators;

9) Contract staff in the above categories.

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c. The purpose of human factors continuation training is primarily to

ensure that staff remain current in terms of human factors and also to
collect feedback on human factors issues. Consideration should be given
to the possibility that such training has the involvement of the quality
department. There should be procedure to ensure that feedback is
formally passed from the trainers to the quality department to initiate
action where necessary.

d. Human factors training may be conducted by the maintenance

organisation itself, or independent trainers or any training organisations
acceptable to DGCA.

e. The Human factors training procedures should be specified in the

AMO’s Manual or Training Manual

f. The organisation shall ensure that all certifying staff and support staff
receive sufficient continuation training in each two year period to ensure
that such staff have up-to-date knowledge of relevant technology,
organisation procedures and human factor issues

3. FATIGUE RISK MANAGEMENT IN AVIATION MAINTENANCE

a. Causes of Human Fatigue. The causes of fatigue in aviation

maintenance are shared by the employer and by the individual
maintainer. Causes of fatigue can be categorized related to the most
responsible entity.

1) Factors primarily under the control of the individual maintainer

may include:

• Amount of sleep in previous 72 hours;

• Quality of sleep;

• Continuous hours awake;

• Emotional, physical, or medical issues that interfere with

restorative sleep (i.e., sleep quality); and

• Underutilizing and overlooking the importance of sleep

opportunities.

2) Factors primarily under the control of the employer may include:

• The start time and duration of the shift;

• Work and work/life schedule changes;

• Sub-optimal rotation of shift schedules;

• Not having a routine work schedule;

• Work schedules that overlap with time periods when the body is
biologically

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• programmed to sleep (known as circadian rhythm);

• Working too long at the same task; and

• Working under suboptimal conditions, such as low staffing

levels, insufficient

• breaks, poor lighting, noise, extreme temperatures, and so on.

b. Fatigue Hazards. Human fatigue is a safety hazard in performing any

and all maintenance tasks because, at a minimum, it can impair
judgment, make it difficult to get and stay focused, cause forgetfulness,
affect mood, and reduce motivation. Fatigue hazards not only affect the
safety of the flying public, but also pose risks to the safety and health of
the maintainer, the maintenance organization, and the industry as a
whole.

c. Safety Risk. Fatigue affects worker safety on and off the job. Fatigue in
the workplace can be a serious safety hazard and is repeatedly linked to
errors that lead to incidents and accidents.

• The relative risk of work-related injuries increases approximately 15

percent on afternoon shifts and 28 percent on night shifts, as
compared to morning shifts.

• A large air carrier found that injury risk increases dramatically after
a worker has been on the job for 8 hours. Workers on a 12-hour
shift had more than double the risk of suffering an injury than
workers on an 8-hour shift. Workers on a 16-hour shift had more
than 4 times the risk of suffering an injury than workers on an 8-
hour shift.

d. Health Risk. Fatigue is related to increases in health issues, doctor

visits, use of sick leave, impaired driving, and difficulty dealing with
home and social life. Health issues include, but are not limited to:

• Heart disease and high blood pressure;

• Depression, anxiety, and stress;

• Gastrointestinal disorders (peptic ulcers, indigestion, heartburn,

flatulence, upset stomach, or constipation);

• Overeating;

• Higher alcohol and drug use; and

• A lower sense of overall well-being.

e. Scientific Evidence. Scientific evidence indicates that duty time interacts

with sleep loss, time of day, time since last sleep, time on task,
environmental conditions, type of work schedule, schedule
rotation/changes, and other causes of fatigue, and that each should be
considered when developing work schedules. An effective approach to

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managing fatigue risk should take the same data/information into

consideration, regardless of the size of the operation.

f. FRM. Conceptually, FRM serves to help make informed decisions

regarding how to identify, mitigate, and prevent fatigue-related risk. In
practice, FRM, be it a plan, policy, program, or system, contains the
processes/procedures (i.e., reactive, proactive, and predictive) used for
purposes of maximizing personnel alertness. FRM also minimizes
fatigue-related performance errors that create safety hazards and risk
for the maintainer, team/crew members, the public, and
aircraft/equipment.

1) Benefits of FRM. Applying FRM strategies has significant worker

and organizational benefits related to safety and health. The
documented benefits include, but are not limited to:

• Fewer on-the-job accidents and injuries;

• Fewer physical illnesses;

• Reduced absenteeism;

• Reduced turnover;

• Reduced morale problems;

• Reduced insurance claims and premiums;

• Reduced damage to equipment and aircraft;

• Increased average sleep time and sleep quality; and

• An improved quality of life.

2) SMS. FRM should be part of an SMS. The integration provides a

comprehensive approach in identifying hazards and managing risks
that extends beyond regulatory compliance. Below are underlying
principles of effective FRM as it applies to an SMS:

a) It requires a systemic approach involving, at a minimum,

company policies; incident reporting and analysis systems;
and reactive, proactive, and predictive risk assessment that
define responsibilities, authority, input, procedures and
processes, and outputs, which are basic elements of safety
management.

b) It requires a partnership between the employer and the

employee, as each can contribute uniquely to solutions.

c) It identifies an organization’s hazards related to worker fatigue.

Thus, requirements of an effective SMS minimize the need for
additional fatigue-specific regulations.

d) It ensures that the hazards and any associated risks are

identified and mitigated, and that the level of risk is

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continuously monitored. Thus, risks are as low as reasonably

practical, as it is unrealistic to aim for “zero fatigue.”

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APPENDIX A

Applicable Form Checklist

DGCA Form No. 145-51 MANAGEMENT AND ADMINISTRATION

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