Part 2 Maintenance Procedure

REDBIRD FLIGHT TRAINING ACADEMY
PVT.LTD.
PART 2
MINTENANCE PROCEDURE
REDBIRD FLIGHT TRAINING ACADEMY PVT. LTD Doc Ref:
MAINTENANCE ORGANIZATION EXPOSITION RFTA/MOE/01
MAINTENANCE PROCEDURE PART 2
2.1 SUPPLIER EVALUATION AND SUBCONTRACT CONTROL PROCEDURE

Ref.: CAR 145.A.75.b
This chapter defines the policies and procedures of evaluation of suppliers (source) of aircraft
goods & contractors (approved maintenance organization) so as to assure the airworthiness
standards and quality of aircraft components and materials purchased / work outsourced .
2.1.1 SUPPLIER EVALUATION

Ref.: 145.A.42(b)
a) All materials used on Redbird Flight Training Academy Pvt. Ltd., owned or customer aircraft
will be obtained directly or indirectly from the following sources along with proper release
documents:
i. Manufacturer of aircraft / engine / components / consumables / raw material (OEM),
ii. Manufacturer’s approved sources,
iii. Parts distributors approved by aviation authority of the country, where the parts
distributor is located,
iv. Parts Manufacturer Approval (PMA) holders, approved by FAA, JAA, Transport Canada
(TC)etc.
v. FAA / EASA-145 / approved maintenance organization, with authorized release
certificate/ FAA Form 8130-3 or equivalent.
b) All maintenance activities beyond the scope of approval will be outsourced for repair,
overhaul, testing to manufacturer, manufacturer approved / authorized maintenance
agencies, FAA / EASA-145 / CAR-145 approved maintenance agencies. Such agencies will
be enlisted as Company approved Contractor’s.
c) Any maintenance activities to be outsourced to Non-EASA/TC/FAA/CAR 145 approved
agencies or to an ISO certified organization, will be carried out only after verifying that
these organizations meet the standards recognized by ISO.
Quality manager is responsible for the initial and recurrent evaluation of supplier quality
system to ensure that the component and/or material is supplied in satisfactory condition.
Supplier evaluation may depend on different factors, such as the type of component, whether
or not the supplier is the manufacturer of the component, the TC holder or a maintenance
organization, or even specific circumstances such as aircraft on ground.
This evaluation may be limited to a questionnaire from the Part-145 organization to its
suppliers, a desktop evaluation of the supplier’s procedures or an on-site audit, if deemed
necessary.
Page 1 of 73 RECOMMENDED BY QUALITY MANAGER

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
(1) availability of appropriate up-to-date regulations, specifications (such as component

handling/storage data) and standards;
(2) standards and procedures for the training of personnel and competency assessment;
(3) procedures for shelf-life control;
(4) procedures for handling of electrostatic sensitive devices;
(5) procedures for identifying the source from which components and materials were
received;
(6) purchasing procedures that identify documentation to accompany components and
materials for subsequent use by approved CAR-145 maintenance organizations;
(7) procedures for incoming inspection of components and materials;
(8) procedures for control of measuring equipment that provide for appropriate storage, usage,
and for calibration when such equipment is required;
(9) procedures to ensure appropriate storage conditions for components and materials that are
adequate to protect the components and materials from damage and/or deterioration. Such
procedures should comply with the manufacturers’ recommendations and relevant standards;
(10) procedures for adequate packing and shipping of components and materials to protect
them from damage and deterioration, including procedures for proper shipping of dangerous
goods (e.g. ICAO and ATA specifications);
(11) procedures for detecting and reporting of suspected unapproved components;
(12) procedures for handling unsalvageable components in accordance with applicable
regulations and standards;
(14) procedures for notifying purchasers of any components that have been shipped and have
later been identified as not conforming to the applicable
technical data or standard;
(15) procedures for recall control to ensure that components and materials shipped can be
traced and recalled if necessary;
(16) procedures for monitoring the effectiveness of the quality system.
(b) Suppliers which are certified to officially recognized standards that have a quality system
that includes the elements specified in (a) may be acceptable;
-such standards include:
(1) EN/AS9120 and listed in the OASIS database;
(2) ASA-100;
(3) EASO 2012;
(4) FAA AC 00-56.
The use of such suppliers does not exempt the organization from its obligations under 145.A.42
to ensure that supplied components and materials are in satisfactory condition and meet the
applicable criteria of 145.A.42.
After successful evaluation of suppliers they are included in suppliers list.
Quality department will prepare and monitor separate list for suppliers.

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
2.1.2 SUB-CONTRACT CONTROL PROCEDURE

Ref.: 145.A.75 (b)
Currently M/s RFTA does not have any sub-contracted organization.
2.1.3 Contracted Organization
Redbird Flight Training Academy Pvt. Ltd. will contract some of the maintenance work to other
DGCA approved organization for which RFTA do not have necessary staff or is beyond the
scope of approval. For this a proper contract will be made between both the
parties/organizations.
The awarding of such work is only given to a person holding a current and valid type license and
is recent for the type of aircraft/ system operated by the RFTA. It is the responsibility of QM to
oversee the qualification of such person before awarding such contract.
However, there are some kinds of jobs, e.g., Overhaul of engine and its accessories,
Overhaul of Propeller, Calibration of Tools & Equipment’s, Bench Check of Instruments, Testing
of Hoses, Overhaul and Bench check of radio and navigation equipment’s etc. which are not
done so frequently. In such cases contract between both the parties/ organizations will be
required to carry out those jobs.
The QM of Redbird Flight Training Academy Pvt. Ltd. Must go through an audit of the
organization, for both cases, before utilizing their services and so on yearly basis. It should be
ensured that these organizations have valid DGCA approval for the specific job, necessary
tools, equipment, facility, manpower etc.in order to complete the work satisfactorily.

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
2.2 ACCEPTANCE/ INSPECTION OF AIRCARFT COMPONENTS AND MATERIALS FORM OUTSIDE

CONTRACTORS
REF: CAR 145. A.42
This section details the policy requirements to be met for accepting parts into the stores
system. It defines the policies for carrying out segregation and inspection of the aircraft
components and materials received from.
1. Reputable Suppliers / contractors,

2. Removed from aircraft as Serviceable unit,
3. Received on loan or purchase from other CAR-145 organization, Operator etc.
4. Customer for fitment on their aircraft / component.
2.2.1 COMPANY POLICY FOR ACCEPTING PARTS IN STORES
1. All components and materials received into the company stores will be inspected for
origin, serviceability status, proper documentation etc.
2. All components received will be classified into various categories such as Acceptable,
Serviceable, Unserviceable and Repairable.
3. Classified items will be appropriately segregated and stored at different locations such as
bonded store, Quarantine store, POL store, commercial store, etc.
4. Prior to installation of a component, it will be ensured that the particular component is
eligible to be fitted when different modification and/ or airworthiness directive standards
may be applicable.
5. Checklist for incoming inspection is give in Part 5 Form No. RFTA/STORE/12
2.2.2 COMPONENT/ MATERIAL CLASSIFICATION & SEGREGATION CRITERIA

All components will be classified and appropriately segregated into the following categories:
• Acceptable Components – Components obtained in a satisfactory condition by the
organization, released on CA Form-1 /EASA Form-1 / FAA Form-8130-3/ UK CAA Form 1 or
equivalent authorized release certificate, marked in accordance with CAR 21 Subpart Q,
inspected by Stores In-charge for satisfactory condition as per the acceptance criteria and
issued with parts acceptance tag for storage in Bonded stores are called Acceptable
(airworthy) components.
(Equivalent means a release document issued by an organization acceptable to DGCA or
by an organization approved under the terms of a DGCA maintenance bilateral
agreement).
• Serviceable Components: Components removed from the aircraft by the support
/ Certifying staff in airworthy condition and tagged with Serviceable tag, with relevant
details as required are called serviceable components.
• Unserviceable Components: Components which are declared / doubted to be
unserviceable by the Certifying Staff/ Maintenance personnel or found damaged during
incoming inspection by stores personnel are called Unserviceable components.

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
• Repairable components: Components removed from the aircraft by the support/ Certifying
staff in defective condition and tagged with repairable tag, with relevant details as required
are called repairable components.
• Unsalvageable Components: Components which have reached their certified life limit or
contain a non-repairable defect, or assessed to be beyond economical repair are classified
as Unsalvageable (Scrap) and will not be permitted to re- enter the component supply system
unless the manufacturer has extended the certified service life limits or a repair solution is
found and approved according to CAR 21.
➢ The following types of components should typically be classified as Unsalvageable:
Ref: AMC 145.A.42(d)
a) Components with non-repairable defects, whether visible or not to the naked eye.
b) Components that do not meet design specifications and cannot be brought into
conformity with such specifications.
c) Components subjected to unacceptable modification or rework that is irreversible.
d) Certified life-limited parts that have reached or exceeded their certified life limits, or
have missing or incomplete records.
e) Components that cannot be returned to airworthy condition due to exposure to
extreme forces, heat or adverse environment.
f) Components for which conformity with an applicable airworthiness directive cannot be
accomplished.
g) Components for which maintenance records and/or traceability to the manufacturer
cannot be retrieved.
It is the responsibility of Store in-charge to ensure that the unsalvageable components are
disposed of in a manner that does not allow them to be returned to service. All unsalvageable
items must be mutilated / destroyed in a manner so that it cannot be reused.
A separate Unsalvageable section is maintained in the hangar, which is access controlled. Only
AMEs and Store personnel have the access to the unsalvageable section.
• Standard Parts used on aircraft, engine, propeller or other aircraft component when
specified in the manufacturer’s / vendor’s illustrated parts catalogue and /or the
maintenance data (Technical publications) and supported by proper release documents such
as Certificate of conformity, Form One / FAA 8130-3 or equivalent. For acceptance of
standard parts reference will be made to CAR M AMC 501(c). OEM recommendation is
followed for storage of component / spare where applicable. Both have identified space for
segregation of serviceable/unserviceable parts.
• Consumable material is any material which is used once, such as lubricants, sealants,
thinners, paints, dyes, etc.

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
• Raw Material is any material that requires further work to make it into a component/part of
the aircraft such as metals, plastics, wood, fabric etc.
Materials both raw and consumable are used in the course of maintenance when it is
satisfied that the material meets the required specification and has appropriate traceability.
All material procured will be accompanied by proper documentation clearly relating to the
particular material and containing a conformity to specification statement plus both the
manufacturing and supplier source.
• Serviceable Components as explained above will be subjected to acceptance inspection

before keeping them in the bonded stores.
➢ MUTILATION OF COMPONENTS:
(a) Mutilation should be accomplished in such a manner that the components become
permanently unusable for their originally intended use. Mutilated components should not be
able to be reworked or camouflaged to provide the appearance of being serviceable, such as
by replating, shortening and rethreading long bolts, welding, straightening, machining,
cleaning, polishing, or repainting.
(b) Mutilation may be accomplished by one or a combination of the following
procedures:
(1) grinding;
(2) burning;
(3) removal of a major lug or other integral feature;
(4) permanent distortion of parts;
(5) cutting a hole with cutting torch or saw;
(6) melting;
(7) sawing into many small pieces
(c) The following procedures are examples of mutilation that are often less successful because
they may not be consistently effective:
(1) stamping or vibro-etching;
(2) spraying with paint;
(3) small distortions, incisions, or hammer marks;
(4) identification by tags or markings;
(5) drilling small holes; and
(6) sawing in two pieces only.

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
2.2.2.1 UNAPPROVED PARTS

Ref: AAC 3 of 2006 Rev.1 Jan 2018
Parts not meeting the criteria described above as Approved/ Standard parts are considered to
be unapproved. Unapproved parts also include those parts improperly returned to service, for
example:
a) Parts supplied directly to the user by a subcontractor not entitled to do so;
b) Parts maintained or approved for return to service by a person or organization not
approved to do so;
c) Parts not maintained in accordance with the requirements of the
applicable approved data; and
d) Parts having reached their life limit, including, if applicable, any shelf-life limit.
2.2.2.2 INSTALLATION OF COMPONENTS
Certifying staff is responsible for ensuring Components, standard parts and materials should
only be installed when they are specified in the applicable maintenance data. This could
include parts catalogue (IPC), service bulletins (SBs), aircraft maintenance manual (AMM),
component maintenance manual (CMM) etc. So, the installation of a component, standard
part or material can only be done after checking the applicable maintenance data.
This check should ensure that the part number, modification status, limitations, etc., of the
component, standard part or material are the ones specified in the applicable maintenance
data of the particular aircraft or component (i.e. IPC, SB, AMM, CMM, etc.) where the
component, standard part or material is going to be installed.
2.2.2.3 PRECAUTIONS TO PREVENT THE INADVERTENT ACCEPTANCE OF UNAPPROVED

PARTS
Ref: AAC 3 of 2006 Rev.1 Jan 2018
1. Documentary evidence of compliance with an approved process will not in itself provide a
guarantee against the installation of unapproved parts if the original supplier of such parts
knowingly provides false information or otherwise sets out to deceive.
2. It is always necessary to have secondary defenses in place designed to give early warning
of unapproved parts prior to their release for fitment. The primary defenses in such cases
is a strong, well-informed and alert parts ordering and receiving system which, through
auditing and reports, establishes a satisfactory level of confidence in its parts suppliers and
which:
a) Ensures a continual correlation between parts ordered and parts received:

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
b) Is alert to any unauthorized alterations to supporting documentation and to any inability of

the supplier to supply the required documentation;
c) Is aware if a quoted price for the part is significantly lower than that quoted by other
suppliers
d) Is aware that delivery times are significantly shorter than those quoted by other suppliers.
e) Is aware of parts packaging methods used by approved parts manufacturers, maintenance
organizations and distributors, and can detect deviations from these methods.
2.2.3 COMPONENT/ MATERIAL INSPECTION & ACCEPTANCE CRITERIA
The detail procedure for acceptance and inspection of aircraft components & material is
provided below.
➢ All incoming parts (components / material) received from various suppliers/ contractors
are kept at item acceptance area on receipt and prior to acceptance. They will be inspected
by the stores in charge to check whether it meets the airworthiness and company requirements.
➢ Components / Materials may be received from Suppliers / Contractor’s or removed
serviceable from aircraft or received from other CAR-145 operators on loan / sale basis
must always be accompanied with proper records.
➢ After receiving the parts, store in charge should check the physical condition of package
i.e., proper packing, proper condition of the part, any transit damage etc. and confirm that
the component has been received in good condition. He will verify the proper Release
Document along with the Part No., Serial No. and Mod status on component identification
plate with the invoice as well as quantity. It shall also be ensured that the description,
quantity, status (new, overhauled, and repaired) and maintenance work carried out etc.
matches with the purchase (repair) order provided.
➢ Availability of Strip report / Investigation report for the prematurely failed components
which was sent for repair / overhaul / test etc.
➢ Material received should have the necessary approved certification. When the components
come back it must be accompanied with the strip report, test report, repairs detail,
modification and warranty data along with the necessary certification.
➢ Material failing to satisfy the criteria for acceptance will be kept in quarantine area until
they can be accepted in stores or they are returned to the supplier.
➢ Store In charge should check the material physically, inspect or ensure serviceability on the
basis of supported documents like (DGCA CA Form1 / FAA 8130 Tag / JAR Form 1 / EASA
Form 1/UK CAA Form1 etc.) specifying the nature of work carried out, modification status,
known history, etc. will be accepted in stores after scrutiny of documents and their
conformance to standards, before releasing the same for use on the aircraft.
➢ Store In Charge shall use Store Incoming Checklist to check the material.
➢ Upon fulfillment of documentation store in charge will raise Store Acceptance Tag.

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
➢ Those components / material which don’t comply with the requirement will be quarantined
initially and clarification sought from the supplier. If supplier is unable to provide the
required documentation, the item will be rejected and necessary action initiated to return
the materials as Rejected material to the supplier. Components and materials meeting the
requirement will be stored in Bonded Store.
2.2.4 COMPONENTS REMOVED FROM SERVICEABLE / UNSERVICEABLE AIRCRAFT
The components removed from the aircraft /engine /systems from an unserviceable
aircraft will be through the Transfer form mentioned in MOE Appendix 5 and will be
credited back to stores. Firstly, it needs to be ascertained that the component which needs
removal doesn't from a system for which the aircraft is declared Unserviceable. This
information will be provided by the CAMO in part A of the transfer form. If the
data/information satisfy the serviceability of the component the components will be
removed as per details mentioned in part B of the transfer form by a certified person. If the
component is found serviceable during removal the component will be credited back to
stores along with the acceptance tag and the transfer form. If the component is found
unserviceable the component will be sent to the store with an unserviceable tag and
transfer form for further action.
In some instances when a serviceable component is removed from aircraft to rectify defect
in another aircraft, certifying staff who removes the item will issue a Serviceable Tag, and
the certifying staff who is installing it in the other aircraft will issue a CRS post installation.
Certifying staff will enter all details such as aircraft from which it is removed/ Installed, part
no., serial no., hours/ cycles, on the work order raised by the individual and make necessary
entries in history card, maintained by the Operator’s CAMO. When it has been established
by certifying staff that the replaced component did not correct the problem and it has been
determined that the trouble was not caused by the changed component then the
corresponding item removed from the aircraft will be returned to store as serviceable after
cleaning, tagging and protecting it by support /certifying staff. Support / certifying staff will
also issue a Serviceable Tag for the Component.
2.2.5 COMPONENTS REMOVED FROM ACCIDENTAL AIRCRAFT
Used aircraft components removed from an aircraft involved in an accident or incident,

such components should be returned to store with unserviceable Tag with mentioning
details of accidental aircraft. Such items should be used back in aircraft only after it has
been serviced /overhauled from OEM approved Vendor / Organization approved under
CAR-145 and is accompanied by CA Form 1 issued by the vendor.

