Haeco Hkar 66 b1 m10 Notes PDF

BASIC TRAINING FOR HKCAD HKAR-66 LICENCE CAT.
MODULE 10 AVIATION LEGISLATION
Syllabus Reference : HKAR-66 M10
CONTENT
1. Civil Aviation Laws & Authorities
1.1 Civil Aviation Laws & Airworthiness Requirements

 Chicago Convention
 International Civil Aviation Organisation
 Civil Aviation Ordinance
 Air Navigation (Hong Kong) Order
 Airworthiness Requirements and Specifications
 EASA Regulations, JARs and IRs
 Federal Aviation Requirements
 Hong Kong Aviation Requirements
 Airworthiness Notices
 AOC Requirements Document
 Civil Aircraft Airworthiness Information and Procedures
1.2 Airworthiness Authorities & Certification Responsibilities

 Civil Aviation Department
 Approved Organizations
 HKAR-66 Certifying Maintenance Staff
2. Registration & Certifying Airworthiness
2.1 Registration
 Registration of Aircraft
 Certificate of Registration
2.2 Nationality & Registration Marks

 Nationality & Registration Marks
 Nameplate
2.3 Certifying Airworthiness

 Airworthiness Certification
 Type Certificate
 Issue of Certificate of Airworthiness
 Renewal of Certificate of Airworthiness
 Flight Manual
 Flight without Certificate of Airworthiness
 Certificate of Fitness for Flight
 Certificate of Clearance
3. Continuing Airworthiness
3.1 Operation of Aircraft

 Air Operators’ Certificate
 Aerial Application Certificate
 Noise Certificate
 External and Internal Markings
 Documents to be Carried
 Operations Manual
 Load Sheet
 Telecommunication Log Book
 Radio Station License
 Approval of Aircraft Radio Installation
 Technical Log
 Equipment of Aircraft
 Minimum Equipment List
 Configuration Deviation List
 Weight Schedule
3.2 Maintenance of Aircraft

 Maintenance Planning Document
 Approved Maintenance Schedule
 Line & Base Maintenance
 Certificate of Maintenance Review
 Certificate of Release to Service
 Maintenance Data
 Duplicate Inspection
 Aircraft Manuals
 Log Book
 Mandatory Occurrence Reporting
 Reporting of Unsafe Condition
 Reportable Accident
3.3 Modifications to Aircraft

 Modification to Aircraft
 Approval of Modification
 Modification Record Book
 Civil Modification Record
 Service Bulletins
 Mandatory Modifications and Inspections
 Mandatory Aircraft Modification & Inspections Summary
 Foreign Airworthiness Directives
 FAA Summary of Airworthiness Directives
 CAA Additional Airworthiness Directives
 CAA Emergency Airworthiness Directives
 CAP 747 Mandatory Requirements for Airworthiness
3.4 AOC Interface
4. Approved Organization Procedures
4.1 Approved Organization

 Company Exposition
 Organisation Approval Certificate
4.2 Certification and Responsibility

 Certification & Responsibilities
 Overlap of Responsibilities
 Influence of Drink or Drugs
 Penalties
4.3 Maintenance Documents

 Routine Workcard
 Non-Routine Workcard
 Continuation / Supplementary Work Sheet
 Duplicate Inspection Procedures
4.4 Concession & Dispensation Procedures

 Concession
 Concession Due to Procedural Needs
 Dispensation
4.5 Certification of Aircraft Components and Parts

 Authorized Release Certificate
 Certificate of Conformity
 Acceptance of Aircraft Components
 Approved Store
4.6 Labeling Components

 Serviceable Label
 Unserviceable Label
 Part Holding Label
 Safety Equipment Label
4.7 Quality & Operations Procedures

 Cannibalization Procedures
 Extended Range Twin Operations
 Safety Critical Maintenance Task
 Reduced Vertical Separation Minimum
 All Weather Operations
 Maintenance Error Management System
 Safety Management System
Reference: HKAR-66 Module 10
Revision date: 23 Apr 2009
SECTION 4 HKAR-66
MODULE 10. AVIATION LEGISLATION
Level
A B1/3 B2
10.1 Aircraft Maintenance Licences 2 2/2 2
Air Navigation (Hong Kong) Order 1995

requirements;
Responsibilities: by statutory law and by the need
to fly aircraft in a satisfactory condition, i.e.
common / civil / constitutional law;
Penalties - under statutory law and resulting from
civil law suits;
HKAR-66: Licensing of Maintenance Personnel
(Certifying Staff - Maintenance);
Categories - applicability;
Area and extent of limitations and privileges within
Categories;
Overlap of Category applicability;
Relevant Airworthiness Notices.
10.2 Certifications 1 2/2 2

requirements; HKAR-1 Airworthiness Procedures;
Certificates of : Release to Service; Maintenance
Review; Fitness for Flight;
Duplicate inspections;
Contributory certifications and reliance on other
documentation and persons;
Certification - acceptance investigation and
judgement procedures.
10.3 Aircraft, Engine and VP Propeller Log Books 1 2/2 2

ISSUE 2 4-APP 1-37 20 February 2009

HKAR-66 SECTION 4
Level
A B1/3 B2
CAD Approval: light aircraft, large aircraft;

Worksheets;
Data to be entered in log books;
Condition reports - e.g. heavy landing checks,
defect investigations, NDT and other inspections,
mandatory and non-mandatory;
Maintenance records;
Cross-reference to other files / records;
Preservation of documents: AN(HK)O 1995.
10.4 Technical Log 2 2/2 2

Technical Log - Air Operator’s Certificates
Requirements Document.
10.5 Aircraft Documentation and Requirements 1 2/2 2
Type Certification; Supplementary Type

Certification;
Weight schedule;
External, and internal markings and signs, e.g.
nationality and registration, no smoking and fasten
seat belt, placards and requirements, doors and
exits;
Certificate of Airworthiness Categories, purposes
of flight;
Certificate of Registration;
Noise Certificate;
Air Operator’s Certificate;
Schedule 5 requirements for equipment;
Radio station licence and approval;
Change of ownership;
Maintenance checks and inspections;
Maintenance records;
20 February 2009 4-App 1-38 ISSUE 2

SECTION 4 HKAR-66
Level
A B1/3 B2
Maintenance documentation;
Continuing airworthiness;
Master Minimum Equipment Lists, Minimum
Equipment Lists, Dispatch Deviation Lists;
Service Bulletins, manufacturers service
information;
Modifications and repairs;
Test flights;
ETOPS: maintenance and dispatch requirements;
All Weather Operation (AWO): CAT 2/3
operations and minimum equipment requirements;
Reduced Vertical Separation Minima (RVSM)
requirements;
10.6 Approvals 1 2/2 2
Design/Production Organisations;
Maintenance Organisations; AOC interface;
Maintenance Schedules and Programmes;
Stores: systems; release of parts.
10.7 Defect Reporting 2 2/2 2

requirements;
CAD382 The Mandatory Occurrence Reporting
Scheme;
Defects which are to be reported;
Reportable accidents.
10.8 Hong Kong Aviation Requirements 1 2/2 2
HKAR-1: Airworthiness Procedures;

Airworthiness Notices;
Airworthiness Directives;
ISSUE 2 4-APP 1-39 20 February 2009

HKAR-66 SECTION 4
Level
A B1/3 B2
Mandatory Modifications and Inspections:-

HK CAD
UK CAA
FAA
Authorities other than above: aircraft, engines,
equipment;
HKAR-21: Certification of Aircraft and Related
Products, Parts and Appliances, and of Design and
Production Organisations
HKAR-145: Approved Maintenance Organisations.
HKAR-147: Approved Maintenance Training/
Examinations
Air Operator’s Certificates (AOC) Requirements
Document.
10.9 EASA Requirements 1 1/1 1
Certification rules: such as EASA CS 23/25/27/29
10.10 Hong Kong Aviation Legislations 1 2/2 2
Influence of psychoactive substances on physical or

mental condition of the holder of the AML;
Safety management system.
20 February 2009 4-App 1-40 ISSUE 2

Chicago Convention
In order to promote multilateral agreement between nations in aviation matters,

the Convention on International Civil Aviation was held in 1944 in Chicago, which
was also known as the Chicago Convention.
On completion of the Chicago Convention, an international agreement was

signed on 7 December 1944 by 52 of the States (countries) that attended the
Convention. This is the “Convention on International Civil Aviation”, which
becomes the basis of rules for international flights. The latest version of the
“Convention” is the 9th edition published on 26 November 2007. The Convention
is published in 4 languages – English, French, Spanish and Russian.
One of the agreements under the Convention is the formation of an organisation

named the International Civil Aviation Organization (ICAO), which was finally
formed on 4 April 1947.
Up to present, a total of 190 States have signed the Convention as “Contracting

States”, among which China is one of the Contracting States.
International Civil Aviation Organisation (ICAO)
The International Civil Aviation Organisation (ICAO) is an international

organisation formed under the Chicago Convention.
It was officially formed on 4 April 1947, with the aims and objectives to develop
the principles and techniques of international air navigation to foster the planning
and development of international air transport.
One of the functions of ICAO is to promote international standards and

recommended practices with regard to air safety and these are set out in
Annexes to the Convention.
ICAO Annexes
There are eighteen Annexes published by ICAO, containing international

standards and recommended practices.
(Annexes with relation to aircraft maintenance are highlighted.)
1 Personnel Licensing 10 Aeronautical Telecommunications
2 Rules of the Air 11 Air Traffic Services
3 Meteorological Service for 12 Search and Rescue

International Air Navigation
4 Aeronautical Charts 13 Aircraft Accident and Incident
Investigation
5 Units of Measurement to be 14 Aerodromes
Used in Air and Ground
Operations
6 Operation of Aircraft 15 Aeronautical Information Services
7 Aircraft Nationality and 16 Environmental Protection

Registration Marks
8 Airworthiness of Aircraft 17 Security - Safeguarding International

Civil Aviation against Acts of
Unlawful Interference
9 Facilitation 18 The Safe Transport of Dangerous
Goods by Air
FRANÇAIS
Foundation of the International Civil

Aviation Organization (ICAO)
The consequence of the studies initiated by the US
and subsequent consultations between the Major
Allies was that the US government extended an
invitation to 55 States or authorities to attend, in
November 1944, an International Civil Aviation
Conference in Chicago. Fifty-four States attended
this Conference end of which a Convention on
International Civil Aviation was signed by 52 States
set up the permanent International Civil Aviation
Organization (ICAO) as a means to secure
international co-operation an highest possible
degree of uniformity in regulations and standards,
procedures and organisation regarding civil aviation
matters. At the same time the International
Services Transit Agreement and the International
Air Transport Agreement were signed.
The most important work accomplished by the

Chicago Conference was in the technical field
because the Conference laid the foundation for a set
of rules and regulations regarding air navigation as
a whole which brought safety in flying a great step
forward and paved the way for the application of a
common air navigation system throughout the
world.
PICAO - North Atlantic Route Service Conference (Dublin, March 1946)
Because of the inevitable delays in the ratification of

the Convention, the Conference had signed an
Interim Agreement, which foresaw the creation of a
Provisional International Organization of a technical
and advisory nature with the purpose of
collaboration in the field of international civil
aviation (PICAO). This Organization was in
operation from August 1945 to April 1947 when the
permanent ICAO came into being. Its seat was in
Montreal, Canada and in 1947 the change from
PICAO to ICAO was little more than a formality.
However, it also brought about the end of ICAN
because, now that ICAO was firmly established, the
ICAN member States agreed to dissolve ICAN by
naming ICAO specifically as its successor
Organization.
From the very assumption of activities of

PICAO/ICAO, it was realised that the work of the
Secretariat, especially in the technical field, would
have to cover two major activities:
a. those which covered generally applicable
rules and regulations concerning training
and licensing of aeronautical personnel
both in the air and on the ground,
communication systems and procedures,
rules for the air and air traffic control
systems and practices, airworthiness
requirements for aircraft engaged in
international air navigation as well as their
registration and identification, aeronautical
meteorology and maps and charts. For
obvious reasons, these aspects required
uniformity on a world-wide scale if truly
international air navigation was to become
a possibility. Activities in these fields had
therefore to be handled by a central
agency, i.e. ICAO headquarters, if local
deviations or separate developments were
to be avoided;
b. those concerning the practical application
of air navigation services and facilities by
States and their co-ordinated
implementation in specific areas where
operating conditions and other relevant
parameters were comparable.
To meet the latter objective it
was agreed to sub-divide the
surface of the earth into a
number of "regions" within
which distinct and specific air
navigation problems of a
similar nature existed. A
typical example of this
process is illustrated by a
comparison of the so-called
"North Atlantic Region
(NAT)", where the primary
problems concern long-range
overseas navigation, with the
"European-Mediterranean
region (EUR)" where the co-
ordination of trans-European
operations with domestic and
short-range international
traffic constitutes the major
problem. Once the regions
created, it was necessary to
provide bodies which were Mr. E. Warner, First President of the Council
able to assist States in the of ICAO From 1947 to 1957
resolution of their specific

"regional" problems and it
was agreed that this could
best be achieved by the
creation of a number of
Regional Offices which were
to be located either in the
Region they served or, if
more than one Region was to
be served by such an Office,
as close as possible to the
Region concerned.
As a consequence of the
above ICAO adopted the
concept of Regions and
Regional Offices on the
understanding that any
regional activities could only
be undertaken provided they
did not conflict with the
world-wide activities of the
Organization. However, it
was also recognised that such
activities could vary from
Region to Region taking into
account the general
economic, technical or social
environment of the Region
concerned.
Civil Aviation Ordinance (民航條例)
The Civil Aviation Ordinance is part of the Hong Kong Laws which are
accessible through the Internet at the Bilingual Laws Information System (雙語法
例資料系統) of the Department of Justice (律政司 ) of the HKSAR –
“http://www.legislation.gov.hk/eng/home.htm”
The Civil Aviation Ordinance is numbered as Chapter 448 (第448章) of the Hong
Kong Laws.
Section 2A of the Civil Aviation Ordinance 1997 gives power to the Chief
Executive in Council ( 行政長官會同行政會議 ) to give effect to Chicago
Convention and regulate air navigation.
This is the key legal statement that enforces aviation in Hong Kong to follow the
Chicago Convention and the Annexes.
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Contents of Section
Chapter: 448 Title: CIVIL AVIATION Gazette Number: 28 of 1998; 36

ORDINANCE of 1999
Section: 2 Heading: Interpretation Version Date: 01/07/1997
Remarks:
Adaptation amendments retroactively made - see 28 of 1998 s. 2; 36 of 1999 s. 3
(1) In this Ordinance-

"aerodrome" (¾÷³õ) means any area of land or water designed, equipped, set apart or
commonly used for affording facilities for the landing and taking off of aircraft and
includes-
(a) any area or space, whether on the ground, on the roof of a

building or elsewhere, which is designed, equipped or set apart
for affording facilities for the landing and taking off of aircraft
capable of descending or climbing vertically; and
(b) any such area of land or water or any such area or space the
management of which is vested in the Government or in the
Chief Executive, (Amended 36 of 1999 s. 3)
but does not include any area the use of which for affording facilities for the
landing and taking off of aircraft has been abandoned and has not been resumed;
(Replaced 66 of 1997 s. 2)
"Chicago Convention" (ªÛ¥[ô¤½¬ù) means the Convention on International Civil
Aviation which, on 7 December 1944, was opened for signature at the International
Civil Aviation Conference held at Chicago; (Added 66 of 1997 s. 2)
"grant" (§åµ¹) includes issue;
"Hong Kong permanent resident" (»´ä¥Ã¤[©Ê©~¥Á) means a person who is such a
resident within the meaning of the Immigration Ordinance (Cap 115);
"land" (¤g¦a) includes buildings and other structures, land covered with water, and any
estate, interest, easement or right in or over land;
"licence" (µP·Ó) includes a permit or certificate.
(2) For the avoidance of doubt it is hereby declared that in this Ordinance "loss or
damage" (·l¥¢©Î·l·´) includes, in relation to persons, loss of life and personal injury.
(3) Any reference in this Ordinance to goods includes a reference to mails and a
reference to animals.
(Enacted 1994. Amended 28 of 1998 s. 2)
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Air Navigation (Hong Kong) Order - AN(HK)O
This is the main legislative document for air navigation in Hong Kong and is
applicable to Hong Kong only. The current Order came into operation is the Air
Navigation (Hong Kong) Order 1995.
The Order is the subsidiary legislation (Chapter 448C) of the Civil Aviation
Ordinance 1997 (Chapter 448).
This mandatory airworthiness publication covers a very wide regulatory field

including aircraft registration and marking, flight operation, crew and licensing,
crew fatigue, documents and records, control of air traffic as well as aerodromes.
The Order is divided into ten Parts and also contains sixteen Schedules.
The latest issue of the AN(HK)O contains 102 Sections (Articles). The latest
Article added is Article 102 on Safety Management System (SMS).
The Articles that are of significant to an aircraft maintenance licence holder

included the following .
Section 3 Aircraft to be registered

Section 4 Registration of aircraft in Hong Kong
Section 5 Nationality and registration marks
Section 6 Issue of air operators' certificates
Section 7 Certificate of airworthiness to be in force
Section 7A Damage to aircraft
Section 8 Issue, renewal, etc., of certificates of airworthiness
Section 9 Certificate of maintenance review
Section 10 Technical log
Section 11 Inspection, overhaul, repair, replacement and modification
Section 12 Licensing of maintenance engineers
Section 13 Equipment of aircraft
Section 14 Radio equipment of aircraft
Section 14A Minimum equipment requirements
Section 15 Aircraft, engine and propeller log books
Section 16 Aircraft weight schedule
Section 17 Access and inspection for airworthiness purposes
Section 86 Mandatory reporting
List of Sections (Articles) in AN(HK)O
Section 1 - Citation - 30/06/1997

Section 2 - Revocation and transitional provisions - 30/06/1997
Section 3 - Aircraft to be registered - 01/01/2009
Section 4 - Registration of aircraft in Hong Kong - 01/07/1997
Section 5 - Nationality and registration marks - 01/07/1997
Section 6 - Issue of air operators' certificates - 01/07/1997
Section 7 - Certificate of airworthiness to be in force - 01/01/2009
Section 7A - Damage to aircraft - 01/01/2009
Section 8 - Issue, renewal, etc., of certificates of airworthiness - 01/01/2009
Section 9 - Certificate of maintenance review - 01/01/2009
Section 10 - Technical log - 01/01/2009
Section 11 - Inspection, overhaul, repair, replacement and modification -
01/01/2009
Section 12 - Licensing of maintenance engineers - 01/01/2009
Section 13 - Equipment of aircraft - 01/07/1997
Section 14 - Radio equipment of aircraft - 01/01/2009
Section 14A - Minimum equipment requirements - 01/01/2009
Section 15 - Aircraft, engine and propeller log books - 01/07/1997
Section 16 - Aircraft weight schedule - 01/07/1997
Section 17 - Access and inspection for airworthiness purposes - 01/07/1997
Section 18 - Composition of crew of aircraft - 01/01/2009
Section 19 - Members of flight crew-requirement of licences - 01/01/2009
Section 20 - Grant, renewal and effect of Flight Crew Licences - 01/01/2009
Section 20A - Endorsement in respect of language proficiency - 01/01/2009
Section 21 - Validation of licences - 01/07/1997
Section 22 - Personal flying log book - 01/01/2009
Section 23 - Instruction in flying - 01/01/2009
Section 24 - Glider pilot-minimum age - 30/06/1997
Section 25 - Operations Manual - 01/07/1997
Section 26 - Training manual - 01/01/2009
Section 27 - Public transport-operator's responsibilities - 01/01/2009
Section 28 - Loading-public transport aircraft and suspended loads - 01/01/2009
Section 29 - Public transport-operating conditions - 01/01/2009
Section 30 - Aircraft registered in Hong Kong-Aerodrome operating minima -
01/01/2009
Section 31 - Aircraft registered outside Hong Kong-aerodrome operating minima*
- 01/01/2009
Section 31A - Non-public transport aircraft-aerodrome operating minima -
30/06/1997
Section 32 - Pre-flight action by pilot in command of aircraft* - 01/01/2009
Section 33 - Pilots to remain at controls - 01/01/2009
Section 33A - Wearing of survival suits by crew - 30/06/1997
Section 34 - Public transport of passengers-duties of pilot in command* -
01/01/2009
Section 35 - Operation of radio in aircraft - 01/01/2009
Section 36 - Minimum navigation performance - 01/01/2009
Section 36A - Area navigation and required navigation performance capabilities-
aircraft registered in Hong Kong - 01/01/2009
Section 36B - Area navigation and required navigation performance capabilities-
aircraft registered outside Hong Kong - 01/01/2009
Section 36C - Height keeping performance capabilities-aircraft registered in Hong
Kong - 01/01/2009
Section 36D - Height keeping performance capabilities-aircraft registered outside
Hong Kong - 01/01/2009
Section 37 - Use of flight recording systems and preservation of records -
01/01/2009
Section 37A - Use of airborne collision avoidance system - 01/01/2009
Section 38 - Towing of gliders - 01/01/2009
Section 39 - Towing, picking up and raising of persons and articles - 01/01/2009
Section 40 - Dropping of animals and articles - 01/01/2009
Section 41 - Dropping of persons - 01/01/2009
Section 42 - Issue of aerial application certificates - 01/07/1997
Section 43 - Carriage of weapons and of munitions of war - 01/01/2009
Section 44 - Carriage of dangerous goods - 01/07/1997
Section 45 - Method of carriage of persons - 30/06/1997
Section 46 - Exits and break-in markings - 01/01/2009
Section 47 - Endangering safety of aircraft* - 01/01/2009
Section 48 - Endangering safety of any person or property* - 01/01/2009
Section 49 - Passengers and crew members not to be under influence of
psychoactive substances* - 01/01/2009
Section 50 - Exhibition of notices indicating prohibition of smoking* - 01/01/2009
Section 51 - Authority of pilot in command of aircraft* - 01/01/2009
Section 52 - Stowaways - 01/01/2009
Section 53 - Application and interpretation of Part VI - 01/07/1997
Section 54 - Fatigue of crew-operator's responsibilities - 01/07/1997
Section 55 - Fatigue of crew-responsibilities of crew - 01/01/2009
Section 56 - Flight times-responsibilities of flight crew - 01/07/1997
Section 57 - Documents to be carried - 30/06/1997
Section 58 - Records to be kept - 01/01/2009
Section 59 - Production of documents and records - 01/01/2009
Section 60 - Power to inspect and copy documents and records - 30/06/1997
Section 61 - Preservation of documents, etc. - 01/01/2009
Section 62 - Revocation, suspension and variation of certificates, licences and
other documents - 01/01/2009
Section 63 - Offences in relation to documents and records - 30/06/1997
Section 64 - Rules of the Air* - 01/01/2009
Section 64A - Provision of air traffic services - 01/01/2009
Section 64B - Use of radio call signs at aerodromes - 30/06/1997
Section 65 - Licensing of air traffic controllers and student air traffic controllers* -
01/01/2009
Section 66 - Prohibition of unlicensed air traffic controllers and student air traffic
controllers* - 01/01/2009
Section 67 - Manual of Air Traffic Control - 01/01/2009
Section 68 - Incapacity of air traffic controllers - 01/01/2009
Section 68A - Air traffic controllers not to exercise privileges of licences or use
psychoactive substances in certain circumstances - 01/01/2009
Section 68B - Fatigue of air traffic controller-air traffic controller's responsibilities -
01/01/2009
Section 69 - Power to prohibit or restrict flying - 01/01/2009
Section 70 - Balloons, kites, airships, gliders and parascending parachutes -
01/01/2009
Section 71 - Aerodromes: public transport of passengers and instruction in flying
- 01/01/2009
Section 72 - Use of Government aerodromes - 01/07/1997
Section 73 - Licensing of aerodromes - 01/07/1997
Section 74 - Aeronautical radio stations - 01/01/2009
Section 75 - Aeronautical radio station records - 01/01/2009
Section 76 - Charges at aerodromes licensed for public use - 01/07/1997
Section 77 - Use of aerodromes by aircraft of Contracting States - 30/06/1997
Section 78 - Noise and vibration caused by aircraft on aerodromes - 30/06/1997
Section 79 - Aeronautical lights - 01/01/2009
Section 80 - Dangerous lights - 01/07/1997
Section 81 - Customs and Excise airports - 01/07/1997
Section 82 - Aviation Fuel at Aerodromes - 01/07/1997
Section 83 - - 30/06/1997
Section 84 - Restriction with respect to aerial photography and survey from
aircraft registered outside Hong Kong - 01/07/1997
Section 85 - Flights over any place outside Hong Kong - 01/01/2009
Section 86 - Mandatory reporting - 01/01/2009
Section 87 - Power to prevent aircraft flying - 01/01/2009
Section 88 - Right of access to aerodromes and other places - 01/07/1997
Section 89 - Obstruction of persons - 30/06/1997
Section 90 - Enforcement of directions - 30/06/1997
Section 91 - Penalties - 01/01/2009
Section 92 - Extra-territorial effect of the Order - 01/07/1997
Section 93 - Application of Order to aircraft registered outside Hong Kong* -
01/01/2009
Section 94 - Application of Order to the Crown and visiting forces etc. -
30/06/1997
Section 95 - Exemption from Order - 01/07/1997
Section 96 - Appeal to High Court - 01/01/2009
Section 97 - Regulations by the Chief Executive: Fees - 01/07/1997
Section 98 - Interpretation - 01/01/2009
Section 99 - Saving - 01/07/1997
Section 100 - Small aircraft - 30/06/1997
Section 101 - Approval of persons to furnish reports - 01/07/1997
Section 102 - Safety management system - 01/01/2009
Schedule 1 - - 01/01/2009
Schedule 2 - A AND B CONDITIONS - 01/01/2009
Schedule 3 - CATEGORIES OF AIRCRAFT - 01/01/2009
Schedule 4 - AERODROME MANUAL - 01/01/2009
Schedule 5 - AIRCRAFT EQUIPMENT - 01/01/2009
Schedule 6 - - 01/01/2009
Schedule 7 - AIRCRAFT, ENGINE AND PROPELLER LOG BOOKS -
30/06/1997
Schedule 8 - AREAS SPECIFIED IN CONNECTION WITH THE CARRIAGE OF
APPROVED NAVIGATIONAL EQUIPMENT ON PUBLIC TRANSPORT
AIRCRAFT* - 01/01/2009
Schedule 9 - FLIGHT CREW OF AIRCRAFT, LICENCES AND RATINGS -
01/01/2009
Schedule 10 - AIR TRAFFIC CONTROLLERS: RATINGS - 01/01/2009
Schedule 11 - PUBLIC TRANSPORT- OPERATIONAL REQUIREMENTS -
01/01/2009
Schedule 12 - DOCUMENTS TO BE CARRIED BY AIRCRAFT REGISTERED IN
HONG KONG - 01/01/2009
Schedule 13 - - 01/01/2009
Schedule 14 - RULES OF THE AIR - 01/01/2009
Schedule 15 - AIR NAVIGATION (GENERAL) REGULATIONS - 01/01/2009
Schedule 16 - THE AIR NAVIGATION (DANGEROUS GOODS) REGULATIONS
- 01/01/2008
Air Navigation (Hong Kong) Order (AN(HK)O)
The Order is divided into ten Parts:

Part I - Registration and Marking of Aircraft
Part II - Air Operators’ Certificates
Part III - Airworthiness and Equipment of Aircraft
Part IV - Aircraft Crew and Licensing
Part V - Operation of Aircraft
Part VI - Fatigue of Crew
Part VII - Documents and Records
Part VIII - Control of Air Traffic
Part IX - Aerodromes, Aeronautical Lights and Dangerous Lights
Part X - General
The Order also contains sixteen Schedules:

Schedule 1 - Part A Table of General Classification of Aircraft.
Part B Nationality and Registration Marks of Aircraft
Registered in Hong Kong.
Part C Aircraft Dealers Certificate-Conditions.
Schedule 2 - A and B Conditions.
Schedule 3 - Categories of Aircraft.
Schedule 4 - Aerodrome Manual.
Schedule 5 - Aircraft Equipment.
Schedule 6 - Radio Equipment to be carried in aircraft.
Schedule 7 - Aircraft, Engine and Propeller Log Books.
Schedule 8 - Areas Specified in connection with the Carriage of Flight
Navigators as members of the Flight Crews or Approved
Navigational Equipment on Public Transport Aircraft.
Schedule 9 - Flight Crew of Aircraft: Licenses and Ratings
Schedule 10 - Air Traffic Controllers: Ratings.
Schedule 11 - Public Transport: Operational Requirements.
Schedule 12 - Documents to be carried by Aircraft Registered in Hong
Kong.
Schedule 13 - Penalties.
Schedule 14 - Rules of the Air.
Schedule 15 - Air Navigation (General) Regulations.
Schedule 16 - Air Navigation (Dangerous Goods) Regulations.
Airworthiness Requirements and Specifications
British Civil Airworthiness Requirements (BCAR), Joint Aviation Requirements /

Implementing Rules (JAR / IR) and Federal Aviation Regulations (FAR) are
published by the United Kingdom Civil Aviation Authority (UK CAA), the
European Joint Aviation Authorities (JAA) / European Aviation Safety Agency
(EASA) and United States Federal Aviation Administration (FAA) respectively.
Their status is that they are recognized by the Hong Kong Civil Aviation
Department (HK CAD) as an acceptable basis for showing compliance with Hong
Kong airworthiness codes.
In addition to certain general industry specifications dealing with aeronautical

products, the HK CAD adopts the UK CAA Airworthiness Specifications, JAA
Joint Technical Standard Order (JTSO) / EASA European Technical Standard
Order (ETSO) and FAA Technical Standard Order (TSO) specifications.
For aircraft type certificated in HK but based upon certification code other than
the UK CAA airworthiness standards, FAR or JAR / IR, the HK CAD adopts the
UK Additional Requirements and Special Conditions in the CAP 747 - Mandatory
Requirements for Airworthiness for the Certification of Foreign Constructed
Aircraft as Hong Kong additional requirements and special conditions for the
certification of aircraft types.
EASA Regulations, JARs and IRs
The Joint Aviation Requirements (JAR) are published on behalf of the Joint
Aviation Authorities (JAA). Their status is that they are recognized by the
aviation authorities of the participating European countries as an acceptable
basis for showing compliance with their National Airworthiness Codes. Some
countries (including the United Kingdom) have adopted certain codes as their
sole National code.
The European Community and the other entities involved in the sector have
sought for a long time to give Europe a real aviation safety authority, like the
Federal Aviation Administration (FAA) of the United States.
On 28 September 2003 the European Aviation Safety Agency (EASA) was

formed on the basis of a European Parliament and Council Regulation
(1592/2002). The Agency took over certain responsibilities from JAA (Joint
Airworthiness Authority) and is responsible for:
 Rulemaking: drafting safety legislation and providing technical advice to

the European Commission and to the Member States;
 Inspections, training and standardisation programmes to ensure uniform
implementation of European aviation safety legislation in all Member
States;
 Safety and environmental type-certification of aircraft, engines and parts;
 Approval and oversight of aircraft design organisations world-wide as and
of production and maintenance organisations outside the EU;
 Data collection, analysis and research to improve aviation safety.
As an independent EU body under European law, it is accountable to the

Member States and the EU institutions.
During the past years Joint Aviation Requirements (JARs) of the Joint Aviation
Authorities (JAA) have been transposed / converted into EASA regulatory
measures, some (e.g. JAR-21, JAR-145, …) becoming Implementing Rules (IR)
through a Commission Regulation, and others becoming Acceptable Means of
Compliance (AMC), Guidance Material (GM), or Certification Specifications (CS)
through Agency decisions. Most of the JARs are transposed to EASA IR, AMC /
GM or CS, they are now made available on EASA's website. For example:
 Certification Of Aircraft, Related Products, Parts, Appliances As Well As

Design And Production Organisations:
IR Part 21 Certification of Aircraft and Related Products, Parts

and Appliances, and of Design and Production
Organisations
AMC / GM Part 21
CS-23 Normal, Utility, Aerobatic and Commuter
Aeroplanes
CS-25 Large Aeroplanes
CS-27 Small Rotorcraft
CS-29 Large Rotorcraft
CS-36 Aircraft Noise
CS-APU Auxiliary Power Units
CS-AWO All Weather Operations
CS-P Propellers
CS-E Engines
CS-ETSO European Technical Standard Orders
CS-VLR Very Light Rotorcraft
CS-VLA Very Light Aeroplanes
 Continuing Airworthiness:
IR Part M Continuing Airworthiness

IR Part 66 Certifying Staff
IR Part 145 Maintenance Organization Approvals
IR Part 147 Training Organization Requirements
AMC / GM Part M
AMC / GM Part 66
AMC / GM Part 145
AMC / GM Part 147
Federal Aviation Regulation - FAR
This is the main legislative document (Laws) for air navigation in the United
States.
They are issued under Title 14 (Aeronautics and Space) of the Code of Federal
Regulation (CFR) of US.
Typical FARs and their application are listed as follows :
FARs Application
FAR Airworthiness directives Legally enforceable rules on
39 aircraft, engines and
components
FAR Maintenance, preventive Maintenance of
43 maintenance, rebuilding, and aircraft/components
alteration
FAR Certification: Air carriers and AOC requirement
119 commercial operators
FAR Operating requirements: Domestic, Domestic or international
121 flag, and supplemental operations passenger flights, cargo or
chartered operations
FAR Operating requirements: Commuter Scheduled flights with non-
135 and on demand operations and turbojet powered small aircraft or
rules governing persons on board chartered operations
such aircraft
FAR Repair Station FAA approved maintenance
145 organisation
<<Definitions>>
As per FAR Part 119: Certification: Air carriers and commercial operators
Sec. 119.3 - Definitions.
For the purpose of subchapter G of this chapter, the term --
All-cargo operation means any operation for compensation or hire that is other than
a passenger-carrying operation or, if passengers are carried, they are only those
specified in §§121.583(a) or 135.85 of this chapter.
Certificate-holding district office means the Flight Standards District Office that has
responsibility for administering the certificate and is charged with the overall inspection
of the certificate holder's operations.
Commuter operation means any scheduled operation conducted by any person

operating one of the following types of aircraft with a frequency of operations of at least
five round trips per week on at least one route between two or more points according to
the published flight schedules:
(1) Airplanes, other than turbojet powered airplanes, having a maximum

passenger-seat configuration of 9 seats or less, excluding each crewmember seat, and
a maximum payload capacity of 7,500 pounds or less; or
(2) Rotorcraft.
Direct air carrier means a person who provides or offers to provide air transportation
and who has control over the operational functions performed in providing that
transportation.
DOD commercial air carrier evaluator means a qualified Air Mobility Command,
Survey and Analysis Office (AMC/DOB) cockpit evaluator performing the duties
specified in Public Law 99-661 when the evaluator is flying on an air carrier that is
contracted or pursuing a contract with the U.S. Department of Defense (DOD).
Domestic operation means any scheduled operation conducted by any person
operating any airplane described in paragraph (1) of this definition at locations
described in paragraph (2) of this definition:
(1) Airplanes:
(i) Turbojet-powered airplanes;

(ii) Airplanes having a passenger-seat configuration of more than 9 passenger seats,
excluding each crewmember seat; or
(iii) Airplanes having a payload capacity of more than 7,500 pounds.
(2) Locations:
(i) Between any points within the 48 contiguous States of the United States or the
District of Columbia; or
(ii) Operations solely within the 48 contiguous States of the United States or the District
of Columbia; or
(iii) Operations entirely within any State, territory, or possession of the United States;
or
(iv) When specifically authorized by the Administrator, operations between any point
within the 48 contiguous States of the United States or the District of Columbia and any
specifically authorized point located outside the 48 contiguous States of the United
States or the District of Columbia.
Empty weight means the weight of the airframe, engines, propellers, rotors, and fixed
equipment. Empty weight excludes the weight of the crew and payload, but includes
the weight of all fixed ballast, unusable fuel supply, undrainable oil, total quantity of
engine coolant, and total quantity of hydraulic fluid.
Flag operation means any scheduled operation conducted by any person operating
any airplane described in paragraph (1) of this definition at the locations described in
paragraph (2) of this definition:
(1) Airplanes:
(i) Turbojet-powered airplanes;

(ii) Airplanes having a passenger-seat configuration of more than 9 passenger seats,
excluding each crewmember seat; or
(iii) Airplanes having a payload capacity of more than 7,500 pounds.
(2) Locations:
(i) Between any point within the State of Alaska or the State of Hawaii or any territory
or possession of the United States and any point outside the State of Alaska or the State
of Hawaii or any territory or possession of the United States, respectively; or
(ii) Between any point within the 48 contiguous States of the United States or the
District of Columbia and any point outside the 48 contiguous States of the United States
and the District of Columbia.
(iii) Between any point outside the U.S. and another point outside the U.S.
Justifiable aircraft equipment means any equipment necessary for the operation of
the aircraft. It does not include equipment or ballast specifically installed, permanently
or otherwise, for the purpose of altering the empty weight of an aircraft to meet the
maximum payload capacity.
Kind of operation means one of the various operations a certificate holder is

authorized to conduct, as specified in its operations specifications, i.e., domestic, flag,
supplemental, commuter, or on-demand operations.
Maximum payload capacity means:
(1) For an aircraft for which a maximum zero fuel weight is prescribed in FAA technical
specifications, the maximum zero fuel weight, less empty weight, less all justifiable
aircraft equipment, and less the operating load (consisting of minimum flightcrew,
foods and beverages, and supplies and equipment related to foods and beverages, but
not including disposable fuel or oil).
(2) For all other aircraft, the maximum certificated takeoff weight of an aircraft, less the
empty weight, less all justifiable aircraft equipment, and less the operating load
(consisting of minimum fuel load, oil, and flightcrew). The allowance for the weight of
the crew, oil, and fuel is as follows:
(i) Crew -- for each crewmember required by the Federal Aviation Regulations --
(A) For male flight crewmembers -- 180 pounds.

(B) For female flight crewmembers -- 140 pounds.
(C) For male flight attendants -- 180 pounds.
(D) For female flight attendants -- 130 pounds.
(E) For flight attendants not identified by gender -- 140 pounds.
(ii) Oil -- 350 pounds or the oil capacity as specified on the Type Certificate Data Sheet.
(iii) Fuel -- the minimum weight of fuel required by the applicable Federal Aviation
Regulations for a flight between domestic points 174 nautical miles apart under VFR
weather conditions that does not involve extended overwater operations.
Maximum zero fuel weight means the maximum permissible weight of an aircraft
with no disposable fuel or oil. The zero fuel weight figure may be found in either the
aircraft type certificate data sheet, the approved Aircraft Flight Manual, or both.
Noncommon carriage means an aircraft operation for compensation or hire that does
not involve a holding out to others.
On-demand operation means any operation for compensation or hire that is one of
the following:
(1) Passenger-carrying operations conducted as a public charter under part 380 of this
title or any operations in which the departure time, departure location, and arrival
location are specifically negotiated with the customer or the customer's representative
that are any of the following types of operations:
(i) Common carriage operations conducted with airplanes, including turbojet-powered

airplanes, having a passenger-seat configuration of 30 seats or fewer, excluding each
crewmember seat, and a payload capacity of 7,500 pounds or less, except that
operations using a specific airplane that is also used in domestic or flag operations and
that is so listed in the operations specifications as required by §119.49(a)(4) for those
operations are considered supplemental operations;
(ii) Noncommon or private carriage operations conducted with airplanes having a
passenger-seat configuration of less than 20 seats, excluding each crewmember seat,
and a payload capacity of less than 6,000 pounds; or
(iii) Any rotorcraft operation.
(2) Scheduled passenger-carrying operations conducted with one of the following types
of aircraft with a frequency of operations of less than five round trips per week on at
least one route between two or more points according to the published flight schedules:
(i) Airplanes, other than turbojet powered airplanes, having a maximum

passenger-seat configuration of 9 seats or less, excluding each crewmember seat, and
a maximum payload capacity of 7,500 pounds or less; or
(ii) Rotorcraft.
(3) All-cargo operations conducted with airplanes having a payload capacity of 7,500
pounds or less, or with rotorcraft.
Passenger-carrying operation means any aircraft operation carrying any person,

unless the only persons on the aircraft are those identified in §§121.583(a) or 135.85
of this chapter, as applicable. An aircraft used in a passenger-carrying operation may
also carry cargo or mail in addition to passengers.
Principal base of operations means the primary operating location of a certificate

holder as established by the certificate holder.
Provisional airport means an airport approved by the Administrator for use by a

certificate holder for the purpose of providing service to a community when the regular
airport used by the certificate holder is not available.
Regular airport means an airport used by a certificate holder in scheduled operations

and listed in its operations specifications.
Scheduled operation means any common carriage passenger-carrying operation for

compensation or hire conducted by an air carrier or commercial operator for which the
certificate holder or its representative offers in advance the departure location,
departure time, and arrival location. It does not include any passenger-carrying
operation that is conducted as a public charter operation under part 380 of this title.
Supplemental operation means any common carriage operation for compensation or

hire conducted with any airplane described in paragraph (1) of this definition that is a
type of operation described in paragraph (2) of this definition:
(1) Airplanes:
(i) Airplanes having a passenger-seat configuration of more than 30 seats, excluding

each crewmember seat;
(ii) Airplanes having a payload capacity of more than 7,500 pounds; or
(iii) Each propeller-powered airplane having a passenger-seat configuration of more
than 9 seats and less than 31 seats, excluding each crewmember seat, that is also used
in domestic or flag operations and that is so listed in the operations specifications as
required by §119.49(a)(4) for those operations; or
(iv) Each turbojet powered airplane having a passenger seat configuration of 1 or more
and less than 31 seats, excluding each crewmember seat, that is also used in domestic
or flag operations and that is so listed in the operations specifications as required by
§119.49(a)(4) for those operations.
(2) Types of operation:
(i) Operations for which the departure time, departure location, and arrival location are
specifically negotiated with the customer or the customer's representative;
(ii) All-cargo operations; or
(iii) Passenger-carrying public charter operations conducted under part 380 of this title.
Wet lease means any leasing arrangement whereby a person agrees to provide an
entire aircraft and at least one crewmember. A wet lease does not include a
code-sharing arrangement.
When common carriage is not involved or operations not involving common

carriage means any of the following:
(1) Noncommon carriage.