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
2.2.5 COMPONENTS/ MATERIALS RECEIVED FROM ANOTHER CAR 145 APPROVED

ORGANIZATION/ OPERATOR
a) Parts / Components may be received from other CAR-145 organization or Operator, on

loan /sale basis, for installation on aircraft.
b) Such parts /components will be subjected to acceptance inspection as per MOE 2.2.1 by
store in charge, only after which it will be allowed to install on the aircraft.
2.2.6 PROCEDURE FOR RETURNING UNSERVICEABLE/ SUSPENDED PARTS FROM AIRCRAFT
a) All components considered unserviceable during storage will be identified by the Store In-
Charge and if found unserviceable, due to defect, during maintenance will be removed with
suitable tag by the MM/ AME.
b) Instances may occur where a part has been superseded due to any modification. This will
be identified by details in the work order issued by CAM suggesting necessary action.
Superseded part will be removed, if required, from aircraft by certifying staff and repairable
tag will be issued and returned to the quarantine store.
c) The part should be returned to stores in such a manner that unserviceable / defective
components are handled, packaged and transported in a manner similar to serviceable
components to prevent further deterioration that might increase the cost, or even preclude
repair.
The component is properly blanked and protected against transit damage, and drained of fluid
and/or depressurized as necessary. The unserviceable component will be correctly blanked and
packed prior to return to stores. The container used to deliver the serviceable unit will be used
to return the unserviceable component to Stores) Where a component has been drawn from
stores for use on an aircraft and was subsequently found to be damaged or unacceptable for
use on the aircraft, it must be rejected and treated as unserviceable in accordance with this
procedure. The part or material must be tagged appropriately and shifted to quarantine stores.
The reason of removal will have to be noted on the tag.
2.2.7 CONTROL OF DEFECTIVE COMPONENTS SENT TO OUTSIDE CONTRACTORS FOR

OVERHAUL ETC.
All defective components handed over to the Stores are required to be accompanied with
necessary documents for record and identification. The Store In-Charge accordingly will send
the items to appropriate agencies after making proper record of the documents received
along with the defective component. Once the part is received after defect rectification, and
servicing, the Stores in charge before accepting will ensure that proper defect investigation
report is sent by the agency along with the component. The copy of the same report is to be
sent to the Maintenance Manager by the Bonded Store In-Charge for necessary record and
appropriate action if any.

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
2.3 STORAGE, TAGGING AND RELEASE OF AIRCARFT COMPONENTS AND MATERIALS TO

AIRCCARFT MAINTENANCE
Ref.: CAR 145.A.25(d)
M/s Redbird Flight Training Academy Pvt. Ltd. has ensured:

1. Proper storage facilities for aircraft component, tools and material.
2. Proper storage conditions are in accordance with manufacturer's / DGCA
instructions to prevent deterioration and damage of stored items.
3. Proper segregation for traceability of serviceable aircraft components, equipment
and tools.
4. Access to such storage facilities is restricted only to authorized persons.
5. All stored components, wherever practicable should remain packed in protective material to
minimize damage and corrosion during storage.
RESPONSIBILITY:
1. Stores In-charge is responsible for ensuring all parts are serviceable, free from damage and
properly tagged with all required information correctly entered onto the tag.
2. Stores In-charge is responsible for ensuring all parts are received pursuant to procedures.
3. Stores In-charge is responsible for issuing the proper tag on all components.
4. Stores In-charge is responsible for ensuring that the corresponding tag remains with the
respective part under the control stores.
PROCEDURE:
1. Store In-charge is responsible for making entries in the concerned register regarding “in or
out transition”.
2. Redbird Flight Training Academy Pvt. Ltd. will generally follow First In First Out Principle for
items kept in stores but this does not mean that he will not consider shelf/ service life of
items. He should consider both the factors while issuing an item.
3. Redbird Flight Training Academy Pvt. Ltd. will provide adequate space and other facilities for
storage of aircraft items in a clean and temperature-controlled rooms.
4. All components accepted into the stores will be properly tagged which will reflect the status
of the material /component and stored as per manufacturer recommended procedures
before release to aircraft maintenance.
2.3.1 PROCEDURE FOR PROPER HANDLING OF COMPONENTS/ MATERIAL

1. General handling instructions provided in the package will be followed during receipt,
transfer, storage or issue of components / materials to avoid damage to material.
2. All components/material will be retained in the original packing or in manufacturer

recommended packing conditions.

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
2.3.2 TAGGING AND LABELLING SYSTEM
1. Store in-charge receiving the incoming parts will attach a Store Acceptance Tag after
inspection and acceptance, reflecting the status of the parts such as New, Overhauled,
Repaired, Serviceable (as removed), etc.
2. Stores in charge will attach the Unserviceable / Rejected tag, if the item didn’t pass the
Incoming inspection and acceptance criteria.
3. Store’s in-charge will ensure that all components / parts / Materials entering or exiting the
stores (Bonded, Quarantine, Repair, Scrap) are accompanied with proper tag providing the
following information;
• Part Number
• Description
• Quantity
• Serial No.
• Status of the component (New, Repaired, Overhauled, Serviceable, Unserviceable, Scrap etc.)
2.3.3 UPDATION OF STORES RECORDS (CREDITING TO BONDED STORES)
1. At the time of entry into the Inventory register / bin card, the following minimum
information will be entered by the stores in-charge;
• Part Number
• Description
• Quantity
• Authorized Release Note Number & Date
• Expiry date or Inspection /servicing due date.
• Bin No
• Remarks.

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
2.3.4 PROCEDURE FOR MAINTANING SATISFACTORY STORAGE CONDITIONS

Ref: CAR 145.A.25.(d)
2.3.4.1 BONDED STORES

Ref: AAC 7 of 2017
• Bonded Stores is where materials that are bearing evidence of being received from
approved source are stocked. A porta cabin is available outside the hangar for Bonded
Stores and is fully air-conditioned with proper ventilation and the temperature is
maintained between 50 degree and 70-degree F and humidity around 65 %. A proper
record shall be maintained in the stores for recording the temperature and humidity
readings at least two times a day. There will be a bin card for each item stored in the bonded
stores.
• No aircraft goods shall be held in the bonded store for distribution unless they are received
under the cover of an Incoming Release Note or in the case of imported goods, by an
equivalent certification document issued with the approvals of the Civil Aviation Authority
of the country of origin certifying that the goods comply with the aircraft specifications,
drawings, or process quoted there in and acceptable to the DGCA.
• Inflammable materials like oil, lubricants, grease etc., shall be stored in a separate room
away from the Bonded Stores meant for storing aircraft goods.
STORE PROCEDURE
Store procedure ensures that at all stages only airworthy material is utilized in the maintenance
and repair etc. of aircraft. Item of equipment, spares and material used in aircraft will be from
Bonded Stores.
1. The aircraft parts must be stored in a clean and well-ventilated room. Unusually heavy
and long parts should be adequately supported, while in storage so that it maintains the
intended shape without strain. Manufacturers' instructions in this regard should be
followed. OEM recommendations is followed for storage of component / spare where
applicable. Both have identified space for segregation of serviceable/unserviceable parts.
2. Tyres should be stored vertically in racks having support tubes, so that each tyre is
supported at two points on the tread. This support tubes should be close enough so
that major portion of the tyres is above the tubes. The Tyres should be rotated to a new
position every three months or so.
3. Aircraft hoses and hose assemblies should be stored uncoiled and supported so as to
release stresses.

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
4. Temperature: The storage temperature should be between 50 deg. F and 70 deg. F and
the distance between the stored articles and the source of heat should be more than 3
feet.
5. Humidity: The relative humidity in the store room should be around 65 per cent.
6. Light: Rubber parts should not be exposed to strong light e.g. direct rays of sun. The
store rooms should be kept as dark as practicable.
7. Deformation: Rubber parts should, wherever possible, be stored in a 'relaxed' position
free from compression or distortion, and in all cases with the least possible
deformation, since deformation greatly aggravates the action of ozone and can also
lead to permanent changes in shape and dimensions. Articles received pre-packed in a
strain free condition can, with advantage, be stored in their original packing. Spring
loaded seals should, if stored for any length of time, have the spring removed.
8. Contamination: Rubber parts should not come in contact with liquids or vapor
concentrations of any kind during storage even though they may be subsequently
used in contact with a similar fluid. Contact with copper, brass or rusty iron, or with
any compounds of manganese, should be avoided.
9. The storage and service life of aircraft/engine hoses, rubber parts, seals, etc. used in
the aircrafts should be normally guided by the manufacturer’s recommendations.
Whenever such information is not available, instructions mentioned in AAC 7 of 2017
will be strictly adhered to.
10. POL (Petroleum, oil and lubricants): A separate room is available in the organization for
the storage of engine oil, general purpose oil, grease, paint etc.
POL products are shelf life controlled and monitored by shelf-life monitoring record.
11. Fuel Store: The organization has a separate room for the storage of aircraft fuel. RFTA
stores fuel in storage facility. The storage of fuel is in barrels and hence the procedure
followed by RFTA are for barrel storage. The general procedure followed is a below;
• Inward inspection is carried out and certificate signed by authorized signatory
• Details of products taken into stock are entered in fuel stock register.
• An inward number is assigned to each barrel and is monitored with that number till
dispensed onto aircraft.
• Class A and Class B products are segregated and stored separately.
• Separate access doors are provided for storage of Class A and B products.
• Barrels are sealed and stored on their sides
• The bungs are kept at 3 o’clock and 9 o’clock positions.
RECORDS
All records of Bonded Stores, POL Stores and Fuel Stores are maintained through Microsoft
Excel / Software.

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
2.3.4.2 RUBBER PARTS STORAGE PROCEDURE
Tires shall be stored vertically in racks so that each Tire is supported at two points on the
tread with major portion of the Tire above support. The Tires shall be turned to a new position
every three months or so. Tire shall be suitable marked / labeled preferably with alphabets A,
B, C & D, at four equidistance location on Tire. Periodicity of each alphabet shall be recorded
and displayed on the Tire racks.
Aircraft hoses and hose assemblies shall be stored uncoiled horizontal/flat position and
supported so as to release stresses. The hoses shall be blanked at both ends to ensure no
entry of foreign materials into them. Rubber parts shall not be exposed to strong lights such
as direct rays of sun and should be dark as practicable.
2.3.4.3 TOOL STORE
On the other hand, the Tools Stores has a separate entity and its primary task is to store
general and special tools required for maintenance of the RFTA’s fleet of aircraft. Apart from
this the Tools Stores also keeps all precision measuring tools, testers and equipment that are
tested / calibrated periodically and record of the same is maintained and properly displayed.
The list of special tools shall be as per the list provided by the respective aircraft manufactures
in their Maintenance Manual.
2.3.4.4 QUARANTINE STORE

Quarantine Stores will have material, which are airworthy and serviceable but awaiting
evidence of being received from approved sources. Quarantine Store also store parts /
Component which are repairable or due for overhaul / servicing and are awaiting dispatch to
servicing agencies. The room is strictly accessible only to Store in Charge.
a) Parts, components or accessories shall be quarantined in the following circumstances:

(i) Imported new or overhauled items found damaged on arrival or not covered with
proper documentation.
(ii) Items received from unapproved sources or when the sources are not identified.
(iii) Discrepancies regarding part numbers & nomenclature.
(iv) Items not modified as required or obsolete items.
(v) Items removed from aircraft as unserviceable because of defects, suppression
damage or time expiry. They must be identified by proper tags.
b) When proper documents are received subsequently for any imported (new or
overhauled) items, they shall be transferred from the quarantine stores to the bonded
stores.
c) Time expired, defective or repairable items shall be sent to an approved overhaul
agency in India or abroad for rectification and overhaul.

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
2.3.4.5 POL (PETROLIUM, OIL AND LUBRICANT) STORE
Outside the hanger a separate store is built for storing Fuel, oil, grease, hydraulic fluid, paints,
thinners etc. There is a method followed for keeping the record of life especially for
lubricants, sealants, and other life limited consumables to ensure that at no point of time any
life expired product is issued on to the aircraft.
2.3.4.6 ESDS STORES

Regarding storage of ESD sensitive devices, guidelines given in DGCA Airworthiness Advisory
Circular AAC 6 of 2000 (Latest Revision) shall be followed.
2.3.4.7 DOCUMENTATION
All parts kept in the bonded stores shall have proper supporting documents in the form of
Release Notes, Certificate of Conformity, Certificate of Maintenance / Certificate of Release to
Service (CRS) etc. The Store in Charge shall be ensuring their issuance on first come first out
basis.
2.3.5 SYSTEM AND PROCEDURE TO CONTROL SHELF LIFE/ LIFE LIMIT

Ref: AAC 13 of 2017
Shelf life is the maximum period for which the component / product or items of equipment of
the aircraft can remain in storage. On expiry of the shelf life the components shall be bench
checked, inspected or overhauled. In some cases, the shelf life may lead to scrapping also.
Shelf life of rubber and synthetic parts is calculated from reference of cure date which is marked
generally on the parts and/or on their associated packages.
Storage life of instruments shall be as per manufacturer’s guidelines. However, in the
absence of any specific guidance from the Manufacturer / Overhaul agency, the shelf life of
instruments (other than Gyro instruments) should normally not exceed 2 years. Instruments
which require periodic lubrication must be removed from storage and lubricated by certifying
staff/ authorization holders at periods as recommended (such information will also to be
documented in the approved COSL document).

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
SYSTEM FOR CONTROL OF SHELF LIFE WILL BE AS FOLLOWS:

a) Shelf life (expiry date / inspection or servicing due date) is entered by the stores in- charge
at the time of crediting the parts in the shelf life register for those parts having shelf life,
along with information such as part no. description, batch no., quantity available etc. and
needs to be monitored.
b) Store in-charge will monitor shelf lives of components on monthly basis and remove/ scrap
life expired items from stores. Scrapped items will either be disposed off as per company
scrap disposal policy.
c) First In – First out system will be followed while issuing shelf-life parts to use on aircraft for
maintenance.
d) Prior to installation of a component, it will be ensured that the particular component is
eligible to be fitted only after confirming that any modification and/ or airworthiness
directive standards is not applicable.
2.3.5.1 PROCEDURE FOR COMPLIANCE OF DGCA MANDETORY MODS & ADs ON STORED
PARTS
(a) Manufacturer of a part / component or DGCA may issue Mandatory Modification or AD to
verify the modification standard of stored parts and take necessary action such as
modification/repair / test / up-gradation etc.
(b) CAMO after receiving any technical publication (including verification of modification
standard of stored parts) will intimate stores in-charge to take necessary action such as
sending it to repair / overhaul shop for carrying out the modification/AD.
(s) Stores In-charge will intimate the MM, who in turn will initiate action for incorporating the
modification.
2.3.6 ACCAPETANCE OF AIRCARFT GOODS AND MATERIAL
The aircraft goods and material received from a source have to meet the airworthiness
requirements of that country and shall be accompanied by RFTA airworthiness approval tag
8130 / EASA Form 1 / DGCA Form 1 or equivalent.
Items thus received shall be inspected for transit damage, deterioration, defect and compliance
with the indent order.
Any component / material meeting above requirements shall be accepted as certified
serviceable part and shall be stored in bonded stores.
Any component / material not meeting the above requirements shall be considered
unserviceable and shall be segregated and shall be kept unserviceable rack in bonded store. It
should not be mixed with Quarantine items.

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
When the conditions are satisfactory, the items shall be binned and entry in stock register shall
be made containing information such as description, part number, alternate part no., serial
number (if applicable), quantity received, name of the supplier, release note number / invoice
number, date of receipt in the stores. Similarly, after issuance of the items entry in the Stock
register shall be made with information such as date of issue, aircraft Regn. no., quantity issued
and balance. The same shall be entered in the computerized inventory control system.
Inflammable materials shall be separately stored.
Store containing inflammable items shall be kept clean and be well ventilated with proper and
adequate firefighting equipment. Different materials like grease, oils, hydraulic fluid and
different chemicals like MEK, Acetone etc. shall be kept separately within clear marked
compartments.
The guidelines on the import of aircraft parts and particulars of certificate issued by various
countries given in DGCA AAC 3 of 2006 (Latest Revision), and AAC 2 of 2016 (Latest Revision)
shall be followed.
2.3.7 ISSUE OF COMPONENTS TO THE MAINTENANCE PROCESS
1. Components stored in the Bonded Stores shall be required to be issued for utilization on
aircraft. Issue of parts / components to the maintenance process will be carried out based
on parts requisition from the certifying staff.
2. Parts requisition form will contain at least the following information;

• Name of the certifying staff requesting the part,
• Aircraft registration marks / serial number on which the parts
are required to be used,
• Part number, description and quantity.
3. After issue of component / part, entry will be updated in stock register regarding quantity
issued and balance remained. Once issued the component must not be re- entered in
Bonded Store again.
4. “Life Items” like rubber goods, consumables etc. shall be issued on FIRST IN FIRST OUT
basis and the cure date, shelf life and expiry date shall be taken into consideration for
deciding their issue.
5. All materials stocked in the Bonded Stores shall have a Bin Card. The Bin Card shall contain
component details, i.e. Date of receipt, Release Note Number, Part Number, Serial
Number, Location in Stores, Outgoing date, Bin Balance, etc. The Bin Card may also
contain information on shelf life, storage limit, calibration due date or Bench check due
date etc. as applicable.
6. Certifying staff receiving the parts from the stores will ensure that the particular
component / part is eligible to be fitted on the aircraft when different modification and /
or airworthiness directive standards may be applicable for the component. (CAR145.
A.42.b refers).

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
2.4 ACCEPTANCE OF TOOLS & EQUIMPNETS

Ref.: CAR 145.A.40
M/s Redbird Flight Training Academy Pvt. Ltd. will provide the necessary tools, equipment and
material to perform the approved scope of work. All such tools and equipment that require to
be controlled in terms of servicing or calibration will be clearly identified and listed in a
register and computer. The availability of tools and equipment that is not needed on a regular
basis will be made available as and when needed.
Where the manufacturer specifies a particular tool or equipment, the organization shall use
that tool or equipment, unless the use of alternative tooling or equipment is agreed by DGCA.
Apart from tools and equipment, M/s Redbird Flight Training Academy Pvt. Ltd. will provide
sufficient aircraft access equipment and inspection platform / ladders, trestles, stands,
support equipment’s, racks etc. so that the aircraft may be properly inspected.
The organization will ensure that the special tools, equipment and test benches as
recommended in the maintenance manual or component maintenance manual or parts
catalogue; will only be used during maintenance / servicing of aircraft / components. For
general work that does not involve special tools or equipment, commercial tools will be used
from reputed agencies for proper maintenance.
2.4.1 PROCESS FOR ACCEPTANCE – (IDENTIFICATION, CERTIFICATION, CONTROL) INCLUDING

ALTERNATE TOOLS
a) General tools and equipment’s required for maintenance will be purchased from the general
industrial suppliers, based on requisition from maintenance personnel.
b) Special tools and equipment’s required for maintenance will be purchased from the original
equipment (aircraft, engine or component) manufacturer or from the specialized tool
manufacturers, based on requisition from maintenance personnel.
c) On receipt of tools and equipment’s, the Store in-charge will subject them to condition
inspection and ensure that those tools and equipment requiring periodic calibration are
supplied with production test / calibration certificate. If production test / calibration
certificate is not available, those tools and equipment’s will be sent for calibration before
putting them for use.
d) Tools & equipment which doesn’t have identification part numbers allotted by its
manufacturer will be provided with a unique traceable part number.
e) On satisfactory condition inspection, store in-charge will identify those tools & equipment
by means of permanent engraving of its part number, if permanent marking of part numbers
are not available.
f) Store in-charge will then enter the details of the tools & equipment such as Part No.
Description, etc. into the Tools and Equipment Master List (Computer / Register).
g) Store in-charge will maintain a separate list of various alternate tools manufactured by the
organization for quick reference of the same.
h) Store in-charge will be responsible for control of tools and equipment receipt, storage,
periodic servicing, calibration and scrapping in case of damage.

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
2.4.2 PROCEDURE FOR CONTROL OF ALTERNATE TOOLS AND EQUIPMENTS
a) Occasions may arise to fabricate tools & equipment to carry out the maintenance of aircraft
due following reasons;
1.Based on drawing provided by manufacturer for fabrication.
2.Based on experience gained in maintenance.
3.Based on sample tool available with the company, so that fabricated copy of the tool can be
made use of at various locations.
4.Based on sample tool available with another operator.
5.Based on material used
a. Such requirement for fabrication will be initiated by the Maintenance Manager, with details
such as reason for fabrication, along with the manufacturer provided tool engineering
drawing mentioning the material and dimensional specification.
b. If tool or equipment engineering drawing is not provided by the manufacturer and the tool
required to be fabricated is based on experience gained in maintenance or based on sample
tool, then a tool engineering drawing process will be initiated or with the help of reverse
drawing on component by the Maintenance Manager.
c. Tool or equipment engineering drawing will be done with the help of general engineering
industry professional and the drawing will be allotted a unique serial number by person in-
charge for traceability.
d. Based on the tool or equipment engineering drawing, fabrication will be initiated.
e. The proposal to fabricate such tools along with drawings will be forwarded by the
Maintenance Manager to Quality Manager for its approval with the details of tool fabricators
name and address.
f. Audit of fabricator facility will be carried out by the Quality Manager to determine the
capability as per our requirements.
g. After being satisfied in all respect, QM will give approval to Maintenance Manager for
fabrication of tools from the approved vendor.
h. Maintenance Manager will get it fabricated from approved fabricator. He will then assess
the Inspection report provided by the fabricator to ensure the material and dimensions are as
per details provided in certificate.
i. After fabrication, the sample tool or equipment, its drawing and the fabricated tool will be
subjected to verification by Maintenance Manager and Quality Manager.
j. After a tool is approved, it will be allotted a unique part number and serial number, such as
starting with letter A, which identify that the tool is fabricated by the organization and termed
as Alternate tools.

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
2.5 CALIBRATION OF TOOLS AND EQUIPMENTS

Ref.: CAR 145.40(a) (b)
M/s Redbird Flight Training Academy Pvt. Ltd. will ensure that tools and test equipment must
be controlled and calibrated to standards acceptable to DGCA or as per manufacturer's
instructions at a pre- determined frequency to ensure serviceability and accuracy.
• These tools and test equipment will be clearly identified and listed in a
controlled register.
• Further, a clear system of labelling of all tools and test equipment will be ensured to
provide information on when the next inspection or service or calibration is due. The
listed register will also include all precision tool and test equipment together with a
record of calibration and standards used.
The detailed procedures for calibration and control are enumerated below.
• All the calibration records and verification standards should be kept for at
least five years.
2.5.1 REPONSIBLITIES – CALIBRATION OF TOOLS AND EQUIPMENT

This procedure is to provide well defined system for control, calibration and maintenance of
tools and equipment / gauges / instruments / ground equipment used during maintenance.
The Store In-charge is responsible to ensure that only calibrated tools and equipment’s
/gauges/ instruments are issued from stores for use in maintenance of aircraft and its
components
The certifying staff, in charge for carrying out the maintenance either in line or major
maintenance are responsible to ensure that only calibrated instruments / gauges /
equipment’s and tools are used. Base Maintenance Manager and/ or QM shall also ensure the
calibration status of instruments / gauges / equipment and tools in the stores.
Proper calibration record shall be maintained in the stores. Store In-charge shall ensure that
all tools/equipment are calibrated in time.
Normally, the periodicity of calibration and the procedure for such calibration are acquired on
the basis of manufacturer's recommendation to ensure that the equipment so tested is
capable of the desired accuracy and precision. In absence of manufacturer recommendation
calibration of tools and equipment will be done in every one year periodicity. Newly
acquired measuring and test equipment or those received after repair, are required to be
verified for calibration / accuracy before use (if not accompanied with a calibration or a
conformance certificate).

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
Proper records are to be maintained for all equipment/items that are calibrated by external
agency. The user shall also check Conformance Certificate / calibration record issued along
with the test equipment to ensure continued validity of calibration.
No test equipment including ground equipment shall be used in case it is found to be
nonconforming to specified requirements. Such test equipment is to be segregated and
identified by unserviceable tag.
The Quality Manager, during internal audit, shall check the validity and/or use of appropriate
calibrated test equipment / gauges / tools / instruments during maintenance to ensure
specified Airworthiness standards are followed.
2.6 USE OF TOOLS AND EQUIPMENTS BY STAFF (INCLUDING ALTERNATE TOOLS)

Ref.: CAR 145.A.40(a)
RFTA will maintain a register for all tools and equipment owned by the organization and
required for the specified work.
To the extent possible, RFTA will ensure that all manufactures specified tools and equipment
are used in maintenance. In case any alternate equivalent is given, such tools and equipment
will be used with the concurrence of DGCA.
2.6.1 POLICY REGARDING USE OF TOOLS
1. It is incumbent upon the user to ensure that the particular item is properly used; safety and
precautions adhered to. All maintenance personnel are to ensure that adequate
instructions regarding the use of tooling and equipment are given to the personnel under
their control.
2. Tools are issued and controlled by Stores against the user's signature in the “Tools &
Equipment issue register”; all items are checked for condition and completeness before
issue / return to the issue point. Tooling should be inspected on issue/return, for obvious
defects, damages and conformity certificates.
3. Certifying staff will use only those tools as specified in the pertinent approved data or
maintenance instructions and as per procedures given in the Maintenance Manual, Tools
manual or other relevant manuals.
4. Further, it has to be ensured that the tooling and equipment for aircraft and component
maintenance must be properly handled and maintained as per standard procedures /
safety measures.

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
5. All tool users are responsible for the security and condition of tools issued to them.
6. Tools and equipment must be used in accordance with the manufacturer’s specifications
and tolerances / standard practices or good aircraft engineering practices as applicable to
the tools in use. Due regard must be taken of the design specifications to ensure maximum
working tolerances are not exceeded.
7. All tool users will take note and observe the safety precautions appropriate to the tools
and equipment in use, particularly personal safety, environmental and aircraft protection
considerations.
8. Any item of tooling or equipment found defective or discrepant in any way must not be
used and immediately withdrawn from use.
2.6.2 POLICY REGARDING USE OF ALTERNATE TOOLS

Normally the requirement of alternate/ special tools and equipment needed in maintenance
/ shop are specified by the manufacturer / vendors in their manuals. Where special tools /
equipment is not specified commercial ones with acceptable grade and quality are
permitted.
RFTA will ensure that only recommended tools and equipment are used at maintenance. The
accuracy of such tools and equipment will also be ensured by periodic calibration.
The details of use of alternate tools by personnel are specified below:
1. An alternate tool fabricated will be identified by using (A) as suffix to the part number
assigned to distinguish the alternate tool.
2. An alternate tool fabricated will be inspected / verified once in a year for the following and
the same will be certified by a Base Maintenance Manager on the tool history card.
a. Proper Dimensions.
b. No damage or wear and tear
c. Proper functioning.
3. Any tool found not in compliance with the above will be rejected by the base maintenance
manager and the same will be scrapped by the stores-in-charge after deleting the item in the
ALTERNATE TOOLS REGISTER.

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
2.6.3 ISSUE AND RETURN OF TOOLS- (RECORD OF USER AND LOCATION)
a) General tools of good standard and special tools approved / recommended by

manufacturer will only be procured and used in the aircraft / component maintenance.
b) Master list of tools will be maintained by store in-charge at base / line station.
c) Proper record of day-to-day issue of tools and equipment will be maintained in
“Issue Register” by stores in-charge, so that the user and location of the tools can be
identified.
d) Tool issue register will contain the following minimum information;
1. Date of issue.
2. Part no. or Description of tool / equipment issued.
3. Name of the person to which tool /equipment is issued.
4. Signature of acceptance of tool / equipment in good condition.
5. Date of return.
6. Signature of person who returned the tool / equipment.
7. Signature of stores in-charge who received the tool back in good condition.
e) If the tool issued for maintenance is not returned back to stores at the end of the day,
the person who received the tool, will return to the store and make an entry of the
expected date of return in the remark’s column of the register and sign against the
same.
f) If a tool is not traceable at the end of the day, a verbal communication will be initiated
by the person who had received the tool from the store, to all maintenance personnel
working in the aircraft / hangar / shop to search at all possible location to retrieve the
tool. This will ensure that no tool is left in the aircraft, which could result in flight
safety issues.
g) If the tool is still not traceable, an alert warning will be issued by stores / shop in-
charge, by giving a watch out notice on the notice board, till the tool is traced back.
2.6.4 LOAN TOOL CONTROL AND AUDIT

Ref.: CAR 145.A.40
Tools & equipment which are expensive and are infrequently used will be loaned from other
Operators as and when demand arises. Similarly, it may be necessary to lend tools owned by
the organization itself to other organization. Such loaning shall be affected based on instruction
from the QM.
In such cases an entry shall be made on loan register before acceptance or issue. Servicing and
calibration requirements shall be ensured by tools & equipment store in-charge before issue of
such tools for maintenance.
2.6.5 TOOLS MISSING AND BROKEN TOOLS
After the completion of any maintenance work carried out on aircraft, a proper evaluation of
all the tools and equipment used for the purpose of maintenance should be carried out.
if it is observed that some tools are broken or missing a proper procedure has to be followed
Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
before release of the aircraft
Scenario 1. Broken tools with all Parts available: In case of broken tools with all the broken parts
retrieved should be returned back to tools stores with an unserviceable tag mentioning the
defects observed.
Scenario 2 Missing or Broken tools with one/more parts missing: In case of missing tool or
broken tool with one/more parts missing, a detailed inspection has to be carried out by an
appropriately qualified person primarily at and around the zone of the aircraft where the
maintenance action was taking place to locate the missing/broken parts of the tool. If not found,
a detailed inspection has to be carried out for the whole aircraft to locate the same. Every effort
has to be made to identify the missing/ broken parts of the tool. Once satisfied, the certifying
staff/ authorized person will sign an undertaking that all efforts have been made and it is
confirmed that the missing / broken part is not lying inside the aircraft and the aircraft is fit to
fly.

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
2.7 CLEANLINESS STANDARD OF MAINTENANCE FACILITIES

Ref.: CAR 145.25.c
• M/s Redbird Flight Training Academy Pvt. Ltd. will provide necessary hangar facility for
carrying out base maintenance. The hangar facility will be protected from weather elements
like rain, wind, dust, etc. which may prevail throughout the year.
• The working environment including aircraft hangars, component workshops and office
accommodation shall be appropriate for the task carried out. The working environment must
be such that the effectiveness of personnel is not impaired.
• Temperature shall be maintained such that personnel can carry out required tasks without
undue discomfort.
• Dust and any other airborne contamination shall be kept to a minimum, and all susceptible
systems / components shall be sealed to prevent contamination.
• Lighting shall be such as to ensure each inspection and maintenance task can be carried out
in an effective manner.
• Noise shall not distract personnel from carrying out inspection tasks. Where it is impractical
to control the noise source, such personnel shall be provided with the necessary personal
equipment to stop excessive noise causing distraction during inspection tasks.
• Where a particular maintenance task requires the application of specific environmental
conditions different to the foregoing, then such conditions shall be observed.
• The working environment for maintenance shall be such that the particular maintenance or
inspection task can be carried out without undue distraction.
• Therefore, where the working environment deteriorates to an unacceptable level in respect
of temperature, moisture, hail, ice, snow, wind light, dust/other airborne contamination, the
particular maintenance or inspection tasks must be suspended until satisfactory conditions
are re-established. It is the responsibility of the MM / certifying staff available in the shift
during maintenance to initiate the same.
• In general, the office upkeep and office accommodation, whether it is management, planning
or quality or certifying staff, proper environment will be ensured to contribute good aircraft
maintenance standards.
• All efforts will be made to ensure that dust and any other airborne contamination are kept to
a minimum level to avoid any visible surface contamination.
• The procedure for cleanliness in the hangar and other working areas are enumerated below:
a. It is imperative that the standard of cleanliness in the hangar is satisfactory and
periodic cleaning carried out.
b. The ground equipment and fire extinguishers are kept in their respective designated
areas.
c. There should be no spill of waste oil, fuel, hydraulic oil, water seepage, etc. which can
be slippery and pose potential danger to working personnel. Soiled rags are properly
disposed into waste containers provided. Separate containers will be provided for
disposal of solid and liquid waste.
• Where environment control is required the same shall be maintained as per the requirement
stipulated by manufacturer/DGCA.

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
2.8 MAINTENANCE INSTRUTIONS AND RELATIONSHIP TO AIRCARFT COMPONENT

MANUFACTURER’S INSTRUCTIONS INCLUDING UPDATING AND AVAILABILITY TO STAFF
REF: CAR 145.A.45.b & CAR 145.A.45.d
a) ‘Applicable’ means relevant to any aircraft, component or process specified in the

Organization’s approval class rating schedule and in any associated capability list.
b) ‘Maintenance instructions’ for the purposes of this paragraph means instructions on how
to carry out the particular maintenance task: they exclude the engineering design of repairs
and modifications. Maintenance instructions includes the followings:
1. Aircraft Maintenance Program developed by the CAMO with reference to the
manufacturer supplied Maintenance Data and approved by DGCA.
2. Any applicable inspection / overhaul / replacement time limit,
3. Routine, Special, Corrosion prevention, Storage inspection schedule,
4. Procedure sheet, developed by the organization in accordance with the Maintenance
Data.
The organization will only modify maintenance instructions in accordance with a procedure
specified in the MOE. With respect to those changes, the organization shall demonstrate that
they result in equivalent or improved maintenance standards and shall inform the type-
certificate holder of such changes.
Modified maintenance instructions should only be used in the following circumstances: (Ref.
AMC 145.A.45.d)
i. Where the type certificate / supplementary type certificate holders’ original intent can
be carried out in a more practical or more efficient manner.
ii. Where the type certificate / supplementary type certificate holders’ original intent
cannot be achieved by following the maintenance instructions. For example, where a
component cannot be replaced following the original maintenance instructions.
iii. For the use of alternative tools / equipment.
c) The applicable maintenance data shall as per CAR 145.A.45.b.
d) In addition to Para (c) above, organization will hold and use the following minimum data
relevant to organization’s scope of approval class rating:
i) All maintenance related rules and associated AMCs, approval specifications and
Guidance Material.
ii) All applicable maintenance requirements and notices which have not been
superseded, procedure or directive
iii) All applicable airworthiness directives
iv) Operator’s Aircraft Maintenance Program.
v) Aircraft Maintenance Manual, Structure repair manual.
vi) Supplementary Structural Inspection Document (SSID), corrosion control
document Service bulletin, Service Letters, Service Instructions, modification leaflets.
vii) Parts catalogue
viii) Type certificate data sheet and any other document issued by type certificate or
supplementary type certificate holder as maintenance data.