(2) Operations in which persons or cargo are transported without compensation or hire.
(3) Operations not involving the transportation of persons or cargo.
(4) Private carriage.
Years in service means the calendar time elapsed since an aircraft was issued its first
U.S. or first foreign airworthiness certificate.
Airworthiness Notices (AN) – CAD 455
The HK CAD publication Airworthiness Notices (AN) - CAD 455 are issued by the
Director-General of Civil Aviation to circulate information to all concerned with the
airworthiness of civil aircraft. It is now published on the Hong Kong Civil Aviation
Department website. Hardcopy amendments are no longer available.
Each of the notices is identified by a notice number and followed by an issue

number and an issue date. These notices are listed in sequence in the contents
list. When a procedure, which has already been the subject of a notice, is
changed, the particular notice is re-issued under the same number, but bearing a
new issue number and issue date.
Notices issued or amended previously were printed on different colours of papers.

The colour of papers on which they are printed indicates the type of information
contained therein:-
Pink paper : Notices covering matters, which have a direct effect on

Airworthiness.
Yellow paper : Notices covering administrative and technical procedures.
White paper : Notices, which contain general information on administrative
matters.
Started from Issue No. 62, all notices and appendices are demarcated into two
kinds only: Mandatory and Non-Mandatory, and both are printed on white papers.
For notices and appendices carrying mandatory requirements, the statement
“This Notice Gives Details of a Mandatory Action” will appear on the title of the
notice. Previous notices and appendices will be replaced by white paper at the
time they are amended.
Airworthiness Notices marked with * constitute the Definitive List the compliance
status of which are required to be declared for the purpose of issue or renewal of
Certificate of Airworthiness.
Hong Kong Aviation Requirements (HKAR)
Hong Kong Aviation Requirements (HKAR) are published by the Hong Kong Civil
Aviation Department, which comprise minimum requirements and constitute the
basis for the issue of approvals and certificates required by the Air Navigation
(Hong Kong) Order.
 HKAR-1 - Airworthiness Procedures
The HKAR-1 contains Certification and Approval procedures for aircraft and
equipment for which Hong Kong Certification or Approval is required. The
HKAR-1 came into force on 1 July 1996 and replaced BCAR Section A/B.
Although the HK CAD has the responsibilities under the AN(HK)O in relation to
the certification, operation and maintenance of aircraft on the Hong Kong register,
certain primary airworthiness responsibilities of the ICAO Annex 8 are those of
the Authority of the State of Design.
The HKAR-1 is divided into eight Sections numbered consecutively. The first
seven Sections cover the procedures of aircraft certificates, documents and
manuals, while the last Section is the procedures of the different types of
company approvals.
 HKAR-145 - Approved Maintenance Organizations
The HKAR-145 was first issued in 1993 and the JAR - 145 has been selected to
provide the format and content of this HKAR. The HK CAD aircraft maintenance
policy is to require any aircraft in the category of Public Transport to be
maintained by HKAR-145 organization approved for the type of aircraft.
No aircraft with either a Transport Category (Passenger) or Transport Category

(Cargo) Certificate of Airworthiness and when used for Commercial Air Transport
may fly unless a Certificate of Release to Service has been issued by an
approved maintenance organization for maintenance carried out on the aircraft or
an aircraft component intended for fitment to such an aircraft.
Note: A HKAR-145 approval is not required for the pre-flight inspection.

Appendix I Organization Approval Class and Rating System
An organization may be granted an HKAR-145 approval ranging from a single

class and rating with limitations to all classes and ratings with limitations.
A category "A" class rating means that the HKAR-145 approved maintenance
organization may carry out maintenance on the aircraft and any component
(including engines/APUs) fitted to the aircraft except that such component can be
temporarily removed for maintenance. (A1 – Aeroplanes above 5700 Kg; A2 -
Aeroplanes 5700 kg and below; A3 Helicopters)
A category "B" class rating means that the HKAR-145 approved maintenance
organization may carry out maintenance on the uninstalled engine/APU and any
engine/APU component fitted to the engine/APU except that such component
can be temporarily removed for maintenance. (B1 – Turbine; B2 - Piston; B3 –
APU)
A category "C" class rating means that the HKAR-145 approved maintenance
organization may carry out maintenance on uninstalled components (excluding
engines and APUs) intended for fitment to the aircraft or engine/APUs. A HKAR-
145 approved maintenance organization with a category C class rating may also
carry out maintenance on an installed component during base and line
maintenance or at an engine/APU maintenance facility. (C1- Air Cond. & Press;
C2 - ….)
A category "D" class rating is a self contained class rating not necessarily related
to a specific aircraft, engine or other component. The D1 – Non Destructive
Testing (NDT) rating is only necessary for a HKAR-145 approved maintenance
organization that carries out NDT as a particular task for another organization. A
HKAR-145 approved maintenance organization with a class rating in A or B or C
category may carry out NDT on products it is maintaining without the need for a
D1 class rating.
Within the classes and ratings granted by the HK CAD the approved
maintenance organization is required to indicate scope of work in the
maintenance organization exposition, which defines the exact limits of approval.
 HKAR-66 - Licensing of Maintenance Personnel (Certifying Staff -
Maintenance)
The HKAR-66 is to provide a standard for maintenance certifying staff in Hong

Kong. The requirements of the HKAR-66 recognize the standards prescribed by
the International Civil Aviation Organization Annex 1 for the grant and extension
of licenses.
The HKAR-66 was effective on 1 April 2002 and was fully implemented by 1 April
2004. Applications for the HKAR-66 license are accepted from 1 April 2002.
Licenses are automatically renewed with HKAR-66 format during the 2 year
transition period between 1 April 2002 and 31 March 2004.
 HKAR-147 - Approved Maintenance Training / Examinations
The HKAR-147 prescribes the requirements to be met by organizations seeking

approval to conduct approved training / examination of certifying staff as
specified in HKAR-66.
The HKAR-147 approved maintenance training organization may carry out

Approved Basic Training courses and Approved Aircraft Type / Task Training
courses in accordance with the HKAR-66.
The Approved Basic Training is required by the HKAR-66 to qualify for the
maximum reduction in total maintenance experience specified in the HKAR-66
for the granting of license from the HK CAD. For example the five years aircraft
maintenance experience can be shortened into two years for category "B"
candidates, and the three years aircraft maintenance experience can be
shortened into one year for category "A" candidates.
The Approved Task Training carried out by an appropriately approved HKAR-147

organization is required to qualify a category “A” certifying staff to gain the
relevant HKAR-145 certification authorizations. This Approved Task Training
may also be carried out by an appropriately approved HKAR-145 organization.
The relevant Approved Aircraft Type Training carried out by an appropriately

approved HKAR-147 organization is to qualify the category “B1”, “B2” or “C”
certifying staff to gain the relevant aircraft type rating endorsement on the HKAR-
66 aircraft maintenance license from the HK CAD. According to the HKAR-145
the appropriate aircraft type rated license is a pre-requisite to the granting of the
relevant HKAR-145 certification authorization.
 HKAR-2 - Administrative & Guidance Material

This document is to provide further information regarding the various Hong Kong
Aviation Requirements (HKARs). It contains concise general information and
addresses the procedures on those aspects of maintenance, maintenance
organisations, maintenance certifying staff and training of maintenance certifying
staff, which raise most questions and which may not be covered elsewhere in the
HKARs.
The HKAR-2 contains guidelines from HKCAD on polices and procedures on

specific topic, for example, licensing and license examinations, organization
approvals etc.
 HKAR-21 - Certification of Aircraft and Related Products, Parts and

Appliances, and of Design and Production Organisation
HKAR-21 was first issued on 1 February 2007 and became effective on the same
date. Part 21 of the EASA has been selected to provide where appropriate the
content of the HKAR-21. It will supersede some requirements regarding
certification in HKAR-1.
This document introduces the new certification activities such as Supplemental

Type Certificate (STC), Production Organisation Approval (POA), Design
Organisation Approval (DOA), Hong Kong Parts Manufacturer Approval (HKPMA)
and Hong Kong Technical Standard Order (HTSO) Authorisation. Those
certification activities in HKAR-1 such as Primary Company, Supplier, Process
Companies, Design Organisation (E1/E2) will be phased out.
Organisations holding relevant HKAR-1 approvals may continue to exercise their

privileges until 1 August 2009. If an implementation plan for transition from
HKAR-1 to HKAR-21 has been submitted to and accepted by the HK CAD before
1 August 2008, the organisation may continue to exercise their privileges until 1
August 2011.
Air Operator’s Certificates Requirements Document – CAD 360
This publication gives information for use by applicants for, and holders of, Air
Operators’ Certificates, regarding the engineering support arrangements to be
provided by the Operator, in order to obtain the grant, variation or continuation of
an Air Operator’s Certificate.
The requirement is divided into two parts.
Part One - Operation of Aircraft
Part Two – Arrangements for Maintenance Support
and a section on Flight Operations Notice.
The requirements have sections covering Maintenance Support Arrangements,

Contracting Out Maintenance, Airworthiness Control Procedures, Maintenance
Facilities, Quality Control and Assurance, the Engineering Manual and the
Technical Log.
Civil Aircraft Airworthiness Information and Procedures (CAAIP)
Civil Aircraft Airworthiness Information and Procedures are published by the UK

CAA. The leaflets give information on a variety of matters concerned with civil
aircraft during manufacture, overhaul, repair, maintenance, operation and
procedures. Leaflets may assist and increase the knowledge of the reader on
subjects for which there is a shortage of information from other sources.
The information is essentially of a general nature, which does not include detail
on specific types of aircraft and engines, specialized equipment and component
parts fitted to civil aircraft. Manuals, published by the appropriate constructors
and manufacturers, should be consulted for detailed information.
The Director of the Hong Kong Civil Aviation Department recognizes these
publications as the acceptable practices for showing compliance with the
Airworthiness Standards.
Civil Aircraft Airworthiness Information and Procedures consists of the following

parts:-
Part 1 Airworthiness Procedures

Part 2 Engineering Practices and Processes
Part 3 Identification Marking
Part 4 Non-Destructive Examinations
Part 5 Systems and Equipment
Part 6 Structures
Part 7 Engines
Part 8 Aircraft Instruments
Part 9 Electrical Equipment
Part 10 Ground Operations
Part 11 Airworthiness Information
Part 12 Specifications
Part 13 Related Civil Aviation Publications
Part 14 Standard Maintenance Practices
Approved Organization
HKCAD delegates some of the basic control work to the appropriately approved
organizations. The requirements for the approval of organizations are stated in
HKAR-1 Airworthiness Procedures, HKAR-145 Approved Maintenance
Organizations and HKAR-147 Approved Maintenance Training / Examinations.
An organization seeking approval must satisfy CAD about its facilities,

organisation and procedures. The applicant for approval is required to provide a
Company Exposition of the Organization in a concise form, and must include:-
a. Description of the company’s organization, premises and facilities,
b. Details of the senior staff responsibilities, and
c. Procedures used to ensure compliance with the CAD requirements
and the company’s quality standards.
The Exposition will form the basis of the CAD approval of the organization.
When approved, the organization will receive a ‘Terms of Approval’ defining the
scope of the approval, and will be given a CAD Organization Approval Reference
Number, which should be quoted on all relevant documents. The Airworthiness
Surveyors will continually monitor the approved organizations for the continuation
of approval.
The list of approved organisation is listed in HKCAD AN28.
Certain organization approvals in HKAR-1 Section 1.8 are shown in the

followings:
Group Definition Section
A1 Organizations approved for the design and 1.8-1

Primary manufacture of complete aircraft, engines,
Companies or controlled items of equipment, and the
overhaul of the Organizations’ own product.
A2 Organizations approved for the manufacture 1.8-2

Suppliers of components, assemblies and items of
equipment or acceptable
standards/specifications. Ultimate design
responsibility is vested in the Primary
Company, which specifies the product.
B2 Organizations approved for the manufacture 1.8-4
Material of materials used in parts affected by
Manufacturers airworthiness requirements.
B3 Organizations approved for the application 1.8-5

Process of protective treatments, heat treatments,
Companies and other special processes.
B4 Organizations approved for testing and 1.8-6

Test Houses specialized examination to established
standard.
E1, E2 and E3 Organizations approved for certain specific 1.8-8

Design design functions, but which do not satisfy
Organizations the manufacturing requirements for approval
under Group A1.
M3 Organizations approved, in respect of 1.8-15

Maintenance aeroplanes and rotorcraft the maximum total
Organizations weight authorized of which does not exceed
2,730 kg, to make recommendations in
respect of C of A renewal and to perform
maintenance checks and Star Inspections.
 Design Organizations
An organization may be approved to provide reports and certify that the design of
an aircraft, equipment or any part thereof or modification or repair scheme
complies with Hong Kong airworthiness requirements. Approvals may fall into
one or more of the following groups:-
(a) E1 : Organizations approved to provide reports and certify that the

original design of an aircraft, equipment or any part thereof, and any
subsequent modifications and repairs are such as to comply with the
Design requirements. The approval includes authority to certify
design-originated documentation associated with operation,
maintenance, overhaul, or repair of the product.
(b) E2 : Organizations approved to provide reports and certify that the design
of modifications or repairs to an existing aircraft or equipment (i.e.
originated by another organization), or any part thereof, is such as to
comply with the Design requirements. The approval may include
authority to certify any necessary changes to design originated
documentation associated with maintenance, overhaul, or repair of
the modified product.
(c) E3 : Organizations approved to provide reports and to certify that the

design standard of a particular aircraft, including its Flight Manual
and instructions for continuing airworthiness, conforms to a design
standard approved by the Director for that aircraft type or differs in a
defined manner from the approved type design.
HKAR 66 Certifying Maintenance Staff
The HK CAD delegates the responsibility to qualified maintenance certifying staff

to certify all maintenance tasks, i.e. inspections, rectification of defects, overhauls,
repairs and modifications relevant to civil aircraft that have been carried out.
Type Rating License (TR) refers to the type of aeroplane, rotorcraft, engine, etc.,
and it is only until such a rating is endorsed on a category "B" or "C" license that
the holder could apply for maintenance authorisation from a HKAR-145
organization in order to certify that work has been executed in accordance with
the requirements of the AN(HK)O.
License without Type Rating (LWTR) can be considered as a “Basic License”. In

order to obtain the Basic License, an engineer must satisfy both the preliminary
maintenance experience and the examination about his knowledge on basic
engineering principles and practices relevant to the license category.
 HKAR 66 CERTIFYING MAINTENANCE STAFF
The Hong Kong licensing system has changed to align with the JAR/IR-66
system using in European countries. The HKAR-66 license was effective on 1
April 2002, and by 1 April 2004 the original AMEL (Aircraft Maintenance
Engineer's License) will no longer be valid.
The following titles shown against each category designator below provide a
readily understandable indication of the job function:-
Category A : Line Maintenance Certifying Mechanic.

(A1 : Turbine Engine Aeroplane)
(A2 : Piston Engine Aeroplane)
(A3 : Turbine Engine Rotorcraft)
(A4 : Piston Engine Rotorcraft)
Category B1 : Maintenance Certifying Technician – Mechanical.

(B1.1 : Turbine Engine Aeroplane)
(B1.2 : Piston Engine Aeroplane)
(B1.3 : Turbine Engine Rotorcraft)
(B1.4 : Piston Engine Rotorcraft)
Category B2 : Maintenance Certifying Technician - Avionics.
Category B3 : Simple Light Aeroplane Maintenance Certifying

Technician.
(Simple light aeroplane means an un-pressurized
piston-engine aeroplane with a MTWA less than 5700
kg and not fitted with a full authority coupled autopilot
/ flight director.)
Category C : Base Maintenance Certifying Engineer.
A category "A" certifying staff authorization permits the holder to issue certificates
of release to service following minor scheduled line maintenance and simple
defect rectification, as specified in HKAR-145, within the limits of tasks
specifically endorsed on the authorization. The certification privileges are
restricted to work that the authorization holder has personally performed.
According to the Acceptable Means of Compliance (AMC) 145.30, the minor

scheduled line maintenance means any minor scheduled inspection / check up to
and including a weekly check, and the simple defect rectifications are defined as
follows:-
a. Replacement of wheel assemblies.
b. Replacement of wheel brake units.
c. Replacement of emergency equipment.
d. Replacement of ovens, boilers and beverage makers.
e. Replacement of internal and external lights, filaments and flash tubes.
f. Replacement of windscreen wiper blades.
g. Replacement of passenger and cabin crew seats, seat belts and
harnesses.
h. Closing of cowlings and refitment of quick access inspection panels.
i. Replacement of toilet system components but excluding gate valves.
j. Simple repairs and replacement of internal compartment doors and
placards but excluding doors forming part of a pressure structure.
k. Simple repairs and replacement of overhead storage compartment
doors and cabin furnishing items.
l. Replacement of static wicks.
m. Replacement of aircraft main and APU aircraft batteries.
n. Replacement of in-flight entertainment system components but
excluding public address.
o. Routine lubrication and replenishment of all system fluids and gases.
p. The de-activation only of sub-systems and aircraft components as
permitted by the operator’s minimum equipment list where such de-
activation is agreed by the Director-General as a simple task.
q. Replacement of any other aircraft component as agreed by the Director-
General for a particular aircraft type only where it is agreed that the task
is simple.
A category "B1" certifying staff authorization permits the holder to issue

certificates of release to service following line maintenance, including aircraft
structure, powerplants and mechanical and electrical systems. Replacement of
avionics line replaceable units, requiring simple tests to prove their serviceability,
is also included in the privileges. Category "B1" certifying staff authorization
automatically permits certification in the appropriate "A" sub-categories.

certificates of release to service following line maintenance on avionics and
electrical systems.

certificates of release to service following maintenance, including aircraft
structure, powerplants and mechanical and electrical systems. Replacement of
avionics line replaceable units, requiring simple tests to prove their serviceability,
is also included in the privileges.
A category "C" certifying staff authorization permits the holder to issue

certificates of release to service following base maintenance. The authorization
is valid for the aircraft in its entirety, including all systems. HKAR-145 specifies
the personnel required to support category "C" certifying staff in base
maintenance, including in particular the requirement for qualified category B1 and
B2 staff.
The HKAR-145 certification authorizations may only be granted to category "A"

certifying staff following the satisfactory completion of the relevant task training
carried out by an appropriately approved HKAR-145 or HKAR-147 organization.
The HKAR-145 certification authorizations may only be granted to category B1,

B2 and C certifying staff with appropriate aircraft type rated HKAR-66 licenses.
The aircraft type ratings will be granted following satisfactory completion of the
relevant aircraft type training by an appropriately approved HKAR-147
maintenance training organization.
An aircraft maintenance license shall remain valid for the period as specified in it,
but not exceeding five years.
 EXPERIENCE REQUIREMENTS
For categories A and B3 and subcategories B1.2 and B1.4, three years of
practical maintenance experience, or two years of practical maintenance
experience if completed a relevant skills training, or one year of practical
maintenance experience if completed a HKAR-147 approved basic training.
For category B2 and subcategories B1.1 and B1.3, five years of practical
maintenance experience, or three years of practical maintenance experience if
completed a relevant skills, or two years of practical maintenance experience if
completed a HKAR-147 approved basic training.
course.
For all applicants, at least one year of the required experience must be recent
maintenance experience. It means that at least 50% of the experience are
gained within the last 12-month, while the remainder are gained within the 7
years.
Civil Aviation Department (CAD)
The Chief Executive of the Hong Kong Special Administrative Region (HKSAR)
has authorised the Director-General of Civil Aviation to exercise his power under
the Air Navigation (Hong Kong) Order 1995. The following is a list of Civil
Aviation Department activities as prescribed in the Civil Aviation Ordinance and
the AN(HK)O 1995:-
(a) the licensing of air transport