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
In the case of maintenance data provided by an operator or customer, the organization shall
hold such data when the work is in progress, with the exception of the need to comply with
the requirements CAR 145.A.55 (c) i.e., the organization shall retain a copy of all associated.
Maintenance records and any associated maintenance data for three years from the date the
aircraft or component to which the work relates was released from the Organization. In
addition, organization shall retain a copy of all the records related to the issue of
airworthiness review certificates and recommendations for three years from the date of issue
and shall provide a copy of them to the owner of the aircraft.
2.8.1 COMPANY POLICY

REF. CAR145. A.45 (g) & AMC145. A.45 (f)
1. All applicable maintenance data required to carry out the maintenance work within the
granted scope of approval will be readily available for use by RFTA, CAMO Division when
required by maintenance personnel.
2. Company Approved updated Maintenance instructions will be circulated to all
maintenance personnel for carrying out the work on the aircraft or component.
3. A system will be established in the CAMO for the updating of the relevant maintenance
data. All the technical literatures of Airframe, Engines, Propeller and other documents of all
aircraft being maintained by the CAMO, under CAR-145 and CAR-M Subpart- G approval.
4. A separate register will be maintained by the CAMO to check the revision status of the
maintenance data. This register will be updated on regular basis. The revision details will be
disseminated to all the maintenance staff and the same will be recorded.
5. All the controlling manuals such as MOE, CAME etc. will be stored properly. They must be
available to every person who needs to know.
6. Technical circulars will be issued to make the technical personnel aware of certain
new/modified technical procedures. Source of information for technical circulars may be
derived from the Manufacturer’s Technical publications, Directives issued by airworthiness
authorities, Operational & Maintenance experience, defects, incidents, accidents etc.
Technical circulars will be issued by MM
7. Aircraft Maintenance Program and inspection schedules will be prepared with reference to
the MPD, Aircraft manuals, service bulletins, service instructions, service letters issued by
manufacturer, ADs and modifications issued by regulating authorities. Inspection
requirements called for by Optional equipment manufacturer will also be included.
8. Inspection schedules will be prepared and approved by the CAM.
9. The maintenance data will be monitored on a routine basis by the QM during Internal Audit
for the amendment status and ensured that all amendments are being received from the
manufacturers / vendors and are updated in a timely manner. It will maintain necessary
records to show that the amendment status of the maintenance data is current and up-to-
date.

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
10. M/s Redbird Flight Training Academy Pvt. Ltd. will ensure that all maintenance data
controlled by the organization is kept up-to-date. In the case of contracted operator /
customer controls and provides maintenance data, the organization shall ensure a written
confirmation from the customer that all such maintenance data is up to date or availability
of work orders specifying the amendment status of the maintenance data to be used or it is
on the customer maintenance data amendment list.
11. The maintenance data will be made available to the personnel maintaining the aircraft like
supervisors, technicians and certifying staff, to study at close proximity to the aircraft.
12. All manuals, service bulletins and other documents applicable to the maintenance are held
in the office and respective shops (if applicable) on need basis for reference by personnel
carrying out inspection / repair / modification.
13. Where computer systems are used, the number of computer terminals should be sufficient
in relation to the size of the work program to enable easy access, unless the computer system
can produce paper copies. Where microfilm or microfiche readers/ printers are used, a
similar requirement is applicable.
2.8.2 PROCEDURE FOR INTIMATING TECHNICAL INFORMATION TO THE CERTIFYING STAFF/

TECHNICAL PERSONS
The availability of updated technical literature and regulatory requirements to the

technical/certifying staff in maintenance will pave way for good and safe maintenance
practices. Copies of aircraft and engine manufacturer's maintenance manuals and other
documents, like SBs, Mod leaflets, wiring manual, MEL, ADs. Etc. are always made available in
CAMO as well as in maintenance.
Similarly, other updated manuals like structural repair manual, airframe component,
electrical/ instrument / equipment manuals, etc. are also made available at the respective
areas of work so that any work in maintenance can always be undertaken by the certifying
personnel as per the latest manuals and approved schedules drawn from the same.
In addition, the company's policies and procedures as approved by the authorities in the
Maintenance Organization Exposition are also made available for guidance in maintenance. It
is the responsibility of the Quality Manager to ensure that all technical information is
disseminated at all levels and the maintenance is carried out as per the latest instructions of
the manufacturer and adhering to the current requirements of the Regulatory authorities.
Such aspect will also be highlighted to the maintenance personnel during their periodic
refresher training.
Apart from manufacturer’s documents, the Quality Department will also issue Technical
Circulars to the certifying staff on individual basis from time to time to highlight normal areas
of problem, precautions to be observed and changes in procedures based on other operator's
experience, current trends in maintenance, etc.

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
Latest technical information on Airworthiness and safety related issues received from various
sources / manufacturers, will also be brought in the form of Technical Circulars for the
information and guidance of personnel for implementation, in advance, till such time such
information are permanently incorporated in the manuals, to avoid time delay.
The Quality Manager on sample basis will monitor the adequacy of knowledge of the
certifying staff and their awareness to current procedures / practices and requirements from
time to time.
2.9 REPAIR PROCEDURE

REF: AAC 1 OF 2017 latest revision
M/s Redbird Flight Training Academy Pvt. Ltd. will carry out necessary repairs on the
structures whether minor or major in accordance with the approved Type Certificate holder's
published Repair Data, It will ensure that such repairs are carried out by approved structural
repair authorization holders or by the manufacturer's representative after carrying out
necessary damage assessment and ensuring that the repair is as per Type Certificate holder's
approved Repair Data.
In case the damage assessment is beyond the manufacturers approved Repair Data, it will
seek the help of the manufacturer requesting technical support for such repair.
2.9.1 PROCEDURE FOR APPROVAL OF MODIFICATION

Modifications covered in Airworthiness Directives, DGCA Mandatory Modifications and
Service Bulletins do not require DGCA approval and those which do not come under the above
will require approval from DGCA.
For modifications the owner/operator shall apply to the concerned DGCA Office along with
evidences and data relating to the intended modifications and its effect on the airworthiness
of aircraft, as per MOE Para 2.9.3.
Modification design data and documents prepared by the aircraft, component or equipment
manufacturer and approved by State of Design are acceptable for use in modification of
aircraft, components or equipment. This data shall be certified by Authorized Representatives
(AR)/ Designated Engineering representatives (DER) of the State of Design of the aircraft.
The person responsible for the modification design shall state any particular requirements to
be observed when the modification is completed and before an aircraft, component or
equipment is released for service. The following aspects shall be considered:
a) Whether tests or inspections during the progress or after the completion of the
modification are necessary to ensure it complies with the specified requirements.
b) The qualifications of persons who may be required to assess completed work and
certify that it complies with the approved design.
c) Whether significant changes in the weight and center of gravity position of the
aircraft will occur and if re-weighing or preparation of a new weight and balance
report is necessary.
d) Whether the flight or operating characteristics of an aircraft may have been affected
by the work and the necessity to have the aircraft inspected and certified as fit for

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
flight and flight tested.

e) Whether amendments of particulars in the Certificate of Airworthiness or associated
documents are required.
f) Whether amendments are necessary to the approved maintenance schedule or
other data or documents approved for maintenance or other work on the aircraft.
Whether amendments are necessary to any data specified in the flight crew operating
manual.5. Where a modification affects the instrument panel, it shall be ensured that
instruments which are used by any one pilot are so arranged as to permit the pilot to see their
indications clearly from his or her station, with minimum practicable deviation from the position
and line of vision normally assumed when looking forward along the flight path.
6. Where a modification affects equipment required for communications or navigation
purposes, or both, it shall be ensured that the failure of any single unit required for
communications or navigation, or both, will not result in the failure of another unit required for
communications or navigation.
7. Modification documents shall bear a modification reference number, title, issue number and
date and shall indicate the reason for modification, modification instructions, any limitations
and inspection requirements, manuals affected and references to other documents or design
data, together with a list of parts and assemblies affected by the Modification and, where
necessary, drawings or sketches giving particulars of parts before and after modification.
8. Approval of a modification will only be granted when the DGCA is satisfied that in respect of
the design:
a. The drawings, documents, reports, calculations, etc., are adequate to establish that
the design complies with the appropriate airworthiness requirements.
b. Any tests or inspections considered necessary for the approval have been completed
satisfactorily.
c. The drawings and other documents required for the work are of a satisfactory
standard and in accordance with acceptable aeronautical practices.
9. DGCA may require compliance checks after the completion of the modification and before
an aircraft; component or equipment is released for service.
10. All changes to an approved drawing or document will require re-approval of the original.
The issue or revision number shall be raised following re-approval.
2.9.2 PROCEDURE FOR APPROVAL OF REPAIRS
1. Repairs covered in the Structural Repair Manual (SRM) may be carried out by Approved
Maintenance Organization as per data available in SRM without any prior approval from the
concern DGCA office. An Authorization for the same shall be issued by the QM.
2. Repairs beyond SRM shall be carried out only after obtaining prior approval from the concern
Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
DGCA office.
3. M/s Redbird Flight Training Academy Pvt. Ltd. shall apply to the concerned Director
Airworthiness Office along with evidences and data relating to the intended repairs and its
effect on the airworthiness of aircraft.
4. M/s Redbird Flight Training Academy Pvt. Ltd. will classify the damage as minor or major
based on manufacturer’s relevant document or seek assistance from the manufacturer.
5. Once a structural repair has been classified as major or minor, M/s Redbird Flight Training
Academy Pvt. Ltd. shall submit the repair scheme to the manufacturer for their review or
request for repair scheme by providing the details of damage. Details forwarded may include
photographs, sketches, relevant pages of maintenance data specifying the area of damage
etc. for obtaining the feedback from the manufacturer.
6. Repair scheme and approved data received from the manufacturer shall be forwarded to the
Director Airworthiness office for obtaining approval. Copy of Repair and Deviation Record
(RDR), Repair Design Approval Sheet (RDAS), as applicable shall also be attached along with
the repair data along with the application for approval.
7. Approval for repair shall be granted based on approved data received from organization
holding Design Organization Approval by State of Design. This data shall be certified by
Authorized Representatives (AR)/ Designated Engineering representatives (DER) of the State
of Design of the aircraft.
2.9.3 APPLICATION FOR APPROVAL OF MODIFICATION AND REPAIRS.
The organization shall submit a duly completed application as per Form CA 2 (MR), in duplicate,
for carrying out modification and/or repair to the concerned Airworthiness Office. The following
modification or repair documents should be attached along with the application:
a) Detailed description of the proposed modification or repair;
b) A master documentation list detailing the individual drawings and specifications which
define the modification or repair;
c) Drawings and instructions necessary for incorporation of the modification or repair;
d) Testing procedures or methods to meet certification and operating rules, such as
flammability, carbon monoxide, and noise requirements;
e) Test procedures that are appropriate to the modification or repair and to verify that the
modification or repair meets applicable certification requirements;
f) Detailed design standards, to ensure that the operator has considered all applicable
design requirements and acceptance engineering reports including expected test results
to be used in determining the compliance of the modified or repaired product;
g) A record of the change in mass and moment arm when the modification or repair is
installed in the aeronautical product;
h) A record of the change in electrical load when the modification or repair is installed in
Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
an aircraft
i) Supplements to:
1) The approved flight manual
2) Maintenance instructions;
3) Instructions for continuing airworthiness
4) Repair instructions
5) Any other factors that may affect safety or Airworthiness.
The Owner / Operator shall ensure that aircraft wise record of all modification and/or repair is
maintained.
2.10 AIRCARFT MAINTENANCE PROGRAMME COMPLIANCE

Ref.: 145.A.45
M/s Redbird Flight Training Academy Pvt. Ltd. is approved under CAR-145 Maintenance
Organization and CAR M Subpart G for CAMO. All the maintenance done in the organization is
in accordance with the requirements of Aircraft Maintenance Program controlled by the CAMO
itself. The Aircraft Maintenance Program is approved by DGCA and procedures related to it are
mentioned in CAME.
All airframe / engine manufacturer provides corrosion prevention and corrosion control
inspection program in the maintenance manual. Inspections as recommended by the
manufacturer will be included in the Aircraft Maintenance Program and the same will be
followed. If severe corrosion is found in any of the aircraft, then the same will be reported to
the manufacturer and DGCA. Actions recommended by manufacturer for control of corrosion
and preventive action will be undertaken to avoid spreading of corrosion in the same or another
aircraft of similar type.
All the Inspection will be carried out as per maintenance program. QM will ensure that the
work carried out by them meets the standards explained below:
• Proper Tools & equipment duly calibrated are available for carrying out the intended the
maintenance.
• Updated maintenance data (Literature) and Maintenance instruction (schedules) are available
for carrying out the maintenance.
• Serviceable parts and consumables are available for carrying out the maintenance.
• Appropriately qualified, experienced, skilled and competent personnel are available for
carrying out the maintenance.
• Tools are accounted before and after carrying out the inspection.
2.11 AIRWORTHINESS DIRECTIVES/ DGCA MANDETORY MODIFICATION PROCEDURE
a. This section outlines the policies and requirements for compliance and control of all the
airworthiness directives received from airworthiness authorities of the country of origin,
alert service bulletins issued by the TC holder and the Mandatory Modifications issued by
DGCA. The entire procedure will also be applicable for the miscellaneous modifications

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
issued by the DGCA.

b. Word “Directive” in this and related chapters of MOE will denote Airworthiness
Directives, Alert Service Bulletins or Mandatory Modifications.
c. Since, RFTA has its own CAMO approved under CAR M Subpart G the above
guidelines are followed as per procedures enumerated in CAME.
2.12 OPERATIONL MODIFICATION PROCEDURE
Apart from Mandatory instructions and Directives, organization will also ensure that the various
Optional Service Bulletins Service Instructions and other modifications received from the Type
Certificate holder / Vendors will be reviewed periodically.
a. Service Bulletins / Letters / Instructions / Modifications issued by the aircraft, engine, propeller
or component manufacturer as Optional will be evaluated for its effect on operational,
maintenance, comfort characteristics of the aircraft.
b. Any bulletins / letters / instructions / modifications improving operational, maintenance or
comfort features of the aircraft will be carried out on the aircraft after case-to-case evaluation
and decision taken.
Service Bulletins may be of two types:

a. Alert Service Bulletins.
b. Service Bulletins.
2.12.1(A) Alert SB is issued to alert the operators about possible existence of a defect in the
aircraft, its component or systems and calls upon to accomplish urgent inspection and/or take
prompt corrective measures on receipt of Alert SB, CAM studies its applicability on the
aircraft, issues a callout for inspection on affected aircraft / engine / propeller / equipment as
per Alert Service Bulletin requirement.
2.12.1(B) SB is issued by the manufacturer to describe, a product improvement, a preventive
modification or a terminating action modification for a repetitive inspection requirement or
for carrying out service evaluation only.
2.12.2 CONTROL OF OPTIONAL MODIFICATIONS (ASSESSEMNT PROCEDURE & COMPLIANCE)
a) CAM a n d M M will evaluate an SB / SL / SI and will initiate following action, if the

service bulletins / letters / instructions are optional in nature;
1. Updation of the master folders of the service bulletins / letters / instructions for various
airframe / engine / component etc.
2. Circulation of the publication to various bases (if any), where affected airframe
/ engine / propeller are being maintained under CAR-145 approval.
3. Amendment of maintenance program / inspection schedule / procedure sheet etc., if
applicable.
4. Updation of master data for one time / repeat compliance of optional SB/SL etc.
5. Logistics procedure such as procurement of spares / warranty claim etc.