(b) the licensing of the provision of accommodation in aircraft
(c) the provision of air navigation services
(d) the operation of aerodromes and the provision of assistance and information
(e) the registration and certification of aircraft
(f) the safety of air navigation and aircraft including airworthiness
(g) the control of air traffic
(h) the certification of the operators of aircraft
(i) the licensing of aircrews, maintenance engineers and aerodromes.
The CAD’s duties in terms of airworthiness are carried out by the Flight
Standards and Airworthiness Division.
Registration of Aircraft
According to the AN(HK)O Article 3, an aircraft must not fly in or over Hong Kong
unless it is registered.
Unregistered aircraft may fly on any flight which begins and ends in Hong Kong
without passing over any other country and which is in accordance with the "B"
Conditions defined in the AN(HK)O Schedule 2.
Application for the registration of an aircraft must be made by the owner to the
HK CAD, and provide them with all particulars relevant to the aircraft and
ownership. When the application has been accepted, details are entered in the
aircraft register, maintained by the HK CAD, the owner will then be provided with
a Certificate of Registration.
Sample / Illustration
Certificate of Registration (C of R)
The Certificate of Registration records:-

a. The Nationality & Registration Mark assigned to the aircraft by HK CAD,
b. The Name and Address of the Constructor,
c. The Aircraft Type and Serial Number,
d. The Name and Address of the owner.
The C of R must be always carried on the aircraft, and it remains valid for the life
of the aircraft or until a change of ownership takes place.
Nationality & Registration Marks
As per Article 20 of the Chicago Convention, every aircraft engaged in
international air navigation shall bear its appropriate nationality and registration
marks.
According to AN(HK)O Schedule 1 Part B, the nationality mark of aircraft

registered in Hong Kong is the capital letter “B” in Roman character. The
registration mark is a group of three capital letters in Roman character preceded
by a hyphen. All letters shall be without ornamentation.
Examples: B-HIH, B-HLW etc.
The nationality and registration marks shall be painted on the aircraft in the
following manner:
Position of marks
a) Vertical surface of the fuselage

The marks shall be on each side of the aircraft either on the fuselage or on the
upper halves of the vertical tail surface. On aircraft having fixed wing surface,
the marks must be between the wing and the tail surfaces, or the upper halves of
the vertical tail surfaces. The marks on the fuselage must not interfere with the
visible outlines of the fuselage and the marks on the vertical tail surfaces must
have a margin of at least 5 cm along each side of the vertical tail surface. The
letters constituting each group of marks must be of equal height with at least 30
cm. The width and spacing of letters are same as that for the wing.
b) Aircraft having a fixed wing surface

The marks must appear on the left half of the lower surface of the wing
structure, and must be located equidistant from the leading and trailing edges of
the wings with the top of the letters towards the leading edge. The letters must
be equal of height of at least 50 cm.
c) Aircraft having no fixed wing surface

When the greatest height reasonably practicable on the vertical surface of the
fuselage is less than 30 cm, the marks shall also appear on the lower surface of
the fuselage on the line of symmetry and shall be placed with the tops of the
letters towards the nose.
Width and spacing of marks
The width of each letter (except the letter I, M and W) and the length of the
hyphen must be two-third of the height of a letter. (The width of the letter I shall
be one-sixth of the height, while the width of the letters M and W shall be neither
less than two-thirds of their height nor more than their height.) The letters and
hyphen must be formed by solid lines of thickness one-sixth of the height of a
letter. Space between adjacent letters must not be less than one-quarter of the
width of a letter.
Nameplate
According to AN(HK)O Schedule 1 Part B, a metal nameplate stamped with the
Nationality and Registration Mark, Name and Address of the registered owner
must be fixed in a prominent position:
a) in the case of a microlight aeroplane, either in accordance with

paragraph (c) or on the wing;
b) in the case of a balloon, on the basket or envelop;
c) in the case of any other aircraft on the fuselage or car.
The plate has to be fireproof so that the aircraft can be identified in the event of
its destruction by fire.
Airworthiness Certification
According to AN(HK)O Article (7) and (8), an aircraft must not fly unless there is
a valid Certificate of Airworthiness (C of A) issued by the country in which the
aircraft is registered. The following basic conditions must be fulfilled before the
CAD issues a Certificate of Airworthiness:
a. The design of the aircraft complies with the airworthiness requirements

and standards.
b. The construction conforms to the approved design and the workmanship
to an acceptable standard.
c. The aircraft is fitted with the prescribed instruments and equipment.
d. The types of engines, propellers, instruments, equipment, radio and their
installations are approved.
e. The aircraft has been weighed and the necessary loading information
prepared.
f. Flying trials to demonstrate that the aircraft is safe for the purpose for
which it is intended.
The requirements and standards used to investigate the airworthiness of an

aircraft vary according to the purpose of the aircraft. Every aircraft for which a C
of A is granted will be placed in one or more of the categories listed below in
accordance with AN(HK)O Schedule 3:
Category Purpose
Transport Any
(Passenger)
Transport (Cargo) Any, other than the public transport of passengers
Aerial work Any, other than public transport
Private Any, other than public transport or aerial work
Special Any, other than public transport, specified in the C of

A, but not including the carriage of passengers
unless expressly permitted.
The Certificate of Airworthiness ceases to be in force if the aircraft or its
equipment is:-
(a) repaired, replaced, removed, overhauled, or modified not in an

approved manner.
(b) any mandatory inspection or modification has not been carried out.
It is required by AN(HK)O Articles 3(1), 7(1) and 39(7) that an aircraft can fly
without a valid Certificate of Airworthiness provided that it begins and ends in
Hong Kong without passing over any other country and that the flight is of an
aircraft flying in accordance with the condition "A" or "B".
<<Sample of C of A>>
Type Certificate
The issue of a Hong Kong Type Certificate is a pre-requisite to the issue of a

Certificate of Airworthiness in the Transport, Aerial Work or Private Category for
an aircraft of more than 2,730 kg maximum authorized weight, where an aircraft
of that type has not previously been issued with a Hong Kong Certificate of
Airworthiness in that category.
A Prototype aircraft is one, which is to be investigated for the issue of a

Certificate of Airworthiness.
A Variant aircraft is one, which embodies certain design features, dissimilar to

the Prototype aircraft, which are required to be investigated for certification
purposes.
A Series aircraft is one, which is similar in every essential respect to the design
of an aircraft for which a Certificate of Airworthiness and, where applicable, a
Type Certificate, has previously been issued.
The Type Certificate will be issued together with a Data Sheet. The type
Certificate will contain the following information:
(a) The Type Certificate number.
(b) The designation of the type.
(c) The Manufacturer (Type Certificate Holder).
(d) A statement that the type of aircraft concerned is acceptable for
Hong Kong airworthiness certificate.
(e) A reference to the associated Type Certification Data Sheet.
The Type Certificate Data Sheet associated will give the basis of certification and
designation of each aircraft variant certificated, and also define some general
particulars of the design.
When a Type Certificate has been issued, all aircraft of a similar type would
qualify for a Certificate of Airworthiness provided the condition of the aircraft
concerned is acceptable to the CAD.
The application for the issue of a Certificate of Airworthiness will also serve as an
application for a Type Certificate, therefore, no separate application will be
needed.
<< Sample of Type Certificate Date Sheet >>

Issue of Certificate of Airworthiness (C of A)
Application form DCA 46D from HK CAD Airworthiness Office shall be completed
and returned.
The applicant shall provide the appropriate Certificate of Airworthiness issued by

the State of Construction, Type Certificate Data Sheets, Flight Manual in a format
conform to Hong Kong airworthiness requirements and prepare the aircraft in a
condition acceptable to the HK CAD.
The applicant may be required to provide the National Requirements with which
the aircraft complies, giving title, issue numbers and effective date.
Full particulars of the work done shall be entered in the appropriate log book, and
all relevant records shall be made available for examination. The aircraft shall be
weighed and a copy of the Weight and Centre of Gravity Schedule provided.
Other required documents include copies of the crew, maintenance, overhaul,

repair manual, and a complete set of all Service Bulletins issued in respect of the
aircraft, engines and propellers concerned.
A Certificate of Fitness for Flight may be issued for the flight test required by
Hong Kong CAD. For prototype aircraft, flight tests shall have been completed
under the jurisdiction of the Responsible Authority of the country of origin of the
aircraft and/or under the jurisdiction of an organization approved by the Director.
To determine the initial maintenance and inspection requirements, a

Maintenance Review Board composed of Regulatory Authority staff of the
particular disciplines will normally be established for all Prototype aircraft the
MTWA of which exceeds 5700 kg.
Renewal of Certificate of Airworthiness (C of A)
The period of validity of a C of A depends on the category of aircraft for which it

is issued. It is normally one year. During the period, the aircraft must be
maintained in accordance with the CAD approved maintenance schedules and
programs.
Application for the renewal of a C of A is made at least 14 days but within 30

days before the expiry date of the Certificate of Airworthiness.
Application form DCA 46C from HK CAD Airworthiness Office shall be completed
and returned.
The aircraft and its records shall be in a condition acceptable for inspection and
shall be reviewed by an Approved Maintenance Organization to determine the
work to be undertaken to maintain the airworthiness of the aircraft. The
determination will base on the ages, areas and types of the aircraft operation,
compliance with the approved maintenance schedule, recorded works, periods
between overhauls, mandatory modification and inspection, and manufacturer’s
recommendations in Service Bulletins.
Full particulars of the work done shall be entered in the log book. Aircraft records
in the form of log books, separate maintenance records forming part of log books,
or maintenance records kept by any other method shall be made available.
The maintenance, overhaul, repair and flight manual shall be provided and up to
date.
Aircraft may be re-weighed and Weight and Centre of Gravity Schedule amended.
A Certificate of Fitness for Flight may be issued for the flight test required by HK
CAD. The flight test results, in a form acceptable to the Director, shall be
submitted for acceptance to the Director.
Flight Manual
A Flight Manual is a document prescribed by the International Civil Aviation
Organization (ICAO) and is intended primarily for use by the flight crew. The
Manual contains limitations, recommended procedures and information of a
nature such that adherence to it will enable the level of safety which is intended
by the Airworthiness Requirements and the Air Navigation Legislation to be
regularly achieved. The Flight Manual, by definition in the AN(HK)O Article 25
and Schedule 12, forms part of the Certificate of Airworthiness.
"A" Condition
"A" and "B" conditions are special flight conditions applicable under the following
Article paragraphs of AN(HK)O, when there is a need to do so, to allow an
aircraft be flown without a valid Certificate of Registration or Certificate of
Airworthiness.
"A" Condition "B" Condition

Article 3(1) - Without valid C of R -- Applicable
Article 7(1) - Without valid C of A or for Applicable Applicable
approval of modification
Article 39(7) - For towing, picking or raising -- Applicable
person, animal or article outside valid C of A
According to AN(HK)O Schedule 2 and HKAR 1.3-8, an aircraft can fly without a
valid Certificate of Airworthiness by applying "A" conditions under the provision of
AN(HK)O Article 7(1).
"A" Conditions are:-
a. The aircraft must be either an aircraft in respect of which a certificate of

airworthiness or validation has previously been in force under
AN(HK)O, or an aircraft identical in design with an aircraft in respect of
which such a certificate is or has been in force.
b. The aircraft must fly only for the purpose of enabling it to:-
i) qualify for the issue or renewal of a certificate of airworthiness
or of the validation thereof or the approval of a modification of
the aircraft, after an application has been made for such issue,
renewal, validation or approval as the case may be; or
ii) proceed to or from a place at which any inspection, approval,
test or weighing of, or the installation of equipment in, the
aircraft is to take place for a purpose referred to in
subparagraph i), after such an application has been made, or at
which the installation of furnishings in, or the painting of, the
aircraft is to be undertaken; or
iii) proceed to or from a place at which the aircraft is to be or has
been stored.
c. The aircraft and its engines must be certified as fit for flight by the
holder of an aircraft maintenance engineer‘s licence granted under
AN(HK)O, being a licence which entitles him to issue that certificate or
by a person approved by the CAD for the purpose of issuing
certificates under this condition, and in accordance with that approval.
d. The aircraft must carry the minimum flight crew specified in any
certificate of airworthiness or validation which has previously been in
force under AN(HK)O in respect of the aircraft, or is or has previously
been in force in respect of any other aircraft of identical design.
e. The aircraft must not carry any persons or cargo except persons
performing duties in the aircraft in connection with the flight or persons
who are carried in the aircraft to perform duties in connection with a
purpose referred to in paragraph (b) of these Conditions.
f. The aircraft must not fly over any congested area of a city, town or
settlement except to the extent that it is necessary to do so in order to
take off from or land at a Government aerodrome, or a licensed
aerodrome, in accordance with normal aviation practice.
g. The aircraft must carry such flight crew as may be necessary to ensure
the safety of the aircraft.
“B” Condition
"A" and "B" conditions are special flight conditions applicable under the following
Article paragraphs of AN(HK)O, when there is a need to do so, to allow an
aircraft be flown without a valid Certificate of Registration or Certificate of
Airworthiness.
“A” Condition “B” Condition

Article 3(1) - Without valid C of R -- Applicable
Article 7(1) - Without valid C of A or for Applicable Applicable
approval of modification
Article 39(7) - For towing, picking or raising -- Applicable
person, animal or article outside valid C of A
According to AN(HK)O Schedule 2 and HKAR 1.3-9, an aircraft can fly without a
valid Certificate of Registration or Certificate of Airworthiness by applying ”B”
conditions under the provision of AN(HK)O Article 3(1) and 7(1) or 39(7).
"B" conditions are:-
a. The flight must be made under the supervision of a person approved

by the CAD for the purposes of these Conditions, and subject to any
additional conditions, which may be specified in such approval.
b. If it is not registered in Hong Kong or under the law of any country

referred to AN(HK)O, the aircraft must be marked in a manner
approved by the CAD for the purposes of these Conditions and the
provisions of AN(HK)O be complied with in relation to the aircraft as if it
was registered in Hong Kong so far as such provisions are applicable
to the aircraft in the circumstances.
c. The aircraft must fly only for the purpose of:-

i) experimenting with or testing the aircraft (including in particular
its engines) and its equipment; or
ii) enabling it to qualify for the issue of a certificate of airworthiness
or the validation thereof, or the approval of a modification of the
aircraft; or
iii) proceeding to or from a place at which any experiment,
inspection, approval, test or weighing of, or the installation of
equipment in, the aircraft is to take place for a purpose referred
to in subparagraph (I) or (ii), or at which the installation of
furnishings in, or the painting of, the aircraft is to be undertaken;
or
iv) demonstrating the aircraft with a view to the sale of that aircraft
or of other similar aircraft.
d. The aircraft carry such flight crew as may be necessary to ensure the
safety of the aircraft.
e. The aircraft must not carry any cargo, or any persons other than the
flight crew except the followings:-
i) persons employed by the operator who carry out during the
flight duties in connection with the purposes specified in
paragraph (c) of these Conditions;
ii) persons employed by manufacturers of component parts of the
aircraft (including its engines) who carry out during the flight
duties in connection with the purposes so specified;
iii) persons approved by the CAD under AN(HK)O as qualified to
furnish reports for that purposes.
iv) persons, other than those carried under the preceding
provisions of this paragraph, who are carried in the aircraft in
order to carry out a technical evaluation of the aircraft or its
operation.
f. The aircraft must not fly, except in accordance with procedures which
have been approved by the CAD in relation to that flight, over any
congested area of a city, town or settlement.
Flight without Certificate of Airworthiness
According to AN(HK)O Article 7 an aircraft can fly without a valid Certificate of

Airworthiness provided that it begins and ends in Hong Kong without passing
over any other country and that the flight is of an aircraft flying in accordance with
the condition "A" or "B".
Details of “A” Conditions
Details of “B” Conditions

Certificate of Fitness for Flight (C of FF)
According to AN(HK)O Schedule 2, this certificate is to be issued whenever an

aircraft, whose C of A has expired, is to be flown to qualify for renewal of the C of
A; such a flight coming under "A" Conditions.
The signatories to the Certificate, which is issued in duplicate, are holders of type
rated licenses in suitable category, or a HK CAD approved firm whose terms of
approval referring to a particular type of aircraft.
The period of validity, which should not exceed seven days, has to be stated on
the certificate. If during the period, the original airworthiness condition of the
aircraft is affected, the certificate has to be re-issued.
Certificate of Clearance
An aircraft may fly without being registered, or without a valid C of A, e.g. a new
aircraft. Such flights come under B Conditions. In accordance with HKAR 1.8-9
Appendix 3, the flights must be covered by a Certificate of Clearance signed by
approved signatories from the design department and from the inspection /
quality control department. If a prolonged sequence of flights is expected, a
maintenance program is required and following such maintenance, the aircraft is
required to be certified fit for flight.
Air Operators’ Certificate (AOC) – CAD 360
It is required by AN(HK)O Article 6, an aircraft registered in Hong Kong cannot fly on

any flight for the purpose of public transport without an Air Operators’ Certificate
granted to the operator of the aircraft by the HK CAD.
The purpose of this certificate is to certify that the holder of the certificate is
competent to secure that the aircraft operated by him on such flights are operated
safely.
The HK CAD may grant an Air Operators‘ Certificate if it is satisfied that the operator
is competent, having regard in particular to his previous conduct and experience, his
equipment, organization, staffing, maintenance and other arrangements, to secure
the safe operation of aircraft of the types specified in the Certificate on flights of the
description and for the purposes so specified.
The HK CAD publication 360 AOC Requirements Document is the guidance in which
Part One is Operation of Aircraft and Part Two is Arrangements for Maintenance
Support.
Aerial Application Certificate
According to AN(HK)O Article 42, an aircraft shall not be used for the dropping of
articles for the purposes of agriculture, horticulture or forestry except under and in
accordance with the terms of an aerial application certificate granted to the operator
of the aircraft.
HK CAD may grant to any person applying an aerial application certificate, if he is

satisfied that the person is a fit person to hold the certificate and is competent, having
regard in particular to his previous conduct and experience, his equipment,
organization, staffing and other arrangements, to secure the safe operation of the
aircraft.
The certificate may be granted subject to such conditions as HK CAD thinks fit
including, without prejudice to the generality of the foregoing conditions for ensuring
that the aircraft and any article dropped from it do not endanger persons or property
in the aircraft or elsewhere, and shall remain in force for the period specified in the
certificate.
Noise Certificate
According to Civil Aviation (Aircraft Noise)(Certification) Regulations, aircraft with

high power engines needs to carry a Noise Certificate and to comply with any of the
conditions subject to which the certificate is issued and also prescribes the standards,
which have to be met by these aircraft prior to the issue of a Noise Certificate.
International Civil Aviation Organization (ICAO) has published a Standard in Part II of

Annex 16 Volume I subject on the documents attesting noise certification for an
aircraft. The HK CAD adopts this Standard.
<<Sample of Noise Certificate>>

External and Internal Markings
According to the AN(HK)O Article 46, every public transport aircraft registered in
Hong Kong should comply with the following marking requirements.
 Exits and Break-in Markings
Every exit and internal door except flight compartment door of a public transport
aircraft registered in Hong Kong, during take-off and landing and during any
emergency, shall be in working order and kept free of obstruction and shall not be
fastened by locking. Every exit from the aircraft shall be marked with the words
"Exit" or "Emergency Exit" in English in capital letters and "出口" or "緊急出口" (as the
case may be) in Chinese. Every exit from the aircraft shall be marked with
instructions in English and Chinese and with diagrams, to indicate the correct method
of opening the exit. The markings shall be placed on or near the inside surface of
the door or other closure of the exit and, if it is openable from the outside of the
aircraft, on or near the exterior surface.
Public transport aircraft with maximum total weight authorized (M.T.W.A.) exceeds
3,600 kg, must be marked upon the exterior surface of its fuselage with Break-in
Markings to show the areas which can, for purposes of rescue in an emergency, be
most readily and effectively broken into by persons outside the aircraft.
The Break-in areas must be rectangular in shape and must be marked by

right-angled corner Markings, each arm of which must be 10 cm. in length along its
outer edge and 2.5 cm. in width. The words "Cut Here in Emergency" in English in
capital letters and "緊急切破處" in Chinese shall be marked across the centre of each
break-in area.
Public transport aircraft with maximum total weight authorized (M.T.W.A.) exceeds
5,700 kg, must be marked upon the exterior of the aircraft by a band not less than 5
cm. in width outlining the exit intended to be used by passengers in an emergency.
The Markings must:

a. Be painted, or affixed by other equally permanent means;
b. Be red in colour and, in any case in which the colour of the adjacent
background is such as to render red markings not readily visible, be
outlined in white or some other contrasting colour in such a manner as to
render them readily visible;
c. Be kept at all times clean and visible.
 HK CAD AN 7 Passenger Cabin Dual Language Placards
Experience has shown that safety levels would be improved with regard to passenger
egress and passenger required actions during critical phases of flight if certain
placards were in dual language. Placards that convey a written warning or
instruction to passengers are to utilize both Chinese and English narrative.
Documents to be Carried According to AN(HK)O
An aircraft must not fly unless it carries the documents, which is required to carry
under the law of the country in which it is registered.
According to AN(HK)O Schedule 12, an aircraft registered in Hong Kong must, when
in flight, carry documents as follows, provided that, if the flight is intended to begin
and end at the same aerodrome and does not include passage over the territory of
any country other than Hong Kong, the documents may be kept at that aerodrome
instead of being carried in the aircraft:-
Category Purpose Document

A B C D E F G H I J K
Public Transport International X X X X X X X X X * X
Not International X X X X X X X *
Aerial Work International X X X X X X X * X
Not International X X X X X *
Private & Special International X X X X X *
Documents are:-
A - The licence in force in respect of the aircraft radio station installed in the
aircraft, and the current telecommunication log book required by the Order.
B - The C of A in force in respect of the aircraft, and the Flight Manual which
may not be carried in the aircraft provided that the Limitations and
Emergency Procedures, and the performance instructions are contained in
the Operations Manual.
C - The licence of the members of the flight crew of the aircraft.
D - One copy of the load sheet in respect of the flight.
E - One copy of the Certificate of Maintenance Review in force in respect of the
aircraft.
F - The Technical Log.
G - The C of R in force in respect of the aircraft.
H - The Operations Manual
I - A copy of the notified procedures to be followed by the pilot in command of
an intercepted aircraft, and the notified visual signals for use by intercepting
and intercepted aircraft.
J - The permission, if any, granted in respect of the relevant aircraft under
Article 14A of this Order (Permit to Fly).
K - A certified true copy of the Air Operator's Certificate (or its equivalent
document) in force in respect of the operator together with a copy of the
authorizations, conditions and limitations relevant to the type of the aircraft
and issued in conjunction with the air operator's certificate (or its equivalent
document).
Operations Manual
According to AN(HK)O Article 25 and Schedule 11 Part A, all public transport aircraft
registered in Hong Kong must have an Operations Manual available to each member
of the operating staff to perform their duties.
The Manual contains:-

a. The number of the crew to be carried in the aircraft and the respective
capacities and instructions;
b. The respective duties of the crew and the operating staff;
c. The scheme for the regulation of the flight times of its crew;
d. Technical particulars to enable the flight crew of the aircraft to perform
their respective duties;
e. The manner in which the quantities of fuel and oil are to be computed and
records maintained;
f. The manner in which the quantity, if any, of oxygen and oxygen
equipment to be carried and computed;
g. The take-off, landing and emergency check systems to be followed by the
crew;
h. The circumstances in which a radio watch is to be maintained;
I. The circumstances in which oxygen is to be used by the crew of the
aircraft, and by passengers;
j. Communication, navigational aids, aerodromes, local regulations, inflight
procedures, approach and landing procedures;
k. The reporting in flight to the notified authorities of meteorological
observations;
l. The minimum altitudes for safe flight on each stage;
m. The particulars of aerodrome operating minima;
n. Emergency flight procedures;
o. In the case of aircraft intended to fly at an altitude of more than 49,000
feet the procedures for the use of cosmic radiation detection equipment;
p. The labeling and marking of dangerous goods.
Load Sheet
According to AN(HK)O article 28, the operator of an aircraft registered in Hong Kong
cannot cause or permit it to be loaded for a flight for the purpose of public transport,
or any load to be suspended therefrom, except under the supervision of a person
whom he has caused to be furnished with written instructions as to the distribution
and securing of the load so as to secure that:
a. The load may be safely carried on the flight, and

b. Any conditions subject to which the C of A in force in respect of the aircraft was
issued or rendered valid, being conditions relating to the loading of the aircraft,
are complied with.
The instructions must indicate the weight of the aircraft prepared for service i.e. the
aggregate of the weight of the aircraft (refers to the Weight and Centre of Gravity
Schedule) and the weight of such additional items in or on the aircraft as the operator
thinks fit to include; and the instructions must indicate the additional items included in
the weight of the aircraft prepared for service, and must show the position of the
centre of gravity of the aircraft at that weight.
The person supervising the loading of the aircraft, must before the commencement of
any such flight, prepare and sign a load sheet in duplicate and must submit the load
sheet for examination by the Commander of the aircraft who must sign his name
thereon.
One copy of the Load Sheet must be carried in the aircraft and one copy must be
preserved by the operator until the expiration of a period of 6 months thereafter and
must not be carried in the aircraft. In the case of an aeroplane of which the weight
does not exceed 2730 kg, or a helicopter, if it is not reasonably practicable for the
copy of the load sheet to be kept on ground, it may be carried in the aeroplane or
helicopter in a container approved by HK CAD.
Telecommunication Log Book
In every aircraft registered in Hong Kong which is equipped with radio communication
apparatus a Telecommunication Log Book must be kept except communication by
radiotelephony with a radio station on land or on a ship which provides a radio
service for aircraft. The following entries must be made in the telecommunication log
book: -
a. The identification of the aircraft radio station;

b. The date and time of the beginning and end of every radio watch maintained in
the aircraft and of the frequency on which it was maintained;
c. The date and time, and particulars of all messages and signals sent or received,
including in particular details of any distress signals or distress messages sent or
received;
d. Particulars of any action taken upon the receipt of a distress signal or distress
message;
e. Particulars of any failure or interruption of radio communications and the cause
thereof.
The flight radio operator maintaining radio watch must sign the entries in the
Telecommunication Log Book indicating the times at which he began and ended the
maintenance of such watch. The Telecommunication Log Book must be preserved
by the operator of the aircraft until a date 6 months after the date of the last entry
therein.
Radio Station License
According to HKAR 1.3-11, an aircraft operator should do the followings to obtain a

Radio Station License.
An aircraft shall not fly unless it is equipped with radio and radio navigation
equipment so as to comply with the law of the country in which the aircraft is
registered and to enable communications to be made and the aircraft to be navigated.
All radio and radio navigation equipment installed in an aircraft registered in Hong
Kong or carried on such an aircraft for use in connection with the aircraft shall be of a
type approved by the Chief Executive in relation to the purpose for which it is to be
used, and shall be installed in a manner approved by the Chief Executive.
An Aircraft Radio Station License would be issued by the Telecommunications

Authority for the installation and for the use of the radio equipment in an aircraft. This
license would be issued in accordance with the requirements of the
Telecommunications Ordinance and with the Radio Regulations annexed to the
Constitution and Convention of the International Telecommunication Union now in
force.
The Aircraft Radar Station shall be operated only by persons authorized by the
Licensee. This license is not transferable and should be returned to the
Telecommunications Authority when it has been revoked.
<<Sample of Radio Station License>>

Approval of Aircraft Radio Installation
The Aircraft Radio Station License becomes valid only when “Approval of Aircraft
Radio Installation” is issued by the HKCAD. Details on how to obtain the approval
can be referenced to HKAR 1.3-11.
The approval of an aircraft radio installation is based on a survey by the HKCAD,

followed by such ground and flight tests as are required in respect of the particular
installation, to prove the satisfactory functioning of the installation. A “Radio Flight
Test Certificate” shall be signed by the pilot, or radio operator, as appropriate, at the
conclusion of the flight tests.
<<Sample of Radio Installation Approval>>

Technical Log
According to the AN(HK)O Article 10, all operators of aircraft registered in Hong Kong
for the purpose of public transport or aerial work have to provide a Technical Log to
be carried on board for each aircraft operated.
The technical log shall contain the followings:-

a. The Title Page with the operator’s name and address, aircraft’s type and
registration mark.
b. A valid Certificate of Maintenance Review.
c. A Maintenance Statement of the next inspection due.
d. Serialized sector record pages recording:-
(i) The aircraft type and registration mark.
(ii) The date and place of take-off and landing.
(iii) The times at which the aircraft took off and landing.
(iv) Particulars of any defect known to the commander, and if no such
defect, an entry to that effect.
(v) The date and signature of the Commander.
(vi) The arrival fuel state.
(vii) A Certificate of Release to Service in respect of any work carried out
for the rectification of defects.
(viii) The quantities of fuel and oil uplifted at the beginning of each flight.
(ix) The running total of flying hours.
(x) Pre-flight and daily inspection signatures.
(xi) The times when ground de-icing was started and completed.
e. Serialized acceptable deferred defect (ADD) record pages recording:-
(i) A cross reference for each deferred defect to identify the original
defect on the sector record page.
(ii) The original date of occurrence of the deferred defect.
(iii) Brief details of the defect.
(iv) A cross reference for each deferred defect to identify the
rectification action on the sector record page.
At the end of every flight the commander of the aircraft shall enter:-
a. the times when the aircraft took off and landed;
b. particulars of any defect which is known to him and which affects the
airworthiness or safe operation of the aircraft, or if no such defect is known
to him, an entry to that effect; and
c. such other particulars in respect of the airworthiness or operation of the
aircraft.
Except for an aircraft MTWA less than 2730 kg and not used for public transport, in
case of a number of consecutive flights each of which begins and ends (i) within 24
hours; (ii) at the same aerodrome; and (iii) with the same commander; the entries can
be made at the end of the last consecutive flights.
All entries, with the exception of the details of the ADDs, have to be made in duplicate
with one copy of each entry retained elsewhere than in the aircraft. In case of an
aeroplane of which the MTWA less than 2730 kg, or a helicopter, if it is not
reasonable practicable for the copy to be kept on the ground, it may be carried in the
aeroplane or helicopter in a container approved by the Chief Executive for that
purpose. Entries must be preserved for 2 years after the aircraft is destroyed or
permanently withdrawn from use.
Equipment of Aircraft
An aircraft shall not fly unless it is so equipped as to comply with the law of the
country in which it is registered. In the case of any aircraft registered in Hong Kong
the equipment required to be provided shall be that specified in Schedule 5 of the
AN(HK)O. The equipment carried in an aircraft as being necessary for the
airworthiness of the aircraft shall be taken into account in determining whether the
said Schedule is complied with in respect of that aircraft.
Minimum Equipment List (MEL)
For safety reason, various levels of redundancy of equipment are designed into
aircraft. Therefore, some equipment may not be required if the remaining
operative equipment can maintain an acceptable level of safety. MEL is a
document that lists the equipment which may be temporarily inoperative for a
flight.
The MEL is issued by the Operator (for a particular make and model of aircraft by
serial number and registration marks) and shall be no less restrictive than the
approved Master Minimum Equipment List (MMEL) issued by the manufacturer
(for the specific aircraft type).
The MMEL must be approved by the HKCAD for aircraft Type Certificate to be
issued in Hong Kong..
The MEL must be approved by the HKCAD for aircraft operated under registration
in Hong Kong.
Manufacturers Operators
Issue Based on but no Issue

less restrictive than
Master Minimum Equipment Lists Minimum Equipment Lists
Approve CAD Approve
MEL is a part of the Operations Manual. The list does not include obvious items
such as the wings, rudders, flaps, engines, landing gears etc., and the list also
does not include items which do not affect the airworthiness of the aircraft such as
galley equipment, entertainment systems, passenger convenience items etc..
Items that are airworthiness related but not referred in the MEL are required to be
operative (No Go) for a flight. On the other hand items that are
non-airworthiness related and not referred in the MEL may be allowed defective
for a flight after proper defect deferral procedures.
Operators are allowed by the HK CAD to implement Operations Dispensation

(Special Procedures as per HKAR-MMEL/MEL) for aircraft operations outside the
conditions of the MEL.
Operations (O) and maintenance (M) procedures
Rectification Intervals
Failures during flight
For further information, please see:

AN(HK)O Article 14A
HKAR-MMEL/MEL
HKAR-1 Subsection 1.5-7 Master Minimum Equipment Lists
Subsection 1.6-5 Minimum Equipment Lists
MEL – Failures during Flight
An MEL applies only to the take-off of an aircraft with inoperative instruments or

equipment.
The pilot's operating handbook or the Aircraft Flight Manual indicate procedures to
follow for instrument or equipment failure in flight.
The pilot in command should handle the in-flight failure in accordance with those
procedures.
As soon as possible after landing, the pilot-in-command will enter a notation of the
inoperative equipment in the aircraft's maintenance records, logbooks, or the technical
log.
Before the next takeoff, the MEL must be applied to the inoperative equipment if
the situation could not be rectified.
MMEL/MEL - Operations (O) and maintenance (M) procedures
Operations (O) and maintenance (M) procedures in the MMEL/MEL refer to

specific maintenance procedures the operator uses to disable or render items of
equipment inoperative and to specific operating conditions and limitations, as
appropriate–
(a) An (O) symbol in the MMEL/MEL indicates that a specific operations

procedure must be accomplished before or during operation with the listed item
of equipment inoperative. The flight crew usually perform these
procedures but in some cases other personnel, such as maintenance personnel,
may be qualified and authorised to perform the procedure. The satisfactory
accomplishment of all procedures, regardless of who performs them, is the
responsibility of the operator.
(b) An (M) symbol in the MMEL/MEL indicates that a specific maintenance

procedure must be performed before beginning an operation with the listed item
of equipment inoperative. Maintenance personnel usually perform these
procedures but in some cases, other personnel, such as flight crew, may be
qualified and authorised to perform certain functions. The satisfactory
accomplishment of all maintenance procedures, regardless of who performs
them, is the responsibility of the operator. Qualified maintenance personnel
must perform procedures requiring specialised knowledge, skills, or the use of
tools or test equipment.
MEL - Rectification Intervals & Rectification Interval Extension
The MMEL/MEL shall provide Rectification Intervals categories as A, B, C and D,

as per HKAR-MMEL/MEL.40.
Category Rectification Intervals

Category A: (i) No standard interval is specified, however, items in this
category shall be rectified in accordance with the conditions stated in
the MMEL.
(ii) Where a time period is specified in calendar days it shall start
at 00:01 on the calendar day following the day of discovery.
Category B Items in this category shall be rectified within 3 consecutive
calendar days, excluding the day of discovery.
Category C Items in this category shall be rectified within 10 consecutive
Category D Items in this category shall be rectified within 120 consecutive
As per HKAR-MMEL/MEL.80, subject to the approval of the HKCAD, the operator

may use a procedure for the extension of the applicable Rectification Intervals B, C
and D, for the same duration as specified in the MEL, provided;
(a) A description of specific duties and responsibilities for controlling extensions

is established by the operator and approved by the HKCAD, and
(b) The operator only grants a one time extension of the applicable Rectification
Interval, and
(c) The Director-General is notified of any extension granted within ten days,
and
(d) Rectification is accomplished at the earliest opportunity.

Configuration Deviation List (CDL)
The CDL contains information and additional limitations for operation of aircraft with
certain secondary airframe parts (panels, fairings, static dischargers etc) missing.
Performance penalties (decrease of performance limiting weights or increase in fuel
consumption) would be applied and would be cumulative as specified. CDL is
contained in the Operations Manual together with the MEL. Details about the CDL
can be referenced to HKAR-1 Section 1.7 Sub-Section 1.7-2 Paragraphs 1 and 4.
Weight Schedule
According to AN(HK)O Article 16 that every flying machine and glider must be
weighed and the position of its centre-of-gravity be determined. Different definitions
given to weight related terms applied on aircraft can be referenced to HKAR 1.5-4.
The followings are some important weight related issues which the operator of an
aircraft must be prepared and shown in a weight schedule:-
a. The basic weight of the aircraft, i.e. the weight of the aircraft empty together with
the weight of the unusable fuel and unusable oil in the aircraft and of such items of
equipment as are indicated in the weight schedule.
b. The position of the centre of gravity of the aircraft when the aircraft contains only
the items included in the basic weight.
The weight schedule must be preserved by the operator of the aircraft until the
expiration of a period of 6 months following the next occasion on which the aircraft is
weighed. Aircraft of more than 5,700 kg M.T.W.A. shall be re-weighed within two
years after the date the Certificate of Airworthiness is first issued in Hong Kong, and
subsequent check weighing must be made at intervals not exceeding five years, and
at such times as required by the CAD.
A Weight and Balance Report must be provided for each aircraft of more than 5,700
kg M.T.W.A., which contains a copy of Weight Record and Weight and Centre of
Gravity Schedule.
A Weight and Centre of Gravity Schedule must be provided for each aircraft of more
than 2,730 kg M.T.W.A., which contains the Basic Weight, Variable Load, and
Loading Information of the aircraft.
A Weight and Centre of Gravity Schedule, or Loading Distribution Schedule must be

provided for each aircraft of not more than 2,730 kg M.T.W.A. The Loading
Distribution Schedule contains the Basic Data, Loading, and Loading Graphs of the
aircraft.
The Weighing Record containing records of the weighing and the calculations
involved shall be made and retained by the operator. When the aircraft is again
weighed the previous Weighing Record shall be retained with the aircraft records.
Maintenance Planning Document (MPD)
During the initial period of the certification of a new type of aircraft, a

Maintenance Review Board (MRB) composed of regulatory authority and aircraft
manufacturer staff of the particular disciplines will normally be established for
Prototype aircraft the MTWA of which exceeds 5700 kg. According to the
Instruction for Continuing Airworthiness (ICA) from the regulatory authority and
using the Maintenance Steering Group-3 (MSG-3) methods, the MRB report is
produced and approved by the authority. This MRB report forms the basic
maintenance programme of the aircraft. In order to help the airline to construct
the maintenance schedule for approval from the respective authority of the
country that the aircraft registered, the manufacturer will produce a document
called the Maintenance Planning Document (MPD) which incorporates the
contents of MRB report, related Airworthiness Directives (AD), Airworthiness
Limitations (ALI), etc.
To construct the maintenance programme of an aircraft, the following three

primary maintenance processes are normally used:-
a) Hard Time
This is a preventive process in which known deterioration of an item is limited to

an acceptable level by the maintenance actions which are carried out at periods
related to time in service (e.g. calendar time, number of cycles, number of
landings). The prescribed actions normally include serving and such other
actions as overhaul, partial overhaul, replacement, in accordance with
instructions in the relevant manuals so that the item concerned is either replaced
or restored to such a condition that it can be released for service for a specified
period.
b) On-Condition
This is also a preventive process but one in which the item is inspected or tested,
as specified periods, to an appropriate standard in order to determine whether it
can continue in service (such an inspection or test may reveal a need for
servicing actions). The fundamental purpose of On-Condition is to remove an
item before its failure in service. It is not a philosophy of fit until failure or fit and
forget it.
c) Condition Monitoring
This is not a preventive process, having neither Hard Time nor On-condition
elements, but one in which information on items gained from operational
experience is collected, analyzed and interpreted on a continuing basis as a
means of implementing corrective procedures.
In general terms, Hard Time and On-Condition both involve actions directly
concerned with preventing failure, whereas Condition Monitoring does not.
However the Condition Monitoring process is such that any need for subsequent
preventive actions would be generated from the process.
Approved Maintenance Schedule (AMS)
According to AN(HK)O Article 9 all aircraft registered in Hong Kong must not fly
unless the aircraft including its engines, together with its equipment and radio
station, is maintained in accordance with an Approved Maintenance Schedule.
Details concerning AMS can be referred to AN(HK)O Article 9, HKAR 1.7-5 and
CAD 452 Approval of Aircraft Maintenance Schedules.
The compiling and formulation of maintenance schemes / schedules are the

responsibilities of individual operator with the help of the Maintenance Planning
Document (MPD) from the manufacturer. The operator will take into account
such factors as the areas and routes over which the operator‘s aircraft are to be
operated, frequency of operations, and types of equipment necessary for
operation. These factors, therefore, give rise to variations between schedule
contents.
The Maintenance Schedule shall contain the following basic information:-