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
6. Requirement to issue technical circular to disseminate information to maintenance/

operation personnel
7. Any other action to be taken for ensuring continuous airworthiness.
b) CAM and MM will decide whether to comply with an optional service bulletin / service
letter / service instruction.
c) Evaluation and decision-making process of whether to comply the bulletin or not will be
completed within a period of one month from the date of receipt of the bulletin.
d) While taking the decision, Maintenance Manager will consider repeated premature failures,
defects, ease of maintenance, improved operational characteristics or performance of the
aircraft and decide whether to comply or not.
e) CAM will monitor compliance of all actions to be taken, till such time all actions are
completed and will verify for satisfactory compliance of the requirements of SB / SL / SI etc.
2.13 MAINTENANCE DOCUMENTATION IN USE AND ITS COMPLETION
This section outlines the policies, requirements and brief procedures regarding various
maintenance documentations to be used for the purpose of documenting various
maintenance and related activities.
2.13.1 PROCEDURE
REF. CAR 145.A.45.e & CAR 145.A.45.b
a) All maintenance work carried out on the aircraft, engine, propeller or component will be
documented properly, so that the continued airworthiness is ensured and history of
maintenance activity is traceable during the life time of the component.
b) Procedures will be created to provide a common system (Inspection Schedules & Work
orders) to be used throughout the organization (Line, Base, shops etc.).
c) Instructions provided in manufacturer’s maintenance data will be transcribed to inspection
schedules or procedure sheets to enable the maintenance personnel to carry out the
required maintenance work in right manner.
d) Complex maintenance tasks will be transcribed onto the Inspection schedules or procedure
sheets and sub-divided into clear stages to ensure a record of the accomplishment of the
complete maintenance task.
e) If the aircraft operator (customer) requires their approved inspection program / schedule to
be carried out on their aircraft / component, then the same will be used for carrying out
maintenance on their aircraft / engine / component.
f) All completed tasks as per the maintenance program will have an appropriate entry in the
log books giving the date of certification and authority reference of certifying personnel.
g) The purpose of documentation of the maintenance accomplished is to provide clear and
precise information for the purpose of:

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
1. Ensuring the task is performed as required for release of aircraft for flight,
2. Ensure tracking of the work accomplished from records.
Meeting the requirements of Airworthiness authorities and to preserve the records of work
accomplished.
2.13.2 VARIOUS MAINTENANCE DOCUMENTS IN USE
Various maintenance documents in use are listed and defined below;
1. Work order: A document issued by CAM highlights the scheduled work (inspection
/replacement) to be carried out as listed in due report or unscheduled work such as
damage or defects to be repaired / rectified.
2. Inspection schedule consists of various items of inspection drawn from Maintenance Data
to be complied on the aircraft, engine, propeller or component.
3. Procedure sheet - consists of step-by-step procedure for carrying out a maintenance task or
activity, prepared in accordance with manufacturer’s recommended or standard procedure to
ensure that the maintenance activity is performed in a sequential manner.
4. Original Logbook – Aircraft/ Engine/ Propeller/ Radio logbooks.

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
2.13.3 MAINTENANCE WORK SHEETS
a) The maintenance schedule, special inspection schedule, Work sheets, Task card etc. will be
provided by CAMO department or operator.
b) The maintenance of aircraft/ engine/ component/ systems is carried out by certifying staff
having appropriate type rated licenses with company authorization in accordance with
approved maintenance schedule, task cards, procedure sheets, etc.
c) All entries in schedules and work sheets are to be made in ink. Where additional work is
carried out, which is not the part of the maintenance schedule, off job sheets are to be used
and all such entries are certified by certifying staff/ authorization holder by affixing their
signature and Authorization number with date in the appropriate column. It is responsibility
of certifying staff/ authorization holder to inform CAMO department in case of doing
additional work or if off job sheets being used by mail or any suitable means.
d) In case of rectification of a defect or carrying out a repair or change of a component for the
purpose of facilitating maintenance, appropriate procedure sheets are to be completed and
certified accordingly.
e) When replacing major components, care has to be taken to ensure to record the serial
number of the removed and installed component. When the total work is completed, it has
to be certified by the certifying staff / authorizations holder, by signing in the last page of
the sheet and issue of CRS as required.
13.4 TASK CARD CERTIFICATION

Whenever a customized task card system as given by the manufacturer is followed in
maintenance, the following requirements are to be ensured before certifying the task card:
• All entries must be clear and are to be made in ink or indelible pencil.
• All individual task entries must be certified by the certifying staff /authorization
holder with his signature and date.
• Where task cards are provided with item-wise numbers, then certification will be
required for each item-wise task.
• Task card should be duly filled with date, aircraft registration, cross reference, for
additional inspection, if any etc.
• If a task is not applicable, then 'Not applicable' (N/A) must be annotated and certified.
• All corrections in the task card must be certified by the certifying staff /authorization
holder doing the correction.

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
2.13.5 LOG BOOK ENTRIES
Compliance of all maintenance schedules shall be documented by making appropriate

entries in the aircraft/ engine/propeller and radio log book of the aircraft. These entries are
certified by CAMO department on the basis of Issued CRS by certifying staff.
a. All entries in log book are to be made in ink/Pasted.
b. All maintenance work on aircraft is to be recorded in the relevant log book within 30 days of
its completion.
c. Removal / installation of components with serial number, major repairs, and modifications
are reflected in the appropriate log books.
d. Whenever an engine / propeller is removed or installed on an aircraft for any reason then
proper entries are to be recorded in the relevant aircraft log book and also in the log book
of the installed and removed engine / propeller.
e. Adjustments of flight controls, engine controls and control system cables, involving
disturbance to rigging and replacement of control cables, including independent inspection,
are to be certified by certifying staff / authorizations holders in respective log books.
2.13.6 TECHNICAL LOG BOOK
Entries in Technical Log Book are made by the CAMO Dept. whereas entries made in
the release column, rectification column is signed and certified by certifying staff /
authorization holders in appropriate category.
If there is no snag in a particular day, the crew will enter 'NIL' in the defect report
column.
WORK ORDER FOR NON- ROUTINE TASKS
a) Non-routine tasks are required to be carried out if any defects are observed or any
damage occurs to the aircraft.
b) If defect / damage is minor in nature during maintenance and within the scope of
maintenance activity, support / certifying staff will notify to CAMO Dept., CAMO will
raise the work order for same.

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
2.13.7 WORKORDER/ INSPECTION SCHEDULE COMPLITION – MAINTENANCE SIGN-OFF
a) QM will ensure in consultation with planning department that the following are
available before initiating maintenance activity (under work order and inspection
schedule);
1. Availability of Up-to-date Maintenance data for the maintenance of aircraft /
engine / component.
2. Availability of required components and spares for the maintenance.
3. Availability of Properly calibrated and controlled tools & equipment.
4. Availability of Qualified and competent manpower to carry out and certify the
work.
5. Appropriate scope of approval and capability to carry out the work.
6. Adherence of any limitation on the scope of approval /capability or on the
support /certifying staff.
b) It is the duty of all Certifying Staff to progressively signs off every inspection item
as it is completed in inspection schedule or on the procedure sheets, with the
mentioning of date along with signature and the approval/ authorization no.
c) Similarly, every inspection schedule listed on a work order will be signed off, as the
inspection schedule is completed and closed, with the mentioning of date by the
respective certifying staff.
2.14 TECHNICAL RECORDS CONTROL

Ref.: CAR 145.A.55
The prime objective concerning technical record control is to have secure and easily
retrievable records with comprehensive and legible contents. The technical record will
contain basic details of all serialized aircraft components and other significant aircraft
components installed to ensure traceability to such installed components
documentation and associated maintenance data. The maintenance records will
ensure compliance with any mandatory requirements pertaining to the work scope.
Maintenance Data shall contain the following things: -
• Work packages with CRS including subcontractor's release documents (If

Applicable)
• The organisation shall provide a copy of each certificate of release to service to
the aircraft operator, together with a copy of any specific approved
repair/modification data used for repairs/modifications carried out.
• Associated maintenance data is specific information such as repair and
modification data.

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
Technical records of aircraft exist in two means as given below;

• Soft copy (Scanned Copy) as maintained in computer. The backup of the softcopy will
be done on every week and shall be stored in Hard drive-in different location away
from the base or in online drive system in an environment that ensures they remain
in good condition.
• Hard copy documents such as Tech. Logbook, aircraft, engine, propeller,
avionics equipment logbook, history cards for life limited / TBO
components, History card for AD’s SB’s. It will be maintained in the record
retention section of CAMO.
2. All technical records will be handled by the respective responsible persons and
unauthorized access / entries will be prevented by safe keeping of all documents.
2.14.1 CONTROL OF ACCESS TO RECORDS
1. All aircraft technical records either in hard and soft copy will be kept in cupboards/computers
under lock and key.
2. Access to the technical records cupboards will be limited to CAMO. Other personnel will have
access to all records at any time on request.
3. All technical records shall be stored in a safe way with regard to fire, flood, alteration and
theft.
4. It is the responsibility of the Quality Manager to ensure that all the work carried out are
properly completed along with proper documentation and returned to record section. He is
also responsible for updation of softcopy records with in the time frame.
5. Reconstruction of lost or destroyed records can be done by reference to other record which
reflect the time in service, research of records maintained by repair facilities and reference to
records maintained by individual mechanics etc. When these things have been done and still
the record is incomplete, the owner or operator may make a statement in the new record
describing the loss and establishing the time in service based on the research and the best
estimate of time in service. Additional maintenance may be required in some case.
6. Paper system uses robust material which can withstand normal handling and filing. The record
should remain legible throughout the required retention period.
2.14.2 MAINTANCE RECORD PRESERVATION

REF. CAR145. A.55 (a), (b)& (c)
a) RFTA will record all details of maintenance work carried out. As a minimum, records
necessary to prove that all requirements have been met for issuance of the certificate of
release to service, including subcontractor's release documents (If Applicable) will be
retained.
b) RFTA will provide a copy of each certificate of release to service to the aircraft operator,
together with a copy of any specific approved repair/modification data used for
repairs/modifications carried out.
c) The organization will retain a copy of all detailed maintenance records and any associated
maintenance data for three years from the date the aircraft or component to which the
Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
work was released from the organization. In addition, organization shall retain a copy of
all the records for three years from the date of issue and shall provide a copy of them to
the owner of the aircraft.
d) Where an organization approved under this CAR terminates its operation, all retained
maintenance records covering the last three years shall be distributed to the last owner
or customer of the respective aircraft or component or shall be stored as specified by
DGCA.
2.15 RECTIFICATION OF DEFECTS ARISING DURING BASE/ LINE MAINTANANCE
All Defects / any other maintenance will be carried out in the hangar only including line
maintenance activity. The certifying staff / authorization holders are responsible for
rectification of defects observed/ Detected during aircraft maintenance / operation. Trouble
shooting as required is carried out as per relevant maintenance manuals. Spares / components
required for snag rectification are identified by the certifying staff.
Defects observed by the flight crew during pre-flight, in-flight and post-flight period must be
recorded in the Pilot Defect Report column of Tech Log with the signature, License no. and date.
Even if there are no defects, NIL reports must be signed by the crew with the signature and
date. When NIL defect is reported by the crew, the AME shall enter NIL in rectification column
and sign appropriately putting date and AME No. / Authorization No. In case the crew has failed
to make any entry in the Pilot Defect Report, certifying staff shall not certify the aircraft till the
entries for the previous flight are filled and signed by the crew in the pilot defect reports
column.
When necessary, special reports regarding abnormal occurrences like heavy landing, lightning
strike or bird strike etc. or any incidents or observations made during the course of the flight,
shall be recorded with details of each case enabling maintenance engineers to take proper
follow up action.
Further prior to the first flight of the day, the PIC/Certifying Staff must ensure that all previous
flight defects/incidents have been duly attended and rectified.
It is the responsibility of the CAMO Dept. to scrutinize the Pilot Defect Report daily to ensure
that the rectification action taken by the certifying staff on reported defects was appropriate
and the aircraft performance is satisfactory. The Quality Manager will verify adequacy of
rectification action with respect to each defect reported/observed on each aircraft.
In case of repeat defects, special attention will be given by the Quality Manager / CAMO in
consultation with MM to look into the rectification work in detail/ snag analyzed and if
needed, additional trouble shooting action will be called out with particular emphasis to
ensure that the snag is not repeated again.

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
2.16 RELEASE TO SERVICE PROCEDURE

REF: CAR 145.A.50 / AMC 145.A.50 (b)
2.16.1 AIRCARFT RELEASE TO SERVICE

1. A certificate of release to service shall be issued by appropriately authorized certifying staff
on behalf of the organization when it has been verified that all maintenance ordered has
been properly carried out by the organization in accordance with the specified procedures
taking into account the availability and use of maintenance data and also that there are no
non compliances which are known to endanger flight safety.
Endangers flight safety means any instances where safe operation could not be assured or
which could lead to an unsafe condition. It typically includes, but is not limited to, significant
cracking, deformation, corrosion or failure of primary structure, any evidence of burning,
electrical arcing, significant hydraulic fluid or fuel leakage and any emergency system or total
system failure. Any airworthiness directive overdue for compliance is also considered a
hazard to flight safety.
2. Maintenance may include a check or an inspection as per the Maintenance Program,
Airworthiness Directive, overhaul, repair, modifications, component replacement and
defect rectification.
3. A Certificate of Release to Service will be issued before flight at the completion of any
maintenance / component installation/ after any defect rectification. In some cases if work
is not carried out completely Certificate to Release to Service will be issued with limitation.
4. A certificate of release to service shall be issued at the completion of any maintenance on a
component whilst off the aircraft.
5. The certificate of release to service should contain the following statement: 'Certifies that
the work specified except as otherwise specified was carried out in accordance with CAR-
145 and in respect to that work the aircraft/aircraft component is considered ready for
release to service'.
6. The certificate of release to service should relate to the task specified in the work order
following manufacturer's or operator's instruction or the aircraft maintenance program
which itself may cross-refer to a manufacturer's/operator's instruction in a maintenance
manual, service bulletin etc.
7. When extensive maintenance has been carried out, it is acceptable for the certificate of
release to service to summarize the maintenance so long as there is a unique cross- reference
to the work-pack containing full details of maintenance carried out. Dimensional information
should be retained in the work-pack record.

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
2.16.2 SIGN OFF AFTER MAINTENANCE TASK COMPLETION

REF. GM 145.A.48
a. A ‘sign-off’ is a statement issued by the ‘authorized person’ which indicates that the task or
group of tasks has been correctly performed. A ‘sign-off’ relates to one step in the
maintenance process and is, therefore, different to a certificate of release to service.
b. In order to prevent omissions while carrying out any maintenance activity, each item of
inspection will be signed off by the support / certifying staff, in progressive manner, as soon
as the inspection or work is completed.
c. No support / certifying staff will follow the practice of accumulating the signing off work, till
the end of the day / shift.
d. Work carried out by not authorized personnel (i.e. temporary staff, trainees) will be carried
out under the supervision of support / certifying personnel before the same is signed off.
e. Support / certifying staff signing the inspection item will do in such a way that the signature
will not deface the stamp.
f. Support / certifying staff will record the inspection starting time & date and closing time &
date in the appropriate columns provided in the inspection schedule.
Note- All timings mentioned in the CRS should be in IST (Indian Standard Time)
2.16.3 CERTIFICATION- IDENTIFY-QUALIFIED STAFF

REF. GM 145.A.48
1. Quality Manager will issue company authorization to certifying staff for carrying out and
signing off the inspection items and defect rectification activities.
2. Quality Manager will issue certification authorization to qualified & competent certifying
staff who are then eligible to issue CRS.
3. Certifying staff will affix their signature and the stamp (approval /authorization number)
given to them, without defacing each other.
4. Identity of the individual certifying staff can be established from the company approval /
authorization number allotted by quality manager.
5. Quality Manager will maintain a list of all certifying staff issued with company approval/
Authorization.
2.16.4 COMPONENT RESEASE TO SERVICE

AUTHORISED RELEASE CERTIFICATE - CA FORM 1
The purpose of the certificate is to release assemblies/items/components/parts after

maintenance and to release maintenance work carried out on such items under the approval
of DGCA and to allow items removed from one aircraft/aircraft component to be fitted to
another aircraft/aircraft component.

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
2.16.5 CROSS REDERENCE TO WORK PACKAGE

a) All maintenance activity will be carried out by the support staff/ certifying staff,
after obtaining a work order.
b) On completion of the single / multiple maintenance activity, under single / multiple

work orders, a single CRS will be issued by summarizing all the work carried out, with
a unique cross reference (work order numbers) to the work pack containing full details
of maintenance carried out. CRS will have cross reference to all the work order
numbers related to it.
2.16.6 RE- RELEASE OF COMPONENTS REMOVED FROM AIRCARFT

a) Any component removed from the aircraft as serviceable will be issued with a “Serviceable
tag” by the support / certifying staff and deposited to the stores.
b) Item will be stored in the bonded stores and the same will be re-released to maintenance
without a requirement of re-certification.
2.16.7 PRESERVATION OF CRS
Certificate of Release to Service shall be preserved for a minimum period of three year from
the date of issuance of the same. When an aircraft is grounded at a location other than the
main line station or main maintenance base/ Sub base due to the non-availability of a
component with the appropriate release certificate, the organization may temporarily fit a
component without the appropriate release certificate for a maximum of 30 flight hours or
until the aircraft first returns to the main line station or main maintenance base/ sub base,
whichever is the sooner, subject to the aircraft operator agreement and said component
having a suitable release certificate but otherwise in compliance with all applicable
maintenance and operational requirements. Such components shall be removed by the above
prescribed time limit unless an appropriate release certificate has been obtained in the
meantime.

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
2.17 RECORDS FOR OPERATOR

Ref. CAR 145.A.55(c)
Since, M/s Redbird Flight Training Academy Pvt. Ltd.is an operator as well as the maintenance
organization, the maintenance records of all details of work pertaining to the aircraft operated
by it will be retained in accordance with CAR-145.
The aircraft record will contain basic details of all serialized aircraft components and all other
significant aircraft component installed to ensure traceability of such installed component
documentation and associated maintenance data.
However, in case the operator is other than M/s Redbird Flight Training Academy Pvt. Ltd. who
is entrusting the maintenance of his aircraft to M/s Redbird Flight Training Academy Pvt. Ltd.as
a CAR-145 Approved Maintenance Organization, then the procedures for maintenance of
records are as follows:
1. M/s Redbird Flight Training Academy Pvt. Ltd. will provide a copy of each Certificate of Release
to Service to the operator (including basic details of maintenance carried out) together with a
copy of any specific approved repair / modification data / AD/SB/Mod Compliance status used
for Repair / Modifications carried out.
2. As a minimum, records necessary to prove all requirements have been met for issuance of the
Certificate of Release to Service and issuance of any airworthiness review certificate and
recommendation will be retained including sub-contractors release documents. This is basically
to have secure and easily retrievable records with comprehensive and legible contents.
3. M/s Redbird Flight Training Academy Pvt. Ltd. will retain a copy of all detailed maintenance
records and any associated maintenance data for three years from the date the aircraft or
component to which the work relates was released from the organization. In addition, it shall
retain a copy of all the records related to the issue of airworthiness review certificates and
recommendations for three years from the date of issue and shall provide a copy of them to
the owner of the aircraft.
4. When M/s Redbird Flight Training Academy Pvt. Ltd. discontinues its maintenance to an outside
operator, all retained maintenance records covering the last two years, will be handed over to
the owner / customer of the respective aircraft or component or shall be stored as specified by
DGCA.

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
2.18 REPORTING OF DEFECTS TO DGCA/OPERATOR/ MANUFACTURER (OCCURANCE

REPORTING)
REF: CAR 145.A.60
a. The organization will identify and record all major defects and report to DGCA, the state of
registry and the organization responsible for the design of the aircraft or component.
All defects classified as "major" or those requiring "major repair" or which are serious in
nature and attracting public attention shall be intimated immediately on telephone by the
Organization to Regional Office, DGCA, New Delhi followed by written information within
three days of the occurrence of the defect.
At least the following information will be indicated:
1. Name of the Organization / Operator
2. Aircraft type and registration No.
3. Date and place of occurrence of the defect
4. Details of the defect(s) and the rectification action taken
b. The organization will establish an internal policy to enable the collection and evaluation of
such reports, including the assessment and extraction of those occurrences to be reported
under paragraph (a). This procedure shall identify adverse trends, corrective actions taken
or to be taken by the organization to address deficiencies and include evaluation of all
known relevant information relating to such occurrences and a method to circulate the
information as necessary.
c. The organization shall make such reports in a form and manners established by DGCA and
ensure that they contain all pertinent information about the condition and evaluation
results known to the organization.
d. Where the organization is contracted by another operator to carry out maintenance, the
organization shall also report to the operator any such condition affecting the operator's
aircraft or component.
e. The organization shall produce and submit such reports as soon as practicable but, in any
case, within 72 hours of the organization identifying the condition to which the report
relates.
f. The organization will conduct three monthly review meeting on all defects encountered,
analyzed and investigated.

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
2.18.1 PROCEDURE FOR DEFECT RECORDING AND REPORTING

Ref: CAR Sec-2, Series C, Part 1
1. All aircraft operators, and maintenance organizations shall have a system in their
organization to ensure that all defects, minor or others, whether reported by Flight Crew or
observed by Maintenance Crew (including those occurred due to improper maintenance
practices) are recorded and investigated for taking appropriate rectification action.
2. The rectification action taken in respect of each defect shall be recorded alongside of the
snag reported.
3. "Classification of Major Defects": All recorded defects shall be examined by experienced and
qualified personnel of the operator for the purpose of classification. A list of defects classified
as major defects is indicated as a guideline at CAR Sec-2, Series C, Part-1, Appendix I.
4. Where an Operator / Organization has contracted the maintenance of its aircraft to an
Approved Maintenance Organization (AMO), it shall be the responsibility of the operator to
comply with this CAR and report such defects observed on its (Operator ‘s) aircraft during
maintenance at the AMO facilities.
5. "Initial Information”: - All defects classified as "major" or those requiring "major repair" or
which are serious in nature and attracting public attention shall be intimated immediately
on telephone by all Operators / Organizations to RAWO followed by written information. The
written information containing at least the details shall be forwarded, within 72 hours.
a. Name of the Organization / operator
b. Aircraft type and registration No.
c. Date and place of occurrence of the defect
d. Details of the defect(s) and the rectification action taken
All defect will be reported in a format prescribed at CAR Sec-2, Series C, Part-1,
Appendix II.
6. All defects, whether major or not and including repetitive ones, shall be taken into account
for computing statistics for determining components/ systems reliability indices in case of
scheduled operators and each repetition of the defect shall be considered as "a defect" for
the purpose of computation of reliability index provided rectification was attempted.

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
2.18.2 CLASSIFICATION OF MAJOR DEFECTS

Given below is a list of Major defects, classified into two Groups i.e., Group-I and Group-II.
The list is only a guideline and is not exhaustive. Each operator shall report the occurrence or
detection of any one or more major defect so classified either in Group-I or Group-II
GROUP-I
i. fires during flight;
ii. fires during flight not protected by a related fire warning system;
iii. an engine exhaust system that causes damage during flight to the engine, adjacent structure,
equipment or components;
iv. engine shutdown during flight with external damage to the engine or aircraft structure occurs;
v. defect to an aircraft component that causes accumulation or circulation of smoke, vapor, or
toxic or noxious fumes in the crew compartment or passenger cabin during flight;
vi. any other major damage/ defect requiring extensive repair/ inspection/ modification to the
aircraft (or/and in cases as desired by local Airworthiness office).
GROUP-II
i. false fire warnings during flight;
ii. engine shutdown during flight because of flame-out;
iii. engine shutdown during flight due to foreign object ingestion or icing; d. shutdown during
flight of more than one engine;
iv. defect of a propeller feathering system or ability of the system to control over-speed during
flight;
v. Defect of a fuel or fuel-dumping system that affects fuel flow or causes hazardous leakage
during flight;
vi. defect related to landing gear extension or retraction, or opening or closing of landing gear
doors, during flight;
vii. brake system components that result in loss of brake actuating force when the aircraft is in
motion on the ground;
viii. damage to aircraft structure that requires major repair;
ix. cracks, permanent deformation, or corrosion of aircraft structure, if more than the maximum
acceptable to the manufacturer or the DGCA;
x. damage of aircraft components or systems that result in taking emergency actions during
flight (except action to shut down an engine);
xi. each interruption to a flight, unscheduled change of aircraft en-route, or unscheduled stop or
diversion from a route, caused by known or suspected mechanical difficulties or
malfunctions;

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
2.18.3 PERSONS RESPONSIBLE FOR REPORTING
Reporting of occurrences is divided into Internal/ external reporting and the same is explained
below:
2.18.3.1 INTERNAL REPORTING
a) All Operation personnel will report any defects encountered by making an entry in
the appropriate column of aircraft Tech log.
b) All maintenance personnel will report any defects encountered during maintenance
by filling up of Internal Occurrence Reporting Form/ Register.
c) Certifying Staff will inform the MM , Accountable Manager and Quality Manager
telephonically, if the defect has occurred at outstation.
d) Quality Manager will verify all such information and will follow up till the end of
rectification process.
2.18.3.2 EXTERNAL REPORTING
a) Any occurrence (major defects, damage requiring major repair, incident & accident)
reportable to DGCA (airworthiness & air-safety directorate) will be reported immediately
through telephone within 24hrs of occurrence of the defect. Occurrence reporting form with
all relevant details will be submitted within 3 days (72hrs) of occurrence of the defect.
b) Quality Manager will report all major defects, damages requiring major repair, incidents &
accidents to Director Airworthiness office for aircraft owned and/or operated by Redbird
Flight Training Academy Pvt. Ltd.
c) Major defects / damages requiring repair, incidents & accidents pertaining to aircraft
maintained by Redbird Flight Training Academy Pvt. Ltd, but owned by customer / operator,
will be reported by the Operator. This requirement will be reflected in the terms and
conditions of the maintenance contract.
d) Accountable Manager will report telephonically, within 24hrs, all damages requiring major
repair, incidents & accidents to the Office of Air-Safety in the region, where the damages,
incidents or accidents has occurred as soon as information is received and detailed report as
per Occurrence reporting form.

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
2.18.4 DEFECT INVESTIGATION
Quality Manager and MM shall supervise the compliance of the system for investigation of
defects.
If required, a Preliminary Investigation Board shall be constituted comprising of the

maintenance personnel, Quality personnel and Airworthiness Officers of DGCA. The
investigation of all defects and particularly of Major Defects shall be completed expeditiously,
so as to take preventive/corrective action at the earliest possible. In case the completion of
investigation of a major defect is likely to take longer than one month, then investigation
progress reports must be rendered to concerned Regional Airworthiness Office every month
till the finalization of the report. All efforts must be made by an operator to complete the
investigation of every major defect within 3 months of its occurrence.
The major defect, (including those requiring "major repair") will be investigated by the
operator in association with the concerned Regional or Sub-Regional Airworthiness Offices.
Airworthiness Officer(s) may require the operator or the owner of the organization, to submit
components, work sheets, documents and information connected with the defect, for such
investigation.
The investigation reports on major defects shall be sent by the operator / organization, in
duplicate, to concerned Regional Airworthiness Office soon after finalization. The final report
shall contain at least the following information, in addition to these forwarded
• Identification of parts/systems involved.
• Apparent or actual cause of the defect.
• Life of affected component since new and since last inspection, in terms of flight
Hours/landings/cycles.
• Action taken by the operator to prevent recurrence.
• Any disciplinary action, taken by the operator, against any of its employees, and
• Whether the operator considers the investigation "closed" or "open" and if "open
"the time it would take to complete the investigation
One copy of the report on major defects shall be forwarded to DGCA (attention DGCA) by local
Airworthiness Office along with its comments.
In case the completion of investigation of a major defect is likely to take longer than one
month, then investigation progress reports must be rendered to concerned DGCA Office every
month till the finalization of the report. All efforts must be made by an organization to
complete the investigation of every major defect within 3 months of its occurrence.

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
2.18.5 INTERNAL OCCURANCE/ HAZARD REPORTING SYSTEM
In order to encourage the safety culture in the organization, all individuals are permitted to
report any issue concerning safety to the management. These safety issues may be related to
procedure, practices, unsafe use of ground support equipment, hanger, office environment &
facility etc. These issues which deal with risk management will be studied by management
once in three months and analysed to ensure that these hazards are reduced. There shall be
register (Internal Occurrence /Hazard system report) for consolidation of such report and
action taken to minimize the hazard. It’s not necessary to take action on all report but only
risk demands it.
All such report must mention: -
Name of Person (Not Mandatory) Section/Department

Nature of hazard/risk Suggestion to
reduce the risk Observation related
to hazard
A suggestion box is kept in office, where this report can be dropped. Accountable
Manager/Quality Manager shall open the box once three months and shall review it
with other managers for system improvement. All reports and review shall be recorded
in file/folder
It’s a voluntary reporting and idea is to correct the situation and not punish the person.
Feedback to reporting personnel – Feedback could be in two ways- Through a quality
bulletin/Circular so as to inform all concerned person who has raised the report. This feedback
increases the involvement of personnel in work ethics and improves the quality standard.

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
2.19 RETUEN OF DEFECTIVE AIRCARFT COMPONENT TO STORE
1. A component or any item that is removed from an aircraft suspected as defective will be
issued with a ‘Unserviceable Tag’ by the support staff, specifying a reason for the suspicion
and the part will be drained, blanked and packed as necessary.
2. Any component returned as defective to the store without unserviceable tag will not be
accepted in the store.
3. Unserviceable tag will have the following information about the component or aircraft
from which it was removed;
I. Part Number, Description, and Serial Number (as applicable).
II. Aircraft / Engine – Registration, Serial No. etc.
III. Airframe / Engine – TSN/TSO
IV. Reason for removal.
V. If repairable, what action is required?
VI. Signature of support / certifying staff & Date.
4. The item shall be preserved and segregated (as lifed /non lifed item or expendable part)
before they are sent for rectification /servicing.
5. Components which are non-repairable or beyond economical repair are scrapped.
6. The defective component that was prematurely removed will be send to the appropriate
Vendor or an approved Repair Agency from stores, for repair or to confirm the reported
defect.
7. Components which have reached their certified life limits or contain a non-repairable
defect shall be classified as unsalvageable and shall not be permitted to re-enter the
component supply system until certified life limits have been extended or a repair solution
has been approved.

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
2.20 DEFECTIVE COMPONENTS TO OUTSIDE CONTACTORS
2.20.1 DISPATCH OF COMPONENTS/ TOOLS FOR REPAIR/ OVERHAUL/ CALIBTATION
1. The Stores In charge will dispatch the defective components for repair / overhaul / to DGCA
/ FAA /EASA approved agencies and calibration and testing of tools and equipment to be done
by NABL approved labs.
2. He will maintain a register / computer record of all components dispatched for repair/
overhaul/ calibration.
3. While forwarding to repair agencies, formalities like appropriate tagging, documentation,
preservation and packing etc. should be taken care. The documents must indicate the nature of
work to be undertaken by the repair / overhaul agency.
4. Extreme care will also be taken if they are sent abroad for repair / investigation at
manufacturing facility so that where investigation reports are required to ascertain the nature
of defect on the component, the manufacturer / vendor will be requested to forward the same
along with service records.
5. It will be the responsibility of the QM to ensure that the investigation report as required are
obtained from the manufacturer / vendor without undue delay and within the stipulated period
as per the requirements.
6. Even if the defective components are under warranty claim, the manufacturer / vendor will
be advised to provide the defect investigation report on the failed component, apart from
receiving a serviceable one on exchange basis.
7. Findings of investigation and rectification action whether received from the in-house
approved shop or from the manufacturer / vendor are recorded in the history card of the
component with remarks if any.
8. Items when received back from the contractors should be inspected by the Bonded Store In-
charge for its transit damage if any, completeness, serviceable tag, release note
/ certificate of maintenance, component history card (Verify that all entries have been made
in the history cards).

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
2.21 CONTROL OF COMPUTER MAINTENANCE RECORDS SYSTEM

REF: CAR 145.A.55 (c)
M/s Redbird Flight Training Academy Pvt. Ltd. will maintain all its maintenance records as
required by the CAR-145 approved organization in the computerized form and/ or manually
controlled form.
2.21.1 INFORMATION FEED TO THE COMPUTER RECORDS

1. The paper system will be of dependable material/quality which will withstand normal
handling and filing to avoid wear and tear. The entries in the paper system will be made in such
a way to remain legible throughout the period.
2. Computer system will be used to control maintenance and / or record details of maintenance
work carried out. Computer system used for maintenance will have at least one backup system.
3. Each computer provided will contain protected passwords against the ability for
unauthorized personnel to alter the database.
4. Computer backup discs, tapes etc. will be stored in a different location from that containing
the working disc/ tapes etc. in an environment that they remaining in good condition.
5. All maintenance records (hard & soft copy) will be stored in a safe way with regard to fire,
flood, theft and insect related damage.
2.21.2 SECURITY AND SAFGUARDS TO UNAUTHORIZED ACCESS

1. Only authorized persons will have access to the maintenance records.
2. Log in to Computers will only be, by means of a password which will be kept as confidential
to the individual (s) to whom it is allotted.
2.22 CONTROL OF MAN HOUR PLANNING VERSUS SCHEDULED MAINTENANCE WORK

REF: CAR 145.A.30.d
It is essential that the aircraft maintenance is well planned before the aircraft is docked inside
the hangar and actual work is carried out and controlled during execution so that the required
airworthiness standards are met as per stipulated requirements in an efficient manner and to
achieve on time completion.
Whenever major checks are involved, the planning and control should envisage unscheduled
maintenance along with modifications, structural repairs, cabin refurbishment, component
changes and sub-contract arrangements on specific jobs for which approval may not be
existing.

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
M/s Redbird Flight Training Academy Pvt. Ltd. as a CAR-145 Approved Organization will carry
out proper planning to ensure the availability of all necessary personnel, tools, equipment,
material, maintenance data, relevant literature and facilities in order to ensure safe
completion of the maintenance work. This responsibility will be held by the Quality Manager.
Also, as a part of its maintenance man-hour planning strategy RFTA will ensure that it has
sufficient staff to plan, perform, supervise, inspect and quality monitor the organization in
accordance with the approval.
Has sufficient staff means that the organization employs or contracts such staff as detailed in
the man hour plan, of which at least half the staff that perform maintenance in hangar or
flight line on any shift should be employed to ensure organizational stability.
For the purpose of meeting a specific operational necessity, a temporary increase of the
proportion of contracted staff may be permitted to the organization by the DGCA, in
accordance with an approved procedure which should describe the extent, specific duties, and
responsibilities for ensuring adequate organization stability.
Employed means the person is directly employed on full-time basis as an individual by the
maintenance organization approved under CAR 145 whereas contracted means the person is
employed by another organization and contracted by that organization to the CAR 145
approved organization.
The planned absence (for training, vacations, etc.) should be considered when developing the
man-hour plan.
The assessment of manpower for maintenance workload includes all necessary work, but not
limited to, planning, maintenance, record checks and production of worksheets/ Task Cards in
paper or electronic form, accomplishment of maintenance inspections (base, line,
unscheduled and component maintenance) and the completion of maintenance records. M/s
Redbird Flight Training Academy Pvt. Ltd. will have a computerized monitoring and control
system at the Quality office to take care of the work package, for proper control and tracking
of the maintenance and satisfactory completion in its total entity.
The Quality Manager shall ensure during the progress of maintenance that there is no delay in
provisioning of special equipment and tools, critical spares and manpower required, as
planned during work package, so that the work can be accomplished on time.
On completion of the work package, the Quality office scrutinizes the records to ensure
proper signing and certification by the certifying staff / authorization holders in their
respective area and also there are no deferred defects or pending maintenance items before
releasing the aircraft to service.
The maintenance man-hour plan will be reviewed at least every 6 months and updated when
necessary.
Significant deviation from the maintenance man-hour plan will be reported to the Quality
Manager and the Accountable Manager for review. Significant deviation means more than a
25% shortfall in available man-hours during a calendar month for any one of the functions
specified above.