(i) Reference number, issue number and date.
(ii) Owner’s name and address.
(iii) Type and model of aircraft, engines and APU.
(iv) Areas of operation of the aircraft.
(v) Class of work in relation to the areas of operation.
(vi) Details of arrangements for statistical and sampling material.
(vii) A list of checks with check periods at which items are to be inspected,
checked, cleaned, lubricated, adjusted, tested, overhauled or
replaced.
(viii) Mandatory life limitations to certain significant items.
(ix) Condition monitored maintenance program if applicable.
(x) record of amendments.
Once a schedule has been compiled, the operator submits it to the CAD. When
the schedule is approved, the operator will receive an Approval Document of the
Maintenance Schedule, which details the conditions that must be complied with
to render validity of the approval, and is to be inserted at the front of the
Schedule.
As and when any modifications or other changes are subsequently made to the
aircraft, the operator has to incorporate the appropriate amendment in the
Schedule only after having obtained the CAD‘s consent in writing. Copy of the
up-to-date Schedule is kept by the Airworthiness Division.
 Condition Monitored Maintenance Program
Condition Monitored Maintenance, as a program, is the formalized application of

the maintenance process Hard Time, On-Condition and Condition Monitoring to
specific items as prescribed in the Approved Maintenance Schedule. The
controlling activity of Condition Monitored Maintenance is Condition Monitoring
irrespective of whether Condition Monitoring is prescribed as a primary
maintenance process in the Approved Maintenance Schedule or not.
Condition Monitoring is repetitive and continuous, the key factor in its use being
the introduction of aircraft embodying failure tolerant designs, which allow for
replacement of some traditional failure preventative maintenance techniques by
non-preventative techniques. Condition Monitoring is not a relaxation of
maintenance standards or of airworthiness control; it is, in fact, more demanding
of both management and engineering capabilities than the traditional
preventative maintenance approaches. Each Condition Monitored Maintenance
Program is required to be approved by the Director of Civil Aviation.
A maintenance program which provides for the application of Hard Time, On-
Condition and Condition Monitoring is known as a Condition Monitored
Maintenance Program. A Program has two basic functions. Firstly, by means of
the statistical reliability element, to provide a summary of aircraft fleet reliability
and thus reflect the effectiveness of the way in which maintenance is being done.
Secondly, to provide significant and timely technical information by which
improvement of reliability may be achieved through changes to the Program or to
the practices for implementing it.
Data collected will vary in type according to the needs of each Program. For
example, those parts of the Program based on data in respect of systems and
sub-systems will utilize inputs from reports by pilots, reports on engine
unscheduled shutdowns and also, perhaps, reports on mechanical delays and
cancellations. Those parts of the Program based on data in respect of
components will generally rely upon inputs from reports on component
unscheduled removals and on workshop reports.
Line and Base Maintenance
According to HKAR-145 AMC 145.10(a),
Line Maintenance should be understood as any maintenance that is carried out

before flight to ensure that the aircraft is fit for the intended flight.
(a) Line Maintenance may include :
 Trouble shooting.
 Defect rectification.
 Aircraft component replacement with use of external test
equipment if required. Aircraft component replacement may include
aircraft components such as engines and propellers.
 Scheduled maintenance and/or checks including visual
inspections that will detect obvious unsatisfactory
conditions/discrepancies but do not require extensive in depth inspection.
It may also include internal structure, systems and powerplant items
which are visible through quick opening access panels/doors.
 Minor repairs and modifications which do not require
extensive disassembly and can be accomplished by simple means.
(b) For temporary or occasional cases (AD's, SB's) the Quality Manager may
accept base maintenance tasks to be performed by a line maintenance
organisation provided all requirements are fulfilled as defined by the HKCAD.
(c) Maintenance tasks falling outside these criteria are considered to be Base
Maintenance.
The above is also specified in HAECO MOE Chapter 1.9 Scope of Work.
Similar definition is applicable for EASA Part-145 and SAR-145.

Certificate of Maintenance Review (C of MR)
According to Article 9 of the AN(HK)O, an aircraft registered in Hong Kong in the

Transport or Aerial Work Category shall not fly unless it has been maintained in
accordance with an Approved Maintenance Schedule and a valid Certificate of
Maintenance Review is issued to certify the date that a maintenance review has
been carried out and the date the next review is due.
The Certificate of Maintenance Review shall be issued only by:-
a) Suitable Type Rating Licence Holder; and

b) A person authorized by an approved maintenance organization, or
c) A person authorized by CAD in a particular case.
Note : HAECO is approved under Article 9 to issue Certificate of Maintenance

Review under the approval.
The Signatory shall only issue a Certificate of Maintenance Review when having
satisfied, at the time of review that the following aspects of maintenance have
been carried out:
a) All maintenance specified in the Approved Maintenance Schedule has been

carried out within the prescribed time period.
b) All modifications and inspections deemed mandatory have been carried out
within the prescribed time period.
c) All defects entered in the Technical Log have been rectified or deferred.
d) All Certificate of Release to Service required have been issued.
e) The maintenance status of the aircraft such as the condition monitoring
program have been reviewed and considered satisfactory.
The Certificate of Maintenance Review is completed in duplicate, one copy being

carried on the aircraft during its period of validity, the other being kept elsewhere
than in the aircraft. The C of MR must be retained for a period of two years after
issue.
According to HKAR-1 Section 1.6-2 Para. 5, the form of the C of MR shall have
the followings:-
"CERTIFICATE OF MAINTENANCE REVIEW
Aircraft Type .........................................................................

Nationality & Registration Mark .............................................
Certified that a maintenance review of this aircraft and such of its equipment as is
necessary for its airworthiness has been carried out in accordance with the
requirements of the Air Navigation (Hong Kong) Order for the time being in force.
The next maintenance review is due ......................................
Signed ......................................................................................
CAD Approval/Licence ...........................................................
Date ........................................................................................
Organization .......................................................................... "

Certificate of Release to Service (CRS)
According to AN(HK)O Article 11, an aircraft registered in Hong Kong, except as

provided in next paragraph, shall not fly unless a Certificate of Release to Service (C
of RS) is issued after an overhaul, repair, replacement, modification, maintenance,
mandatory inspection or scheduled maintenance inspection to the aircraft or any part
of the aircraft or such of its equipment is performed.
There are two exceptional cases:-

(i) If a repair or replacement is carried out when the aircraft is at such a place
that it is not reasonably practicable to issue a certificate of release to
service, it may fly, in the reasonable opinion of the commander, to a
nearest place at which such certificate can be issued, and the commander
shall write a report to the Chief Executive within ten days thereafter;
(ii) For an aircraft in the private or special category with MTWA less than 2730
kg, if a repair or replacement as specified in Schedule 15 of the AN(HK)O
is carried out personally by the owner or operator having the relevant pilot
license, the record of the repair or replacement can be entered and signed
in the log book.
The CRS shall certify that the aircraft/aircraft component :

(a) has been overhauled, repair, replaced, modified or, maintained with an approved
manner using approved materials, or
(b) has been inspected as required and any overhaul, repair, replacement or
modification required resulting from the inspection has been carried out and certified.
The CRS shall contain particulars of the work done or the inspection completed and
the organization, place and date which the work was carried out. Depending upon
the application of the certificate, details of the aircraft type, registration, component
type, part number and serial number shall be recorded as applicable.
Certification Statement - The certification shall be worded in one of the following

manner :
(A) For CRS not issued under a HKAR-145 approval -
“The work recorded above has been carried out in accordance with the
requirements of the Air Navigation (Hong Kong) Order for the time being in
force and in that respect the aircraft/equipment is considered fit for release to
service.”
(B) For CRS issued under a HKAR-145 approval -
“Certify that the works specified except as otherwise specified was carried out
in accordance with HKAR-145 and in respect to that work the aircraft/aircraft
component is considered ready for release to service.”
A Certificate of Release to Service shall be issued by one of the followings:-

a) Suitable Type Rating Licence Holder, or
b) Person authorized by an approved organization, or
c) Person directly authorized by HK CAD in a particular case.
Certificate of Release to Service shall only be issued when the signatory is satisfied
that the work has been properly carried out, having due regard to the use of:-
a) up-to-date instructions including manuals, drawings, specifications,
mandatory inspections and company procedures.
b) recommended tooling and test equipment which is currently calibrated
where applicable.
c) a working environment appropriate to the work being carried out.
d) any approved aircraft component, parts or material used in carrying out
such maintenance tasks.
Certificate of Release to Service must be retained for a period of two years after the
aircraft, engine, or variable pitch propeller, has been destroyed or has been
permanently withdrawn from use.
Note : All maintenance work must be certified by a CRS. However, a CRS

signature can cover a multiple of work provided the "WORK" is clearly indicated in
relevant documentation. E.g. a CRS signature for an "A" check in the aircraft
logbook actually covers all the tasks completed in the "A" check. The work itself is
the "A" check.
Duplicate Inspection
It is a requirement under HKAR-145 145.65 (Safety and quality policy, maintenance

procedures and quality system) that a HKAR-145 organisation shall establish
procedures to capture errors on critical system.
One of the means of capturing errors is to carry out a Duplicate Inspection.
According to HKAR 1.6-2, Duplicate inspection is “an inspection first made and
certified by one qualified person and subsequently made and certified by a second
qualified person”.
A duplicate inspection is required for all vital points/control systems of an aircraft after
initial assembly and before the first flight after overhaul, repair, replacement,
modification or adjustment.
Vital point is any point on an aircraft at which single mal-assembly could lead to
catastrophe, i.e. result in loss of aircraft and/or in fatality.
Control system is a system by which the flight path, attitude or propulsive force of an
aircraft is changed, including the flight, engine and propeller controls, the related
system controls and the associated operating mechanisms.
Control systems subject to duplicate inspection must not be disturbed or re-adjusted

after the first certified inspection, and the second part of the duplicate inspection must,
as nearly as possible, follows immediately after the first part.
Persons qualified to make the first and/or second parts of the duplicate inspection
are:-
a. Aircraft maintenance engineers licensed in appropriate categories.
b. Members of an approved Organization, who are considered to be qualified to
make such inspections.
c. Should a minor adjustment of the control system be necessary when the aircraft
is away from base, the second part of the duplicate inspection may be completed
by a pilot or flight engineer licensed for the type of aircraft concerned.
The procedure for Duplication Inspection is GTI-P-023 for HAECO and EOMP 7.18
for CX.
Maintenance Data
The HKAR-145 approved maintenance organization must hold and use applicable
current maintenance data in the performance of maintenance including modifications
and repairs. Details concerning about maintenance data to be kept can be
referenced to HKAR 145.45 and AMC145.45. The followings are the definition of
the applicable maintenance data:-
(1) Any applicable requirement, procedure, airworthiness directive, operational

directive or information issued by the Director-General.
(2) Any applicable airworthiness directive issued by an Authority where said
Authority is the original type certificate Authority.
(3) Any applicable data, such as but not limited to, maintenance and repair
manuals, issued by an organization under the approval of the
Director-General including type certificate and supplementary type
certificate holders and any other organization approved to publish such data
by the Director-General.
(4) Unless specified otherwise by the Director-General, any applicable data,
such as but not limited to, maintenance and repair manuals, issued by an
organization under the approval or authority of an Authority where said
Authority is the original type certificate Authority.
(5) Any applicable standard, such as but not limited to, maintenance standard
practices issued by any Authority, institute or organization and recognized
by the Director-General as a good standard for maintenance.
(6) Any applicable data issued in accordance with next paragraph.
The HKAR-145 approved maintenance organization may only modify maintenance

instructions in accordance with a procedure specified in the maintenance
organization’s exposition where it can be shown that such modified maintenance
instruction results in equivalent or improved maintenance standards and subject to
the type certificate holder being informed, unless otherwise agreed by the
Director-General.
Aircraft Manuals
It is a legal requirement under Article 11 of AN(HK)O that aircraft maintenance must

be carried out using approved manner and materials. (Similar requirement exist for
aircraft under other authority.)
HKAR-145 145.45 defined the type of documents that could be considered as

maintenance data for used in aircraft maintenance.
The list of publications that is approved for use as maintenance data for a specific
aircraft is specified in the associated Approved Maintenance Schedule (AMS).
Manuals containing information and recommendations necessary for the

maintenance, overhaul and repair of the aircraft including the components,
equipment and installations shall be provided by the Manufacturer/Type Design
Organization.
All manuals shall be certificated and published under the authority of the appropriate
Type Design Organization.
Certified manuals shall be reviewed by the originator and where changes have been
made, permanent revisions or amendments shall be published not exceeding six
months.
Essential information, which has to be issued in the shortest possible time, may be
published by a serialized system of temporary revisions or amendments which shall
be certified and printed on pages readily distinguishable from ordinary pages, and
subsequently embodied in the permanent revision or amendment procedure.
Operators with appropriate approval may amend manuals without reference to the
Type Design Organization provided that the technical substance of the change is
within the terms of their approval.
Manuals conforming to the ATA Specification 100 (Air Transport Association of

America Specification No. 100 - Specification for Manufacturers‘ Technical Data) are
acceptable as a basis for complying with the HKAR.
ATA Spec. 100 breaks the information into Groups (Aircraft General, Airframe
Systems, Structures, Propellers/Rotors, Power Plants and Charts), each Group is
divided into Chapters, each Chapter is divided into Sections, each Section is divided
into Subjects, and Tasks for each Subject are divided into Page Blocks. The
Groups, Chapters, Sections and Page Blocks are pre-defined by the specification.
Log Book
According to AN(HK)O Article 15, it is required that separate Log Books for aircraft,
engines, and variable pitch propellers, must be kept for every aircraft registered in
Hong Kong.
The following entries shall be included in the log book:

a. The name of the constructor, the type and the number assigned to it by the
constructor, and the date of the construction.
b. The nationality and registration marks.
c. The name and address of the operator.
d. The date of each flight and the duration of the period between take-off and
landing.
e. Particulars of all maintenance work carried out.
f. Particulars of any defects occurring, and of the action taken to rectify such
defects including a reference to the relevant entries in the technical log.
g. Particulars of any overhauls, repairs, replacements and modifications.
Each entry in the Log Books must be made as soon as practicable after the
occurrence to which it relates, but in no event more than 7 days after the expiration of
the C of MR in force in respect of the occurrence.
Entries in a log book may refer to other documents, which shall be clearly identified,
and any other documents so referred to shall be part of the log book.
According to AN(HK)O Article 61, it is the duty of the operator to keep the log books,
and every log book must be preserved until a date two years after the aircraft, the
engine, or the variable pitch propeller has been destroyed or permanently withdrawn
from use.
Mandatory Occurrence Reporting (MOR)
Every person in the followings must make a report to the Chief Executive of any
“reportable occurrence” of which he knows or is specified by the Chief Executive,
and such a report must be dispatched in writing and by the quickest available
means to the Chief Executive within 96 hours:-
a. the operator or the pilot of a turbine-powered aircraft or public

transport aircraft registered in Hong Kong. (M.T.W.A. more than 2,300
kg. previously, but this condition is now removed.)
b. person carries on the business of manufacturing, repairing or
overhauling such an aircraft.
c. person signs a C of RS or C of MR of such an aircraft.
d. person performs a function for which he requires an air traffic
controller‘s licence.
e. the licensee or manager of a licensed aerodrome.
Reportable occurrence means any incident relating to or any defects in an

aircraft of more than 2,300 kg M.T.W.A., and any defect in, or malfunction of any
relating ground facilities, being an incident, defect or malfunction endangering, or
which if not corrected would endanger, such an aircraft or its occupants.
This Mandatory Occurrence Reporting Scheme is:-

a. To ensure that the CAD is advised of all hazardous or potentially
hazardous defects and incidents;
b. To ensure that all information concerning these occurrences is
disseminated to operators and other interested parties;
c. To enable an assessment to be made of the safety implications of
each occurrence;
d. To decide whether any corrective action needs to be taken.
Note: HKAR-145 requires that the approved maintenance organisation should

report un-airworthy conditions within 72 hours.
Most operators and maintenance organisations publish instructions and

examples to their staff on the reportable occurrence. They are based on severe
problem or loss of main power source during flight, repetitive failure of minor
system in operation, severe defect (large crack, arcing, etc.) or emergency
backup system found failure during maintenance.
More information about MOR can be found in AN(HK)O Article 86, Schedule 15
(Regulation 16), and HK CAD publication 382 The Mandatory Occurrence
Reporting Scheme.
Reporting of Unsafe Condition
According to HKAR 145.60, approved maintenance organization must report to the

Director-General and the aircraft type certificate holder any condition of the aircraft or
aircraft component identified by the HKAR-145 approved maintenance organization
that could seriously hazard the flight safety.
Reports must be made on a form and in a manner prescribed by the Director-General

and contain all pertinent information about the condition known to the HKAR-145
approved maintenance organization.
Where the HKAR-145 approved maintenance organization is contracted by an Air

Operator’s Certificate operator to carry out maintenance, the HKAR-145 approved
maintenance organization must also report to the AOC operator any such condition
affecting the AOC operator’s aircraft or aircraft component.
Reports must be made as soon as practicable but in any case within 72 hours of the
HKAR-145 approved maintenance organization identifying the condition to which the
report relates.
Reportable Accident
Reportable Accident means an occurrence associated with the operation of an

aircraft which takes place between the time when any person boards the aircraft with
the intention of flight and such time as all persons have disembarked therefrom, in
which:-
(a) any person suffers death or serious injury while in or upon the aircraft or by
direct contact with any part of the aircraft (including any part which has
become detached from the aircraft) or by direct exposure to jet blast, except
when the death or serious injury is from natural causes, is self-inflicted or is
inflicted by other persons or when the death or serious injury is suffered by a
stowaway hiding outside the areas normally available in flight to the
passengers and members of the crew of the aircraft; or
(b) the aircraft incurs damage or structural failure, other than:
(i) engine failure or damage, when the damage is limited to the engine,
its cowling or accessories;
(ii) damage limited to propellers, wing tips, antennae, tyres, brakes,
fairings, small dents or punctured holes in the aircraft skin,
which adversely affects its structural strength, performance or flight
characteristics and which would normally require major repair or
replacement of the affected component; or
(c) the aircraft is missing or is completely inaccessible.
Aircraft accidents shall be notified in accordance with the procedure laid down in the
Hong Kong Civil Aviation (Investigation of Accidents) Regulations. Investigation of
accident would be carried out by Inspectors appointed by the Chief Executive. Upon
completion of an inspector’s investigation, the Chief Inspector shall make a report to
the Director who shall, as soon after receiving it as practicable, forward it to the Chief
Executive. The report to the Director shall state the facts relating to the accident
followed by an analysis of the facts and conclusions as to the cause or causes of the
accident, together with any recommendations which the Inspector thinks fit to make
with a view to the preservation of life and the avoidance of accidents in the future.
Modifications to Aircraft
Modifications are changes made to a particular aircraft, including its components,

engines, propellers, radio apparatus, accessories, instruments, equipment, and their
installations after the issue of the C of A. Substitution of one type for another, when
applied to these items, is also considered to be a modification.
According to AN(HK)O Article 11, all modifications must be approved by HK CAD,

either directly, or through the modification procedures of an appropriately approved
organization.
Approval of Modification
According to HKAR 1.2-5, the procedures involved in application to obtain approval of

modifications are summarized as follows.
At an early stage of the design of a modification, brief particulars must be given to HK

CAD so that the modification may be classified as Minor or Major modification
according to the nature and extent of the investigation in connection with the
approval.
Where the investigation indicates that the particulars given in the C of A, or Flight
Manual, will need amendment (even though no physical change to the aircraft is
involved), HK CAD may require Major modification procedure to be followed where
amendments are significant.
To apply for an approval of a major modification, Form DCA 282 shall be completed
and returned to HK CAD. Certificate of Design from an approved organization may
be required. HK CAD will signify approval of the major modification by forwarding a
copy of the Airworthiness Approval Note (AAN) to the applicant.
To apply for an approval of a minor modification, Form DCA 261 shall be completed
and returned to HK CAD. If the modification is undertaken by other than an
approved organization, HK CAD will signify approval of the minor modification by
forwarding a copy of the Form to the applicant.
Depending on the nature of the modification HK CAD may require:-

a. The aircraft weighed and the weight and centre of gravity schedule
amended or replaced;
b. A test flight under condition A with the certificate of fitness for flight.
Modification Record Book
According to HKAR 1.7-9 a Modification Record Book must be kept for every aircraft
of more than 2730 kg, registered in Hong Kong. It is considered to be an addition to
the aircraft log book. Modification records for engines and propellers are maintained
in their appropriate log books.
The Modification Record Book contains:
a. Modifications made to those parts of the aircraft on which airworthiness

depends.
b. Modifications made to the aircraft, which affect modifications already
listed in the Record Book.
c. Major repairs, which have significantly altered the design affecting the
airworthiness of the aircraft.
The Book must be kept by the operator and up-to-date at the issue or renewal of the
C of A.
Civil Modification Record
According to HKAR 1.2-5 and 1.8-8, when the design of a modification is undertaken
by an approved E2 design organization, a record of the modification particulars must
be prepared and kept in a book or folder bearing the title “Civil Modification Record”,
and made available for examination by CAD.
Service Bulletins (SB)
Service bulletins are issued by manufacturers of aircrafts, engines, propellers and

equipment to provide the operators of a product with all necessary data to
implement a change on the product, or a repair, or to inspect it.
In cases where the safety of an aircraft may be affected and a time limit for
accomplishment has to be imposed, the information is contained in an Alert
Service Bulletin. The document has the word "ALERT" printed in the heading.
Although service bulletins are not legally mandatory, operators are strongly
advised to incorporate them if they desire to obtain maximum efficiency from their
aircraft during operation and maintenance.
Normally, the content of service bulletin consists of planning information, material

information and accomplishment instructions.
It is incumbent on the operator to ensure that he is aware of the service bulletins.