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
2.23 CONTROL OF CRITICAL MAINTENANCE TASKS AND ERROR CAPTURING METHODS

REF: CAR 145.A.48
2.23.1 CRITICAL TASKS PROCEDURES AND CONTROL

1. Maintenance procedures which are critical in nature, that could endanger the safety of the
aircraft if not carried out properly, will be identified to minimize the risk of errors occurring/
Repeating in the aircraft / component.
2. Maintenance work carried out in aircraft / engine control system will be inspected by
another qualified person, to avoid the rare possibility of an error being repeated whereby the
identical aircraft components are not properly reassembled thereby compromising more than
one system. Further, this will minimize the risk of multiple errors and capture errors on critical
systems while working on same system of different aircraft.
3. Ultimately, when only one person is available to carry out these tasks then, the work card/
work sheet will include an additional stage for re-inspection of the work after completion.
4. Some examples of such critical maintenance tasks:
1. Removal and installation of primary & secondary flight control surfaces.
2. Rigging and adjustment of Flight, Engine & Propeller Controls
3. Installation of engine, propeller etc.
4. Repairs in primary structures.
5. Calibration or rigging of components such as engines, propeller etc.
The following data sources may be used to identify Critical Maintenance Task:
1. information from the design approval holder;
2. accident reports;
3. investigation and follow-up of incidents;
4. occurrence reporting;
5. flight data analysis;
6. results of audits;
7. normal operations monitoring schemes; and
8. feedback from training.
6. Critical Maintenance task shall be reflected in Maintenance procedure sheet also.

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
2.23.2 INDEPENDENT INSPECTION PROCEDURE

REF AMC 4 145.A.48 (b)
A. Independent inspection is an inspection performed by an ‘independent qualified
person’ of a task carried out by an ‘authorized person’ taking into account that:
1. The ‘authorized person’ is the person who performs the task or supervises the
task and they assume the full responsibility for the completion of the task in
accordance with the applicable maintenance data;
2. The ‘independent qualified person’ is the person who performs the
independent inspection and attests the satisfactory completion of the task and
that no deficiencies have been found. The ‘independent qualified person’ does
not issue a certificate of release to service; therefore, they are not required to
hold certification privileges;
3. A certificate of release to service or signs off the completion of the task after
the independent inspection has been carried out satisfactorily;
4. The work card system used by the organization should record the
identification of both persons and the details of the independent inspection
as necessary before the certificate of release to service or sign-off for the
completion of the task is issued.
B. Independent inspection can be regrated as one possible error- capturing method.
C. Qualifications of Persons Performing Independent Inspections:
The ‘independent qualified person’ should have sufficient experience to
perform the desired task. For this RFTA may consider making use of, for
example:
1) certifying staff
2) sign-off authorization holder
Presently RFTA uses the privileges of type rated certifying staff for carrying out the
Independent Inspection. No separate authorization is issued for carrying out independent
inspection. However if the organization intends to use the privileges of other organization’s
certifying staff, an authorization will be issued for independent inspection.
D. Procedures to Perform an Independent Inspection:
An independent inspection should ensure correct assembly, locking and sense of
operation. When inspecting control systems that have undergone maintenance, the
independent qualified person should consider the following points independently:
1. All those parts of the system that have actually been disconnected or disturbed should
be inspected for correct assembly and locking;
2. the system as a whole should be inspected for full and free movement over the
complete range;
3. cables should be tensioned correctly with adequate clearance at secondary stops;
4. the operation of the control system as a whole should be observed to ensure that the
controls are operating in the correct sense;
5. if different control systems are interconnected so that they affect each other, all the
interactions should be checked through the full range of the applicable controls; and

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
E. Software that is part of the critical maintenance task should be checked, for example:
version, compatibility with aircraft configuration.
F. Procedures to be followed completing independent inspection:
1. The Independent Inspection suitable entry must be made in the appropriate log book.
2. If after the Independent Inspection, the control system is disturbed in any way and any
time before the flight, that part of the system which has been disturbed shall be checked
in duplicate by persons mentioned above before the aircraft operates.
3. Independent Inspection is to ensure that the movement of control is full, Free and in
correct sense; and the control systems are correctly secured and also to establish the
integrity and correct functioning of the control system when all work has been
completed and the Quality Manager is responsible to ensure compliance with the above
procedure.
G. Independent inspections are aimed in:
a. Minimizing multiple errors and preventing omissions. Therefore, the procedures
should specify:
i. that every maintenance task is signed off only after completion;
ii. how the grouping of tasks for the purpose of sign-off allows critical steps to be
clearly identified; and
iii. that work performed by personnel under supervision (i.e., temporary staff,
trainees) is checked and signed off by an authorized person;
b. Minimizing the possibility of an error being repeated in identical tasks and, therefore,
compromising more than one system or function.
c. Ensuring that no person is required to perform a maintenance task involving
removal/installation or assembly/disassembly of several components of the same type
fitted to more than one system, a failure of which could have an impact on safety, on
the same aircraft or component during a particular maintenance check.
2.23.3 RE-INSPECTION
• Reinspection is an error-capturing method subject to the same conditions as an

independent inspection is, except that the ‘authorized person’ performing the
maintenance task is also acting as ‘independent qualified person’ and performs the
inspection
• einspection shall be performed when only one person is available to carry out the
task and perform the independent inspection.
• The certificate of release to service is issued after the task has been performed by the
‘Authorized person’ and the Reinspection has been carried out satisfactorily. The
work card system used by the organization should record the identification and the
details of the Reinspection before the certificate of release to service for the task is
issued.
• As such when the aircraft is away from base, Independent Inspection may be carried
out by certifying staff / authorization holders carrying out the work or by a pilot
whose CPL/ATPL is endorsed for the type of aircraft and having sufficient experience
Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
to do so. However, the same shall be carried out by certifying staff/authorization

holder after aircraft returns to base.
2.23.4 ERROR CAPTURTING METHOD

REF: AMC 2 and 3 145.A.48.b
• Error-capturing methods are those actions defined by the organization (as per MOE 2.25.2)
to detect maintenance errors made when performing maintenance.
• The error-capturing methods are adequate for the work and the disturbance of the system.
A combination of several actions (visual inspection, operational check, functional test,
rigging check) may be necessary in some cases.
The procedure should ensure that the following maintenance tasks are reviewed to assess their impact
on flight safety:
• tasks that may affect the control of the aircraft flight path and attitude, such as installation,
rigging and adjustments of flight controls;
• aircraft stability control systems (autopilot, fuel transfer);
• tasks that may affect the propulsive force of the aircraft, including installation of aircraft
engines, propellers and rotors; and
• Overhaul calibration or rigging of engines, propellers, transmissions and gearboxes.
To minimize the risk of multiple errors or errors being repeated, the organization will
implement:
a) Procedures to plan the performance by different persons of the same task indifferent
systems;
b) Independent inspection or re-inspection procedures.
c) Every maintenance task or group of tasks should be signed-off. To ensure the task or
group of tasks is completed; it should only be signed-off after completion. Work done
by unauthorized personnel (i.e., temporary staff, trainee,) should be checked by
authorized personnel before they sign-off. The grouping of tasks for the purpose of
signing-off should allow critical steps to be clearly identified.
An ‘authorized person’ is a person formally authorized by the maintenance organization to
perform or supervise a maintenance task. An ‘authorized person’ is not necessarily
‘certifying staff’.
A ‘sign-off’ is a statement issued by the ‘authorized person’ which indicates that the task or
group of tasks has been correctly performed. A ‘sign-off’ relates to one step in the
maintenance process and is, therefore, different to a certificate of release to service.

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
2.24 REFERENCE TO SPECIFIC MAINTENANCE PROCDURES

The following specific maintenance procedures are provided for guidance only. For correct
and up-to-date information, the relevant Maintenance Manual chapters are to be referred.
WARNING: Head-set should not be connected to the aircraft during thunder storm to
avoid injury to personnel.
NOTE: Aircraft must be statically grounded or particular special procedures given in aircraft
maintenance manual.
All precautions, Warning, Caution and Note as given in the Maintenance Manual are to be
strictly adhered while carrying out specific maintenance procedures as given their in.
2.24.1 ENGINE RUN

The Engine ground run procedure is to be carried out in accordance with instructions given in
specific aircraft maintenance manual/ POH. The run-up is also to be carried out in accordance
with approved engine ground run up procedure for the aircraft/engine combination. The
procedure spelt here is for guidance; ascertain proper functioning of the engine, engine
instrumentation system and the safety of personnel performing the engine ground run.
2.24.2 AIRCARFT TOWING

The procedure for towing of aircraft differs from aircraft to aircraft being towed.
However, for specific towing procedure, instructions given in Aircraft Maintenance
Manual will be followed.
2.24.3 AIRCARFT TAXIING
a. Aircraft will normally be towed for positioning at another location for maintenance or parking
for departure. However, certain circumstances may rise when aircraft has to be taxied.
b. Taxiing may be carried out by the type rated pilot or company authorized.
2.24.4 PARKING AND MORRING OF AIRCARFT

The parking and mooring of aircraft are to be carried out in accordance with the Maintenance
Manual instructions of the type aircraft for high wind, icing conditions, prolonged parking, etc.
The parking of aircraft, being a critical operation, has to be carried out under the supervision
of an appropriately certifying staff.

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
2.24.4.1 NORMAL PARKING

The aircraft is to be parked as under:
a. Wheel chocks positioned at front and rear of nose wheels and main
wheels. Note: Aircraft must be held by parking brakes till all chocks are
positioned.
b. Flight controls in neutral position.
c. All blanks like Pitot probe, engine cover and other covers are installed as
required by the maintenance manual.
d. All ground equipment removed and doors closed.
e. Electrical power and switches in off position.
While parking aircraft in high wind conditions, the procedures stipulated in aircraft
maintenance manual to be followed similarly, if parking in icing conditions is encountered,
this may require draining of water, application of de-icing fluids, etc. and flushing of toilet
systems may be followed as per the procedures stipulated in relevant aircraft manuals.
2.24.5 COMPASS SWINING

Compass swinging is to be carried out as per maintenance manual and followed accordingly.
Compass swinging is always carried out by an appropriately licensed / authorized person. A
qualified person can be authorized for compass swinging after associating in 03 compass
swinging task under authorizes person.
CORRECTION CARD: After every compass swinging, correction card is to be displayed
at appropriate place in the aircraft. The correction card shall carry serial number of
compass, signature, license /authorization No. and date.
COMPASS SWINGING RECORDS: The records of compass swinging are to be filed and maintained
in the CAMO after swing. This is required to cross check on the correction card in the aircraft in
case of any doubt. Appropriate Log Book entry is to be made.
2.24.6 AIRCARFT WEIGHING PROCEDURE

CAR Section 2 - Airworthiness, Series X, Part II stipulates mandatory requirements
for weight and balance control of an aircraft. The weighing of an aircraft is to be
carried out as per the instructions in the Aircraft Maintenance Manual/Weight and
Balance Manual and procedure sheet drawn for the same. The person certifying the
weight schedule shall have the approval/authorizations from QM for weighing and
certify the weight schedule after weighing.
All safety precautions as given in the maintenance manual are to be ensured before weighing. The
weighing has to be carried out as per the approved procedure.

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
2.24.7 ESDS HANDLING PROCEDURES:

reference to be taken from AAC6 OF 2000(Latest Revision)
2.24.8 SAFETY IN MAINTENANCE
Maintenance must be planned and performed in a manner that will not result in injury
to persons or damage to property.
Proper facilities in terms of ventilation and lighting in the work space must be planned,
executed and maintained in a manner to provide safe environment for carrying out
maintenance. All technical personnel associated with aircraft maintenance must ensure that
laid down safety instructions of the manufacturers and guidelines on good maintenance
practices issued by DGCA vide AAC No. 3 of 2000 (Latest Revision) are followed and adhered to
meet the above objective. The key personnel are responsible for allotting safe working areas,
provisioning of needed equipment and manpower necessary for safe working in their area of
maintenance. They should ensure the observance of safety precautions and procedures in
maintenance undertaken in their area in co-ordination with all concerned.
Inspection carried out by the certifying staff/ any technician performing the work after
completion of maintenance, to ensure that the aircraft or component is clear of all tools,
equipment and any extraneous parts or material, and that all access panels removed have
been refitted.
2.24.9 Maintenance Away from Approved Location(s) as per CAR 145.A.75.(c).

AAC No. 3 of 2023
CAR 145 A.75 C allows a maintenance organization to maintain any aircraft or component for
which is approved at any location subject to the need for each maintenance arising either
from the unserviceability of the aircraft or from the necessity of supporting occasional line
maintenance subject to bellow conditions specified to the exposition as per AAC 3 of 2023.
The MOE defines as follows:
Occasional aircraft line maintenance:
Occasional aircraft line maintenance it shall be understood that the privilege is intended to be
used only for the need of supporting aircraft operation in non-approved location for the line
maintenance .

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
To support an unserviceable aircraft due to an unscheduled event (AOG), MOE control

procedure which meets the minimum requirements specified in para 6.3 of this AAC 03 of
2023.
It shall be understood that this privilege is intended to be used only for the need of aircraft
maintenance in the case of an un scheduled/un expected event, such AOG requesting defect
rectification and for which the CAMO issues a work order.
In the case of aircraft base maintenance activity, prior notification has to be sent to the
concerned RAO before starting the activity to evaluation of the risk associated to the activities
and possibly consider an onsite audit after receiving the notification.
Procedure to support an occasional line maintenance:
The procedure shall be based on following policy
1. Aircraft type listed in MOE 1.9/Scope of approval
2. Trouble shooting and routine task up to and including 50 Hrs. Inspection Schedule or
MOE 1.9 maintenance level whichever is less.
3. Quality manger will monitor the compliance through on-site audit or desktop audit for
the maintenance of aircraft.
• The Maintenance Manager ensures that the necessary facilities, certifying staff, tools,
equipment, material, maintenance data will be made available as necessary and
maintenance records will be managed;
• The involvement of the Quality System and its approval for any work away from the
approved location, based on a desktop review;
• Availability of a list of all the CRS issued under this procedure to be made available to
DGCA upon request;
The involvement of the quality system and its approval for the occasional line maintenance
based on the following criteria.
1. Use of the non-approved location (Consecutive Calander days) approval equal or less
than 10 days will be issued by quality manager based either on an on-site audit or
desktop audit
2. Use of the non-approved location approval between 10 and 40 days issued by the
quality manager based on a on-site audit.
3. When the privileges is used for more than 10 days the concerned RAO/SRAO is notified
of such approval within 7 days from the date of beginning of maintenance.

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
The notification shall be formalized using a Form, to be enclosed in the MOE Part 5, including
the following minimum information:
• Aircraft type(s);
• Scope of the maintenance activity;
• Location;
• Number and category of certifying staff assigned to support this activity;
• Quality Manager signature.

A process shall be in place, under the responsibility of the Quality Manager.
2.25 PRCEDURE TO DETETCT AND RECTIFY MAINTENANCE ERRORS

[REF CAR 145.A.48]
Maintenance error presents not only potential safety concerns but also cause loss of revenue.
The lack of quality of documented maintenance procedures have been sighted as a primary
factor contributing to maintenance errors. Problems in procedures may include missing
procedural steps, incorrect sequence of steps, inadequate procedures for inspections and
trouble shooting and incorrect technical information and diagrams.
Most commonly occurring maintenance errors are identified as follows:

• Incorrect installation of components
• Fitting of wrong parts
• Loose objects left in aircraft
• Incorrect maintenance procedures
• Access panels, fairings or cowlings not secured
• Fuel or oil cap not secured
• Pitot covers not removed before departure etc.
It is also necessary to look for factors that contributed to the errors as such difficulties to
understand job sheets, inadequate lighting, poor handover procedures etc. rather than the
person who made the error.
Factors contributing to most of the maintenance errors can be managed, procedures improved
or corrected, facilities enhanced and best practices shared. Correcting or removing even one of
these factors can prevent the error from recurring.
M/s Redbird Flight Training Academy Pvt. Ltd. will ensure that a l l maintenance personnel
are trained with Human Factors training so that while investigating any maintenance event,
they can identify the contributing factor that led to the error and remedy those factors.

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
2.25.1 PROCEDURE / POLICY
a) Whenever a maintenance error is noticed by any employee of the organization, he will

intimate the same to the Maintenance Manager for taking proper corrective action.
b) MM will continuously monitor maintenance activities and document any errors noticed
during such monitoring.
c) All employees will be encouraged to participate in the reporting of maintenance errors

and to suggest solutions to avoid the same.
d) Human factors are the biggest single cause of maintenance errors and the organization
will adopt a policy to openly investigate maintenance errors.
e) Any defect / incident / accident will be internally investigated to find out the root cause
for the occurrence and action taken to correct the fault in the procedures and practices.
f) Repetitive failures will be closely monitored and root cause analyzed to avoid serious
hazard to flight safety.
g) Failures reported by other operators / accident investigation reports and suggestion put
up in the websites of various airworthiness authorities will be reviewed to find out and
eliminate such errors.
h) The following procedure of detection and rectification of maintenance errors will be

followed. This process will consist of:
1. Observe
2. Report
3. Investigation
4. Decision and compliance
5. Feedback

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
2.25.2 PROCESS OF IDENTIFYING MAINTENANCE ERROR
The maintenance errors will be identified by:
1. Reported defects
2. Abnormal observations made during maintenance / operation
3. Independent Inspection
4. Spot checks.
2.26 SHIFT / TASK HANDOVER PROCEDURES

[REF: CAR 145.A.47.c]
2.26.1 RECORDING OF SHIFT/ TASK HANDOVER
4. Certifying staffs are responsible for all hand over / take over, of shift / task that will be
documented in a register, day & shift wise. Records will include but not limited to the
following.
a) Names and number of people
b) Tools and equipment details
c) Scope and level of work done and pending.
5. Person handing over / taking over will append their signature in the register against the
information exchanged between the two persons indicating that the required information for
smooth functioning is exchanged without any doubts.
2.26.2 DESCRIPTION OF SHIFT HANDOVER PROCESS
Whenever the routine maintenance is spilled over to the next person for the purpose of timely
completion, it shall be ensured that the task handover is smooth and in no way will compromise
standards.
During such work it will be ensured that the maintenance teams are provided with the
necessary support to ensure the completion of maintenance without undue time pressure. The
primary objective of the changeover/ hand over information is to ensure effective
communication at the point of handing over the continuation or completion of maintenance
actions. Effective task and shift hand over depend on three basic elements:
• The outgoing person’s ability to understand and communicate the important elements of the
job or task being passed over to the incoming person.
• The incoming person's ability to understand and assimilate the information being provided by
the outgoing person.

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
• A formalized process for exchanging information between outgoing and incoming persons
and a planned shift overlaps when such exchanges take place.
During task handover all essential information, particularly the detail status of tasks, will be
recorded in written form. Further, it will also be ensured to pass on the information verbally to
the incoming team to have firsthand information on the pending maintenance.
Whenever Task handover takes place, an overlap of 20-30 minutes will be allowed for exchange
of information as a good human factors practice.
• In the case of lengthy maintenance where the same task may be accomplished by different
certifying staff, the task card/procedure sheets shall be signed by the certifying staff in the
respective column. The CRS shall be issued by the certifying staff who perform the final task
after completion of the maintenance.
2.27 PROCEDURES FOR NOTIFICATION OF MAINTENANCE DATA INACCURACIES AND

AMBIGUITIES TO THE TYPE CERTIFICATE HOLDER
[REF: CAR 145.A.45.c]
M/s Redbird Flight Training Academy Pvt. Ltd. has established procedures to ensure that if
found, any inaccurate, incomplete or ambiguous procedure, practice, information or
maintenance instruction contained in the maintenance data used by maintenance personnel
is recorded and notified to the author of the maintenance data.
2.27.1 PROCEDURE FOR NOTIFICATION OF MAINTENANCE DATA AMBIGUITIES
1. All maintenance data ambiguities noticed shall be immediately brought to the notice of
Quality Manager for his/her attention.
2. All such issues will be recorded in a file with a specific serial number for continuous
monitoring.
3. Whenever the Quality Manager receives an issue of Maintenance data ambiguity, the
same will be discussed with MM.
4. If found reasonable, the Quality Manager will notify the problem to the author of the
Maintenance Data and Type Certificate holder in a timely manner and all such
communications will be recorded and retained by the Quality Department till such time
the Type Certificate holder has clarified the issue by amending the Maintenance Data.
After obtaining the clarification it should be circulated to maintenance personnel, in the
form of technical circular.
5. No changes to maintenance data shall be made without the consent of the Type Certificate
holder and DGCA.

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
2.28 PRODUCTION PLANNING PROCEDURES

[REF: CAR 145.A.47]
The purpose of Production Planning is manpower planning, capacity planning, material
planning, facility planning and job sequencing to accomplish the maintenance tasks.
RFTA develop 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.
The planning of maintenance tasks, and the organizing of shifts, will take into account of
human performance limitations. 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 which personnel should beware of when planning work and
shifts.
When it is required to hand over the continuation or completion of maintenance tasks for
reasons of a shift or personnel changeover, relevant information will be adequately
communicated between outgoing and incoming personnel.
Depending on the amount and complexity of work generally performed by the RFTA, the
planning system may range from a very simple procedure to a complex organizational set-up
including a dedicated planning function in support of the production function.
The production planning function includes ;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.
During maintenance work, organizing maintenance teams and shifts and provide all necessary
support to ensure the completion of maintenance without undue time pressure.
When establishing the production planning procedure, consideration will be given to the
following:
• Logistics,
• Inventory control,
• Square meters of accommodation,
• Man-hours estimation,
• Man-hours availability,
• Preparation of work,
• Hangar availability,
• Environmental conditions (access, lighting standards and cleanliness),
• Co-ordination with internal and external suppliers, etc.
• Scheduling of safety-critical tasks during periods when staff are likely to be most alert.

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
General Procedure:
Production Planning shall ensure that the tasks for each Scheduled Maintenance check as
defined in the approved Aircraft Maintenance Programme [AMP] and work package are
complied with.
The maintenance check shall comprise of a work package which shall contain the Scheduled
Maintenance tasks. Production Planning must also ensure that all required maintenance tasks,
special inspections and any maintenance tasks are carried out.
Task Cards are an integral part of a scheduled maintenance package. All Task Cards shall fully
convey all information necessary to accomplish the task. This may take the form of a
Maintenance Manual or any other technical publication reference that fully describes the
required action.
Production planning shall ensure that other documentation referred on the Task Cards are
available, conform to the latest revision status, and are appropriately controlled.
Prior to induction of the aircraft into maintenance, production planning shall ensure the work
pack is arranged into trades, zones and work areas as required with the necessary spares,
materials and tools taking into account priority and sequence of tasks, special conditions,
special requirements and manpower availability.
All materials/spares required must be physically available before the check starts.
After verifying the availability of all resources to execution of the task, work package to be given
to MM for acceptance and allocation of certifying staff to accomplish the task.
The Production Planning shall constantly monitor the progress of the check with the certifying
staff to ensure that any possible difficulties are cleared.
When the requirements of all the task cards and specific work issued with the inspection
package have been completed and certified by the certifying staff, the certificate of release to
service is issued by certifying staff.
At the end, certifying staff shall return their completed work package to the production
planning department(Planner)
Planner will scrutinize complete work package and after satisfactory completion will handover
the work package to representative of the Quality Department.
All maintenance records shall be scrutinized by a representative of the Quality Department on

completion of all scheduled major maintenance activities and non-routine activities
undertaken.

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
After scrutinized by quality department the work package shall be given to planning department
he/she will keep a copy in soft format And same shall be handover to CAMO department for log
entry and record.
Planner will keep record of both work package and associated certifying staff for all
maintenance carried out in RFTA.
Checklist for Planner to perform Production Planning is given in Part 5 Form No. RFTA/QC/12
2.28.1 HANGAR PLANNING:
RFTA is carrying out the maintenance in the hangar by following the hangar visit plan for
different aircraft. The Hangar Visit Plan is being prepared by Planning department on the basis
of maintenance forecasting (Maintenance Advice) provided by CAMO as per their approved
AMP by DGCA. Aircraft hangar visit plan will be reviewed & updated on regular basis.
2.29 DUTY TIME LIMITATION – AIRCRAFT MAINTENANCE PERSONNEL (AMP)
Aircraft maintenance is planned according to standard shift. AME assigned to carry out and
certify particular task shall only be responsible for accomplishment of the task in satisfactory
manner. So whenever possible, all major/critical/complex schedule work will be intimated in
advance to AME for proper planning & smooth execution.
Quantum of work in a shift is planned after considering human performance limitation & the
complexity /criticality of the work. In exigencies situation, When the standard shift is deviated
to meet the operational requirements & tight dead line, following procedure is adhered to avoid
excess development of fatigue & stress;
• Planner will ensure that early morning shift (i.e shift before 06:00 AM) or Evening /night
shift (i.e shift which ends after 10:00 PM or in Morning) will be of maximum 8 hours with
adequate short breaks at interval less than 4 hours
• The Aircraft maintenance Personnel Shall record their duty time & report to the Planner for
proper regulation of the shift timing. Planner is responsible for maintaining duty time record
of aircraft maintenance personnel.
• General Day shift may extend for 2 hours due to work exigencies only after consent of the
MM, who will ensure that adequate rest period at least 11 hours between 2 shifts, is
maintained.

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
2.29.1 DUTY TIME LIMITATION – AIRCRAFT MAINTENANCE PERSONNEL (AMP)
Irrespective of the shift type, If schedule work hours in any period of seven successive days
are about to exceed 48 hours for an individual. He should report the same to MM/Planner
for advance planning of his rest period. In any case, MM/Planner should ensure that the
total work hours including overtime for an Aircraft Maintenance personnel should not
exceed 60 hours for seven successive work days before a period of rest days.
NOTE: As far as possible, MM/Planner should ensure that work hours and rest period match
each other for effective dissipation of fatigue, which builds up over the period of work.
Each individual must maintain their duty time record and submit it weekly to (MM/Planner),
who are responsible for regulating the duty time & maintaining the record for future
reference.
When some maintenance work spills from an AME to another AME, the task handover should
be smooth without compromising the standard as per RFTA Policy, while handing over task
both the AME must ensure that all information pertaining to the maintenance accomplished
and maintenance to cover are adequately communicate. MM/Planner should pay special
attention that all staff adhere to the handover requirement strictly. For effective handover
at least following basic element must be considered and adhered.
• The outgoing person’s ability to understand and communicate the important element
of the job or task being passed over to the incoming person
• The incoming person’s ability to understand and assimilate the information being
provided by the outgoing person.
• A suitable place for exchange of information between outgoing and incoming person
and planned shift over lap when such exchange takes place.
• During task handover all essential information, particularly the details status of the
task, will be recorded in written form. Further it will also be ensured to pass on the
information.
• Verbally to the incoming team to have firsthand information on the pending
maintenance.
• Will ensure whenever task handover takes place, an overlap of 20-30 minutes will be
allowed for exchange of information as a good human factor practices.
Factors affecting Duty time limitation (DTL) for Aircraft Maintenance Personnel (AMP):
• 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
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.

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
Effect of shift work on health:

a) Fatigue/ Sleepiness distress: The different time schedule of shift may cause circadian
rhythms and internal body clock de-synchronization with sleep/ wake cycle and as a
result, could be a contributory factor for fatigue/ sleepiness at work place.
b) Psychological/ Emotional Distress: A common finding in shift system is that
psychological and emotional distress frequently accompanies shift work although the
magnitude of the effects is sometimes low. These findings are consistent with the
psychological effects of shifting schedules and the resulting sleep disruption discussed
previously
c) Gastrointestinal Disorders: Gastrointestinal disorders are the most prevalent health
complaint associated with shift and night work. Irregular bowel movements and
constipation, heartburn, gas and appetite disturbance are to name the few, which
people have to manage beside their work.
d) Cardiovascular Disorders: A mismatch between circadian rhythms and the timing of
sleep, problems with family and social life, and the behavior of shift workers including
poor eating habits and increased tobacco and alcohol consumption are some of the ill
effects of working in shift, which can increase the risk of cardiovascular disease for
maintenance personnel.
e) Other Individual Factors: Due to physiological effects of aging, it becomes more difficult
to cope up with the work pressure of shift for the people over the age of 50

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023
INTENTIONALLY LEFT BLANK

Issue 02, 01 DEC 2023
Rev. 00, 01 DEC 2023

Part 2 Maintenance Procedure

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Part 2 Maintenance Procedure

Uploaded by

Copyright:

Available Formats

REDBIRD FLIGHT TRAINING ACADEMY

2.1 SUPPLIER EVALUATION AND SUBCONTRACT CONTROL PROCEDURE

2.1.1 SUPPLIER EVALUATION

Page 1 of 73 RECOMMENDED BY QUALITY MANAGER

(1) availability of appropriate up-to-date regulations, specifications (such as component

Page 2 of 73 RECOMMENDED BY QUALITY MANAGER

2.1.2 SUB-CONTRACT CONTROL PROCEDURE

2.1.3 Contracted Organization

Page 3 of 73 RECOMMENDED BY QUALITY MANAGER

2.2 ACCEPTANCE/ INSPECTION OF AIRCARFT COMPONENTS AND MATERIALS FORM OUTSIDE

1. Reputable Suppliers / contractors,

2.2.1 COMPANY POLICY FOR ACCEPTING PARTS IN STORES

2.2.2 COMPONENT/ MATERIAL CLASSIFICATION & SEGREGATION CRITERIA

Page 4 of 73 RECOMMENDED BY QUALITY MANAGER

Page 5 of 73 RECOMMENDED BY QUALITY MANAGER

• Serviceable Components as explained above will be subjected to acceptance inspection

Page 6 of 73 RECOMMENDED BY QUALITY MANAGER

2.2.2.1 UNAPPROVED PARTS

2.2.2.2 INSTALLATION OF COMPONENTS

2.2.2.3 PRECAUTIONS TO PREVENT THE INADVERTENT ACCEPTANCE OF UNAPPROVED

Page 7 of 73 RECOMMENDED BY QUALITY MANAGER

b) Is alert to any unauthorized alterations to supporting documentation and to any inability of

2.2.3 COMPONENT/ MATERIAL INSPECTION & ACCEPTANCE CRITERIA

Page 8 of 73 RECOMMENDED BY QUALITY MANAGER

2.2.4 COMPONENTS REMOVED FROM SERVICEABLE / UNSERVICEABLE AIRCRAFT

2.2.5 COMPONENTS REMOVED FROM ACCIDENTAL AIRCRAFT

Used aircraft components removed from an aircraft involved in an accident or incident,

Page 9 of 73 RECOMMENDED BY QUALITY MANAGER

2.2.5 COMPONENTS/ MATERIALS RECEIVED FROM ANOTHER CAR 145 APPROVED

a) Parts / Components may be received from other CAR-145 organization or Operator, on

2.2.7 CONTROL OF DEFECTIVE COMPONENTS SENT TO OUTSIDE CONTRACTORS FOR

Page 10 of 73 RECOMMENDED BY QUALITY MANAGER

2.3 STORAGE, TAGGING AND RELEASE OF AIRCARFT COMPONENTS AND MATERIALS TO

M/s Redbird Flight Training Academy Pvt. Ltd. has ensured:

2.3.1 PROCEDURE FOR PROPER HANDLING OF COMPONENTS/ MATERIAL

2. All components/material will be retained in the original packing or in manufacturer

Page 11 of 73 RECOMMENDED BY QUALITY MANAGER

2.3.2 TAGGING AND LABELLING SYSTEM

2.3.3 UPDATION OF STORES RECORDS (CREDITING TO BONDED STORES)

Page 12 of 73 RECOMMENDED BY QUALITY MANAGER

2.3.4 PROCEDURE FOR MAINTANING SATISFACTORY STORAGE CONDITIONS

2.3.4.1 BONDED STORES

Page 13 of 73 RECOMMENDED BY QUALITY MANAGER

Page 14 of 73 RECOMMENDED BY QUALITY MANAGER

2.3.4.2 RUBBER PARTS STORAGE PROCEDURE

2.3.4.3 TOOL STORE

2.3.4.4 QUARANTINE STORE

a) Parts, components or accessories shall be quarantined in the following circumstances:

Page 15 of 73 RECOMMENDED BY QUALITY MANAGER

2.3.4.5 POL (PETROLIUM, OIL AND LUBRICANT) STORE

2.3.4.6 ESDS STORES

2.3.5 SYSTEM AND PROCEDURE TO CONTROL SHELF LIFE/ LIFE LIMIT

Page 16 of 73 RECOMMENDED BY QUALITY MANAGER

SYSTEM FOR CONTROL OF SHELF LIFE WILL BE AS FOLLOWS:

Page 17 of 73 RECOMMENDED BY QUALITY MANAGER

2. Parts requisition form will contain at least the following information;

Page 18 of 73 RECOMMENDED BY QUALITY MANAGER

2.4 ACCEPTANCE OF TOOLS & EQUIMPNETS

2.4.1 PROCESS FOR ACCEPTANCE – (IDENTIFICATION, CERTIFICATION, CONTROL) INCLUDING

Page 19 of 73 RECOMMENDED BY QUALITY MANAGER

2.4.2 PROCEDURE FOR CONTROL OF ALTERNATE TOOLS AND EQUIPMENTS

Page 20 of 73 RECOMMENDED BY QUALITY MANAGER

2.5 CALIBRATION OF TOOLS AND EQUIPMENTS