The power to make the decision to comply with service bulletins is on the operator.
Maintenance organisation will only carry out the job according to the operator’s
order.
Please see HKAR-21 AMC 21.14(b) 4-Issue of information and instructions to

owners for more information.
Mandatory Modifications and Inspections
According to HKAR 1.5-6, modifications and inspections, considered essential for

airworthiness, will be classified as mandatory by HK CAD in consultation with the
approved organization, and the compliance date, limiting flying hours, cycles, or
details when the prescribed action must be taken, will be decided. In making this
decision the degree of urgency and availability of modified parts will be taken into
account.
Work undertaken in incorporating a mandatory modification, or in carrying out a

mandatory inspection, shall be supervised by an approved organization, or by an
appropriately licensed aircraft maintenance engineer.
An Airworthiness Directive (AD), details can be found in HKAR 1.6-6, is a document

issued or adopted by the Authority of the State of Registry of an aircraft which
mandates the actions to be performed to restore an acceptable level of safety to an
aircraft when an unsafe condition has been identified.
The corrective action can include any of the followings and be addressed against the
aircraft, engine, propeller, part or appliance:-
- Repair;
- Removal from service;
- Design change;
- Inspection;
- Change to the limitations or procedures associated with a product, part or
appliance (Aircraft Flight Manual, life limits, Certification Maintenance
Requirements etc.).
 For an aircraft type certificated in Hong Kong based upon the UK CAA
airworthiness standards and classified as an "EASA aircraft", the following
airworthiness information are classified as mandatory:-
(a) AD (including emergency AD) or other mandatory requirements issued by
the State of Design.
(b) AD (including emergency AD) approved directly by EASA.
(c) Mandatory requirement applied by the UKCAA.
(d) UK CAA Emergency AD.
(e) HK CAD AN of a mandatory character (e.g. Nos. 56, 79).
 For aircraft type certificated in Hong Kong based upon the US FAR, the following
modifications and inspections are classified as mandatory:-
(a) AD issued by FAA.
(b) FAA Emergency AD.
(c) HK CAD AN of a mandatory character (e.g. Nos. 56, 79).
 For aircraft type certificated in Hong Kong based upon the European Joint
Aviation Requirements (JAR), the following modifications and inspections are
classified as mandatory:-
(a) AD issued by the Civil Aviation Authority of the State of Design.
(b) Emergency AD issued by the Civil Aviation Authority of the State of Design.
(c) HK CAD AN of a mandatory character (e.g. Nos. 56, 79).
 For aircraft type certificated in Hong Kong based upon a certification code other
than UK CAA airworthiness standards, FAR or JAR, the following modifications
and inspections are classified as mandatory:-
(a) AD (including Emergency AD) issued by the Civil Aviation Authority of the
State of Design.
(b) HK CAD AN of a mandatory character (e.g. Nos. 56, 79).
Foreign Airworthiness Directives (Foreign AD’s)
Foreign AD’s are Airworthiness Directives published by the airworthiness

authority of the state of manufacture, which will normally be accepted by local
airworthiness authority as mandatory for any aircraft of that type.
For aircraft and aircraft products of non-UK construction and manufacture, the
mandatory modifications and inspections required by UK CAA are grouped into
the three volumes of the UK CAA Publication called Foreign AD’s.
Foreign AD Volume I comprises:

a. The FAA Summary of AD’s Volume I (Small Aircraft)
b. CAA Additional AD’s applicable to the USA constructed aircraft of all
weights.
Foreign AD Volume II comprises:

a. The FAA Summary of AD’s Volume II (Large Aircraft)
b. CAA Additional AD’s applicable to the USA constructed aircraft of all
weights.
Foreign AD Volume III:

a. A summary of all airworthiness directives, received by the CAA, which
have been previously published by the airworthiness authorities of the
states of manufacture other than the USA, collated and compiled by
the CAA.
b. The applicable CAA Additional Airworthiness Directives.
* - The CAA Additional AD's and Foreign AD Volume III part (b) are now
withdrawn, and Foreign AD Volume III part (a) ceases to be amended by UK
CAA due to the introduction of the CAP 747 Mandatory Requirements for
Airworthiness.
Mandatory Aircraft Modifications & Inspections Summary (MAMIS)
This is published by the UK CAA. It summarizes mandatory actions that are

required to be complied with by the UK operators in respect of aircraft, engines,
propellers, aircraft radio stations, instruments and equipment of UK construction and
manufacture.
The MAMIS is divided into three parts:-

Part 1 - Aircraft
Part 2 - Engines & Propellers
Part 3 - Aircraft Radio Stations, Instruments & Equipment
In each part, the aircraft, or engine, etc., is listed alphabetically according to the name
of the manufacturer.
* - The MAMIS now ceases to be amended by UK CAA due to the introduction of the
CAP 747 Mandatory Requirements for Airworthiness.
CAA Additional Airworthiness Directives (CAA Additional AD’s)
These are additional specific requirements published by the CAA to those

requirements specified by the foreign airworthiness authority, and apply to aircraft on
the UK register. They detail additional modifications and inspections, which are
classified as mandatory by the CAA.
The CAA Additional AD’s are grouped into:
(a) CAA Additional Airworthiness Directives applicable to USA constructed aircraft

of all weights (not incorporated directly with the FAA Summary of AD’s).
(b) CAA Additional Airworthiness Directives applicable to foreign constructed
aircraft other than USA, of all weights (incorporated directly into the Foreign
Airworthiness Directives Volume III).
* - The CAA Additional AD's are now withdrawn by UK CAA due to the introduction of
the CAP 747 Mandatory Requirements for Airworthiness.
CAA Emergency Airworthiness Directives (CAA Emergency AD’s)
The UK CAA Emergency AD’s are issued by UK CAA for both UK and non-UK
constructed products. They are used to notify mandatory modifications and
inspections where the degree of urgency is such that it is not practical to use the
normal channels. The normal publication action will be taken in due course.
CAP 747 Mandatory Requirements for Airworthiness
The formation of the European Aviation Safety Agency (EASA) and the
implementation of the associated European legislation have changed the
responsibilities and procedures for the regulation of continuing airworthiness.
Consistent with these developments, substantial changes have been made to CAA
publications regarding to mandatory airworthiness information and airworthiness
directives.
The UK CAA publication CAP 747 provides a single point of reference for mandatory
airworthiness information and airworthiness directives for civil aircraft registered in
the UK.
As a direct result of the European legislation, UK-registered aircraft are now divided
in two groups:-
 "EASA aircraft"; i.e. aircraft subject to regulation by EASA.

- EASA products designed in the EU.
- EASA products designed outside the EU.
 "Non-EASA aircraft"; i.e. aircraft that remain subject to regulation by the CAA.
For EASA aircraft registered in UK the following mandatory airworthiness information

applies:-
(a) Airworthiness Directive (AD) or other mandatory requirement issued by the
State of Design.
(b) AD approved directly or issued by EASA.
(c) Mandatory requirement applied by the CAA.
For Non-EASA aircraft registered in UK the following mandatory airworthiness

information applies:-
(a) AD or other mandatory requirement issued by the State of Design.

(b) AD or other requirement made mandatory by the CAA.
(c) AD issued by EASA.
This publication does not reproduce all of the information available. It is no longer
possible for the CAA itself to publish the text and keep current all of the mandatory
information. Where reference is made to other sources of information it will be
necessary to obtain that data directly from the issuing organization. The contact
details for National Aviation Authorities are given in this Part 3 of Section One.
The CAP 474 Foreign Airworthiness Directives (FAD) Vol. III Part (a) and the CAP
476 Mandatory Aircraft Modifications and Inspection Summary (MAMIS) now cease
to be amended and all new CAA Airworthiness Directives will be published in the
appropriate part of the CAP 747.
Due to the transferral of all their applicable contents to the CAP 747, the CAP 473
Additional Airworthiness Directives and the CAP 480 Additional Requirements for
Import will both be withdrawn.
FAA Summary of Airworthiness Directives (FAA Summary of AD’s)
The FAA Summary of Airworthiness Directives are issued by the USA Federal
Aviation Administration (FAA) when an unsafe condition exists in an USA registered
aircraft or its equipment, and that condition is likely to exist or develop in other aircraft
of the same type design. They prescribe the mandatory inspections, test and
modifications to be carried out.
The summary of AD’s is divided into two volumes:

Volume I - A summary of FAA Airworthiness Directives for aircraft, engines,
propellers and appliances applicable to aircraft the maximum weight of
which is 12,500 lb (5700 kg) or less certificated in the USA.
Volume II - A summary of FAA Airworthiness Directives for aircraft, engines,
propellers and appliances applicable to aircraft the maximum weight of
which is greater than 12,500 lb (5700 kg) certificated in the USA.
Supplements for these two volumes are supplied on a bi-weekly basis direct only
from the FAA.
AOC Interface
In accordance with CAD 360 Part Two Arrangements for Maintenance Support, the
management and accomplishment of engineering support may be achieved by the
operator using his own or an associated maintenance organization. Alternatively all
or part of the arrangements may be contracted to a separate organization.
Contracted arrangements for engineering support and maintenance do not absolve

the operator from the overall responsibility for ensuring the safe operation and
continuing airworthiness of the aircraft.
Where the operator does not maintain the aircraft he operates using his own
resources, full details of the division of responsibilities between the operator and the
contracted maintenance organization must be included in an agreement between the
two parties.
Where the operator contracts-out part or all of the maintenance to a separate

organization, he must nominate a person for engineering liaison purposes.
These requirements are stipulated in AOC Requirements Document Part Two

Chapter 3 – Contracting-out Maintenance.
Company Exposition
The Director of HK CAD approves organizations to authorize suitable persons to

make certifications and furnish reports providing they are employed by the
organization and have suitable facilities and support services for those persons.
The approval, when granted, permits those persons to certify work in accordance
with the requirements of the Air Navigation (Hong Kong) Order as specified in the
Schedule of Approval.
Organizations are divided into a number of groups for the purpose of the
approval and these are described in HKAR 1.8, HKAR 145 and HKAR 147, which
also contain the requirements prescribed for the grant, maintenance and
variation of approval.
The applicant will be required to produce an Exposition of the Organization,

which has to be agreed by the Director of HK CAD. The Exposition should be
produced in a concise form, and its scope, insofar as it applies to the approval
sought, should include:-
(a) a description of the Organization’s premises and facilities,
(b) details of the senior staff responsibilities, and
(c) the procedures in use to ensure compliance with Hong Kong Airworthiness
Requirements and Organization’s quality standards.
Organisation Approval Certificate
The company approval of an organisation is granted by the HK CAD according to

HKAR 1.8, HKAR 145 or HKAR 147 through the Approval Certificate. The
ratings, scopes and limitation conditions of the approvals are defined in the
relevant Schedules.
The Approval, when grant, will have an authority reference number, should be
quoted in all document used by the approved organization in exercising its
certification privilege.
Certification and Responsibility
Every person completing and certifying any work activity is accountable for the
adequacy of tasks performed against defined standards. The ANO, AN(HK)O,
JAR, HKAR and FAR require that Certification shall be issued by appropriately
qualified and authorized persons as an indication that work has been completed
to the applicable airworthiness standard.
The working environment for line maintenance should be such that the particular
maintenance or inspection task can be carried out without undue distraction. It
therefore follows that 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
should be suspended until satisfactory conditions are re-established.
For both base and line maintenance where dust/other airborne contamination
results in visible surface contamination, all susceptible systems should be sealed
until acceptable conditions are re-established.
Specific responsibilities shall include, as a minimum but not limited to, the
followings:-
a. All tasks shall be completed to a standard suitable for the issue of a
Certification. Stamping or signing of individual items shall be interpreted
to this effect.
b. All work accomplished shall be completed in accordance with authorized
documentation, approved procedures, using approved materials and shall
be certified by appropriately authorized/approved persons.
c. All recorded “Action Taken” shall be pertinent to the recorded defect or
requirement initiating such action.
d. All non-routine work generated by routine or rectification performed
(“Action Taken”) i.e. Duplicate/Required Inspections, Functional Checks,
Leak Checks etc., shall be recorded and certified as appropriate.
Individuals originating any such requirements or accomplishing “Action
Taken” assume responsibility for ensuring that these are adequate to
restore an airworthy condition.
Overlap of Responsibilities
According to the HK CAD AN 3 Certification Responsibilities, it is the duty of all

certifying persons to consider the effect of a work directly or indirectly on items
which are the responsibilities of other certifying persons. In all cases where an
overlap of responsibilities between license categories occurs, the person
primarily responsible for the item must involve in all other trade disciplines
affected.
Certificates of Release to Service for each relevant trade category must be

issued by all persons concerned, each assuming responsibility of and certifying
those aspects of the work for which the license / authorisation holder is entitled to
assume responsibility.
Influence of Drink or Drugs
According to the AN(HK)O Article 11 “Licensing of Maintenance Engineers” and

the HK CAD AN 47 “Licensed Aircraft Maintenance Engineers – Personal
Responsibility When Medically Unfit or Under the Influence of Drink or Drugs”,
the HK CAD prohibit the exercise of the privileges of an aircraft maintenance
engineer's license when the holder knows or suspects that his or her physical or
mental condition renders him or her unfit to exercise such privileges.
Moreover it is prohibited to exercise the license privileges when the holder is

under the influence of drink or drugs to such an extent as to impair his or her
capacity to exercise such privileges. The holder shall not engage in the use of
psychoactive substance in such a way that it causes the occupational, social,
physical or metal problem or disorder of the holder, or constitutes a direct hazard
to the holder or endangers the lives, health or welfare of others.
The corporate management of all approved maintenance organisations is

required to review this and implement suitable policies and procedures to make
all maintenance staff aware of them. It is also the responsibility of the individual
concerned to ensure that he or she does not report for duty or certify if he or she
is genuinely unfit. Such persons should also be aware of an organisation’s own
internal policies and monitoring procedures to verify the above.
Penalties
If any person contravenes any provision of the AN(HK)O, or of any regulations

made thereunder, he shall be guilty of an offence and liable on summary
conviction to a fine or imprisonment as specified in Article 91 and Schedule 13 of
AN(HK)O.
Routine Workcard (RWC)
It is a requirement under HKAR-145 145.45(e) that a HKAR-145 organisation :
"shall provide a common work card or worksheet system to be used throughout

relevant parts of the organisation. In addition, the organisation shall either
transcribe accurately the maintenance data onto such work cards or worksheets
or make precise reference to the particular maintenance task or tasks contained
in such maintenance data."
In HAECO when an aircraft is due for an inspection and maintenance check in

the scheduled cycle, the maintenance planning department will prepare routine
workcards for the engineers to carry out the work relevant to the appropriate
check. The cards generally contain inspection jobs and work items compiled from
the work package from the operator with reference to the maintenance schedule.
In addition to these scheduled work items, routine workcards may also cover
specific requests made by the customer, and any mandatory inspections or
modifications required by airworthiness authorities.
Each routine workcard carries a serial number. One signed copy will be sent to
the customer and another signed copy will be kept in the technical records of the
approved maintenance organization. A tally sheet is used to record every issue
and receipt of the cards.
The mechanic/tradesman must ensure the work accomplished is complete and

conforms to the stated instruction, and then enter his staff number and signature
in the mechanic/tradesman column. The authorization holder must:-
(i) satisfy himself that the work accomplished is complete and met the
required standard and has been accomplished by a qualified person,
(ii) ensure that all associated work accomplished has been recorded /
actioned,
(iii) ensure that all follow-up actions and documents have been formally
recorded, and then
(iv) enter his authorization stamp, signature and the date legibly in the
authority/supervisor column.
Non-Routine Workcard (NRC)
In HAECO this card is raised to record the defect that are found during the
designated location check.
Each card is to be issued with a serial number and a job number, the serial
number has to be recorded on the master tally sheet. After the defect has been
written on the card, the planning copy has to be retained by the planning
department and the working copy has to be issued to production for rectification,
and any rectification action taken has to be written on it, then it has to be passed
to the dock planner. After the work has been inspected and certified, one signed
copy has to be sent to the customer and another signed copy has to be kept in
the technical records.
At such times, when more work are required to be followed for the rectification of
the defect on a non-routine cards, a continuation/ supplementary work sheet
(CWS) has to be raised and attached to the NRC. The CWS work sheet must
carry the serial number of the NRC and after the job has been completed and
certified, the original copy has to be sent to the customer, the second copy to be
kept in the technical records.
Continuation / Supplementary Work Sheet (CWS)
The CWS, also referred to as a supplementary work sheet, is a form used in

HAECO. The sheet consists of 2 copies used primarily where a task consists of
several work sequences that cannot be completed on a single work card, it can
be used for routine, non-routine and special work requirements.
When a CWS is required, the responsibility for raising it generally falls to

Planning Department if the originating card is a Routine Work Card and to
Production Department if the originating card is a Non-Routine Work Card.
As the name implies, the CWS will only be used as a supplement to an original
card and shall not be used on its own.
Duplicate Inspection Procedures
In HAECO duplicate Inspection procedures apply to all control systems and units
of control system, the failure of which could affect the safety of the aircraft.
Duplicate Inspections will also be applied to the company required duplicate
inspections where the level of control has been assessed as requiring such.
It is emphasized that the person certifying the second inspection carries the
same responsibility as the person certifying the first inspection. He must,
therefore, carry out the second inspection to the same depth and standard as if
he were certifying the first inspection. Each inspection regardless of whether it is
a first or second inspection must be deemed to have included both physical and
functional checks as applicable, with full consideration of the safety implications
involved.
When a Duplicate Inspection card is required, the responsibility for raising it

generally falls to planning if the originating card is a routine workcard, and to
production if the originating card is a non-routine workcard.
Duplicate Inspections on all aircraft control system shall be made before the first
flight after assembly, and before the first flight after overhaul, repair, replacement,
modification or adjustment.
Control systems subject to Duplicate Inspection must not be disturbed or re-

adjusted after the first certified inspection and the second part of the Duplicate
Inspection must as nearly as possible follow immediately after the first part. The
date and time of certification of each part of a Duplicate Inspection shall be
recorded.
An additional single final inspection shall be made and recorded when all panels
and fairings are finally secured, to ensure that full and free movement of the
controls and control surfaces is obtained.
A suitably qualified person completing a work item will, immediately following

such completion, raise a Duplicate Inspection Card and perform the first part of
the Duplicate Inspection, during which period he shall be unencumbered by staff
supervisory matters. His certification of the completed work item shall then be
deemed to be the first inspection of the Duplicate Inspection requirements.
The Duplicate Inspection Cards are serialized and contain spaces in which the
customer, A/C type, A/C registration, originating card serial number, date (of
raising the Duplicate Card), originator, and the details of the aircraft system to be
inspected are entered. One copy has to be sent to the customer and another
copy has to be kept in the technical records.
Concession
Concession is the authority under provision of HKCAD Airworthiness Notice No. 52

to allow a licensed aircraft maintenance engineer to accept certain aircrafts,
systems, components or parts used on an aircraft which do not wholly comply with
the relevant Hong Kong Aviation Requirements but nevertheless do meet an
acceptable level of airworthiness.
Concession can be applied for two conditions:

(a) Concession due to Maintenance needs
(b) Concession due to Procedural needs
Maintenance Concession
According to AN52, the below situations can only be issued with maintenance
concession:
A. Items which do not strictly meet the approved drawings, specifications,

manuals or bulletins, but which in the opinion of an appropriately approved
design organisation will not reduce the level of airworthiness below the
required design minimum in the particular case.
B. Items which form part of agreed CAD concession procedures approved as

part of an approved maintenance schedule. This could include cases where
parts and/or facilities are temporarily not available.
Once a maintenance concession is issued by the authorized person, work or

engineering procedures and operations procedures have to be performed in
accordance with the instructions in the concession. The details of the
Maintenance Concession are entered into the Maintenance Log e.g. reference
number. According to CX procedure, an SADD is then required to be raised.
For CX Maintenance Concession Procedure, refer CX EOMP 7A-18-2.

The privilege to issue concession is usually granted to the QA manager or the
representative designate of the maintenance organisation.
<<Concession and Dispensation Case>>

Concession due to Procedural Need
For case outside the two categories of maintenance concession, the concession
will only be granted by Director-General for the particular item. The HK CAD AN
52 states that “Items outside categories A or B where agreement has been
reached with the Director-General for the particular item concerned.”
Example:
An engineer wanted to apply for the type approval of a new type aircraft. He had
finished all the training and passed the examination, however, he could not have
any opportunity to obtain enough OJT experiences in order to fulfill the
requirements of attaining the type approval rating stated in HKAR-66. Therefore,
HAECO raised a request to the CAD for a concession against the requirements
stated on our Maintenance Organisation Exposition (MOE) Chapter 3-4 so that
the engineer could be issued with the type approval authorization with exemption
of the OJT experience.
For further information, please refer to the HK CAD Airworthiness Notice No. 52.
Since Maintenance Concession sometimes supports the application of

Dispensation, the related information can be found in the topic of Dispensation.
Dispensation
Dispensation is the authority to allow an aircraft to operate outside the Minimum

Equipment List (MEL) in the Operations Manual, while still maintaining an
acceptable level of airworthiness.
Dispensation is, in fact, an operation procedure, not a maintenance procedure. It

is the responsibility of the captain of the aircraft to request a Dispensation under
the above circumstances. After review of the request, the approval of dispensation
may only be granted by an authorized persons in the Flight Operations and
Engineering Department of the airline.
Dispensation is usually supported by a Maintenance Concession, so operators

have to perform specific engineering procedures or inspections in order to make
sure the aircraft can be operated safely.
For CX procedure, refer CX EOMP 4-5.
<<Concession and Dispensation Case>>

Example of Maintenance Concession and Dispensation
Case:
A CX aircraft B-HXX was to be back from out-station, but it was found that the
number 2 and number 4 fuel tanks quantity indicating system were inoperative
which exceeded the limit of the MEL. CX wanted the aircraft return to Hong
Kong to have the maintenance.
Action:
The Captain of the aircraft applied a dispensation request to CX Flight
Operations Department so that the aircraft could fly back to Hong Kong without
the two fuel tanks quantity indicating system. The airworthiness of the aircraft
was consulted by the duty engineer. In order to support the dispensation
application, CX was also required to issue a maintenance concession so that the
ground maintenance engineer could follow and release the aircraft (Checked that
the fuel tanks were full by manual level indicators). As the defect also exceeded
the limit of MMEL, approval from HK CAD was required and granted. Finally, the
dispensation accompany with the maintenance concession were granted
respectively. Specific maintenance and operations procedures were performed
according to the instructions in the maintenance concession and dispensation. A
Significant ADD (SADD) was raised following CX procedures, the aircraft could
fly back to Hong Kong for one sector.
Authorised Release Certificate (ARC)
The storage and re-issue of materials obtained from an approved source must be
complied with the CAD requirements. All approved materials must be issued
with an approved certificate or document.
ARC is a release certificate, which is acceptable to the European and American

regulatory authorities, and has been developed for use by organizations which
are approved under either the HK CAD or the JAA / EASA.
This Certificate will generally be referred to as a CAD Form One or JAA / EASA
Form 1, which is to be issued to certify that the materials or parts to which it
refers to have been manufactured, overhauled, processed, inspected or tested in
accordance with the laws and aviation requirements, and fully conform to
relevant standards and specifications.
ARC may not be required to be issued for overhaul/repair components and/or

accessories removed from any aircraft or engine undergoing maintenance inside
an approved maintenance organization.
<<Sample of HK CAD Form One>>

Certificate of Conformity
The storage and re-issue of materials obtained from an approved source must be
complied with the CAD requirements. All approved materials must be issued
with an approved certificate or document.
According to HKAR 1.8-1 Appendix 2, a Certificate of Conformity is issued in

accordance with the regulatory requirements for the aeronautical part, which is
sold to a customer from the stock and which has had no work performed on it
other than a receipt and dispatch inspection.
Acceptance of Aircraft Components
Aerial_Application_Certificate.html
It is a legal requirement under Article 11 of AN(HK)O that aircraft maintenance
must be carried out using approved manner and materials. (Similar requirement
exist for aircraft under other authority.)
As per HKCAD AN 17 – “The Acceptance of Aircraft Component”, HKCAD

provides guidance on the responsibility of acceptance of aircraft components for
installation under the AN(HK)O.
HKAR-145 145.42(a) defined the classification of aircraft components into -

1. Serviceable components (released with approved release certificate and
properly marked)
2. Unserviceable components
3. Unsalvageable components
4. Standard parts
5. Raw and consumable materials
A Certifying Person is entitled to accept aircraft components which have been

either manufactured, overhauled, repaired, modified or inspected by
organizations approved by HK CAD of this Notice.
Certify Person is a person appropriately authorised in accordance with the

Exposition of an Approved organisation, or an appropriately Type Rated HKAR-
66 Aircraft Maintenance Licence holder who issues the Certificate of Release to
Service for a complete aircraft, or the installation of a component in an aircraft, its
engines or propellers.
The following organizations are considered to be acceptable sources for aircraft

components when certifying work within the scope of their approval or
authorisation. Authorised Release Document is required except for standard
parts.
(A) Newly Manufactured Components
- Any organization approved by HK CAD.

- Organizations located in Australia or Canada and approved by the
relevant NAA.
- Organizations approved by the relevant NAA of Austria, Belgium, Finland,
France, Germany, Ireland, Italy, Norway, Spain, Sweden, Netherlands,
United Kingdom, and EASA.
- Organizations located in United States of America and approved by FAA.
(B) Used Components
- Any organization approved by HK CAD.

- Any Organization approved by the NAA of any member of the JAA.
- Organizations located in Australia and approved by the relevant NAA.
- Organizations approved by the relevant NAA of Austria, Belgium,
Denmark, Finland, France, Germany, Ireland, Italy, Norway, Spain,
Sweden, Switzerland, Netherlands, United Kingdom and EASA.
- Organizations located in USA and approved by FAA.
- Any organization recognized under the Cooperation Arrangement of
Mutual Acceptance of Approval of AMO between CAAC, CAD and AACM.
- Any organization located in Singapore under the Technical Arrangement
on Aviation Maintenance between HK CAD and CAAS.
- Any organization located in Canada under the Technical Arrangement on
aircraft Maintenance between HK CAD and TCCA.
Standard Parts
A part is considered as a standard part where it is designated as such by the
design approval holder responsible for the product, part or appliance in which the
part is intended to be used.
In order to be considered a standard part, all design, manufacturing, inspection

data and marking requirements necessary to demonstrate conformance of that
part must be in the public domain and published as part of a national or
international specification.
Approved Store
An approved store must be separated into two parts: the quarantine store and
the bonded store.
Quarantine Store
All newly received materials or parts are to be placed in the quarantine store first
at which the stores inspectors will check that all items received are:-
a. Conformed to specification and drawing requirements.
b. Free from damage or corrosion.
c. Received with sufficient time left to enable them to be stored for a
reasonable period in the case of shelf-life items.
d. Accompanied by necessary airworthiness certificates.
When the stores inspectors are satisfied that the incoming spares are fully
airworthy, they will generate a Goods Receipt Number (GRN) to the item for
company internal identification and traceability. The item with a Serviceable
Label and the GRN are admitted to the Bonded Store.
The GRN issued to the part will be noted on its incoming documentation and filed
in the stores inspection office so that the origin of the part can be easily traced at
any time.
Parts, which are not considered to be airworthy, will be retained in the quarantine
store until instructions received.
Bonded Store
The bonded store must be separated from the quarantine store such that
materials or parts cannot reach the Bonded Store until they are released from the
quarantine store with GRN by the authorized Store Inspectors.
All parts admitted to the bonded store are regarded as fully airworthy. The stores
inspector will carry out frequent systematic checks to ensure that the parts are
stored in the correct manner to prevent deterioration and that all necessary
precautions are observed to maintain the bonded store in a serviceable condition.
Serviceable Label
In HAECO any part(s) to be installed on Hong Kong registered aircraft must bear
a Serviceable label. Serviceable labels may be issued from two main areas: the
workshop and the stores inspection.
Workshop
After final assembly and test and prior to the issuance of a serviceable label, an
authorized person will perform a final visual inspection of the item for
completeness, verify that all work and/or inspections performed or required to be
performed have been certified and that no known defect exists that would render
the item unserviceable or un-airworthy.
Upon issuance of a serviceable item label it will be attached to the identified item.
The shop reference copy is to be removed and placed in the documentation
package for that item as a matter of record.
Stores Inspection
Aeronautical parts received into the company will be routed to stores inspection.
Large/heavy assemblies will be inspected at the point of delivery.
Prior to issuing a serviceable label the assigned stores inspector will inspect all
incoming materials, components, parts or appliances etc. to the extent necessary
to assure a good state of preservation, freedom from any apparent defects,
damage or malfunction. The inspector shall also ascertain that the item has
been supplied from an approved source, the requirements of the purchase or
repair order have been met and the release documentation received with the
item meets the requirements.
Upon issuance of a serviceable label it will be attached to the identified item.

The shop reference copy is to be removed and placed in the Goods Receipt
Number (GRN) file for that item as a matter of record.
Unserviceable Label
An unserviceable label will be issued to all parts and components which are
found, or suspected, to be in a condition which does not comply with approved
specifications, drawings, maintenance manual, illustrated parts catalogue or
other technical publication.
Parts and Components so identified will have an unserviceable label attached

prior to disposition. Any qualified person may declare any item unserviceable
and issue an Unserviceable Label.
Part Holding Label
Parts removed for providing access or maintenance convenience are considered

serviceable, and are held for that aircraft or until a determination is made that the
part requires a maintenance action.
In HAECO when a determination is made that a part is serviceable, no further

identification except the A/C part holding label is required. A visual inspection
must be performed before re-installing.
When a determination is made that a part is unserviceable, the part with an

appropriate unserviceable label must be returned to progress.
Safety Equipment Label
For CX aircraft all safety and emergency equipment are to be released from the
section with a small round green disc and will be left attached to the equipment to
indicate its expire date.
Cannibalization Procedures
Cannibalization is a process to remove components from an aircraft or an engine

to serve another aircraft or engine. Components may only be cannibalized in the
event of their being unobtainable from stores and in order to prevent a delay in
delivery or a delay in a scheduled flight. The details of cannibalizations are to be
property recorded.
In HAECO the Transfer Form provides a means to document and control the
transfer of parts within our facility. This form is used by LM, BM, and other
Workshops to provide traceability of serviceable item(s) removed from a
“DONOR” aircraft/engine/component to service a “RECEIPIENT” aircraft / engine
/ component.
Authorisation of parts transfer must be provided by the respective donor

customer representative. It is the responsibility of the recipient area planning-in-
charge to verify the form is completed correctly.
Details of the cannibalized component e.g. S/N, P/N and position are entered in
the donor aircraft maintenance log. It is CX procedures to attach a
“Cannibalized” Label to the “DONOR” aircraft captain’s control column. All open
pipes, ducts and electrical connections are blanked as required.
The authorised engineer who removes the component and has satisfied himself
all the conditions about the component shall issue a Serviceable Label.
Extended Range Twin Operations (ETOPS)
Extended Range Twin Operations is the operation of a twin-engined aeroplane

over a route that contains a point further than 60 minutes flying time (in still air) at
the normal one-engine-inoperative cruise speed from an adequate aerodrome.
Required by the HK CAD publication 513 Extended Range Twin Operations

(ETOPS), the granting of aircraft ETOPS ‘Type Design Approval’ as well as
‘Operations Approval’ to airlines is controlled in order to achieve the expected
level of reliability and safety
Aircraft manufacturer (e.g. Airbus) may provide the Configuration, Maintenance,

Procedures and Dispatch Document (CMP) to list and highlight the related
ETOPS requirements.
Most operators may document the ETOPS requirements into:

Configuration - IPC, or extra ETOPS Parts List.
Maintenance - extra ETOPS Service Ready Check, and Twin Engine
Maintenance Philosophy.
Procedures - Operations Manual.
Dispatch - MEL.
Operators may apply the Twin Engine Maintenance Philosophy to twin engine
aircraft not for ETOPS flight in order to maintain a high standard of airworthiness
reliability.
Safety Critical Maintenance Tasks
In HK CAD AN 72 Safety Critical Maintenance Tasks, Hong Kong CAD highlights

the potential safety benefit where companies choose to apply aspects of
Extended Range Twin Operations (ETOPS) maintenance philosophy to multi-
system aircraft in order to avoid the possibility of simultaneous incorrect
maintenance on two or more safety critical systems.
The safety critical systems are those which have a fundamental influence upon
the safe operation of the aircraft, engines and their systems being a case in point.
Operators and maintenance organizations should consider the introduction of this

concept when planning, and accomplishing scheduled and non-scheduled
maintenance tasks on multi-system aircraft.
Reduced Vertical Separation Minimum (RVSM)
It is a requirement that aircraft flying in the air should be kept with a minimum
vertical and horizontal distance in between to avoid mid-air collision.
Reduced Vertical Separation Minimum (RVSM) reduces the present vertical

separation between aircraft from 2,000 feet to 1,000 feet at altitudes between
29,000 feet and 41,000 feet, at various Air Traffic Control (ATC) regions across
the world to increase the numbers of aircraft in a given airspace.
To achieve and maintain Operations Approval, both integrity and performance

must achieve or exceed aircraft height keeping results obtained from
manufacturers. An integral aspect of the Operations Approval is therefore the
maintenance procedures devised to control RVSM operations and capability and
availability.
The success of operating in RVSM relies on the accuracy of altitude

measurement, calculation and indication.
Any factors that affect the accuracy of altitude measurement, calculation or

indication may result in the aircraft not able to operate in RVSM mode.
For aircraft maintenance, it is critical to ensure that altitude measurement

(affected by pitot-static port and its surrounding smoothness), calculations and
indications (affected by reliability of calculating device, computers and indicators)
are not affected by structural deformation or component deficiency.
System serviceability status following Line Replaceable Unit change and system
disturbance will normally be established by performing tests as detailed in the
appropriate AMM – installation and test requirements.
Each aircraft type may have an associated RVSM parts list, which details the
specific component modification status required for RVSM operations.
<<Additional References>>
HKCAD AN 23 REDUCED VERTICAL SEPARATION MINIMA (RVSM)

OPERATIONS - AIRWORTHINESS REQUIREMENT
All Weather Operation (AWO)
An aeroplane with a basic airworthiness approval for Instrument Flight Rule (IFR)
operations is eligible to perform Instrument Landing System (ILS) approaches
down to a decision height of 60 m (200 ft), assuming that the necessary ILS
receiver(s) and instruments and their installation have been approved. The JAR-
AWO specifies the supplementary airworthiness requirements for the
performance of ILS precision approaches with decision heights below 60 m (200
ft) and down to 30 m (100 ft), i.e. Cat 2, and decision heights below 30 m (100 ft),
or with no decision height, i.e. Cat 3.
Decision height is the wheel height above the runway elevation by which a go-
around must be initiated unless adequate visual reference has been established
and the aircraft position and approach path have been visually assessed as
satisfactory to continue the approach and landing in safety.
The status of JAR-AWO is identical to that of JAR-25. It appears as a separate

document purely for convenience of presentation.
The failure of certain components in the landing related system would cause the
downgrade of the automatic landing system from one category to another. The
policy and procedures about upgrade and downgrade of the system are compiled
by the operator and put into the relevant company procedural document.
Maintenance Error Management System (MEMS)
In HK CAD AN 71, the HK CAD seeks to provide an environment in which errors may
be openly, fully and freely investigated without fear of action by the Director so that
the contributing factors and root causes of maintenance errors can be addressed.
This MEM system would complement the current system of MOR.
A maintenance error is considered to have occurred when the maintenance system,

including the human element (engineer, planner, storekeeper etc.), fails to perform in
the manner expected in order to achieve its safety objectives. This definition differs
from that of a human error as it demands consideration of the system failings (e.g.
inadequate staffing, organisational factors, tooling availability, ambiguous manuals
etc.) as well as the error committed by a person.
Safety Management System (SMS)
It is required by AN(HK)O that a person who (a) is the operator of a public

transport aircraft; (b) issues a certificate of release to service in respect of the
above mentioned aircraft, (c) provides an air traffic service; or (d) is an
aerodrome licence holder, shall implement a safety management system.
The safety management system shall:-

(a) identify safety hazards and manage associated risks;
(b) ensure that remedial action necessary to maintain an acceptable level of
safety is carried out;
(c) provide for continuous monitoring and regular assessment of the safety
level achieved;
(d) aim to make continuous improvement to the overall level of safety; and
(e) be appropriate to the size, nature and complexity of the activities
concerned and the safety hazards and risks related to such activities.
The safety management system shall be a documented system and shall contain
the following elements-
(a) explicit safety policies on which the system is based;
(b) safety objectives and performance targets and indicators;
(c) clearly defined lines of safety accountabilities and responsibilities of staff
at all levels;
(d) promotion of safety culture;
(e) safety training to ensure competence of staff;
(f) monitoring and reviewing of safety performance of staff;
(g) safety management and oversight procedures;
(h) collection and analysis of safety information and data with the aim of
preventing adverse safety trend;
(i) maintenance and, where appropriate, sharing of safety information and
data;
(j) a contingency and emergency response plan;
(k) investigation of accidents and occurrences of significant nature with a view
to identifying and implementing safety improvement measures;
(l) periodic reviews, audits and inspections of the systems and procedures
established in relation to the elements referred to in this paragraph.
HK CAD publications (i) CAD 712 Safety Management Systems (SMS) for Air
Operators and Maintenance Organizations and (ii) AN 78 Safety Management
Systems provide more guidance information about the application and
implementation of SMS.

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BASIC TRAINING FOR HKCAD HKAR-66 LICENCE CAT.

MODULE 10 AVIATION LEGISLATION

Syllabus Reference : HKAR-66 M10

1. Civil Aviation Laws & Authorities

1.1 Civil Aviation Laws & Airworthiness Requirements

1.2 Airworthiness Authorities & Certification Responsibilities

2. Registration & Certifying Airworthiness

2.2 Nationality & Registration Marks

2.3 Certifying Airworthiness

3.1 Operation of Aircraft

3.2 Maintenance of Aircraft

3.3 Modifications to Aircraft

3.4 AOC Interface

4. Approved Organization Procedures

4.1 Approved Organization

4.2 Certification and Responsibility

4.3 Maintenance Documents

4.4 Concession & Dispensation Procedures

4.5 Certification of Aircraft Components and Parts

4.6 Labeling Components

4.7 Quality & Operations Procedures

MODULE 10. AVIATION LEGISLATION

10.1 Aircraft Maintenance Licences 2 2/2 2

Air Navigation (Hong Kong) Order 1995

10.2 Certifications 1 2/2 2

Air Navigation (Hong Kong) Order 1995

10.3 Aircraft, Engine and VP Propeller Log Books 1 2/2 2

Air Navigation (Hong Kong) Order 1995

ISSUE 2 4-APP 1-37 20 February 2009

CAD Approval: light aircraft, large aircraft;

10.4 Technical Log 2 2/2 2

Air Navigation (Hong Kong) Order 1995

10.5 Aircraft Documentation and Requirements 1 2/2 2

Type Certification; Supplementary Type

20 February 2009 4-App 1-38 ISSUE 2

10.6 Approvals 1 2/2 2

10.7 Defect Reporting 2 2/2 2

Air Navigation (Hong Kong) Order 1995

10.8 Hong Kong Aviation Requirements 1 2/2 2

HKAR-1: Airworthiness Procedures;

ISSUE 2 4-APP 1-39 20 February 2009

Mandatory Modifications and Inspections:-

10.9 EASA Requirements 1 1/1 1

Certification rules: such as EASA CS 23/25/27/29

10.10 Hong Kong Aviation Legislations 1 2/2 2

Influence of psychoactive substances on physical or

20 February 2009 4-App 1-40 ISSUE 2

In order to promote multilateral agreement between nations in aviation matters,

On completion of the Chicago Convention, an international agreement was

One of the agreements under the Convention is the formation of an organisation

Up to present, a total of 190 States have signed the Convention as “Contracting

The International Civil Aviation Organisation (ICAO) is an international

One of the functions of ICAO is to promote international standards and

There are eighteen Annexes published by ICAO, containing international

1 Personnel Licensing 10 Aeronautical Telecommunications

2 Rules of the Air 11 Air Traffic Services

3 Meteorological Service for 12 Search and Rescue

7 Aircraft Nationality and 16 Environmental Protection

8 Airworthiness of Aircraft 17 Security - Safeguarding International

Foundation of the International Civil

The most important work accomplished by the

Because of the inevitable delays in the ratification of

From the very assumption of activities of